AvBuyer Magazine March 2015 by AvBuyer Ltd.

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AVBUYER March 2015

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B U S I N E S S

A V I A T I O N

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

THIS MONTH GAMA 2014 Year-End Shipment Analysis Safety Focus: Keeping Pace with Technology Aircraft Comparative Analysis - Bell 206B-3 www.AVBUYER.com

Jet Support Services, Inc. is the only hourly cost maintenance provider covering virtually all makes and models of business aircraft, engines and APUs, including helicopters. Visit us at jetsupport.com

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P004 AC Index March15 19/02/2015 12:36 Page 1

Aircraft For Sale • AIRCRAFT • HELICOPTERS AIRCRAFT

PAGE

AIRBUS A318 Elite . . . . . 82, A320 VIP . . . . . . 68, 164,

BOEING/MCDONNELL DOUGLAS BBJ . . . . . . . . . . . 43, 53, 73, 164, CRJ-100 . . . . . . . 12, CRJ-200 LR . . . . 164, DC-8-62 . . . . . . . 53, 727 VIP . . . . . . . . 53, 737-200 VIP . . . . 53,

BOMBARDIER Global 5000 . . . . 10, 41, 82, 164, Global 6000 . . . . 24, 63, 68, 164, Global Express . 10, 68, 150, 164, Global Express XRS . 29, 68, 82, 164,

Challenger 300 . . . . . . . . . . . 12, 28, 53, 68, 103, 600 . . . . . . . . . . . 21, 32, 601-3A. . . . . . . . . 63, 76, 601-3R . . . . . . . . 12, 604 . . . . . . . . . . . 32, 39, 41, 68, 76, . . . . . . . . . . . . . . . 83, 95, 103, 133, . . . . . . . . . . . . . . . 140, 149, 164, 605 . . . . . . . . . . . 28, 47, 68, 83, 103, . . . . . . . . . . . . . . . 164, 850 . . . . . . . . . . . 133, 164,

Learjet 31A . . . . . . . . . . . 77, 133, 31ER . . . . . . . . . . 85, 35A . . . . . . . . . . . 76, 36A . . . . . . . . . . . 159, 40XR . . . . . . . . . . 96, 145, 45 . . . . . . . . . . . . 13, 39, 63, 74, 107, 45XR . . . . . . . . . . 13, 43, 63, 164, 55 . . . . . . . . . . . . . . 76, 60 . . . . . . . . . . . . 61, 63, 74, 60SE . . . . . . . . . . 77, 60XR . . . . . . . . . . 63, 77, 133, 139, . . . . . . . . . . . . . . . 164,

CESSNA Citation II. . . . . . . . . . . . . . 37, 77, 143, V. . . . . . . . . . . . . . 13, 63, VII . . . . . . . . . . . . 144, X . . . . . . . . . . . . . 32, 35, 63, 76, 158, . . . . . . . . . . . . . . . 163, XL . . . . . . . . . . . . 13, 37, 137, XLS . . . . . . . . . . . 35, XLS+ . . . . . . . . . . 35, 37, 160, CJ1. . . . . . . . . . . . 41, CJ1+ . . . . . . . . . . 13, 35, CJ2. . . . . . . . . . . . . 37, 67,

AIRCRAFT

PAGE

CJ3. . . . . . . . . . . . 13, 41, 84, 107, 142, . . . . . . . . . . . . . . . 163, Bravo . . . . . . . . . 67, 76, Caravan . . . . . . . 53, Encore . . . . . . . . 13, Encore +. . . . . . . 13, Jet . . . . . . . . . . . . 85, 160, Mustang . . . . . . . 35, 53, M2 . . . . . . . . . . . . 37, Sovereign . . . . . . 12, 28, 163, SII . . . . . . . . . . . . 25, 84, Ultra . . . . . . . . . . 32, 63, 67, 84, 135, . . . . . . . . . . . . . . . 158, 414A . . . . . . . . . . 37,

EMBRAER EMB-145 EP . . . 53, Legacy 600. . . . . 53, 76, 164, Legacy 650 . . . . 28, 69, 158, Lineage 1000. . . 164, Phenom 100 . . . 63, Phenom 300 . . . 96,

FAIRCHILD DORNIER 328 . . . . . . . . . . . 37,

FALCON JET 7X . . . . . . . . . . . . 3, 11, 29, 39, 82, 84, . . . . . . . . . . . . . . . 162, 10 . . . . . . . . . . . . 76, 20E . . . . . . . . . . . 41, 20F 5BR . . . . . . . 63, 50 . . . . . . . . . . . . 12, 24, 32, 63, 95, . . . . . . . . . . . . . . . 162, 163, 50-40 . . . . . . . . . 163, 50EX . . . . . . . . . . 3, 12, 24, 107, 162, 900B . . . . . . . . . . 11, 21, 24, 41, 53, . . . . . . . . . . . . . . . 63, 76, 141, 162, 900C . . . . . . . . . . 84, 162, 900DX . . . . . . . . . 82, 900EX . . . . . . . . . 75, 162, 900EX EASy . . . 3, 69, 103, 162, 163, . . . . . . . . . . . . . . . 164, 900LX . . . . . . . . . 11, 162, 2000 . . . . . . . . . . 3, 11, 32, 39, 53, 63, . . . . . . . . . . . . . . . 76, 83, 2000 EX EASy . . 68, 164, 2000LX . . . . . . . . 11, 32, 35, 69, 107, . . . . . . . . . . . . . . . 164, 2000S . . . . . . . . . 3, 11,

GULFSTREAM IV . . . . . . . . . . . . . 11, 43, 63, 164, IVSP . . . . . . . . . . 11, 25, 69, 74, 103, . . . . . . . . . . . . . . . 151, V. . . . . . . . . . . . . . 10, 24, 41, 47, 103,

AIRCRAFT

PAGE

. . . . . . . . . . . . . . . 136, 143, 158, 100 . . . . . . . . . . . 35, 163, 150 . . . . . . . . . . . 28, 63, 200 . . . . . . . . . . . 10, 21, 61, 77, 83, . . . . . . . . . . . . . . . 133, 152, 154, 163, 280 . . . . . . . . . . . 146, 450 . . . . . . . . . . . 7, 10, 28, 43, 74, 77, . . . . . . . . . . . . . . . 103, 141, 147, 164, 550 . . . . . . . . . . . 7, 10, 24, 25, 29, 41, . . . . . . . . . . . . . . . 43, 63, 69, 73, 82, . . . . . . . . . . . . . . . 103, 164, 650 . . . . . . . . . . . 22, 23, 24, 42, 53, 97,

HAWKER BEECHCRAFT Beechcraft 400A . . . . . . . . . . 67, 77,

King Air 200 . . . . . . . . . . . 76, 350 . . . . . . . . . . . 37, 350i . . . . . . . . . . . 95, B90 . . . . . . . . . . . 76, B200 . . . . . . . . . . 53, 67, C90 . . . . . . . . . . . 159, C90B . . . . . . . . . . 13, 160, E90 . . . . . . . . . . . 85, F90-1. . . . . . . . . . 85,

Hawker 400XP . . . . . . . . . 63, 133, 800A . . . . . . . . . . 84, 800SP. . . . . . . . . 7, 800XP . . . . . . . . . 7, 61, 63, 67, 95, 138, . . . . . . . . . . . . . . . 158, 1000 . . . . . . . . . . 39, 1000B . . . . . . . . . 164, 4000 . . . . . . . . . . 133,

IAI Astra SP . . . . . . . 95, Astra SPX. . . . . . 63,

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

NEXTANT

AIRCRAFT

PAGE

Cheyenne III . . . 85, Matrix. . . . . . . . . . 161, Meridan . . . . . . . 14, 85, 161, Mirage. . . . . . . . . 161, Seneca IV. . . . . . 161, Seneca V . . . . . . 161,

SOCATA TBM 700B . . . . . 77, TBM 700C2 . . . . 77, TBM 850. . . . . . . 67,

HELICOPTERS AGUSTAWESTLAND A109 Power . . . . 164, A109E Power. . . 14, AW109SP . . . . . . 41, A119 KE . . . . . . . 41, AW109 . . . . . . . . 53, AW139 . . . . . . . . 14, 53,

BELL 206 BIII Jetranger 14, 206 L4. . . . . . . . . 159, 212 . . . . . . . . . . . 159, 407 . . . . . . . . . . . 148, 161, 407 GX . . . . . . . . 14, 412 EMS . . . . . . 159, 427 . . . . . . . . . . . 63,

EUROCOPTER AS 350 B3 . . . . . 41, AS 350 B3e . . . . 41, AS355 F2 . . . . . . 53, BK 117C1. . . . . . 41, EC 120B . . . . . . . 14, 41, 160, EC 130 B4 . . . . . 35, EC 135 T2e . . . . 41, EC 135 T1CDS . 41,

ROBINSON R66 . . . . . . . . . . . 133,

SIKORSKY

400XTi . . . . . . . . 153,

SABRELINER 65 . . . . . . . . . . . . 76,

S-92A . . . . . . . . . 75, S-76C+ . . . . . . . . 14, S-76C++ . . . . . . 14, 75, S-76D . . . . . . . . . 75,

PILATUS PC 12 NG . . . . . . 161,

PIPER Archer DX. . . . . . 161, Cheyenne II . . . . 41,

THE WORLD’S LEADING

AIRCRAFT DEALERS & BROKERS find one today 4

AVBUYER MAGAZINE – March 2015

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EDITORIAL Editorial Director / Publisher J.W. (Jack) Olcott 1- 201 572 9284 Jack@avbuyer.com

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True to the Cause

vBuyer is true to its commitment to help readers stay informed and make successful decisions, regardless of what form of Business Aviation satisfies their transportation needs. Our recent readership survey suggests we’re on the right path. The vast majority of respondents stated they read AvBuyer to stay informed—when in the market for new as well as pre-owned equipment, and when simply keeping abreast of the Business Aviation community. We are proud of the role we play addressing your needs. For the user of business aircraft, AvBuyer provides timely and relevant information regarding operational efficiency, flight planning, regulations and safety, along with case studies illustrating why business aircraft are valuable productivity-enhancing tools. For the Business Aviation professional, we include features dealing with management of the aviation department’s physical assets and personnel. For clients of dealers and brokers as well as the marketers of new aircraft, we present market trends and relevant data for detailed analysis. Meanwhile, our advertising pages provide a comprehensive view of what’s available throughout the landscape of business aircraft. As a user of business aircraft or a service provider to the Business Aviation community, you make a valuable contribution to economic growth and improved quality of life. Business Aviation is a vital component of air transportation, and we are committed to presenting meaningful intelligence designed to help our readers succeed within that important endeavor. Enlightened corporate leaders—those who truly value the importance of people and time—embrace Business Aviation as a transportation resource. Aviators, aviation manager and vendors have chosen a worthy profession.

Serving your informational needs is a responsibility we willingly accept.

This Month... Ken Elliott continues his comprehensive coverage of mandates that are pacing advances in airspace management and control. While dates for compliance may slip, pity the decision-maker who discounts government indicts in this arena. Meanwhile, Pete Agur, Jodie Brown and George Dom provide valuable insights into challenges that face flight department managers. David Wyndham and Keith Swirsky each offer guidance to the Boardroom regarding charter. Dave Higdon examines the benefits that can be obtained from helicopters in Business Aviation operations while Michael Chase adds to our treatment of helicopters with his Comparative Analysis featuring the Bell 206B JetRanger III. You will find plenty of coverage of new aircraft shipments as Mike Potts reflects on GAMA’s Year-End 2014 Airplane Shipment Report released in Washington, DC last month and what it tells us about the marketplace. Not to be overlooked is AvBuyer’s signature coverage of Market Indicators and Community developments—truly required reading for understanding what is happening in Business Aviation. We trust that you will find the content of our March edition both informative and enjoyable. 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

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March 2015 – AVBUYER MAGAZINE

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Editorial Focus 26

GAMA 2014 Year-End Shipment Analysis

Mike Potts analyses the OEM shipments for 2014 to identify trends and assess the health of the market. Discover what made 2014 ’a pretty good year’…

Global & Domestic Flight Planning

Irrespective of whether it’s a straight-forward domestic trip or one crossing multiple borders, Dave Higdon highlights the advantages of forward planning.

102

Aircraft Comparative Analysis-Bell 206B-3

How does Bell’s JetRanger III square up against Airbus’ EC-120B? Find out in this month’s Aircraft Comparative Analysis…

108

Reaching New Heights

Rani Singh discovers how Business Aviation expands Barry LaBov’s boundaries far beyond his company’s Midwestern HQ. 8

AVBUYER MAGAZINE – March 2015

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Aircraft Index see Page 4

Contents Layout March15 18/02/2015 11:13 Page 2

March 2015

Volume 19, Issue 3

Contents T BizAv Intelligence 15

Market Indicators: Analysis, Reflections, Trends and Comment

GAMA 2014 Year-End Report: A complete listing of OEM shipments for 2014

BizJet Deliveries Soar: …but what’s the real impact?

T Flight Department 46

Avionics Mandates (Part 3): What you should know about FANS 1/A – ATN-B2 Reactive BizAv Cost Management: Four hits and myths – focus on facts…

Looking for More Productivity? Have fewer, but better meetings

Gaining Team Credibility: A strategic approach to individual communication

Keeping Pace with Technology: How will you incorporate technology currency?

Specifications: Entry Level & Light jet performance and specifications comparisons

Helicopters in Traditional Flight Depts: Could rotorcraft augment your options?

T Boardroom 110 The Recovery: Weighing up the evidence, how sustainable is it? 114 Aircraft Charter: It’s an option with many dimensions 118 Chartering your Company Aircraft: Have you considered the tax issues? 120 Hangarkeeper’s Liability: What does this insurance area actually cover?

T Community 125 BizAv Review: ‘Plastic Planes’, News, Appointments & Events

Next Month

Training: The power that protects

Dealer Broker Market Update

Retail Price Guide: Twenty-year Entry Level & Light jet price guide from Bluebook

Getting the Best from a Safety Audit

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MARKET INDICATORS T BIZAV INTELLIGENCE

Trends, Forecasts, Analysis & Opinion BizAv Activity - Europe There were just 49,929 Business Aviation flights in January, according to WingX. That’s a -5.8% decline YOY, taking last year’s tepid recovery in Europe well off-course. January 2015 activity was at a similar level to that of January 2009... Flight activity fell -4% in Western Europe, and as much as -10% in Germany. France, Europe’s busiest market fell -2%, and Italy -3% YOY. Activity in Switzerland dropped -6%. Central and Eastern Europe were also well down this month: Poland was down -6%; Austria 17%, Ukraine -59% and Russia -23% YOY. There were some geographic bright spots however: AOC flights out of the UK increased 10% and out of Belgium 9%, while overall activity out of Greece increased 11%. Flights out of Czech Republic were up 6%, of which private flights were up 38% YOY. Overall, business jet activity (-7%) was impacted more than turboprops (-1%). Only Turkey showed meaningful gains in jet activity for January. Chartered jet activity fell -9% in Europe and is now more than -15% below its level in 2008. The only business jet segment increasing flights this month was the Ultra-Long-Range segment (7.5% of total volume), with YOY growth of 4%, some way below its annual trend of 11%. ULR jet charter volume was strong, up 9% YOY in January. MI www.wingx-advance.com

BizAv Activity - US & Canada

2014 flight activity posted its best year since 2008 - according to Argus TRAQPak data - up 2.0% from 2013. Activity had a great start in 1H 2014 with gains of 1.6%, but an even stronger performance in 2H 2014 with a 2.4% increase from July through December. All four quarters in 2014 grew from their respective quarter in 2013, with 4Q leading the way, up 2.8% from 4Q 2013. 1Q, 2Q and 3Q 2014 finished up 1.1%, 2.1% and 2.0% in that order over their respective quarters in 2013. Part 135 flight activity finished 2014 with another solid year of gains, up 3.9% from 2013. The Part 135 sector saw an increase in flight activity for 11 of the 12 months in 2014 (over 2013). The Fractional industry saw some positive signs in 2014 with a YOY increase in flight activity of 1.2%. The first half of 2013 would have included Avantair; however Avantair ceased operations in June 2013. Part 91 operators also saw growth in 2014, with a YOY increase of 1.1%. Aircraft category results indicated a

strong market for all three jet categories, led by large cabin jets for the second year in a row. The large cabin jet segment posted gains across the board, finishing with a YOY increase of 6.2%. Small and mid-size cabin aircraft posted gains for the year of 4.0% and 2.5%, respectively. The turboprop sector, affected by Avantair’s ceasing operations, finished the year down -1.5% from 2013, however 4Q 2014 flight activity was up 2.0% for the turboprop market.

2015 Forecast Looking ahead to 2015, TRAQPak analysts estimate there will be a 2.1% overall increase in flight activity for 1Q 2015 over 2014. It is estimated that the Part 135 segment will finish with the largest increase for 1Q 2015, up 5.1% from 1Q 2014. The initial forecast for the Part 91 segment indicates a flight activity rise of 2.4% in 1Q 2015. The Fractional market also looks to be on the positive side of things with an estimated rise of 1.9% for the quarter. MI www.argus.aero 

B USINESS AIRCRAFT ACTIVITY 2014 vs 2013 P art 91 P art 135 F ractional T urboprop -2.3% 3.7% -29.8% S mall Cabin Jet 2.0% 1.8% 23.6% M id-Size Jet 3.3% 4.0% -0.4% L arge Cabin Jet 4.7% 9.4% 6.2% A ll Combined 1.1% 3.9% 1.2%

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A ll -1.5% 4.0% 2.5% 6.2% 2.0%

March 2015 – AVBUYER MAGAZINE

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BIZAV INTELLIGENCE T MARKET INDICATORS

Medium Jets Led the 2014 Resale Market Business Jet resale transaction activity in 2014 was up 5.7% over 2013 and 10.8% of the fleet turned over, versus 10.4% in 2013, according to AMSTAT. However, YOY growth for Business Jets was below that for the previous two years... “While there was 5.7% growth in Business Jet resale transactions in 2014, this should be viewed in context,” Andrew Young, AMSTAT General Manager, qualified. “This growth was below the YOY growth of 8.8% in 2013 (over 2012) and 6.3% in 2012 (over 2011).” For Business Jet resale transactions there was very little change in Q4 over Q3 (2.9% and 2.8% fleet turnover respectively) and Q4 2014 over Q4 2013 (2.9% versus 3.0% turnover). AMSTAT noted that Q4 was marginally the best quarter in 2014, the best quarter since Q4 2013, and was just over the 20-year Quarterly Average for this group. Resale transaction activity was up YOY in both the Medium (16.4%) and Heavy Jets (4.1%) although in both cases below the previous year’s growth rate. For both Medium and Heavy Jets, Q4 vs Q3, and Q4 2014 vs Q4 2013 were essentially flat. Both Light Jets and Turboprops, meanwhile, had a lackluster 2014, with ‐1% and -12.2% YOY transaction growth respectively. For Turboprops this represented three consecutive years of negative results. The Q4 Light Jet performance met their 20-year Quarterly Average and placed Q4 as the best quarter in this segment since Q4 2013. Q4 performance for Turboprops (2.0%)

AVBUYER MAGAZINE – March 2015

Resale Retail Transactions Business Jets Heavy Jet Medium Jet Light Jet Business Turbo Turbine Helis Helis Multi Eng Helis Single Eng

Global Fleet 20,438 5,638 6,800 8,000 13,608 18,769 7,686 11,083

Global Fleet 20,480 5,656 6,806 8,018 13,619 18,773 7,696 11,077

R ESALE TRANSACTION ACTIVITY - AMSTAT Q4 2014 Q3 2014 Q4 2013 Qty of % of % of Q/Q % of Y/Y Xactions Fleet Fleet Change Fleet Change 599 2.9 2.8 0.2 3.0 0.0 133 2.4 2.3 0.0 2.4 0.0 203 3.0 2.8 0.1 3.1 -0.1 263 3.3 3.0 0.3 3.3 0.0 273 2.0 1.9 0.1 2.3 -0.3 241 1.3 1.2 0.1 1.3 0.0 80 1.0 0.9 0.1 1.0 0.0 161 1.5 1.4 0.1 1.4 0.0

20 Year Average % of Current Fleet vs Avg 2.8 0.1 2.3 0.1 2.7 0.3 3.2 0.1 2.9 -0.9 1.5 -0.3 1.2 -0.1 1.7 -0.3

A IRCRAFT FOR SALE INVENTORY (USED) - AMSTAT 1 Jan 2015 1 Oct 2014 1 Jan 2014 Qty ‘For % of % of Q/Q % of Y/Y Sale’ Fleet Fleet Change Fleet Change 2,172 10.6 11.2 -0.6 11.7 -1.1 556 9.8 10.1 -0.3 9.7 0.1 740 10.9 11.2 -0.3 12.3 -1.5 876 10.9 12.0 -1.1 12.4 -1.5 1,030 7.6 7.8 -0.3 7.8 -0.3 1,158 6.2 6.3 -0.1 6.4 -0.3 441 5.7 6.0 -0.3 6.5 -0.8 717 6.5 6.4 0.1 6.4 0.1

20 Year Average % of Current Fleet vs Avg 12.6 -2.0 10.1 -0.2 12.2 -1.4 14.3 -3.4 10.9 -3.4 6.0 0.1 6.4 -0.7 5.8 0.6

was significantly below their 20-year average (2.9%). Turbine Helicopters had a disappointing year overall with a -7.7% drop in resale transaction activity over 2013 (compared to a +2.9% increase in 2013 over 2012). Multi and Single Engine Turbine Helicopter activity was down -9.5% and -6.8% year-on-year respectively.

Business Aircraft Inventories Inventories remained flat or continued to contract in 2014. For Business Jets overall, 10.6% of the fleet was ‘for sale’ at the start of 2015 compared to 11.2% at

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the end of 3Q 2014. Inventory for this group is now 2% below its 20-year Average (12.6%). Medium Jet inventories contracted from 12.3% to 10.9% (20-year Average, 12.2%) while Light Jet inventory contracted from 12.4% to 10.9% (20-year Average, 14.3%). Heavy Jet availability flattened in 2014 with 9.8% of the fleet for sale today versus 9.7% a year ago (20year Average, 10.1%). Turboprop inventories continue to plateau with 7.6% for sale today versus 7.8% a year ago (20year Average, 10.9%), and Turbine Helicopter inventories also plateaued. Today, 6.2% of the fleet is for sale compared to 6.4% a year ago (20-year Average, 6.0%). By the start of 2015, Heavy Jet Average Asking Prices had increased 2.2% over 3Q 2014 and 8.3% over the start of 2014. By comparison, Medium Jets and Light Jets saw continued downward pressure on Average Asking Prices falling -4.1% and -4.9% respectively since the start of 2014. With transaction activity declines and a flattened inventory, Average Asking Prices for Turboprops were down -4.0% over the start of 2014. Average Asking Price for Multi-Engine Turbine Helicopters increased +4.4% over the start of 2014 and for Single-Engine Turbine Helicopters decreased -5.9% over 2014. MI www.amstatcorp.com Aircraft Index see Page 4

MarketIndicators _Layout 1 18/02/2015 11:57 Page 3

MARKET INDICATORS T BIZAV INTELLIGENCE

‘Pause’ to Reflect: Learjet 85 Forecasting an aircraft’s death - the jobs lost, lives changed and of course dead aircraft - is sad work, notes Richard Aboulafia. Alas, killing one program can lead to deaths elsewhere (and benefits for competitors). Case in point: the Learjet 85. Bombardier’s statement about the Learjet 85 was as egregious as I’ve seen in this business, blaming a weak market just as it’s picking up. With industry health depending on customer confidence, calling the market “weak” is just bad corporate citizenship. The company also called its Lear 85 move a “pause”. You don’t fire 1,000 people and write off $1.4bn for a pause.

What’s to Blame? You could blame the corpse. Composite business aircraft have a troubled past (see Rod Simpson’s feature on p124 of this edition). The Lear 85 was suffering from serious delays and cost overruns. Also, it was close in price and capability to the Challenger 300/350, making it disposable. Yet healthy companies don’t kill programs so far into development. Bombardier’s financials offer a more compelling explanation for the 85’s ‘pause’. Thanks to CSeries development costs, Bombardier’s total liquidity dropped from $4.8bn in 4Q 2013 to $3.3bn in 3Q 2014. Bombardier says it has $2.4bn in cash and cash-equivalent assets to bring the CSeries to market. Unfortunately, in 2013, the company issued $2bn of unsecured senior notes with $750m due in January 2016. There’s another $900m of

debt due in 2016. Bombardier will need go to capital markets in 2016 or sooner. Debt will be very expensive, and equity markets unforgiving. With the CSeries still burning through cash, the Lear 85 simply needed to die. Even if it wasn’t a troubled program it would probably have been killed.

The Winners Unlike its Commercial Aircraft, Bombardier Business Aircraft has a great product line, and until 2013 enjoyed #1 market position. Yet it heavily depends on new product development money to remain competitive. It needed a fast response to Gulfstream’s G650, but the cash wasn’t there. The Global 7000/8000 development schedule gives Gulfstream five years alone on the market, and that slow response handed Gulfstream the top business aircraft market spot in 2013 and 2014. Bombardier may never again reclaim top market position. Killing the Lear 85 is a big plus for Embraer’s Legacy 450/500, which is just arriving (Embraer doesn’t see the market as weak), and for Cessna’s Latitude and Sovereign.

Combardier Scenario Returning to the CSeries, given its problems what could save it if Bombardier’s cash problems threaten its existence. There’s the possibility of massive amounts of Canadian federal and Quebec aid (controversial and contentious), or there’s China…

FBOs Predict >2.5% Fuel Sale Increase The latest survey from Aviation Business Strategies Group (ABSG) has revealed the FBO industry predicts an increase of at least 2.5% in fuel sales for 2015. “After a prolonged period of dealing with depressed fuel sales, we’re starting to see a glimmer of optimism amongst the majority of FBO owners/operators,” ABSG principal John

Advertising Enquiries see Page 5

For years, I’d dismissed the possibility of Comac acquiring Bombardier Commercial Aircraft, yet my friend Kevin Michaels points out that if things get desperate, Bombardier could sell at a very low price. Comac is the only entity that could absorb the risk and expense. In such an event, Bombardier would take a huge and painful write-off, but after that they’d be able to focus on businesses with respectable 10% profit margins. Kevin calls this the “Combardier” scenario. It’s one of the weirder wild cards in our industry.

MI www.tealgroup.com



Enticknap revealed. “Results of our annual FBO industry survey indicate a current market that is yet to catch any real traction, as well as one that is being approached with guarded optimism.” “In our 2014 survey, the majority of respondents predicted at least a breakeven marketplace with only about 40% projecting an increase in fuel sales volume. In our recent survey, more than 60% predicted an increase in fuel sales,” added Ron Jackson, fellow ABSG principal. Eighteen percent of those surveyed this year predicted an increase in fuel sales of 58%, compared to 10% of respondents in 2014, Enticknap outlined, while 8% said they expect an increase of more than 8% - the same as the 2014 survey. Asked about the recent oil prices decreases, many respondents indicated that aviation fuel prices will not come down as quickly as auto gas because there’s still a lot of higherpriced fuel in inventory at airport storage facilities. According to Enticknap, flight hours flown by General & Business Aviation aircraft continued to be flat in 2014. “As a result, we really don’t see flight hours increasing in the short-term, even though fuel prices are coming down. Based on our survey findings, we forecast aviation fuel prices continuing to drop throughout 2015 with no appreciable increase in flight activity until the third quarter.” MI www.absggroup.com

www.AVBUYER.com

March 2015 – AVBUYER MAGAZINE

MarketIndicators _Layout 1 17/02/2015 15:03 Page 4

BIZAV INTELLIGENCE T MARKET INDICATORS

Pre-Owned Jet, Turboprop & Helicopter Markets Across all market sectors, JETNET reports 8,476 full retail sale transactions for 2014, an increase of 176 (or 1.8%) over the 8,327 reported for 2013. The fleet “For Sale” percentages for all market sectors were mostly unchanged in the December comparisons, although business jets were down at 11% (1.5 pts from 12.5% in 2013). Business turboprops for sale were at 7.7% (no change from 2013); turbine helicopters for sale were at 6.4% (no change from 2013); and piston helicopters for sale were at 6.1% (up 0.1 pt. from 6.0%). Full Sale Transactions had mixed results. Business jets were up (8.1%); business turboprops were down (-11.6%); both turbine (-0.2%) and piston (-7.3%) helicopters were down, as were all the commercial airliners. Average Days on Market are all at very high levels. All market sectors decreased in Average Days on Market YTD, however, through December except for piston helicopters and commercial airliners, which took 41 or

D ecember 2014 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)

B usiness Aircraft J et T urbo

W orldwide Trends H elicopters T urbine P iston

20,010

14,390

20,463

9,683

C ommercial Airline J et T urbo

T OTAL A ll

25,696

9,569

99,811

2,202

1,101

1,315

593

483

470

6,164

11.0% 12.5%

7.7% 7.7%

6.4% 6.4%

6.1% 6.0%

1.9% 2.2%

4.9% 4.3%

6.2%

-1.5pt

n.c.

0.1pt

-0.3pt

0.6pt

J anuary to December 2014 1,215 1,320 901

1,847

624

403

443

-7.3%

-9.9%

-14.4%

2,569 350 $4.565

315

434

375

$1.365

$0.215

8,476

Y TD – January to December 2014 vs 2013 % Change (Sale Transactions) Change (Avg Days on Market) % Change (Avg Ask Price)

8.1%

-11.6%

-0.2%

-42

-14

-2

-10.4%

-1.7%

0.7%

-1.8%

Source: JETNET; Analysis: Chase & Associates

more days. Average Asking Prices, meanwhile, had mixed results. Business jets (-10.4%), business turboprops (-1.7%), and piston helicopters (-1.8%) all decreased. Turbine helicopters increased (+0.7%). The year-end 2014 For Sale

inventory level is 2,202, or 11% for sale. This inventory level is still above the 2,000 mark, but is at the lowest level since 2008, and nearly at the percentage level of 10.8% recorded in 2007. MI www.jetnet.com 

BizJet Value Review International Bureau of Aviation (IBA) looked at how business jet values are performing in 2015. Jonathan McDonald, Senior Analyst for IBA, shared his knowledge of business jet values, sampling a few popular types (all values in US$)… Cessna Citation Mustang (VLJ): In July 2013 the oldest Mustangs were probably trading at around $1.8m. Now they’re down to $1.43m according to IBS. That’s a 20% drop in less than two years. Stripping out 10-12% natural depreciation, it’s clear that the aircraft’s market value has not risen. Cessna Citation CJ2 (Light Jet): In July 2013 the oldest CJ2s were trading at around $2.3m. Now they’re down to $2.06m a substantial drop. While natural depreciation will take care of some of this, there’s substantial room for the market values to improve yet we still aren’t seeing it. Learjet 40/45/60 Series (Medium Jet): In July 2013 we reckoned the cheapest of these could be yours for anywhere between $1.8-2.3m. That’s down to $1.33-2.0m. Bombardier Challenger 300 (Super Mid-Size Jet): Values of the oldest examples seem to have settled around $9.3m, so no great changes from 2013. IBA Group is aware of for sale aircraft advertised in the $8-9m range, but seemingly with 7,000+ hours on them. Heavy Jets: We already know that new Bombardier 18

AVBUYER MAGAZINE – March 2015

Challenger 605s are coming out of the door at around $27m (barely any more than a new super mid-size Challenger 350). Used Legacy 600 pricing remains weak. We’ve seen no evidence of values creeping up on those. Large Jets: Much of this fleet is still made up of “maturing” Global Express, GIV-SPs/G550s, etc. Have we seen improved market values on early examples? Based upon the oldest Global Express aircraft coming down from $16m in 2013 to $14.10m in 2015, or the G550s from $27m to $25.3m, the answer is ‘no’. MI www.ibagroup.com

www.AVBUYER.com

Aircraft Index see Page 4

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MarketIndicators _Layout 1 17/02/2015 11:05 Page 5

BIZAV INTELLIGENCE T MARKET INDICATORS

In-Service Aircraft Technical Condition and Price An Asset Insight Index analysis conducted on December 30, 2014 covering 76 fixed-wing models and 1,468 aircraft listed ‘for sale’ revealed the following Overall Market asset quality Ratings to end the year… 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) ended the year with a 3.1 AI2 basis point decrease, registering 5.436 versus November’s 5.467. This Rating was, once again, comfortably above the MidTime/Mid-Life 5.000 level (scale of -5 to 10). Financial Rating (ATFC Score): Asset Technical Financial Condition Score (evaluating scheduled maintenance event cost based on the aircraft Maintenance Rating) decreased too, with the Rating ending the year below the Mid-Time/Mid-Life 5.000 level (0-10 ATFC Score scale) at 4.977, versus November’s 5.015. Asset Exposure (ATFE Value): Asset Technical Financial Exposure Value (an aircraft’s accumulated maintenance financial exposure) was slightly improved, decreasing more than $20k this month to $1.423 Million, from November’s highest and worst figure for the past 12 months. Asset Insight’s analysis revealed ongoing sales of quality assets, with available inventory decreasing by 25 aircraft. By asset group, the findings were as follows: • Large Jets: outstanding quality; higher Ask Price; improved Asset Exposure; best Exposure to Price (ETP) Ratio of all groups. • Medium Jets: excellent asset quality; 12-month peak Ask Price; slightly worse Asset Exposure; improved ETP Ratio. • Small Jets: very good overall asset quality; 12-month low Ask Price; worst ETP Ratio among all groups. • Turboprops: good asset quality; slightly improved Asset Exposure, Ask Price, and ETP Ratio.

Table A

aircraft Asset Insight tracks widened for the third consecutive month, while the average improved slightly, from 46.3% to 45.7%. (Asset Insight considers anything over 40% to represent excessive Asset Exposure in relation to Ask Price, and that demarcation point was exceeded every month during 2014, excepting January and February.) “It is our opinion that in order for the ETP Ratio to register below 40% any time soon, Ask Prices will need to improve substantively,” noted Tony Kioussis, president, Asset Insight. “When looking at the market segments separately, it is notable that Large Jets have experienced good market activity and stronger Ask Prices due to outstanding asset quality.” A closer look at the ETP Ratio for each market segment reveals: • Large Jets: the only group to show improvement in the year-over-year average and, at an ETP Ratio of 31.7%, the only group to end the year below the 40% excessive exposure baseline. • Medium Jets: managed to break the 40% baseline only once throughout 2014, and finished the year in third position. • Small Jets: again recorded the worst ETP Ratio among the four groups, and posted the worst ETP Ratio on record in December 2014. • Turboprops: averaged below the 40% excessive exposure baseline in 2014 to rank second among the four groups.

ETP Ratio

Market Outlook

Spread in the ratio of Asset Exposure to aircraft Ask Price (ETP Ratio) for the

While the year-end ETP Ratio for the overall market remained above the 40%

AVBUYER MAGAZINE – March 2015

www.AVBUYER.com

Table B

level, from a Maintenance and Financial Rating perspective, we ended 2014 with better overall figures than for 2013. While aircraft maintenance condition played an active role, falling Ask Prices for the available ‘for sale’ fleet had a much greater impact on the Ratio. Asset Insight’s 2014 year-end analysis indicates that seller willingness to accept lower prices has improved overall jet aircraft sales figures. Turboprops have seen fewer trades in 2014 than 2013 due, in part, to heavily depressed pricing and seller unwillingness to accept even lower offers. On the other hand, one cannot fault buyers for seeking to take asset maintenance exposure into account, and we expect this inability to find middle ground to continue impacting Turboprop trades. The figures clearly indicate that buyers are seeking out aircraft of higher asset quality, and sellers should not expect worthwhile offers if their aircraft’s maintenance condition is below the market average. MI www.assetinsightinc.com T Aircraft Index see Page 4

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GAMA March15_GAMA DEC05 17/02/2015 15:58 Page 1

BIZAV INTELLIGENCE T OEM SHIPMENTS

GAMA 2014 Year-End Report Reveals a Good Year The General Aviation Manufacturers Association (GAMA) issued its year-end billing and shipment report for 2014 in February, and in Mike Potts’ view the results were pretty good - although GAMA put a long face on its announcement. 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

otal billings for fixed-wing business aircraft in 2014 reached $24.5bn, which is the second best year in GAMA’s history, surpassed only by 2008 when the total was $24.8bn. The 2014 total represented an increase of 4.5 percent over the $23.4bn recorded in 2013. Business jet deliveries reached 722 units, up 6.5 percent from 678 in 2013. Turboprops finished at 603 units (-6.5 percent from the 645 in 2013), and piston aircraft totaled 1,129 units (+9.6 percent over the 1,030 shipped in 2013, making piston aircraft the best performing segment in 2014). GAMA’s president and CEO Pete Bunce noted, “the mixed results among segments indicate that

AVBUYER MAGAZINE – March 2015

www.AVBUYER.com

the General Aviation manufacturing industry is still facing headwinds, given the tepid US economic recovery and the political and economic uncertainties in Europe.” In defense of Bunce’s rather glum outlook, GAMA’s helicopter segments are down sharply, with total shipments 24.7 percent below last year, and billings off 7.5 percent. Nonetheless, looking at just the fixed-wing segment, 2014 was a pretty good year, and a closer look at the numbers paints an even rosier picture than GAMA’s initial overview portrays.

700 Units Surpassed! For starters, this is the strongest jet market we’ve Aircraft Index see Page 4

GAMA March15_GAMA DEC05 18/02/2015 11:58 Page 2

seen in the past five years, and the first time jet deliveries have been above 700 units since 2010. That’s news worth cheering about. Last quarter I predicted the market might reach the 710-715 level with a strong 4Q surge, although I was also skeptical that there was enough production capacity to get there. Fourth quarter sales spikes have been a feature of the Business Aviation market for decades, driven primarily by tax laws. For many years a typical sales spike would cause about 33 percent of a total year’s deliveries to come in 4Q. Lately that number has been pushing upward, and this year 36.43 percent of business jet sales came in the last three months of the year, bringing the delivery total to 722. The business turboprop segment is actually doing better than GAMA’s overview suggests. The report shows turboprop deliveries down -6.5 percent, from 645 units to 603, but those numbers include agricultural turboprops, and it turns out the downturn occurs entirely in the agricultural segment. The GAMA report doesn’t break out traditional business turboprops, so these numbers have to be calculated separately: Looking just at traditional passenger-carrying business turboprops, the market is about even – with 422 deliveries this year compared to 420 in 2013 (+0.5 percent). While that increase is whisper thin, it’s still a gain over last year, and considerably better than the -6.5 percent drop listed in the report would suggest. With a +9.6 percent increase, the piston market speaks for itself. Looking at the overall market, we can see that things are clearly getting better, and across all segments. Although maybe not as fast as Advertising Enquiries see Page 5

everyone would like, more airplanes were delivered in all segments than a year ago. Let’s take a look at market specifics…

The Jet Market Looking at the jet market we see that the 4Q rush that produced 263 deliveries in the last three months of the year was not equally distributed among all of the OEMs. Of eight companies reporting, four delivered 40 percent or more of their units in the closing quarter while two had surges in the mid-to-high 30-percent range. Two experienced no surge at all. Oddly, three of the four with the strongest 4Q gains failed to match their previous year’s delivery total. Of the eight jet OEMs, five had stronger sales than a year ago. Leading the jet deliveries by a wide margin was Bombardier, with 204 shipments, up from 180 in 2013. That’s an increase of 13.3 percent, and came on a 4Q performance of 78 deliveries – a surge of 38.24 percent. Textron Aviation’s Cessna subsidiary secured second place in the jet delivery race with 159 units, +14.39 percent from 139 units last year. Cessna’s 4Q deliveries totaled 55 units (34.59 percent) of their total year’s deliveries. While not an especially strong swell, it was enough to carry Cessna over Gulfstream, which held the second position in jet deliveries at the end of 3Q 2014. Gulfstream, which typically has very steady delivery numbers, reported 42 deliveries in 4Q, up a single unit over the year before. The company finished the year with 150 deliveries, up 4.17 percent from the 144 it had in 2013. Gulfstream’s 42delivery 4Q amounted to just 28 percent of the company’s total 2014 deliveries (which is what  www.AVBUYER.com

“Although maybe not as fast as everyone would like, more airplanes were delivered in all segments than a year ago.”

continued on page 30

March 2015 – AVBUYER MAGAZINE

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GAMA March15_GAMA DEC05 17/02/2015 15:59 Page 3

BIZAV INTELLIGENCE T OEM SHIPMENTS

The Turboprop Market

“It is worth noting in the jet segment that larger jets continue to dominate the market although lighter jets appear to be staging a comeback.”

we’ve come to expect from the Savannah-based OEM). With or without a 4Q surge, Gulfstream’s 150 units were enough to give it first place in terms of billings at $7.78bn. Bombardier was a close second with $7.56bn, meaning that between them Gulfstream and Bombardier accounted for nearly 62.63 percent of the industry’s $24.5bn in annual billings, while delivering just 14.43 percent (354 units) of the 2,454 airplanes GAMA reported in 2014. In fourth place for jet deliveries was Embraer, with 116 shipments, including 52 in 4Q 2014 – a spike totaling 44.83 percent. In spite of this strong quarter, Embraer finished three units behind the 119 units recorded in 2013. Dassault finished in fifth place with 66 units, and also enjoyed a strong surge, with 42.42 percent of its deliveries coming in 4Q. Dassault’s year-end total was -14.28 percent below the 77 units delivered in 2013. Rounding out the jet market was Eclipse with 12 units, including 2 in 4Q; Boeing with 10 (4 in 4Q); and Airbus with 5 (2 in 4Q). Boeing and Airbus both had 40-percent fourth quarter surges. Boeing’s delivery total was up 42.8 percent from the seven units recorded in 2013 while Airbus was down 16.67 percent from six units in 2013. It is worth noting in the jet segment that larger jets continue to dominate the market although lighter jets appear to be staging a comeback after several years of extremely weak sales. The single largest selling jet models in 2014 was Bombardier’s Global 5000/6000 with 80 units. In second place was Embraer’s Phenom 300 light jet (73 units), but after this the strongest light jet entry is Cessna’s M2 (46 for the year). Most of the other light jets are languishing in the 20-unit annual delivery range, or below. At the same time numerous medium to large jets from Gulfstream and Bombardier are enjoying deliveries in the 30-50-unit range. Dassault’s Falcon 7X outsold all but one of the models in Cessna’s CJ line. Today’s market is clearly still favoring larger jets.

AVBUYER MAGAZINE – March 2015

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The business turboprop segment continues to be essentially flat, although single engine turboprops are up slightly at 293 this year compared with 283 in 2013. Twins are down a little, with 129 this year compared with 137 the year before. Total business turboprop deliveries of 422 units finished close to the 425-430 level we predicted last fall. Textron Aviation’s Beechcraft division continues to be the largest turboprop OEM shipping 127 units this year. Nevertheless, the Beech total is down 5.93 percent from a year ago when it delivered 135 units. Beech experienced a typical 4Q spike, with 32.28 percent of its twin turboprop deliveries coming in the final three months. Throughout the year Beechcraft was the only twin turboprop OEM reporting to GAMA, but in the year-end report Piaggio Aerospace checked in with two units, just as it did last year. The swell in single-engine turboprop sales was more like what the jet market experienced, with 38.9 percent of the year’s sales coming in 4Q 2014. Cessna led the single-engine turboprops with 94 deliveries, and like Beechcraft its total was down from the year before, when Cessna delivered 105 units. Thirty of Cessna’s deliveries were in the final three months, which amounted to a 31.91 percent of the total. Pilatus took second place in single-engine turboprop deliveries with 76 units, and had a much more pronounced rush. The Swiss company reported 36 aircraft in 4Q (47.38 percent of its year’s total). Deliveries were up 10.14 percent over the 69 reported in 2013. Socata was third with 51 deliveries, up 27.5 percent over its 40 units in 2013. Eighteen of Socata’s sales (35.29 percent) came in 4Q. Piper was next with 36 deliveries (+5.56 percent from the 34 units reported in 2013). Piper’s 4Q deliveries totaled 14 units, a 38.9 percent surge. Quest enjoyed the strongest 4Q surge among the turboprop OEMs, with 15 units (a remarkable 50 percent of its yearend total) coming in the final three months of the year. Quest’s total 30 shipments were 7.14 percent above the 2013 reported units. Finishing out the single-engine turboprop manufacturers were Extra with two units - up from one for the year in 2013 - and Pacific Aerospace which shipped four throughout 2014 (down 33.33 percent from the six shipped in 2013). Neither Extra nor Pacific Aerospace reported any deliveries in 4Q 2014.

Piston Segments Unlike the jet and turboprop markets, the piston segment exhibited almost no year-end sales spike, with just 323 units (28.6 percent of the year’s total of 1,129) coming in the last three months of the year. The annual total was a little short of the 1,150 we had previously forecast. Only one OEM – Cessna - experienced anything like the sales swell Aircraft Index see Page 4

GAMA March15_GAMA DEC05 18/02/2015 11:59 Page 4

that typified the jet and turboprop segments. Cirrus reinforced its position as the dominant single-engine manufacturer, finishing the year with 308 deliveries, up 11.59 percent from the 276 it reported for 2013. Cirrus’ total reflected a slight 4Q surge, with 96 units (31.17 percent of sales) being in 4Q. Cessna was a distant second with 220 units, up 6.8 percent from the 206 made the year before, and built on the strongest 4Q surge of any of the piston OEMs with 84 units (38.2 percent) shipped in the final quarter. Diamond was third in single-engine piston deliveries at 152 units, up a strong 31.03 percent from the 116 it delivered in 2013. This strong overall performance came in spite of a rather weak 4Q in which Diamond delivered just 16 singles. Piper, meanwhile, finished fourth in the single-engine race with 104 units, down slightly from the 109 delivered in 2013. Piper shipped 35 singles in 4Q, about 33.65 percent of the company’s year-end total. Italian manufacturer Tecnam, newly added to the GAMA list, delivered 61 piston singles to finish in fifth place, down from the 69 it reported last

year, while three companies were clustered in the low 30-unit range, with Beechcraft at 32 (down from 35), Extra at 31 (up from 29), and American Champion at 30 (up from 26). Elsewhere in the Piston report, most notable was Mooney, which reappeared to report a single delivery in 4Q 2014. This was the first time Mooney had reported an airplane sale to GAMA since the 1Q 2010, although GAMA has carried Mooney in its listing continuously ever since. The piston-twin market seemed quite robust, with 143 deliveries, up 17.21 percent from the 122 reported in 2013. All four companies reporting, including Beechcraft, Diamond, Piper and Tecnam listed deliveries in the double-digit range. All in all then, I think 2014 should go down as a pretty good year for Business Aviation. It was not the break-out year many had been hoping for, but we were on a path to steady growth in every segment but twin turboprops, and there is plenty of reason to expect that the growth trend will continue through 2015 and beyond. Stay tuned! View GAMA’s Year End 2014 Shipment Report in full on page 34

“...2014 should go down as a pretty good year for Business Aviation.”



Airplane shipments 1, 2, 4 Manufactured Worldwide Q1

YTD

SINGLE-ENGINE PISTON

216

255

239

276

986

MULTI-ENGINE PISTON

143

TOTAL PISTON AIRPLANES

241

285

280

323

1,129 474

SINGLE-ENGINE TURBOPROPS

103

114

110

147

MULTI-ENGINE TURBOPROPS

129

TOTAL TURBOPROP AIRPLANES

125

148

140

188

603

BUSINESS JETS

154

164

141

263

722

TOTAL TURBINE AIRPLANES

279

312

281

451

1,325

GRAND TOTAL AIRPLANE SHIPMENTS 520

597

561

774

2,454

Airplane shipments 1, 2, 4 Manufactured US3 Only SINGLE-ENGINE PISTON

YTD

134

170

176

236

716

MULTI-ENGINE PISTON

TOTAL PISTON AIRPLANES

144

182

194

268

788 341

SINGLE-ENGINE TURBOPROPS

MULTI-ENGINE TURBOPROPS

127

TOTAL TURBOPROP AIRPLANES

112

118

105

133

468

BUSINESS JETS

126

375

TOTAL TURBINE AIRPLANE

201

198

185

259

843

GRAND TOTAL AIRPLANE SHIPMENTS 345

380

379

527

1,631

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 model is included in civil make-model shipment total, but not summary tables. This change is intended to properly capture all deliveries by the companies listed while maintaining a consistent baseline of shipments from previous years' reports. 7. Airbus and Boeing twin aisle shipments are identified in the report, but their value is not included in the calculation of billings. 8. Discovery Aviation was previously reported as Liberty Aircraft. 9. Mahindra Aerospace and the Airvan 8 were previously reported as GippsAero Pty. Ltd. and the GA-8 Airvan. 10. Piaggio Aero does not provide quarterly data, but reports airplane deliveries to GAMA on an annual basis. 11. TECNAM Aircraft is an addition to the GAMA shipment report in second quarter 2014. The 2013 report has been amended to also include TECNAM data. 12. Textron Aviation was formed on March 14, 2014 and includes shipments by Beechcraft Corporation and Cessna Aircraft Company combined. 13. Textron Aviation first quarter data includes 8 King Air, 1 Bonanza, 1 Baron, and 2 T-6 airplanes delivered by Textron Aviation.

Advertising Enquiries see Page 5

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March 2015 – AVBUYER MAGAZINE

O'Gara March 16/02/2015 16:23 Page 1

O'Gara March 16/02/2015 16:25 Page 2

GAMA March15_GAMA DEC05 17/02/2015 16:00 Page 5

BIZAV INTELLIGENCE T OEM SHIPMENTS

2014 Year-End Airplane Shipment Report MAKE & MODEL

GRAND TOTAL AIRCRAFT SHIPMENTS

816

GRAND TOTAL AIRCRAFT BILLINGS $5,861,412,198 AIRBUS CORPORATE JETS

YTD

922

841

1,091

3,672

$6,724,007,394

$6,008,057,220

$9,536,596,119

$29,411,961,932

ACJ318

ACJ319

ACJ320

ACJ321

ACJ330

TOTAL UNITS

TOTAL BILLINGS7

$83,000,000

$182,000,000

$447,000,000

AT-401B

AIR TRACTOR AT-402A

AT-402B

AT-502A

AT-502B

AT-504

AT-602

AT-802

AT-802A

TOTAL UNITS

146

TOTAL BILLINGS

$21,449,673

$21,647,255

$14,017,362

$11,520,940

$68,635,229

7EC CHAMP

7ECA AURORA

7GCAA ADVENTURER

AMERICAN CHAMPION AIRCRAFT

7GCBC CITABRIA EXPLORER

8GCBC SCOUT

8KCAB SUPER DECATHLON

8KCAB XTREME DECATHLON

TOTAL UNITS

TOTAL BILLINGS

$1,402,200

$635,600

$1,513,100

$1,573,100

$5,124,000

BOEING BUSINESS JETS

BBJ

BBJ 2

BBJ 3

B777-200LR

B787-8

TOTAL UNITS

TOTAL BILLINGS7

$68,000,000

$123,000,000

$134,000,000

$325,000,000

BOMBARDIER LEARJET 70 / 75

LEARJET 60XR

AVBUYER MAGAZINE – March 2015

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Aircraft Index see Page 4



Charlie Bravo March_Layout 1 17/02/2015 15:22 Page 1

GAMA March15_GAMA DEC05 17/02/2015 16:00 Page 6

BIZAV INTELLIGENCE T OEM SHIPMENTS

MAKE & MODEL

CHALLENGER 300 / 350

YTD 54

CHALLENGER 605

GLOBAL 5000 / 6000

CL850 / 870 / 890

TOTAL UNITS

204

TOTAL BILLINGS

$1,569,500,000

$1,587,900,000

$1,718,100,000

$2,689,000,000

$7,564,500,000

CIRRUS AIRCRAFT CIRRUS SR20

CIRRUS SR22

117

CIRRUS SR22T

160

TOTAL UNITS

308

$40,204,845

$51,555,749

$52,394,798

$73,234,636

$217,390,028

FALCON 900LX

FALCON 2000LXS

FALCON 2000S

FALCON 7X

TOTAL UNITS

$349,500,000

$684,500,000

$499,700,000

$1,181,800,000

$2,715,500,000

TOTAL BILLINGS DASSAULT FALCON JET

TOTAL BILLINGS DIAMOND AIRCRAFT

HK-36

DV20

DA20-C1

DA40 (ALL)

136

DA42 (ALL)

TOTAL UNITS

202

$24,602,325

$26,947,300

$22,669,725

$12,968,500

$87,187,850

TOTAL BILLINGS DISCOVERY AVIATION

XL2

TOTAL UNITS

TOTAL BILLINGS

ECLIPSE 550

TOTAL UNITS

TOTAL BILLINGS

$14,475,000

$11,580,000

$2,895,000

$5,952,050

$34,902,050

PHENOM 100

PHENOM 300

LEGACY 500

LEGACY 600/650

ECLIPSE AEROSPACE, INC.

EMBRAER

LINEAGE 1000 / E190 HEAD OF STATE 1

SHUTTLES (ERJs AND E-JETS)

TOTAL UNITS

116

TOTAL BILLINGS

$248,453,000

$394,046,000

$129,531,000

$698,129,000

$1,470,159,000

EXTRA AIRCRAFT EA300

EA500

TOTAL UNITS

TOTAL BILLINGS

$3,120,000

$5,200,000

$2,730,000

$4,420,000

$15,470,000

GULFSTREAM 150 / 280

GULFSTREAM 450 / 550 / 650

117

GULFSTREAM AEROSPACE CORP.

AVBUYER MAGAZINE – March 2015

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Aircraft Index see Page 4



Eagle March 17/02/2015 17:00 Page 1

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2013 CITATION XLS+, S/N 560-6140

2002 CITATION EXCEL, S/N 560-5249

2000 CITATION EXCEL, S/N 560-5119

2004 CITATION CJ2, S/N 525A-0203

1982 CITATION II, S/N 550-0343

1999 EXECUTIVE 328 JET, S/N 3121

2014 CITATION M2, S/N 525-0822

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GAMA March15_GAMA DEC05 17/02/2015 16:01 Page 7

BIZAV INTELLIGENCE T OEM SHIPMENTS

MAKE & MODEL

YTD

TOTAL UNITS (GULFSTREAM)

150

TOTAL BILLINGS (GULFSTREAM)

$2,093,200,000

$1,810,000,000

$1,680,000,000

$2,197,900,000

$7,781,100,000 17

MAHINDRA AEROSPACE ,AIRVAN

5, 9

TOTAL UNITS

TOTAL BILLINGS

$6,849,270

$761,030

$1,522,060

$3,805,150

$12,937,510

M-4-180V

MX-7-180B

M-7-235C

M-7-260C

M-9-235

TOTAL UNITS

TOTAL BILLINGS

$60,000

$191,920

$251,920

M20R OVATION

M20TN ACCLAIM

TOTAL UNITS

TOTAL BILLINGS

$699,000

MAULE AIR, INC.

MOONEY INTERNATIONAL CORP

PACIFIC AEROSPACE LTD PAC 750XL

TOTAL UNITS

$1,830,000

$5,366,005

$7,196,005

P.180 AVANTI II

N/A

TOTAL UNITS

TOTAL BILLINGS

$14,390,000

TOTAL BILLINGS PIAGGIO AERO

PILATUS PC-6

PC-12

TOTAL UNITS

TOTAL BILLINGS

$31,892,000

$50,116,000

$91,955,000

$144,649,000

$318,612,000

PA-28-161 WARRIOR III

PA-28-181 ARCHER III

PA-28R-201 ARROW

PA-34-220T SENECA V

PA-44-180 SEMINOLE

PA-46-350P MALIBU MIRAGE

PA-46R-350T MATRIX

PA-46-500TP MERIDIAN

TOTAL UNITS

172

TOTAL BILLINGS

$28,370,640

$33,161,709

$35,912,562

$55,086,227

$152,531,138

PIPER AIRCRAFT, INC

QUEST AIRCRAFT COMPANY KODIAK 100

TOTAL UNITS

TOTAL BILLINGS

$7,100,000

$7,900,000

$13,825,000

$29,625,000

$58,450,000

SOCATA TBM 900 TOTAL UNITS

TOTAL BILLINGS

$18,400,000

$55,510,000

$48,170,000

$66,730,000

$188,810,000

108

TECNAM AIRCRAFT

ASTM - LSA

AVBUYER MAGAZINE – March 2015

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Aircraft Index see Page 4



General Aviation March_Layout 1 16/02/2015 16:30 Page 1

GAMA March15_GAMA DEC05 17/02/2015 16:01 Page 8

BIZAV INTELLIGENCE T OEM SHIPMENTS

MAKE & MODEL

YTD

P2002JF (TECNAM Cont)

P92JS

P2002JR

P2008JC

P2006T

TOTAL UNITS

190

TOTAL BILLINGS

$7,240,340

$7,786,245

$7,800,196

$5,102,011

$27,928,791

TEXTRON

- BEECHCRAFT CORPORATION

BONANZA G36

BARON B58

KING AIR C90GTX

KING AIR 250

KING AIR 350I/ER

TOTAL UNITS

199

TOTAL BILLINGS (BEECHCRAFT)

$161,983,610

$248,819,660

$213,632,085

$312,352,615

$936,787,970

TEXTRON

- CESSNA AIRCRAFT COMPANY

172R SKYHAWK

172S SKYHAWK SP

155

182T SKYLANE

T182T TURBO SKYLANE

206H STATIONAIR

T206H TURBO STATIONAIR

400 CORVALIS TTX

22 13

208 CARAVAN 675

208B GRAND CARAVAN / EX

510 CITATION MUSTANG

525 CITATION M2

525A CITATION CJ2+

525B CITATION CJ3

525B CITATION CJ3+

525C CITATION CJ4

560 CITATION XLS+

680 CITATION SOVEREIGN+

750 CITATION X+

TOTAL UNITS

113

169

473

TOTAL BILLINGS (CESSNA)

$432,128,560

$470,686,970

$385,079,030

$697,880,350

$1,985,774,910

TOTAL BILLINGS (COMBINED)12

$594,112,170

$719,506,630

$598,711,115

$1,010,232,965

$2,922,562,880

10 0

THRUSH AIRCRAFT, INC. S2R-T34 S2RHG-T65

S2R-T660

S2R-G10

S2R-H80

TOTAL UNITS

TOTAL BILLINGS

$12,739,120

$9,424,424

$5,466,400

$6,690,321

$34,320,265

6 5

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

TOTAL UNITS

TOTAL BILLINGS

$1,543,000

$810,250

$1,094,000

$839,000

$4,286,250

816

922

841

1,091

3,672

$5,861,412,198

$6,724,007,394

$6,008,057,220

$9,536,596,119

$29,411,961,932

TOTAL AIRCRAFT SHIPMENTS

TOTAL AIRCRAFT BILLINGS

AVBUYER MAGAZINE – March 2015

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Aircraft Index see Page 4

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JMesinger Feb15_JMesingerNov06 17/02/2015 10:53 Page 1

BIZAV INTELLIGENCE T AVIATION LEADERSHIP ROUNDTABLE

BizJet Deliveries Soar! ...But What’s the Real Impact? We’re reading numerous articles about the projected growth in deliveries by aircraft OEMs in 2015. But what will this double-digit increase mean to the used aircraft market? Jay Mesinger explores the impact on multiple levels.

The High Winds

ill demand keep up with supply? Will we find ourselves with an out-of-balance marketplace just as we started to feel the winds of recovery blowing? Just as we’re ready to take a collective sigh of relief, have the winds picked up, or died down? Actually, the winds have both picked up and died down. The market segmentation along with global locations are creating these high and low winds. Perhaps that sounds like a lot of mumbo-jumbo, to you. Not really - in fact, if we keep this discussion logical it will become clearer.

The Low Winds The plummeting price of oil has sent the oil-producing countries as well as the oil-producing companies into a holding pattern with respect to major expenditures. The collateral companies that supply or provide ancillary products and services to these sectors are also reining in their capital expenditures, at least so far in 2015. So now we know the sectors of business that have pulled back, let’s explore which products and manufacturers are most impacted. Most large corporations involved in the oil (and related) sectors have been buying and flying the longer range, large cabin jets – so Gulfstream, Bombardier, Falcon and Embraer will all feel the immediate effects of this slowing. In the last several years, although the US has been steadily returning towards accounting for a more balanced new aircraft delivery percentage, the OEMs have continued to build airplanes with the expectation of making International sales. This is an area in which they are going to see some dramatic shifts. • •

• • 44

“The light and medium jets that are characteristically sold in the US should do very well this year.”

China’s slowing economy has all but halted that area’s buying frenzy. Sanctions imposed on Russia for its alleged involvement in Ukraine, coupled with tumbling oil prices have dramatically affected that region’s buying power. The Middle East is obviously impacted, and Europe is dealing with its own instability. The strong dollar and weakening Euro have not been good for the world’s economic recovery. AVBUYER MAGAZINE – March 2015

Now let’s shift tack to the stronger winds, and the segment of the market that should enjoy smoother sailing based on new aircraft deliveries. The light and medium jets that are characteristically sold in the US should do very well this year. That’s not to say that the long-range, large cabin jets are not going to sell. The primary buying sector will shift noticeably, and the buyers will be more US-based HNWIs rather than the corporate groups that were buying with such vigor before the falling oil prices. It is very important to be clear that the falling price of oil is unstable. The oil will not go away; it just will not be extracted or refined for a period. The price of oil will bounce back - hopefully to a more balanced and proper price, maybe in the $70.00/barrel range. Priced fairly, spending should be stimulated again in the sectors that have been challenged lately. Thus, my forecast for 2015 is as follows...

2015 Used Inventory Impact Though pre-owned inventory is not the primary topic of this article it’s still important to discuss considering its supply in the market. The bottom line is that sales in the US should do well, transactions should remain robust, but pricing will remain elusive due to the supply globally. The high serial-number, newer pre-owned airplanes in all categories should elicit the best deals, with the buyer potentially paying more for the best airplanes as they realize supply in this arena is limited and condition is king. Essentially, I’m looking forward to a year of hard work. No sale will come easy, but I believe we can match the great year we had in 2014. Our industry in general will continue to provide important tools for business growth and positive changes for those companies that understand the value of Business Aviation! T 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

www.AVBUYER.com

Aircraft Index see Page 4

Bombardier March_Layout 1 14/04/2014 12:54 Page 1

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bombardierpre-ownedaircraft.com

Avionics_Finance 17/02/2015 09:56 Page 1

FLIGHT DEPARTMENT T AVIONICS

Avionics Mandates What you should know about FANS 1/A+ - ATN-B2 Helping you to familiarize with avionics advances and related mandates for equipage, Ken Elliott reviews aviation technologies within NextGen, this month focusing on Part 2 of Data Comm, covering FANS 1/A+ and ATN-B2.

ast month we addressed the first of Data Comm’s two main areas; ATN-B1 (Controller Pilot Data Link Communications, or CPDLC). This month we look at the second part, FANS 1/A+ (including ATN-B2). We covered the Data Comm history reaching the point in time when FANS 1/A + was introduced.

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

FANS Historical Recap In 1983 ICAO began an effort to establish a DataLink architecture under its Future Air Navigation System (FANS) structure. This advance became the architecture and protocol standard of an oceanic communications network where heretofore HF and early Satcom ruled. Boeing, a long time user of the

AVBUYER MAGAZINE – March 2015

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Aircraft Communications Addressing and Reporting System (ACARS), developed FANS-1 to the newer ARINC 622 binary data format, followed by Airbus with its FANS-A. Later these were combined and have since evolved into FANS-1/A+. (As an aside, Controller Pilot Data Link Communication (CPDLC) in Europe is now LINK 2000+ but also carries the term FANS 2.) Boeing (FANS-1) incorporated the principles of Automatic Dependent Surveillance (ADS) and early CPDLC using the existing ACARS. Note that ADS is automatic surveillance such as position reporting, and CPDLC is communication using text in the form of data, not voice, for clearance requests and authorizations. Aircraft Index see Page 4



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

2011 Bombardier Challenger 605

Price ex India: Make offers

Serial Number: Registration: Airframe TT: Landings:

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

5848 VT-MKJ 595 452

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

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

1999 Gulfstream V Airframe TT: Landings:

5050 1760

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

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

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

External camera system Honeywell HUD 2020 Head Up Display Securaplane 450 security system Interior Fourteen passenger configuration in Light Beige leather with Gold plate accessories. Side panels and headliner in coordinating Beige. High gloss, light wood veneer cabinetry. Forward – four-place club; Mid cabin – four-place club; Aft cabin – Two-place club opposite a four-place berthable divan. Forward, galley with microwave and convection oven, dual coffee makers, hot and cold water and storage for crystal, china, cutlery, food, beverages and ice Exterior Overall White with Brown stripes

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

Avionics_Finance 17/02/2015 09:56 Page 2

FLIGHT DEPARTMENT T AVIONICS

Table A contains a summary of FANS-specific history: I NSTIGATING A GENCY

T IMEFRAME

Automatic Dependent Surveillance (ADS) Controller-Pilot DataLink Communications (CPDLC) developed from & using ACARS

Boeing

1990s

FANS-A (Oceanic)

Automatic Dependent Surveillance (ADS) Controller-Pilot DataLink Communications (CPDLC) developed from & using ACARS

Airbus

1990s

FANS-1/A (Oceanic)

No latency timer per RTCA NAC

H ISTORY

I DENTIFIER

K EY FEATURES

Early Implemented Structure

FANS-1 (Oceanic)

Early Implemented Structure

FAA FANS

Current Global Oceanic Structure

FANS-1/A+

RTCA-FAA

2000s

Automatic Dependent Surveillance (ADS) Controller-Pilot DataLink Communications (CPDLC) developed from ACARS but using VHF Data Link (VDL) Mode 2 or Satcom

ARINC 622 RTCA DO-258A ED100A

1990s2000s (evolved)

The Network Architecture

ATN

Aeronautical Telecommunications Network

ICAO using ISO

1990s

FAA CNS/ATM Comm

FANS-1/A+ Leading to FANS-3 or -C ATN-B2

US domestic FANS-1/A+ over VDL Mode 2

In work RTCA SC214 and WG78

2017-2025

CNS/ATM Surveillance

ADS-B & -C

Automatic Dependent Surveillance–Broadcast (ADS-B) using Transponders Automatic Dependent Surveillance-Contract (ADS-C) using Satcom

• Worldwide (ICAO) International Civil Aviation Organization Aviation System Block Upgrades 1 and 2.

US FANS-CPDLC The FAA uses FANS 1/A services today in the North Atlantic and Pacific oceans. Domestically, rather than adopt an ATN-only based solution, the FAA has opted for a longer-term solution combining FANS with ATN (as CPDLC). This dual stack aircraft structure has both FANS 1/A and ATN-B1 Data Comm systems installed with the goal of seamless operations (FANS 1/A+). Currently, as the FAA implements FANS 1/A+ technologies in domestic airspace, Data Comm will be used for clearances over VHF VDL Mode 2, which is faster than the existing VHF network. ATN-B2, an evolution forward of FANS 1/A+, is in its final stage of development by FAA RTCA sub-committee SC214 and EUROCAE WG 78. This protocol will hopefully be embraced worldwide.

Simplified FANS Structure ADS for FANS is known as ADS-C (ADS Contract) and allows an automatic handshake by contract between the aircraft and enroute ATC for DataLink. This is different from ADS-B (ADS Broadcast), that uses GPS/FMS and Transponder technology providing flight and position information. This information is broadcast as “OUT” data to ATC and aircraft with receivers having “IN” capability. ICAO had continued a separate FANS effort similar to Boeing (FANS-1) and Airbus (FANS-A), based primarily on a newer Aeronautical Telecommunication Network (ATN) set of protocols and standards. This development also became known as ATN-B1 (Baseline 1). Understanding this nomenclature is important because today the two Data Comm paths of FANS 1/A+ and ATN-B1 are being combined in the form of ATN-B2. (The ‘+’ on the end of FANS 1/A, incidentally, came about when RTCA industry standard DO-258 was amended to DO-258a, adding a message latency feature in CPDLC. All FANS-1/A+ messages can be sent over Inmarsat or Iridium satellite systems in addition to VHF (VDL Mode 2).) ATN-B2 brings together the oceanic focused FANS 1/A+ and continental focused ATN-B1, and it is still under development by FAA RTCA sub-committee SC214 and EUROCAE WG 78. ATN-B2 includes advanced services such as 4D Trajectories, Dynamic RNP and Advanced Flight Interval Management with ATC winds. From a global perspective FANS development satisfies the specific goals of various transportation authorities and includes: • US (FAA) Next Generation Air Transportation System (NextGen); • Europe (European Commission) Single European Sky ATM Research (SESAR) program; and 48

AVBUYER MAGAZINE – March 2015

Think of Data Comm as having three major components: • Ground • Network • Aircraft

“Separately, aircraft must have equipment suitable for VHF, HF and Satcom as required...”

Data communication can be via VHF (either POA ‘Plain Old ACARS’, or AOA ‘ACARS over AVLC’, otherwise known as VDL Mode 2). It can also be via HF using High Frequency DataLink operating at slow speeds, yet may be used over the poles. Lastly data communication can be via satellite, today, using Inmarsat and/or Iridium (FANS Over Iridium - FOI). Iridium provides polar coverage, alleviating the need for HF. VHF ground stations operate as continental networks, while satellites use SITA, ARINC, Satcom Direct and at least 11 other commercial networks, to provide allocated bandwidth to multiple aircraft operators who contract their service. These services are communication, broadband and data. They also may “internetwork” to ensure that messages from users of one network are communicated to users of another. Separately, aircraft must have equipment suitable for VHF, HF and Satcom as required to meet their individual needs. Aircraft crews need to be trained and may require a letter of authorization (LOA) to operate when used for FANS services (currently the case in the US), or alternatively authorization via an OpSpec.

FANS - ADS-C While there is the data communication component of FANS, there is also the surveillance component known as ADS-C. ADS-C is a contract that, once established sends data automatically from the aircraft to the ‘contracted’ air traffic center, thereby www.AVBUYER.com

Aircraft Index see Page 4

Avionics_Finance 18/02/2015 12:00 Page 3

supplanting the need for radar contact. Being surveillance data (aircraft position and trends), this action is equivalent to the ADS-B Out function of continental surveillance that originates partially as a highly accurate GPS position broadcast by an aircraft transponder. ADS-C is not broadcast data per se, but is requested surveillance under an individual contract between aircraft and ATC. ADS-C can be over Satcom or VHF, as a facilitation of ACARS for example. In the event ADS-C services are not available, CPDLC/ATN coverage is the default. Network service providers need to support ADS-C for all of your FANS capability to be functional. There are four types of ADS Contract available: • Periodic that are time-based; • Event that are aircraft 3D deviation-based; • Demand that are initiated by ATC for immediate surveillance information of an aircraft trending position; • Emergency that is initiated by the pilot.

There are three levels of surveillance, highlighted in Table B S urveillance Level

M ethod

W here Primarily

Primary

Traditional ground radar

Continental regions

Secondary

Traditional transponder

Continental regions

Automatic Dependent Agreement (ADS-A) Now Contract (ADS-C)

Satcom

Where there is no or limited primary radar coverage

Automatic Dependent Broadcast (ADS-B)

Transponder – Data Link Unit

Continental regions

Table C outlines current FANS mandate dates D ate

M andate

February 2013

FANS 1/A NATS Phase 1 – desirable tracks FL360-390

January 2014

Link 2000+ CPDLC can be used by FANS equipped aircraft

February 2015

FANS 1/A Phase 2a – expanded airspace, organized tracks FL350-390

Aircraft Equipage Aircraft and equipment programs supporting NextGen often combine FANS-1/A+ for oceanic use with CPDLC for Link 2000+, as well as ADS-C and ADS-B capability. Confusingly, there are as many partial equipage versions existing as there are solutions available, making it essential for many operators to seek professional advice, specifically for their aircraft. A simple rule is the newer the aircraft the greater likelihood of equipage compliance. A typical set of FANS equipment will include: •

•

• •

•

November 2015

Reduced Lateral Separation Minimums in NATS (RLatSM) Desirable tracks at 1/2m track spacing

December 2017

FANS 1/A Phase 2b – all MNPS airspace FL350-390

January 2020

Flight Management System (FMS) with a MultiFunction Display Control Unit (MDCU) providing WAAS/SBAS GPS signal accuracy. The MDCU should have Satcom dialing and messaging capability. EFIS displays may require modification for display messages and annunciation ‘in front of the pilot monitoring’. A Level-D ARINC 741-compliant Satcom using either Inmarsat or Iridium satellite service. Be careful to ensure FANS compliance of the actual Satcom equipment itself. For example, when using Iridium the system design must meet the specification of TSO C-159a, and when using Inmarsat the equipment must meet TSO C-132 requirements. If the equipment does not meet these standards then an Alternate Means of Compliance (AMOC) must be sought. A VDL Mode 2 capable VHF transceiver. A Communications Management Unit (CMU) to control and perform the DataLink in certain configuration of OEM equipage. This could be an upgrade to an existing CMU. A compatible data-capable Cockpit Voice Recorder that in some cases may be a combined cockpit and flight data recorder (CVFDR). This is

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FANS 1/A Phase 2c – all MNPS airspace FL290 and above

• •

needed to record the data sent back and forth as Data Comm now replaces some voice communication critical to a flight’s record. Modified Audio Control Units so that either pilot can select audio over Satcom. Cockpit aural and visual annunciation.

This impressive and scary list of required equipment is the reason why, outside of new aircraft OEM solutions, equipment suppliers and MROs have been slow to react. Solutions require complex Supplemental Type Certificates (STCs), which take a considerable amount of time and financial investment in non-recoverable engineering (NRE) to implement.

Installation Facilities In the first article of this series a table of OEMs and MROs with NextGen installation capability was provided (see p56-57 of the January edition). Apart from the aircraft OEMs that either have - or are frantically working on - their FANS solutions, there are several key MRO players that are focusing on specific programs. There are several MROs offering, or proposing aftermarket inclusive FANS solutions, and in some cases they are keeping their STC development close  www.AVBUYER.com

March 2015 – AVBUYER MAGAZINE

Avionics_Finance 17/02/2015 09:57 Page 4

FLIGHT DEPARTMENT T AVIONICS

when you are discussing these upgrades, to check what the upgrade actually covers, as many are only incremental solutions to the total FANS requirement. Some solutions come as part of factory avionics packages such as Dassault’s EASy II, Bombardier’s Batch 3 for Globals, or Gulfstream’s PlaneView cockpit. If your aircraft is covered under an equipment OEM maintenance service program, such as Rockwell Collins CASP or Honeywell HAPP, there are distinct advantages to using equipment solutions from the same provider in terms of support. Furthermore, with FANS Over Iridium there is an opportunity for lower installation and operating cost solutions being explored across multiple aircraft platforms. For example, Dassault recently announced a GoGo Iridium solution across a range of its aircraft platforms.

Certification and Operation

to their chest. Following, is a list of ‘non-aircraft-OEM’ MROs developing solutions today: Chicago Jet Center – an early starter with a number of STCs both completed and in work across several aircraft types. Chicago Jet has FANS information on its website. Duncan Aviation – always a leader in anything avionics and very well versed in FANS, with a complete and thorough coverage of NextGen on its website www.duncanaviation.com. Jet Aviation – selected by Rockwell Collins for the equipment manufacturer solution STC on the Bombardier CL604. Can offer several Bombardier factory solutions on newer aircraft. Marshalls of Cambridge – factory authorized Bombardier CL604 solution recently announced and in work. Clay Lacy – another early starter having a number of legacy Gulfstream solutions both ready and in work. Banyan – has a Boeing 727 solution in work. Dassault Falcon Services – although owned by Dassault, DFS provides a FANS solution under the Elite II upgrade program for the Falcon 900C and EX.

“FANS DataLink services are automated and highly flexible to users both in the air and on the ground.”

There are a broader number of MROs incorporating factory bulletins and modifications that address FANS upgrades as they are promulgated by either the aircraft manufacturer or the avionics equipment manufacturer. These facilities may either be factory owned or factory authorized. Make sure, 50

AVBUYER MAGAZINE – March 2015

As previously mentioned, FANS installations are complex and require STCs to implement across different aircraft types. Operational approval can also be involved and is structured to the individual user requirements, including where DataLink services will be used. While FAA airworthiness circular AC 20-140B offers guidance on the installation certification or design approval of FANS, FAA AC 120-70B provides guidance for the operational approval of DataLink systems to ICAO standards. The AC covers authorization process, flight crew qualification and training, preparing the Minimum Equipment List (MEL) and the Master (MMEL), aircraft flight manual, maintenance, operational use and reporting, as well as information for foreign carriers.

Benefits of FANS DataLink services do not rely on voice, avoiding all the concerns regarding voice over, interpretation of words, HF limitations, out of range VHF, out of range radar, pilot and ATC workload, and data update times. FANS DataLink services are automated and highly flexible to users both in the air and on the ground. FANS improves safety, reduces operating costs and saves time. Lastly, beyond Data Comm, FANS serves other areas of NextGen from surveillance to navigation, to improved traffic flow. Some useful Reference Sources EUROCONTROL - Skyways publication EUROCONTROL - Skybrary publication ICAO – GOLD (Global Operational Data Link Document) NBAA – under Aircraft Operations (CNS and International Ops) Duncan Aviation – website including Straight Talk Chicago Jet – website

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Aircraft Index see Page 4

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Flight Planning_Finance 17/02/2015 10:16 Page 1

FLIGHT DEPARTMENT T OPERATIONS

Global & Domestic Flight Planning Long View Helps, Even on Short Legs Whether a planned trip is a relatively straight-forward domestic leg, or a more complex international trip crossing multiple borders, Dave Higdon highlights the advantages of forward planning. Dave Higdon is an instrument-rated pilot with over 5,000 flight hours to his name. Based in Wichita, he has flown in multiple aircraft types, enhancing his diverse knowledge and experience of General Aviation flying. Contact him via Dave@avbuyer.com

t's not hard to assert that flying within the United States presents the fewest, mosteasily met requirements of any region on the planet. A flight plan isn't even required unless the flight needs IFR services due to bad weather or flying above Flight Level 180 (for example). And yet, for its relative simplicity, within the United States optional advance work can help preclude re-routings, ground holds and other diversions from the plan when traffic congestion rears its head. Also, there is the ever-present need to have no surprises when you reach your

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

www.AVBUYER.com

destination, such as glitches in ground transportation or issues with catering for the next leg of the itinerary. Private and commercial traffic within the US far exceeds that of any other country. The odds of ATC diversions increase with traffic density along your en route sectors, the level in terminal airspace, and at your destination. The terminal airspace areas where this is most-likely to occur are as easy to find as the 36 Class B airspace sectors and their 37 airports. Avenues exist to minimize such route disruptions, and possibly inoculate a flight against any unacceptable changes. First-person help exists ď&#x201A;&#x2020; Aircraft Index see Page 4

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Flight Planning_Finance 17/02/2015 10:17 Page 2

FLIGHT DEPARTMENT T OPERATIONS

“Failure to properly plan for an international trip could result in an unexpectedly quick return flight...”

in the form of the NBAA's staffing of the General Aviation Desk; at the FAA's traffic-flow crossroads; as well as through a myriad of available commercial flight planning services. Capitalizing on these options requires more advance thought and planning – regardless of where in the world the airplane must go. The most-complex planning and paperwork, however, involve trips across national borders where even after modern technology has streamlined much of the process there’s still a complex, overlapping series of pre-flight preparations to meet requirements that vary by country. When flying internationally, a flight crew must know and adhere to the requirements of the destination nation. Failure to properly plan for an international trip could result in an unexpectedly quick return flight because a national requirement was not met. Plenty of help exists to prepare a flight crew for an international flight – both at the flight planning stage, and for identifying and meeting international requirements that will be met en route.

Going Global Beyond the US, Canada and Mexico in the Western Hemisphere, flight-planning and filing requirements typically come with the need to file further ahead of departure than for a domestic flight. Advance filing requirements of 24 hours are not unusual - a few require more advanced notice. Many nations 54

AVBUYER MAGAZINE – March 2015

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require not only advance flight plan filing but also airspace and landing permits, as well as departure permits. Nor should an operator forget to check on overflight requirements in which nations can expect flights to meet their regulations and pay their fees. Since international trips seldom fall into the spurof-the-moment category, the time to start researching requirements for passengers/crew and airplane is the moment the trip becomes a possibility. Enlisting a professional trip-planning firm can excise much of the work and worry from arranging such an international itinerary. That firm can carry you through the entire process, up to and including obvious check-list items (hotels, cars and restaurants), as well as work needs (temporary office and secure computer access). Don't forget to weigh any security considerations that may accompany the person or destination. Ultimately, more documents, inoculations, equipment and notifications go into planning flights beyond domestic borders. Europe, for example, requires documentation for the aircraft and people, as well as advance notifications and specifics on the cities you plan to visit when the trip is more than a simple fly in and fly away proposition. The UK has its own rules and fee schedules; it’s common to all the countries that accept private aircraft visitors. Thus, a checklist tailored to the nation of interest can help assure the crew of meeting all of the requirements for the trip. But beyond each individual state's requirements, Aircraft Index see Page 4

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Flight Planning_Finance 17/02/2015 10:18 Page 3

FLIGHT DEPARTMENT T OPERATIONS

visitors may face a specific process for handling services (fuel, ramp or hangar parking, etc.).

Is The Airplane Ready? Don’t overlook the avionics mandates as they apply globally. ADS-B Out via 1090ES is already mandatory in most nations outside of the US (Canada and Mexico excepted). Australia and Europe are already on board. And if your plans include ocean crossings via the North Atlantic Track, well, you have more to consider for the higher altitudes. February 5, 2015 marked the implementation of Phase 2 of the North Atlantic DataLink Mandate (NATDLM). This initiative aims to improve communication, surveillance and air traffic control intervention capabilities in the region and help increase the traffic flow and still ensure safety by reducing collision risk. Phase 1 began in February 2013 by requiring all aircraft operating on or at any point along two specified tracks between FL360 and FL390 during the Organized Track System (OTS) validity period be fitted with, and use Future Air Navigation Systems (FANS) 1/A (or equivalent) Controller-Pilot Data Link Communications (CPDLC) and Automatic Dependent Surveillance-Contract (ADS-C). Eurocontrol postponed the VHF DataLink (VDL) Mode 2 Communications mandate in Europe until 56

AVBUYER MAGAZINE – March 2015

www.AVBUYER.com

February 5, 2020, but starting in 2020, all civil aircraft operating IFR above FL285 in the Eurocontrol area must be retrofitted to support VDL Mode 2 data. Aircraft delivered before 2014 with FANS 1/A installed are exempt from this mandate, however. Europe's ADS-B Out requirement began on January 8, 2015, for aircraft manufactured on, or after that date; non-compliant aircraft must retrofit by December 7, 2017. For flights within US borders, conversely, ModeC and Mode-S remain requirements for ATC surveillance – at least until December 31, 2019. On January 1, 2020, the US steps into line with the rest of the world requiring ADS-B Out for operation in its airspace.

Flight Planning, Domestically As mentioned above, no advance notice is needed for domestic US operations. Open skies abound. No restrictions will be encountered... well, apart from TFRs, MOAs, Prohibited Areas and approximately three dozen cities. For those sectors and cities, advance notice and some coordination with the FAA can help keep a trip on-track and allow an operator to avoid hearing those dreaded words, “Stand by...” This is where some new FAA tools come into play to help minimize, or even eliminate surprise route changes. Aircraft Index see Page 4

Flight Planning_Finance 18/02/2015 12:01 Page 4

CTOP & CACR Collaborative Trajectory Options Program (CTOP) and Collaborative Airspace Constraint Resolution (CACR): the main difference between the current system (CACR) and what CTOP offers is the ability for the operator to file with multiple route options so, if the original becomes unavailable, you can avoid discussions about your amended route. As part of CACR, CTOP is a traffic management initiative (TMI) that automatically assigns delay and/or re-routes around one or more flowconstrained area (FCA) airspace constraints in order to balance demand with available capacity. With CTOP, however, a cooperative operator can be lined up to get priority handling to avoid the constraint, providing of course that capacity exists at the arrival airport. Furthermore, CTOP allows operators to pick a reroute, from their Trajectory Options Set – those filed alternatives – rather than taking a ground delay or rerouting per FAA dictates. Realizing the benefits of CTOP requires an operator to do a bit more advance planning, particularly on days and to regions impacted by constraints such as convective weather. And operators must be willing and prepared to accept any of the routes contained in their TOS.

CTOP is optional, with participation level left to the operator's discretion. Those who decline participation simply continue to file their single flight plan – considered a ‘single-option TOS’. (Naturally, however, single-option TOS’ face higher odds of a ground hold or re-routing should their filed route becomes unavailable.) To participate in CTOP, operators submit a set of route options – their TOS – along with their flight plan in advance of the flight. A number of popular flight plan service providers are working on enhancements to their systems that allow them to assist operators in creating TOS’ submitting them to ATC, and keeping those operators updated on changes. Once the TOS has been submitted, the operator needs to be prepared to receive updates from ATC as conditions change. While one particular route might be assigned initially, that route assignment could change several times before departure. This is due to the fact the CTOP is constantly evaluating the constraint(s) and making adjustments to maximize capacity.

“...a cooperative operator can be lined up to get priority handling to avoid the constraint...”

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March 2015 – AVBUYER MAGAZINE

FD M 1 March_Finance 17/02/2015 10:30 Page 1

FLIGHT DEPARTMENT T MANAGEMENT

Reactive BizAv Cost Management: Four Hits and Myths Pete Agur reflects on the recent fall in fuel prices and cautions flight department managers to focus on facts...

ne man’s boon is another man’s bane. The recent drop in crude oil prices has lowered Business Aviation costs significantly. But the oil producers are seeing greatly reduced revenues. As a result, many are cutting costs. Aviation services are a natural target for those cuts, some appropriate and some not. The following are common Myths and Hits about corporate cost reductions as they apply to Business Aviation.

Number 1 Myth: If we do a great job, they’ll know it. Most aviation professionals love to serve. They bust their buns to do a great job. But few aviation professionals are effective marketers. They assume their customers know how valuable their aviation services are. But value is based on perception. Therefore, without reinforcement, yesterday’s daunting deeds are inconsequential in the harsh light of current crises. Hit: Give them what they want and need…and show them what they got. If the corporate strategy calls for boots on the ground, Business Aviation services are the tool of choice. Case closed? No. If top management does not know the leveraged impact Business Aviation creates (deals done, customers saved, cycles shortened) it is too easy to forget that airplanes are about much more than just time and dollars, takeoffs and landings. Getting the right person in front of the right client at the right time benefits the entire company. Your Business Aviation’s leveraged impact must be reinforced, even built upon, accounted for and reported. You must maintain your 58

AVBUYER MAGAZINE – March 2015

leader’s positive perception long before there is a threat or challenge.

Number 2 Myth: Business Aviation is the pervue of the powerful; therefore it is safe from attack. Most Business Aviation services report to the C-suite. Your executive passengers tell you how much better it is to soar in the company aircraft than to be mired among the masses on the airlines. Certainly a smart leader would not gore his own goat! But, Nero taught us that if you continue the good life (flying high) while the masses suffer (Draconian cost cuts), leaders lose power and followers do not follow willingly. That is why aviation services are often among the first targets, appropriately or not. Hit: Business Aviation should lead the offensive in corporate cost management. Business Aviation is a very visible and significant cost that is easily perceived by critics as not directly benefiting the entire organization. That is one reason Business Aviation can be a lightning rod for criticism. Defensive behaviors by executives or the aviation department can amplify the power of attacks. Wise aviation managers anticipate those threats and behaviors. They proactively present an array of cost-cutting options that would delight Goldilocks; ranging from too soft to too hard. Help the executives decide how much, if any, to cut.

Number 3 Myth: The aviation budget should be cut 10%, the same as everyone else’s. The annual budget, including depreciation,

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Aircraft Index see Page 4

FD M 1 March_Finance 18/02/2015 12:02 Page 2

for a typical mid-sized jet is around $2.25 million. It is reasonable for the uninitiated to assume a 10% cost savings is not a stretch goal. After all, the rest of the company is being asked to make similar sacrifices. Hit: Business Aviation supports the success of the core enterprise. And, its costs are unique. Recognize that fixed costs, which typically are over half of aviation’s total expenditures, plus accruals for maintenance and overhaul collectively represent about two-thirds of the flight department’s annual budget. Thus, you are left with only about a third of the budget that can be managed in the short-term. So, what looks like an easy 10% saving really requires slashing about 1/3 of the controllable budget. Even hacking that much doesn’t result in a 10% saving. When people don’t ride in the company aircraft, there are significant contracosts incurred such as lost productivity, contacts not made or postponed, and missed opportunities (in addition to the costs associated with airline travel and overnight accommodations associated with scheduling difficulties). What looks like a 10% savings is actually much smaller.

Number 4 Myth: It’s all about the dollars. If the company is struggling through hard financial times, you just Advertising Enquiries see Page 5

need to do your share, right? Everyone else is being asked to cut costs by 10%. Logically, if you present a plan to do the same, you’ve demonstrated good corporate citizenship. Illogically, you could be in for a nasty surprise! When it comes to airplanes, it is rarely really about the money. Hit: Optics are more powerful than dollars. When word comes down to cut 1/3 of the costs from a three-airplane department, it may not be about costs. The real message may be to get rid of an airplane. Why? The C-suite is asking the rest of the company to cut costs. Top management must also demonstrate substantial cuts in the great sea anchor of corporate economics: General and Administrative Expenses (where many aviation departments’ budgets reside). The very visible reduction in the physical fleet that results in a significant savings in the G&A overhead is a powerful way for the C-suite to show they have skin in the game. If you misunderstand top management’s goal, you don’t understand the optics of the situation. And speaking of optics, the message is clear; when it comes to reactive Business Aviation cost management, it is crucial that you be on target and proactive. T Are you looking for more articles on Flight Department Management? Visit www.avbuyer.com/articles/ flight-department-management/ www.AVBUYER.com

Pete Agur imparts a wealth of safety and management knowledge having sat on various committees including for Flight Safety Foundation and NBAA (Corporate Aviation Management). He is also the MD & founder of The Van Allen Group. Email pagur@vanallen.com

March 2015 – AVBUYER MAGAZINE

FD M 2 March_Finance 17/02/2015 10:32 Page 1

FLIGHT DEPARTMENT T MANAGEMENT

Have Fewer, but Better Meetings You want higher morale, greater engagement and more productivity? George Dom offers good advice: Hold better meetings. George Dom USN(Ret) has over 30 years aviation leadership experience, was Sr VP of an industryleading consulting firm and is president & founder of NFS Advisors, where he represents buyers of business aircraft and services. Email gdom@nfsjets.com

here seems to be no middle ground when it comes to meetings. Everyone either hates them because there are far too numerous – “When do they expect me to get my work done?” – or there are far too few as everyone is busy, moving at Mach 2, operating in their own silo. The second reason is often prevalent within flight departments, which typically have lean staffs, high demands and personnel traveling all over the map. Either point of view comes with a price. With just the right number of focused, highly productive

AVBUYER MAGAZINE – March 2015

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meetings, the collective wisdom of the team is leveraged for great ideas, insights and solutions are shared, priorities are aligned and connection between teammates grows. Unfortunately, preparing and running great meetings is not usually viewed as a specific leadership skill. It doesn’t come naturally and, like flying, requires planning, preparation, focused execution and critique in order to achieve mastery. When done correctly, meetings enhance productivity, collaboration, coordination, alignment and shared lessons. They can even be fun. Aircraft Index see Page 4



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2000 Bombardier Learjet 60 S/N 169 4,956 hours since new Engines enrolled on ESP No Damage History Recent New Paint EU-OPS 1

New Company, Same Trusted Resource 2002 Hawker Beechcraft 800XP S/N 258575 1635.3 Hours since new APU: Honeywell GTCP-36-150 (W)

2002 Gulfstream G200 S/N 0073 8,914.8 Hours since new AirCell ATG5000 High Speed Internet Airshow 400 New Paint & Interior in 2009

2006 Gulfstream G200 S/N: 0150 1,872 Hours since New Powered by two Pratt & Whitney 306A Engines Iridium Communications System

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FD M 2 March_Finance 17/02/2015 10:33 Page 2

FLIGHT DEPARTMENT T MANAGEMENT

Here are some ideas to conduct better meetings: 1. Focus. Have a clear reason for the meeting. If you are not sure why you are having a meeting, then cancel it until you can figure it out. Lazy leaders and organizations get into a routine of holding meetings that may have served a purpose initially, but now are held out of habit. Ask yourself, “If I cancelled this meeting, who would complain?” 2. Meetings should be about Discussions and Decisions. If the purpose of the meeting is simply to share information, then put the information in a memo and email it to everyone and cancel the meeting. 3. Advance Agenda. Send an agenda at least a day in advance so people can prepare and think about the topic(s). Keep it focused on only 1-3 items or issues. 4. Background. Require presenters to send 1-2 page read-aheads that provide background information and set the stage for discussion and decisions (see #2 above). 5. Ban Powerpoint Presentations. At least make a rule of no more than five slides. Powerpoint slides full of words are often a crutch for people who don’t want to do the work to prepare an engaging presentation; the same as people who read speeches from a script. If a presenter starts reading from his slides, do everyone a favor and give him the hook (see #2 above). 6. Timekeeping. Start the meeting on time – it shows you respect everyone’s time as much as you value yours. 7. Listen. Give everyone in the meeting a chance to be heard. Even if they don’t have anything to add they will appreciate being asked. If they know they will be called to participate, they will pay greater attention. 8. Show Common Courtesy. Ban texting and smartphone surfing during the meeting. It is disrespectful to the presenter or discussion leader. If people can’t take an iPhone siesta during the meeting, then they shouldn’t have been invited. Clearly they were: - Too busy to pay attention; - The wrong person for the agenda; or - The meeting included topics not relevant to everyone in attendance. Participants taking notes on a laptop or iPad should announce their intentions at the beginning of the meeting so others don’t think they are checking Facebook or surfing the internet. 9. Record. Have someone keep a record of what was discussed and decided. Post it so those who didn’t attend can be kept in the loop. 10. Get Out of a Rut. Change the meeting location from time to time. If that is not practical, then change the seating arrangement. 11. Stand Up. If you want to keep the discussion short, concise and to the point, hold stand-up 62

AVBUYER MAGAZINE – March 2015

12.

13.

14.

15.

meetings if the number of attendees is less than 10. This also helps keep people awake and engaged, especially after lunch and during late-afternoon meetings. End on Time. If there’s more to cover, your agenda was probably too ambitious, so schedule another meeting. People will sing your praises if they can depend on you adhering to the schedule. Review. Allocate time at the end of the meeting to review what has been decided, what actions will be taken, who is responsible and note all deadlines. If the meeting doesn’t identify next actions, you should consider it a failure. Thank Everyone for their Attention and Engagement. Solicit ideas on how to make the next meeting more productive and valuable. Ask three simple questions about the meeting: a. What should we keep doing to make the meeting most successful? b. What should we start that we are not yet doing? c. What should we stop doing? Lead. As always – no matter your role in the flight department -- you must lead by example.

“Solicit ideas on how to make the next meeting more productive and valuable.”

In the hands of a skilled leader and in the presence of a high-performance team, meetings are a key component of an organization’s success. But like any tool or instrument, meetings can detract from overall performance if not routinely sharpened and upgraded. T Are you looking for more articles on Flight Department Management? Visit www.avbuyer.com/articles/ flight-department-management/ www.AVBUYER.com

Aircraft Index see Page 4

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Year

Model

Serial No.

1998

Astra SPX

1990

Challenger 601-3A

5066

1994

Citation Ultra

560-0260

1992

Citation V

560-0187

2000

Citation X

750-0121

1979

Falcon 20F-5BR

392

1981

Falcon 50

1999

Falcon 900B

174

1998

Falcon 2000

2014

Global 6000

9541

2008

Gulfstream G150

256

1987

Gulfstream GIV

1021

2007

Gulfstream G550

5149

2010

Gulfstream G550

5332

2005

Hawker 400XP

RK-407

1997

Hawker 800XP

258317

2000

Learjet 45

079

2009

Learjet 45XR

385

2001

Learjet 60

229

2007

Learjet 60XR

320

2010

Phenom 100

50000218

2010

Bell 427

56080

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FLIGHT DEPARTMENT T MANAGEMENT

Gaining Team Credibility A Strategic Approach to Individual Communication Jodie Brown offers practical advice for assessing employees and influencing behavior to achieve results.

t all begins with credibility. If your employees don't find you credible, you have very little chance of getting them to support your ideas and direction. Establishing credibility means Jodie Brown has over 20 that you demonstrate your competence and expertyears’ Business Aviation experience, and more than ise and that you're trustworthy. However, everyone 25 years of leadership and views the world from different perspectives and is convinced to get on the bus by their own unique teaching experience. A consultant and executive standards. coach to C-Suite There is a misconception that personnel know executives, owners and what’s expected of them and that they trust the busidirectors of aviation ness judgments made by their leaders. Project companies and Flight assignments, equipment upgrades and departmenDepartments, she is tal changes may have valid reasons. But those goals founder and president of often aren’t well-communicated, are misunderstood Summit Solutions. or not explained based on rational, valid, relationContact Jodie via ship-centered business-based reasons. Jodie@summitsolutions.com Managers exhaust their energy in emphasizing 64

AVBUYER MAGAZINE – March 2015

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what they want to achieve. However, what seems logical and influences the leader does not necessarily convince others. When Don took over the flight department he realized a lot of change was required. In the first weeks and months on the job he tried to get everyone on board with his ideas. Expectations were high. The more he pressed his case, however, the more resistance he encountered. There seemed to be a stalemate. His presence achieved one result; it created a solid coalition against him. Newcomers are not the only ones who confront communication barriers. When people have worked together over a long period of time they develop lazy habits. They tune each other out, second-guess and assume what others are going to say. It’s very difficult to change old patterns within a static culture. Aircraft Index see Page 4

FD M 3_Finance 18/02/2015 12:03 Page 2

Interests Self-interest is a powerful motivator. Maintenance, flight crews, dispatch and finance have different operating agendas, and interdependence often creates conflicting priorities. Your mission as leader is to have team members present a unified front and support each others’ goals. As a team, your flight department must constantly demonstrate its value to the corporation. Within teams we find individual skills and personalities. People differ on what they deem important to their success, and their communication styles reflect that fact. Your relationship and knowledge of your staff’s individual preferences can bridge differences and move them to your side. You may recognize three styles of behavior found in your own departments…

2. 3.

What is the Cause of the current situation? Does the evidence resonate with the other person? What are some of the potential Answers that the other person may need to support the idea? What issues related to resources, turf, credit or seniority exist that prevent commitment? What would the Net results be when action is taken?

Direct: Independent-minded employees prefer control. They are assertive and like to maintain a measure of authority. As they aren’t naturally trusting of others, they conduct their own research and draw conclusions on their own. In leading such employees, it is best to present facts as something for them to consider and provide supporting materials from an authoritative source. Be clear and to the point. Keep your focus on the meaningful results and not on who owns the idea. Relationship-Centered: These employees depend on a predictable and constant environment. They respond favorably to high levels of concentration that allow them to work steadily at a task. Relationship-centered employees are patient and sympathetic listeners who dislike conflict and confrontation. When you are attempting to institute change, be sure to provide employees with clear instructions and empathy for their discomfort. Realize that relationship-oriented members of your team will require a high level of support, especially when employees are dealing with uncertainty. Rational: This group of employees likes detail, fact and structure. Most often quiet, they will hesitate to speak out unless directly asked. They too prefer control over their environment but use structure and procedures, rules and regulations to achieve it. Because they dislike being pressured, they will postpone action until it is absolutely necessary to respond. When you are speaking with them, be thorough and respect their boundaries. Minimize uncertainty, and ask them to assist with standardization.

“Your relationship and knowledge of your staff’s individual preferences can bridge differences and move them to your side.” Remove Barriers to Agreement The more you push, the more your employees are likely to push back. People will be forever defending the status quo unless they can address their perceptions, ask difficult questions and see what’s in it for them. As their leader make your point logical and obvious, and therefore easy for the other person to support. Communication mismatches are very common. When you're trying to connect, tune into the preferred wavelength of your employee. Sometimes you can’t influence everyone. And when you can’t get the whole team on the bus heading in the same direction, remember: It’s more important to be respected than liked. T

Strategic Checklist We created the SCAN approach to help leaders communicate with personality differences. 1. What is the Situation you want to address? Does the other person see the issue at hand in the same light? Advertising Enquiries see Page 5

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March 2015 – AVBUYER MAGAZINE

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Safety 1 March_Finance 17/02/2015 10:37 Page 1

FLIGHT DEPARTMENT T SAFETY

Keeping Pace with Technology

How will you Incorporate Technology Currency Within your Flight Department? The ever-increasing supply of technological upgrades that enhance aircraft performance and flight safety are both an opportunity and a threat, notes Mario Pierobon. How should you train to mitigate the threat aspect? 70

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Aircraft Index see Page 4

Safety 1 March_Finance 18/02/2015 12:04 Page 2

s with all technology, it is possible that performance improvements are accompanied by an increased risk. This is particularly the case if the technology is complex and sophisticated, and its appropriate use requires specific training on the part of the user. One of the many roles of the flight department manager is to keep pace with technology, and choose the items that will enhance the operations of the flight department. The selection process begins with a risk assessment of technological implementation – and that will mean weighing performance benefits with the risks faced. Firstly, is there a real need for this new technology within the flight department? When technology implementation is being considered, all the necessary risk mitigations that the change would require are not yet in place. Therefore, risk reduction is a must. In a flight department the reduction of the safety risk associated with technology implementation is ultimately attained by means of consistent training to best practice. Is the organization prepared to manage the changes that the new equipment will bring to the operation? There should be a plan to smoothly embed the new procedures within the operating system to ensure the calibration of technology endusers to a safe enough standard.

Structured Training Training for technology currency is done in a structured fashion within commercial operations that are required by law to have a training system headed by a ‘Post Holder Crew Training’ officer. For these operations, internal quality controls and authority oversight should - in theory - ensure a thorough training system. However, flight departments that do not operate commercially need to consider and structure their training system themselves. They’d do well to look at how commercial operators manage their training for technological currency. Once a training need is defined, the onus is on the flight department manager to ensure adequate finances and time are dedicated to technology currency through the necessary training. When time and money are made available the flight department manager should decide whether an external training organization would serve the purpose best, or whether ‘in-house’ training will be adequate. Sometimes there is no other option than going through an approved training organization to gain ratings, but sometimes it’s possible to provide training internally like (for example) when transitioning to a paperless cockpit via an Electronic Flight Bag system. When training is internal, however, it is vital to select a ‘qualified’ trainer with adequate credentials.

In-House Safeguards When the opportunity arises to deliver in-house training, you should guard against two particularly common traps: Advertising Enquiries see Page 5

•

Employing own personnel for the purpose of delivering training carries the risk that, while the staff member may be a proficient technology user, the same person may not be proficient at transferring his or her know-how. It may be necessary to ‘train the trainer’ to enable them to impart their knowledge in an adequate manner to their colleagues. Online training is on the rise in the world of aeronautical training, and this clearly signals the commoditization of training in the industry. The quality of training online greatly depends on the integrity of the service provider. But with online training it is often difficult to ensure that those partaking in internet-based training are actually partaking in the learning process. While the flexibility of on-line training can actually improve the learning process, the flight department manager should opt for training solutions that unequivocally test technology-proficiency (e.g. a written exam).

The Correct Method? With regard to the choice of the training method, in his foundational book Human Factors in Flight, Captain Frank Hawkins recognises how as individuals we prefer certain learning methods over others. Yet he adds that individual preferences may not always be significant in reflecting the optimum training, even if individual temperaments and cognitive styles should be carefully considered if major changes in technology are involved (i.e. to the glass cockpit). If the training requires live interaction – and the exchange of experiences and lessons learnt – then lessons and discussions as training methods should be preferred over lectures, which are better suited as a training method to introduce and give a general background to a subject, notes Hawkins. Once the necessary method is defined what remains is to ensure the training is delivered, where necessary in an ongoing manner. Documentation also should be amended to detail new or revised operating procedures as precisely as possible, thus leaving no room for doubts in interpretation and calibrating technology users’ performance to common, high operating standards. Thus you can see that to effectively implement new technologies into the flight department and minimize the safety risks associated with the new technologies, you cannot simply expect to glean all that you need from an operations manual, which tends to be purely descriptive and generic in scope when it comes to detailed procedures. Ultimately, in addition to the above outline, if you are to minimize the risks posed by new technology in your flight department, then fluency in the development of procedures (based on the identification of the main tasks, their sequential ordering, and their specification) together with details as to the tools needed to accomplish tasks should also be part of the training system. T www.AVBUYER.com

“When training is internal, however, it is vital to select a ‘qualified’ trainer with adequate credentials.”

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

March 2015 – AVBUYER MAGAZINE

Safety 2_Finance 17/02/2015 10:41 Page 1

FLIGHT DEPARTMENT T SAFETY

Training: The Power that Protects Man's flight through life is sustained by the power of his knowledge. — Quote on the Eagle & Fledgling statue at the U.S. Air Force Academy.

oth pilots were experienced aviators, and the third person onboard the Learjet 24 was commercially rated. The aircraft was returning to its company headquarters in Texas under the command of the firm’s president, an ATP certificate holder with more than 6,400 total flight hours, but fewer than 30 in Learjets since being type rated in the Model 24 about six weeks prior to the fateful flight. The NTSB found no evidence that he had other experience in turbojet aircraft. Accompanying him in the cockpit was the firm’s chief pilot, also certificated as an Airline Transport Pilot. His flying experience included more than 17,500 hours, with approximately 5,000 hours in Douglas DC-8 aircraft. His total time in Learjets, however, was 17.4 hours, including the 10.4 hours spent in training for the LR24 type rating three years earlier. In fact, he had not flown a Learjet between being typed and two weeks prior to the accident. Flight conditions at the time were seemingly benign. Clear air turbulence was neither forecast nor reported, and the National Weather Service noted no thunderstorms in the vicinity of the Texas Panhandle. Upper air disturbance could not be ruled out, however, since a cold front at the leading edge of a high pressure ridge extended from extreme northeastern Texas, southwest through the central part of the state, and the core of the subtropical jet stream was directly over the accident site. Details of the tragedy were masked by the rapidity of the Learjet’s descent from FL450 and the severity of the crash that pulverized the aircraft and created an impact crater about 50 feet wide and 3 feet deep. Hitting the ground at a steep angle, the aircraft was so demolished that NTSB investigators were unable to say with certainty which ATP certified pilot was occupying the left seat. Albuquerque Air Route Traffic Control Center lost radar contact with the Learjet at FL447. About four minutes later, the aircraft struck the ground, and no radio transmissions occurred during the descent. Witnesses heard an aircraft flying overhead at what seemed to them to be a very high speed. One person stated he heard a vibrating sound, and another thought the aircraft was about to break the sound barrier. Only one witness said he saw the 72

AVBUYER MAGAZINE – March 2015

aircraft briefly and that it was nose down at a 45-degree angle.

Challenged by Technology

“Experience that is unrelated to the challenge at hand is useless and often dangerous.” - Anonymous

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The Learjet was one of the first business aircraft that had sufficient performance to operate at the upper reaches of the atmosphere where the speed margin between stall and high speed buffet is very small. At high Mach numbers (i.e., close to the speed of sound), some aircraft have a pronounced tendency to pitch nose down (a phenomenon known as Mach tuck). Shock waves over the wings can lead to loss of roll control as ailerons react to compressibility effects. The handling qualities of first generation business jets operating at high altitude were indeed challenging - certainly not the environment for those with limited knowledge of jet operations at high flight levels. The company president was listed on the flight plan as pilot in command. His Learjet training consisted of 20 hours of informal ground school from an FAA designated pilot examiner who gave him a flight check for the LR24 rating one week later. There is no record of training regarding high altitude operations. Nor was the company president given (or required to be given) any factory authorized training prior to his check ride. While the second ATP in the ill-fated Learjet cockpit had at least 5,000 hours of turbojet experience with Douglas DC-8 equipment, his knowledge of flight characteristics at FL450 was nil since the Learjet’s altitude performance exceeded the capabilities of the DC-8. The NTSB determined “…that the probable cause of the accident was loss of control, possibly initiated by an unexpected encounter with moderate to severe clear air turbulence...” The Board commented on the crew’s lack of adequate training and experience in the Learjet. It also noted that the aircraft’s spoilers were deployed during the uncontrolled descent, a previously approved procedure that been removed from the Learjet AFM about one year prior to the tragedy. When dealing with areas of technology beyond our experience, there is no substitute for thorough training and supervised indoctrination. T - JWO Aircraft Index see Page 4

Freestream March 19/02/2015 10:01 Page 1

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

Boeing BBJ S/N: 29273. Reg: VP-BBJ • $25,950,000 • Total Time Airframe: 3743:34 Hours • Landings: 917 • Delivered with Fresh C1 • HUD (Heads Up Display) • SATCOM • Pats 9 Tank Fuel System • Basic Operating Weight: 95,096 Lbs • SFR88 Mod • CVR/FDR • Airshow Network

Gulfstream G550 S/N: 5176 • US$32,950,000 • Total Time: 3444 hrs • Landings: 949 • Engines on RRCC • APU on MSP • Honeywell APP & Parts Programs • BBML • Securaplane External Camera System • Airshow 4000 • 18 passenger interior • Fwd Crew Rest

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

Freestream March 19/02/2015 10:02 Page 2

2009 Gulfstream G450 • Into service 2010 • TTAF 1402 • Landings 668 • Engines on RRCC • Part 135 compliance • Aft Galley • Crew Area • Fwd and Aft Lavs • 14 Passenger configuration

Gulfstream GIVSP S/N: 1283 • Price $5,950,000 • Total Time: 9842 hrs • Landings: 4220 • APU on MSP • Honeywell Avionics covered through Honeywell HAPP • MSG-3 Maintenance Program with CMP • No Damage History • Collins SAT-906 SATCOM • Secure-A-Plane • 13 Passenger Interior

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

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

Freestream March 19/02/2015 10:03 Page 3

Falcon 900EX S/N: 87 • $11,950,000 • TTAF: 4638 hours / Landings 2636 • Engines & APU on JSSI • Avionic: Honeywell Advanced Protection Plan • Honeywell SSFDR & SSCVR • Satcom Collins SRT-2000 • Airshow 400/Genesis • 14 passenger w/forward crew and aft lavatories

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

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Values Intro_Finance 17/02/2015 15:11 Page 1

FLIGHT DEPARTMENT T RETAIL PRICE GUIDE

Entry-Level & Light Jets Are you Seeking Flexibility at a Lower Cost Level? Where performance and value are dominant factors for a mission need, remember this: there’s nothing lightweight about the value and flexibility of the Entry-Level & Light Jets.

s business jets increase in size from Entry-Level & Light jets to the low end of the Large Cabin models, six to eight seats generally remains the standard configuration across size-category lines. And while cabins increase in volume generally (enabling more productive workspace for those traveling longer distances), full-fuel payload doesn’t seem to grow proportionally in most cases. As jets get bigger and heavier their runway needs increase, with no appreciable gain in how many people or equipment can fly – and thus we touch upon the key advantages of the Entry-Level & Light jet category - the value and flexibility offered to those who typically fly shorter legs. Fully-fuelled, an Entry-Level or Light jet can often barely carry the typical passenger load of three persons, unless one or two of them doubles as a crew member. Nevertheless, with the average mission length below 750 miles and the nominal maximum-range of Light jets around 1,200 miles, the crew enjoys the option of flying lighter and saving fuel. Fueling for the mission with NBAA reserves allows larger cabin loads, making three or four - plus crew - possible. The time difference between Entry-Level & Light jets and Large jets to fly a typical 750nm mission is small (about 10 to 12 minutes, overall) and is not a large time-saving for costs that may be considerably higher for the larger aircraft. Further, beyond these speed-range-payload operational basics, the Light jet crew will have the option of far more airports, often closer, more convenient and less expensive than what’s needed for the Medium and Large jets. Thus, it’s hard to escape the heavyweight value of the Entry-Level & Light jet. So what exactly is a Light jet? Today we consider a jet “light” when its MTOW falls between 10,000 and 20,000 pounds. About a decade ago the Light 78

AVBUYER MAGAZINE – March 2015

segment represented the bottom rung of the business jet ladder. That was before the Entry-Level Jets entered the market, differentiated by weights below almost everything ever built at less than 10,000 pounds.

Entry-Level & Light Jet Price Guide The following Entry-Level & Light Jets Retail Price Guide represents current average values published in The Aircraft Bluebook – Price Digest. The study Note: For additional spans a twenty year period, from 1995 through assistance and interest, winter 2014, and covers 30 models. Values reported Conklin & de Decker are in US$m, with each reporting point representing Performance and the current average retail value published in the Specification data for Bluebook by its corresponding calendar year. For these Entry-Level example, the Cessna Citation Bravo average value & Light Jet models reported in the winter 2014 edition of Bluebook can be referred to, shows $2.8 million for a 2006 model, $2.6 million beginning on page 86 of this issue. for a 2005 model and so forth.  www.AVBUYER.com

Aircraft Index see Page 4

Trade your chocks for

S TA R T I N G B L O C K S .

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Retail Values_RPG 17/02/2015 10:49 Page 1

FLIGHT DEPARTMENT T RETAIL PRICE GUIDE

Entry-Level & Light Jets Average Retail Price Guide YEAR OF MANUFACTURE $ MODEL

2014 US$M

2013 US$M

BEECHCRAFT PREMIER 1A

2012 US$M

2.9

2011 US$M

2.6

2010 US$M

2.3

2009 US$M

2008 US$M

2007 US$M

2006 US$M

2.0

1.7

1.6

1.5

BEECHCRAFT PREMIER 1

2005 US$M

1.4

BOMBARDIER LEARJET 45XR

7.9

7.3

6.5

5.9

5.3

4.6

4.3

4.0

4.3

4.0

3.7

3.6

3.4

3.0

3.3

3.0

2.7

5.5

5.2

4.7

4.4

4.5

4.1 3.9

3.7

2.8

2.6

BOMBARDIER LEARJET 45 BOMBARDIER LEARJET 40XR

6.8

5.8

5.1

4.4

4.1

BOMBARDIER LEARJET 40 BOMBARDIER LEARJET 31A CESSNA CITATION XLS+ 560

12.992

10.0

9.2

8.7

8.0

7.5

CESSNA CITATION XLS 560 CESSNA CITATION ENCORE+ 560

5.0

6.8

CESSNA CITATION V ENCORE 560 CESSNA CITATION EXCEL 560-XL CESSNA CITATION V ULTRA 560 CESSNA CITATION BRAVO 550 CESSNA CITATION CJ4 525C

9.380

8.0

7.3

6.9

6.5

CESSNA CITATION CJ3 525B

8.458

6.7

6.0

5.6

5.3

5.0

4.8

4.6

4.3

4.1

CESSNA CITATION CJ2+ 525A

7.253

6.2

5.7

5.3

4.8

4.5

4.3

4.0

3.5

3.3

3.0

2.9

2.4

2.2

CESSNA CITATION CJ2 525A CESSNA CITATION M2 525

4.671

4.2

CESSNA CITATION CJ1+ 525

3.5

3.2

3.0

2.8

2.6

CESSNA CITATION CJ1 525

1.9

CESSNA CITATIONJET 525 CESSNA CITATION MUSTANG 510

3.465

2.9

2.3

ECLIPSE 500

2.1

2.0

2.450

EMBRAER PHENOM 300

9.315

EMBRAER PHENOM 100E

4.350

EMBRAER PHENOM 100

2.2

1.9 0.850

8.3

7.8

7.4

6.8

6.7

3.5

3.3

3.0

2.7

2.4

2.2

2.6

2.4

2.2

HAWKER 400XP

1.8

1.7

0.80

0.750

2.1

1.9

1.7

HAWKER BEECHJET 400A NEXTANT 400XTI

4.2

3.4

3.2

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

AVBUYER MAGAZINE – March 2015

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Aircraft Index see Page 4

Retail Values_RPG 18/02/2015 12:06 Page 2

RETAIL PRICE GUIDE T FLIGHT DEPARTMENT

What your money buys today

WINTER 2014 2004 US$M

2003 US$M

2002 US$M

2001 US$M

2000 US$M

1999 US$M

1998 US$M

1997 US$M

1996 US$M

1995 US$M

YEAR OF MANUFACTURE $ MODEL BEECHCRAFT PREMIER 1A

1.3

1.2

3.8

3.4

3.5

3.1

1.1

1.0

BEECHCRAFT PREMIER 1 BOMBARDIER LEARJET 45XR

2.9

2.8

2.7

2.6

2.5

BOMBARDIER LEARJET 45 BOMBARDIER LEARJET 40XR

2.4

BOMBARDIER LEARJET 40 1.650

1.550

1.450

1.350

1.250

1.150

1.0

1.050

0.9

BOMBARDIER LEARJET 31A CESSNA CITATION XLS+ 560

4.2

CESSNA CITATION XLS 560 CESSNA CITATION ENCORE+ 560

3.5

3.2

2.9

2.7

2.6

3.9

3.7

3.6

3.3

3.0

2.4

2.2

2.0

1.9

1.8

CESSNA CITATION V ENCORE 560 2.7

2.5

CESSNA CITATION EXCEL 560-XL

1.8

1.7

1.6

1.7

1.6

1.5

1.4

CESSNA CITATION V ULTRA 560 CESSNA CITATION BRAVO 550 CESSNA CITATION CJ4 525C

3.9

CESSNA CITATION CJ3 525B CESSNA CITATION CJ2+ 525A

2.8

2.7

2.6

2.5

2.4

CESSNA CITATION CJ2 525A CESSNA CITATION M2 525 CESSNA CITATION CJ1+ 525

1.8

1.7

1.6

1.5

1.4

CESSNA CITATION CJ1525 1.3

1.250

1.2

1.150

1.1

CESSNA CITATIONJET 525 CESSNA CITATION MUSTANG 510 ECLIPSE 500 EMBRAER PHENOM 300 EMBRAER PHENOM 100E EMBRAER PHENOM 100

1.5

HAWKER 400XP 1.350

1.250

1.150

1.050

1.000

0.950

0.900

0.850

0.800

HAWKER BEECHJET 400A NEXTANT 400XTI

AIRCRAFT BLUEBOOK DATA - CARL JANSSENS, EDITOR. EMAIL: CARL@JETAPPRAISALS.COM Advertising Enquiries see Page 5

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March 2015 – AVBUYER MAGAZINE

Project1_Layout 1 24/02/2015 14:48 Page 1

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

2007 Falcon 7X

•

1984 Hawker 800A

1985 Citation SII

•

7X-007

•

258008

S550-0036

AIRCRAFT@BELLAVIATION.COM

2003 Falcon 900C

•

197

1998 Citation Ultra

•

2007 Citation CJ3

525B-0147

•

560-0477

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

1999 Citation CJ

•

1983 King Air F90-1

1980 Cheyenne III

•

525-0318

•

LA-205

42-8001021

AIRCRAFT@BELLAVIATION.COM

1991 Learjet 31ER

1978 King Air E90

2006 Piper Meridian

•

31-033

LW-286

•

4697251

ACSpecs Intro March15_AC Specs Intronov06 17/02/2015 12:20 Page 1

FLIGHT DEPARTMENT T SPECIFICATIONS

Performance & Specifications Entry Level & Light 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 - Entry Level & Light Jets – appears overleaf, to be followed by Turboprops next month. Please note that this data should be used as a guide only, and not as the basis

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 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.

•

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

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.

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.).

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 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.

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

Balanced Field Length BFL is the distance obtained by determining the decision speed (V1) at which the take-off

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.).

AVBUYER MAGAZINE – March 2015

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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

AircraftPer&Spec March15_PerfspecDecember06 17/02/2015 12:42 Page 1

ENTRY LEVEL & LIGHT JETS VARIABLE COST PER HOUR $

BEE CHC RAF T BE ECH JET 400 A BEE CHC RAF T HA WKE R 40 0XP BEE CHC RAF T HA WKE R 40 0XP BEE R CHC RAF T PR EMI ER I BEE CHC RAF T PR EMI ER I A BOM BAR DIER LEA RJET 31A BOM BAR DIER LEA RJET 31A /ER BOM BAR DIER LEA RJET 40 BOM BAR DIER LEA RJET 40X R BOM BAR DIER LEA RJET 45

FLIGHT DEPARTMENT T SPECIFICATIONS

$2,414.21 $2,384.90

$1,874.62 $1,762.42

$1,749.80 $2,462.24

$2,462.81 $2,346.67 $2,416.13

$2,383.10

CABIN HEIGHT FT.

4.8

4.75

5.4

4.35

4.92

CABIN WIDTH FT.

4.9

4.92

5.5

4.95

5.12

CABIN LENGTH FT.

15.6

15.5

13.6

12.9

17.67

19.75

CABIN VOLUME CU.FT.

305

285

281

369

415

DOOR HEIGHT FT.

4.16

4.2

4.16

4.167

4.16

3.75

4.8

DOOR WIDTH FT.

2.41

2.4

2.125

2.5

BAGGAGE VOL. INT. CU.FT.

BAGGAGE VOL. EXT. CU.FT.

CREW #

SEATS - EXECUTIVE #

MTOW LBS

16100

16300

12500

17200

17700

20350

21000

20500

MLW LBS

15700

11600

16000

19200

B.O.W. W/CREW LBS

10915

10985

10900

8565

8600

11203

11247

13718

13949

13890

USEABLE FUEL LBS

4912

3611

3670

4124

4653

5375

6062

PAYLOAD WITH FULL FUEL LBS

473

603

688

414

320

1873

2000

1507

1239

798

MAX. PAYLOAD LBS

2085

2015

2100

1435

1400

2297

2253

2282

2051

2110

RANGE - SEATS FULL N.M.

1180

1243

850

1211

1480

1573

1778

1423

MAX. RANGE N.M.

1519

1974

1340

1337

1600

1707

1960

1968

BALANCED FIELD LENGTH FT.

4600

4030

4650

3800

4330

4680

4350

LANDING DIST. (FACTORED) FT.

5083

5025

5237

5208

4200

4033

4060

4063

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

4020

5000

4000

5110

4890

2820

2800

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

560

620

948

1610

1515

710

394

590

MAX. CRUISE SPEED KTAS

458

450

461

454

462

465

NORMAL CRUISE SPEED KTAS

449

450

426

441

436

L/RANGE CRUISE SPEED KTAS

410

425

370

417

428

432

416

FJ44-2A

TFE 731-2

TFE 73120AR

TFE 73120BR

TFE 73120AR

ENGINES # ENGINE MODEL

JT15D-5

JT15D-5R FJ44-4A-32 FJ44-2A



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.

AVBUYER MAGAZINE – March 2015

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Aircraft Index see Page 4

AircraftPer&Spec March15_PerfspecDecember06 17/02/2015 12:43 Page 2

CES SNA CITA TION CJ3 CES SNA CITA TION CJ3+

CES SNA CITA TION CJ2+

CES SNA CITA TION CJ1+ CES SNA CITA TION CJ2

CES SNA CITA TION CJ1

CES SNA CITA TION BRA VO CES SNA CITA TION JET

ENTRY LEVEL & LIGHT JETS

BOM BAR DIER

LEA RJET 45X R

FLIGHT DEPARTMENT T SPECIFICATIONS

$2,485.47

$1,879.84

$1,632.73

$1,538.79

$1,568.20

$1,628.96

$1,728.61

$1,839.88

$1,820.65

CABIN HEIGHT FT.

4.92

4.7

4.8

4.75

CABIN WIDTH FT.

5.12

4.8

4.83

CABIN LENGTH FT.

19.75

15.75

13.58

15.67

CABIN VOLUME CU.FT.

415

292

205

201

248

286

DOOR HEIGHT FT.

4.8

4.25

DOOR WIDTH FT.

2.5

BAGGAGE VOL. INT. CU.FT.

BAGGAGE VOL. EXT. CU.FT.

CREW #

SEATS - EXECUTIVE #

MTOW LBS

21500

14800

10400

10600

10700

12375

12500

13870

MLW LBS

19200

13500

9700

9800

9900

11500

11525

12750

B.O.W. W/CREW LBS

14125

9375

6950

7050

7035

7900

7980

8585

USEABLE FUEL LBS

6062

4824

3220

3932

3930

4710

PAYLOAD WITH FULL FUEL LBS

1563

801

330

430

545

668

715

775

MAX. PAYLOAD LBS

1875

1925

1450

1350

1365

1400

1720

1925

RANGE - SEATS FULL N.M.

1685

1290

750

775

895

1075

1194

1374

MAX. RANGE N.M.

1937

1720

1130

1161

1245

1530

1626

1891

BALANCED FIELD LENGTH FT.

5040

4160

4010

4220

3990

3820

3810

3440

LANDING DIST. (FACTORED) FT.

4105

4295

4333

4407

4135

4628

4645

4203

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

2630

3190

3311

3230

3290

3870

4120

4478

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

589

845

868

850

906

1160

1004

1090

MAX. CRUISE SPEED KTAS

465

405

377

381

389

413

417

NORMAL CRUISE SPEED KTAS

436

405

364

381

389

413

417

L/RANGE CRUISE SPEED KTAS

432

335

302

307

344

351

348

TFE 731-20BR

PW530A

FJ44-1A

FJ44-1AP

FJ44-2C

FJ44-3A-24

FJ44-3A

VARIABLE COST PER HOUR $

ENGINES # ENGINE MODEL

AVBUYER MAGAZINE – March 2015

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Aircraft Index see Page 4



AircraftPer&Spec March15_PerfspecDecember06 17/02/2015 12:44 Page 3

CES SNA CITA TION MUS TAN G CES SNA CITA TION V

CES SNA CITA TION XLS + CES SNA CITA TION M2

CES SNA CITA TION ENC ORE CES SNA CITA TION ENC ORE + CES SNA CITA TION EXC EL CES SNA CITA TION XLS

ENTRY LEVEL & LIGHT JETS

CES SNA CITA TION CJ4

FLIGHT DEPARTMENT T SPECIFICATIONS

$2,142.87

$2,235.59

$2,190.12

$2,625.25

$2,541.99

$2,503.30

$1,500.89

$1,090.43

$2,461.68

CABIN HEIGHT FT.

4.75

5.7

4.75

4.5

4.8

CABIN WIDTH FT.

4.83

5.5

4.83

4.58

4.83

CABIN LENGTH FT.

17.3

17.33

18.5

9.8

17.33

CABIN VOLUME CU.FT.

293

314

422

201

163

310

DOOR HEIGHT FT.

4.25

4.54

4.5

4.25

3.8

4.25

DOOR WIDTH FT.

BAGGAGE VOL. INT. CU.FT.

BAGGAGE VOL. EXT. CU.FT.

43.1

CREW #

SEATS - EXECUTIVE #

MTOW LBS

17110

16630

16830

20000

20200

10700

8645

15900

MLW LBS

15660

15200

18700

9900

8000

15200

B.O.W. W/CREW LBS

10350

10525

10460

12500

12800

7000

5550

9400

USEABLE FUEL LBS

5828

5400

6740

3296

2580

5770

PAYLOAD WITH FULL FUEL LBS

1052

905

1170

960

860

504

600

930

MAX. PAYLOAD LBS

2150

2075

2390

2500

2300

1400

1200

1800

RANGE - SEATS FULL N.M.

1667

1410

1494

1449

1539

1528

694

718

1220

MAX. RANGE N.M.

1991

1736

1792

1839

1989

1976

1380

1070

1644

BALANCED FIELD LENGTH FT.

3500

3920

4060

3910

3250

3380

3740

LANDING DIST. (FACTORED) FT.

3978

4195

4182

4917

4738

4125

3683

3750

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

3858

4740

4620

3790

3500

3698

3010

3684

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

1248

1440

1400

699

800

1075

870

1139

MAX. CRUISE SPEED KTAS

454

430

433

440

404

340

397

NORMAL CRUISE SPEED KTAS

454

430

433

440

379

340

397

L/RANGE CRUISE SPEED KTAS

380

372

373

331

319

350

FJ44-4A

PW535A

PW535B

PW545A

PW545B

PW545C

FJ44-1AP

PW615F

JT15D-5A

VARIABLE COST PER HOUR $

ENGINES # ENGINE MODEL

AVBUYER MAGAZINE – March 2015

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Aircraft Index see Page 4



AircraftPer&Spec March15_PerfspecDecember06 17/02/2015 12:48 Page 4

NEX TAN T AE ROS PAC E 40 0XT NEX TAN T AE ROS PAC E 40 0XT i

EMB RAE R PH ENO M1 00E EMB RAE R PH ENO M3 00

EMB RAE R PH ENO M1 00

ECL IPSE 550

TOTA L EC LIPS E 50 0

ECL IPSE 500

ENTRY LEVEL & LIGHT JETS

CES SNA CITA TION ULTR A

FLIGHT DEPARTMENT T SPECIFICATIONS

$2,486.09

$983.54

$986.73

$951.22

$1,248.93

$1,916.59

$1,802.59

$1,798.42

CABIN HEIGHT FT.

4.8

4.16

4.92

4.94

4.92

4.75

CABIN WIDTH FT.

4.83

4.66

5.08

4.92

CABIN LENGTH FT.

17.33

7.6

17.17

15.5

CABIN VOLUME CU.FT.

310

109

212

324

305

DOOR HEIGHT FT.

4.25

3.9

4.86

4.2

DOOR WIDTH FT.

1.96

2.04

2.42

2.4

BAGGAGE VOL. INT. CU.FT.

BAGGAGE VOL. EXT. CU.FT.

CREW #

SEATS - EXECUTIVE #

MTOW LBS

16300

6000

10472

17968

16300

MLW LBS

15200

5600

9766

9877

16865

15700

B.O.W. W/CREW LBS

9950

3834

7132

11783

10531

USEABLE FUEL LBS

5771

1698

2804

5353

4912

PAYLOAD WITH FULL FUEL LBS

779

502

580

942

1057

MAX. PAYLOAD LBS

2250

1088

1312

2216

2469

RANGE - SEATS FULL N.M.

1259

574

915

917

1811

1852

MAX. RANGE N.M.

1651

964

1242

1233

2077

2108

BALANCED FIELD LENGTH FT.

3510

2898

3040

3479

3138

4600

LANDING DIST. (FACTORED) FT.

3833

5173

4068

4110

3700

4045

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

4230

2575

3061

3335

5000

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

728

780

702

1044

995

MAX. CRUISE SPEED KTAS

430

371

390

444

471

NORMAL CRUISE SPEED KTAS

430

369

371

430

460

L/RANGE CRUISE SPEED KTAS

372

330

333

383

405

JT15D-5D

PW610F-A

PW617F-E

PW535E

FJ44-3AP

VARIABLE COST PER HOUR $

ENGINES # ENGINE MODEL

AVBUYER MAGAZINE – March 2015

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Aircraft Index see Page 4

J Hopkinson 1 March 16/02/2015 17:07 Page 1

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

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

Challenger 604 7470 AFTT, Engines on Smart Parts Engine, 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 13,611 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

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

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

Project1_Layout 1 24/02/2015 14:50 Page 1

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Helicopters _Finance 18/02/2015 15:54 Page 1

FLIGHT DEPARTMENT T ROTORCRAFT

Helicopters in Traditional Flight Departments: Could a Rotorcraft Augment your Travel Options?

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

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Aircraft Index see Page 4

Helicopters _Finance 18/02/2015 12:10 Page 2

Dave Higdon discusses the unique attributes of helicopters and considers factors that might justify adding vertical lift capability to your flight department.

friend who spends part of the year living in a major metropolitan area faces a lengthy commute to reach his airplane from his office. Add traffic issues and the combination often makes him dream of owning a helicopter. “If ever my budget allows, a helicopter would be the ideal lift to augment the airplane.” As a matter of fact, many business aircraft operators find that a helicopter can complement their fixed-wing aircraft. Although there are some complex elements that pave the path to a decision about augmenting fixed-wing aircraft with a helicopter, generally it all boils down to meeting the same set of considerations as for choosing a fixed-wing aircraft: mission need. Would a helicopter benefit your flight department? It depends. The answer becomes clearer when need hinges on the helicopter's unique abilities…

Universal Appeal & Capability Aviation is known for crafting solutions for pretty much any need. Helicopters stand among the top solutions, particularly when the destination elicits an exclamation: “You want to go where?” The ability to launch and land from a spot barely twice the rotor diameter (assuming a climb-anddepart path that’s free of obstructions) brings many different benefits to many different companies. Speed and range covered between launch and landing might seem somewhat puny – at least by turboprop and jet standards, but for trips that fall near the lower-end of the Business Aviation average (350-500 miles) the 170ktas speed of today’s helis used for business transportation still keeps trips short and time-saving. Additional time-savings are realized when one considers the very take-off and landing nature of a helicopter. Passengers could quite literally step into their helicopter on one office roof and land on the roof of their client’s office (or a helipad nearby). On such occasions, helicopters can completely displace the fixed-wing aircraft for the entire trip. The general limitation of the helicopter option hinges on the availability of landing areas near to where you need to be. It makes no sense to take a helicopter from one airport to another if the second airport could have accommodated the fixed-wing aircraft. If no close-by landing pad is available, then Advertising Enquiries see Page 5

the time-versus-cost equation returns to primacy. Some businesses use helicopters as lift augmentation where rotorcraft are essentially a means of allowing passengers to avoid ground traffic associated with going to or from an airport. At other times, a destination may be wholly unsuitable for the company’s fixed-wing airplane. At almost every level, a helicopter’s unique abilities hold strong appeal for many flight departments interested in what they could bring to their company.

Mission Fulfilment First Fixed-wing aircraft traditionally face runway constraints that can vary with weather and elevation; and today's most-popular business turbine aircraft need more runway than that offered by about one-fifth of the United States’ airports. A helicopter operator never needs to worry about sufficient runway. But speed and payload come into play...as they always do. Research and development efforts continue to explore the expansion of helicopter speed envelopes, but for the foreseeable future the standards of today's fastest rotary-wing machines stands at about 170 knots. (This paradigm may change when TiltRotor aircraft such as the Bell/Agusta BA609 become operational.) Whether you’re contemplating the mostpopular of piston helicopters or a flying-office style business-turbine helicopter, their variety allow them to satisfy many business needs, from simple hops of a few dozen miles carrying three passengers at one end of the capability spectrum to the other extreme of taking the office along in the same style as a corporate jet with a team in the cabin. Beyond these basics, a flight department should take into consideration most of the same mission concerns applied when contemplating adding any equipment to the fold. • •

• •

Does the helicopter meet at least 70% of the mission needs it’s anticipated to serve? Are crew and maintenance available within the flight department already? If not, what will be required to add the necessary experience to the team? Will another hangar be needed? Most importantly: Can it be operationally and financially justified?  www.AVBUYER.com

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

“Does the helicopter meet at least 70% of the mission needs it’s anticipated to serve? ”

March 2015 – AVBUYER MAGAZINE

Helicopters _Finance 17/02/2015 10:24 Page 3

FLIGHT DEPARTMENT T ROTORCRAFT The Air Taxi Option Perhaps full-ownership of a helicopter isn’t the right option for your flight department. The mission requirement would not justify full ownership, but there remains an occasional need for the benefits that a helicopter offers. Helicopter lift is available in most major metropolitan areas – often based at the same airport used by business turbine operators. Many medium-city airports also boast helicopter operators at their main and General Aviation airports. Just like ad hoc charter operations with fixed-wing aircraft, the goal of the air taxi option with helicopters remains the same: To place passengers as close as possible to their ultimate destination as time and efficient use of dollars allow, but without the burden of full ownership. Chartering helicopters is a viable option that warrants evaluation by most flight departments. That last point alone can be an eye-opener for the flight department new to rotorcraft: compared to fixed-wing aircraft, you can expect to spend more per seat on acquisition, and more per seat/hour in operating costs and maintenance costs. And compared to fixed-wing aircraft, helicopters have more parts that are moving in close proximity and in finely balanced harmony. Maintenance hours per flight-hour generally tend to be greater than for a fixed-wing aircraft with a comparable number of seats. Carefully evaluate costs per mile travelled, which in some situations can be three times that of fixed-wing aircraft. Another area requiring some consideration from the flight department is regulatory impact: while the addition of a rotorwing aircraft adds little to the need to understand regulatory requirements, helicopter approvals fall under FAR 27 or FAR 29

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AVBUYER MAGAZINE – March 2015

instead of FAR 23 or FAR 25. The need to know, understand and adhere to these regulations remains the same in terms of maintenance and crew scheduling. As we outlined above, filling crew and maintenance slots requires people who meet the qualifications and have the experience to do the required jobs on and in helicopters. The military continues to feed a pool of well-trained, experienced helicopter-savvy crew, but recruiting can still take a bit of time and effort for some aircraft. In the end, for the flight department with the need, the helicopter can generally transport people far closer to their destination than the nearest airport – and take them out again when the day’s business is done. When the mission justifies, vertical lift can be a fantastic supplement to the fixed-wing stable. T

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Aircraft Index see Page 4

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

AirCompAnalysis A_ACAn 18/02/2015 11:01 Page 1

FLIGHT DEPARTMENT T AIRCRAFT COMPARATIVE

EC120B

Aircraft Comparative Analysis: Bell 206B-3 JetRanger III In this month’s Aircraft Comparative Analysis, Mike Chase provides information on a selection of new and pre-owned Single-Engine Turbine helicopters for the purpose of valuing the Bell 206B-3 JetRanger III. 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

102

he field for this month’s Aircraft Comparative Analysis includes the pre-owned JetRanger III and new and used Airbus EC-120C helicopters with values ranging between $350k-$1.8m. Within our analysis, we’ll consider the usual productivity parameters – including payload, range, speed and cabin size, and cover current market values.

Brief History The genus of the Bell 206 single turbine series helicopter dates from 1966. The 206B-3 JetRanger III replaced the 206B JetRanger II in 1977 and was produced until 2010. There are currently 1,904 206B-3 helicopters fly-

AVBUYER MAGAZINE – March 2015

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ing today, and 2,478 that were manufactured during the 1977-2010 timeframe, representing the largest number of a single model of all 206 series helicopters produced. The 206B JetRanger II aircraft could be modified to a model 206B-3 JetRanger III by the completion of Service Instruction 206-112 (which requires the installation of the Allison 250-C20B engine). One crew and four passenger seats are available on the 206B-3. It is interesting to note that the Bell 206 series makes up 61% of the 10,300 units Bell Helicopter has produced. All told, Bell has produced 40% of all the Commercial Western-built helicopters (per JETNET  Aircraft Index see Page 4

LEAS Single March_LEAS 18/02/2015 12:01 Page 1

Contact us: USA 201-891-0881 aircraftsales@leas.com WWW.LEAS.COM 2008 Gulfstream G550 s/n 5180 16 pax. Engines RR CorporateCare, Foxtrot Enhanced Navigation WAAS/LPV, FANS 1/A-CPDLC, Paperless Flight Deck, Multi-link hi-speed data sys., Operated Part 135, TCAS 2000 w/chg 7.1 Price $22,750,000

2008 Falcon 900EX EASy s/n 193

2008 Gulfstream G450 s/n 4122

14 pax, Avionics EASy II Phase 1 Upgrade, FMS upgrade Version 7.1 & RAAS, Engines MSP Gold, APU on MSP, Winglets, Synthetic Vision, 1C & Z insp. 5/2014, Well-equipped, many upgrades

14 pax., Forward and aft lavs, Forward galley, Engines on RR Corporate Care, Planeview cockpit, HUD/EVS, Swift 64 internet, Wireless LAN, JAR Ops Price $13,995,000

Price $13,995,000

2008 Challenger 605 s/n 5740

1997 Gulfstream V s/n 524

12 pax. In service 5/2008, CofA 11/2007, On Smart Parts, Engines on GE OnPoint, APU on MSP, Collins ProLine 21 Sys., Wi-Fi, EVAS, Capable of WAAS/LPV approaches, 88 parameter FDR

12 pax, RR Corporate Care, APU on MSP, Avionics on HAPP, Electronic Flight Bags, ATG 4000 GoGo wi-fi, Ads-B Out, . 12-24-48-96-192 Mo. CMP Codes c/w 4/2014

Price $5,395,000

Price $7,595,000

1996 Challenger 604 s/n 5315

1999 Gulfstream IVSP s/n 1383

10 pax, On Smart Parts Plus, Engines on GE OnPoint, APU on MSP, Enhanced Auto Throttles, Precision Plus, ATG-4000 Wi-Fi, ADS-B Out, TCAS 7.1, 48-96-192 mo. insp. c/w 7/2012, Operating Part 135

14 pax., Engines RR Corporate Care, APU on MSP, Avionics on HAPP, Honeywell MPP, Ads-B Out, Direct TV & Int’l TV, Triple IRS, MCS7000 SATCOM, Operating Part 135

Price $11,295,000

Price $6,995,000

2007 Challenger 300 s/n 20121 FOR SALE OR LEASE. 9 pax. Engines & APU on MSP, Collins ProLine 21 Sys., Dual IFIS, GoGo Wi-Fi, New woodwork, 4000 hr. eng. insp. & fuel nozzle replacement c/w 6/2014, 96 mo. airframe & gear insp. c/w 12/2014

1995 Gulfstream IVSP s/n 1269 16 pax., Engine O/H’s 4/2013-eligible for CorporateCare can purchase enrolled or not, Avionics on HAPP, -150 APU upgrade on MSP, Triple IRS, AirCell Axess II Irid. SAT phone. Operating Part 135

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

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

AirCompAnalysis A_ACAn 18/02/2015 10:54 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)

Bell 206B

3,200

610

25.2

818

208

365

270

Airbus EC120B

3,780

730

28.2

1,113

383

240

Model

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

records in February 2015). Of the 1,904 wholly-owned Bell 206B-3 helicopters in operation worldwide, just 15 are in shared ownership. According to JETNET, an additional 3% of the Bell 206B-3 helicopters are leased. By continent, North America houses the largest fleet percentage (56%), followed by South America (12%) and Europe (11%) – that’s a combined total of approximately 80%.

Payload & Range The data contained in Table A (left) is sourced from Conklin & de Decker and B&CA’s May 2014 issue. A potential operator should focus on payload capability. The ‘Available payload with Maximum Fuel’ for the Bell 206B-3 is 208 lbs, which is significantly less than the EC120B (383 pounds). Also note the fuel usage by each helicopter model in this field of study: The Bell 206B-3 at 25.2 gallons per hour (GPH) leads the EC120B as the most frugal. The Bell 206B-3 shows 10.6% less fuel burn with the Rolls-Royce engine than the EC120B, according to Aircraft Cost Calculator.

Chart A - Cabin Cross-Sections

Souce: UPCAST JETBOOK

Chart B - Range Comparison

Cabin Cross-Sections

Bell 206B3 Airbus/Eurocopter EC120B

263.250 Nm 234.000 Nm

According to Conklin & de Decker, the cabin volume of the Bell 206B-3 (54 cubic feet) is exactly the same as the EC120B (54 cubic feet). The respective cabin cross-sections are represented, courtesy of UPCAST JETBOOK, in Chart A (left).

Range Comparison As depicted by Chart B (left), using Louisiana, USA as a departure-point, according to Aircraft Cost Calculator the Bell 206B-3 shows slightly more range coverage than the EC120B. By using Louisiana, the range circle map also shows the range coverage for off-shore destinations, illustrating the attraction of these helicopters for off-shore utilization. Note: The lines depicted do not include winds aloft or any other weather-related obstacles.

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Aircraft Index see Page 4

AirCompAnalysis A_ACAn 18/02/2015 11:14 Page 3

AIRCRAFT COMPARATIVE T FLIGHT DEPARTMENT

Powerplant Details The Bell 206B-3 is powered by a single Rolls-Royce 250-C20J powerplant. The EC120B offers a higher power rating value with 400 SHD transmission from its Turbomeca Arius powerplant [transmission rating is a limiting factor in the total rated and usable engine power output]. The Bell 206B-3 engine offers a transmission rating of 317 SHD.

Chart C - Variable Cost $ per hour $400

$200

Q $572 Q $564

Bell 206B Airbus EC 120B

Total Variable Cost The ‘Total Variable Cost’ illustrated in Chart C (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 Bell 206B-3 shows a higher cost at $572, or 1.4% compared to the EC120B at $564.

Table B - Comparison Table

Aircraft Comparison Table Table B (right) contains the 2007 retail prices from Vref pricing guide for each helicopter. The average speed, cabin volume and maximum payload values are from Conklin & de Decker, while the number of aircraft inoperation and percentage ‘For Sale’ are as reported by JETNET. The Bell 206B-3 has 6.3% of its fleet currently ‘For Sale’. Evidently Bell 206B-3 helicopters make an attractive proposition with a monthly average of 12 units sold over the past 12 months, compared to the EC120B with 4 units sold per month, on average.

Long Range Speed (kts)

Cabin Volume (cu ft.)

Max Payload w/avail fuel range (nm)

Used Vref Price $m

In-Operation

% For Sale

Sold*

Bell 206B-3

113

270

$900k Used ‘07

1,905

6.3%

Airbus EC120B

110

240

$925k Used ‘07

622

10.8%

Model

Data courtesy of Conklin & de Decker, Orleans, MA, USA; JETNET; Aircraft Bluebook; Operations Planning Guide B&CA

Depreciation Schedule Helicopters that are owned and operated by businesses are often depreciable for income tax purposes under the Modified Accelerated Cost Recovery System (MACRS). Under MACRS, taxpayers are allowed to accelerate the depreciation of assets by taking a greater percentage of the deductions during the first few years of the applicable recovery period (see Table C, right). In certain cases, helicopters may not qualify under the MACRS system and must be depreciated under the less  Advertising Enquiries see Page 5

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

1 20.00 %

2 32.00 %

19.20 %

11.52 %

5 11.52 %

5.76 %

MACRS SCHEDULE FOR PART 135 Year Deduction

14.29 %

24.49 %

17.49 %

12.49 %

8.93 %

8.92 %

8.93 %

4.46 %

Source: NBAA

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AirCompAnalysis A_ACAn 18/02/2015 10:56 Page 4

FLIGHT DEPARTMENT T AIRCRAFT COMPARATIVE

TABLE D - MACRS Depreciation Schedule 2007 BELL 206B-3 - PRIVATE (PART 91) Full Rate Price-Thousand

$900k 1

20.00 %

32.00 %

19.2 %

11.5 %

5.8 %

Depreciation ($M)

$0.2

0.3

0.2

0.1

Depreciation Value ($M)

$0.7

0.4

0.3

0.2

0.1

Cum. Depreciation ($M)

0.2

0.5

0.6

0.7

0.8

0.9

Year Rate (%)

2007 BELL 206B-3 - CHARTER (PART 135) Full Rate Price -Thousand

$900k 1

14.3 %

24.5 %

17.5 %

12.5 %

8.9 %

4.5 %

Depreciation ($M)

$0.13

0.22

0.16

0.11

0.08

0.04

Depreciation Value ($M)

$0.77

0.55

0.39

0.28

0.20

0.12

0.04

0.00

Cum. Depreciation ($M)

$0.1

0.3

0.5

0.6

0.7

0.8

0.9

Year Rate (%)

Source: Vref

Chart D - Value & Demand The Market for Used Bell 206B-3s Compared to Airbus EC-120Bs Value

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

106

AVBUYER MAGAZINE – March 2015

Demand

under MACRS over a seven-year recovery period or under ADS using a twelve-year recovery period. Helicopters 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 helicopter, such as non-business flights, that may have an impact on the allowable depreciation deduction available in a given year. Table D (above) depicts an example of using the MACRS schedule for a 2007 model Bell 206B-3 helicopter in private (Part

91) and charter (Part 135) operations over five and seven-year periods, assuming a Vref Pricing guide retail value of US$900k.

Asking Prices vs AFTT, Age & Engine Thrust Chart D, sourced from the Multi-dimensional Economic Evaluators Inc. (www.meevaluators.com), shows Value and Demand for the preowned Bell 206B-3 and EC 120B. The current pre-owned market for these Helicopters shows a total of 189 aircraft ‘For Sale’ with 124 displaying an asking price, thus we have plotted those 124. The equation that we derived

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from these asking prices and from other criteria should enable sellers and buyers to compare, and perhaps adjust their offerings if necessary. Demand and Value are on opposite sides of the same Price axis. The Demand Equation for both vehicles is Price = 3,483,000 Qty-0.455. This power equation is very well correlated, with an adjusted R2 of 99.9%, and a P-Value of 2.32 E-05. The Linear Equation describing used Airbus EC-120B helicopter value is Asking Price = $1,638,000 - 52,600 Qty. While this equation is only fairly well correlated with an R2 = 60.7%, its P-Value (the chance that this equation came about by chance) is 4.30E-11, so we choose to use it. The Linear Equation describing used Bell 206B-3 helicopter value is Asking Price = $1,255,000 - 21,250 Qty. It is better correlated with an R2 = 67.8%, with an attendant PValue of 1.22 E-19. Thus, in this market the Bell 206B-3 depreciates at $21,250/year, less than half the depreciation of that for the Airbus EC-120B, for which asking prices fall by $52,600 per year. In order to try to keep the analysis similar with respect to the age of the vehicles, we restricted the age of the Bell fleet to approximately that of Airbus (in this case, limiting the Bell age to 19 years), we found that Bell 206B-3 depreciation was $38,600 per year (but correlation was poor at 35.6%, though this equation passed the common P-Value threshold of 0.05 with a reading of 0.031). Based on our experiment in limiting the study years for the Bell 206B-3, we expect that the EC120B will depreciate less each year on average the longer that it is on the market. Interestingly, power form equations (like that used for demand) did not work as well as linear equations in predicting depreciation. The points in Chart E (opposite) are centered on the same group of aircraft. Pricing used in the vertical axis is as published in the Vref pricing guide. The Aircraft Index see Page 4

AirCompAnalysis A_ACAn 18/02/2015 11:15 Page 5

AIRCRAFT COMPARATIVE T FLIGHT DEPARTMENT

1. Range with full payload and available fuel; 2. The long range cruise speed flown to achieve that range; 3. The cabin volume available for passengers and amenities. The result is a very large number so for the purpose of charting, each result is divided by one billion. The examples plotted are confined to the aircraft in this study. A computed curve fit on this plot would not be very tight, but when all helicopters are considered the “r” squared factor would equal a number above 0.9. Others may choose different parameters, but serious business aircraft buyers are usually impressed

Chart E - Productivity Price (Millions)

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:

$1.5 $1.2

Bell 206B-3 $0.9

Airbus EC120B

$0.6 $0.3 $0.0 0.0000

0.0010

0.0020

0.0030

0.0040

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

with Price, Range, Speed and Cabin Size. After consideration of the Price, Range, Speed and Cabin Size, we can conclude that the Bell 206B-3 JetRanger III, as shown in the productivity index, is productive compared to the EC120B. Both helicopters metrics are quite similar and each has its own attributes. The Bell 206B-3 has slightly more range and uses less GPH. It is very

popular in the pre-owned market. The EC120B, meanwhile, has more available payload with maximum fuel, but uses more gallons of fuel per hour.

Summary Within the preceding paragraphs we have touched upon several of the attributes that helicopter operators value. However, there are often other qualities such as service and

support that factor into a buying decision, and are beyond the scope of this article. The Bell 206B-3 JetRanger III helicopter fares well among its competition - so those operators in the market should find the preceding comparison of value. Our expectations are that the Bell 206B-3 JetRanger III will continue to do very well in the pre-owned market for the foreseeable future. T

Security. Trust. Confidence. CJ3 | S/N 200 2407 TSN, 406 SH, TCAS II, SAT WX RADAR FDR, CVR, STORMSCOPE, GPS-4000S (WAAS) BELTED LAV, BRAVO STYLE ENTRY STEPS EU OPS 1 APPROVED

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6136 TSN, 1061 SCORE MSP GOLD, CASP, [T]FMS, [D]IRS, DFDR SATPHONE, GOGO Biz WIFI, 2011 PAINT/INTERIOR 2C GEAR OVH/DRY BAY MOD c/w JULY/2011

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AV I AT I O N C O N S U LTA N T S T O T H E W O R L D Advertising Enquiries see Page 5

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BOARDROOM T CASE STUDY

Reaching New Heights Business Aviation Expands Barry LaBov’s Boundaries Rani Singh discovers how a leading US Marketing, Communications and Training company covers vast swathes of the continent from its Midwestern HQ.

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.

108

ort Wayne, Indiana has a population of approximately 256,000 and values its Midwestern traditions. It’s a quiet, mediumpaced city offering limited commercial travel options. You wouldn’t necessarily expect to find the headquarters of one of the United States’ most successful advertising and marketing communications companies there. Yet LABOV Marketing, Communications and Training is located in Fort Wayne – and company owner, Barry LaBov is able to hold face-to-face meetings and attract clients thousands of miles across America and the rest of the world. He figures that his nearest major client to Fort Wayne is

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40 miles away, and the furthest is 2,000 miles. His is a diverse company offering a number of services, including dealer and employee training; internal and external branding; digital marketing (SEO/SEM); customer loyalty; app and website development; corporate communications; sales incentive programs; customer and sales events; and advertising and logo design. Among his many clients, Barry lists Audi, Directional Aviation, Flexjet, Harley-Davidson, Sentient Jet and Volkswagen. So how does LABOV succeed in reaching out to its customers so efficiently? “We’ve operated and owned two aircraft in our 30+ year history,” Barry tells AvBuyer. “We operate a Cessna Citation CJ1 Aircraft Index see Page 4

BG 1 March15_Layout 1 18/02/2015 12:12 Page 2

CASE STUDY T BOARDROOM

and previously flew a Piper Cheyenne, our first corporate aircraft. (I’ve also been fortunate to fly on a Gulfstream GIV numerous times and a Citation X.)”

Direct Access Fort Wayne provides a good base for LABOV. Its mid-sized airport facilitates both commercial and private flights arriving and departing daily. Offering private hangars as well as an FBO with fuel and related services, it’s the ideal set-up for LABOV’s business jet. “Typically to reach most cities from Fort Wayne commercially, one is required to connect through Chicago, Detroit or other larger metropolitan airports,” he highlights. “Flying private means we fly direct to an FBO nearer the client. It easily can save a day or two per trip.” Ultimately, private aviation allows LABOV employees to visit multiple clients, in multiple cities within a one- or two-day trip. “It increases employee productivity, getting them where they need to be faster than spending time in airports, making connections and coping with delayed and canceled flights. “The more efficiently employees can move from location-to-location, the more efficiently they can serve clients and respond to their needs,” Barry elaborates.

Plane Pooling He highlights his point with one of the business trips made by his company. “We sent six employees to visit three different clients in three cities in a single day and still returned home later that night. “The best use of a business aircraft is when multiple employees can visit multiple clients in one trip. For example, if one client is located a few hundred miles from another client, employees can coordinate visits so one flight gets them close to each of their destinations, maximizing efficiency and using the aircraft in the smartest way possible.” Recognizing that a happy employee is a productive one, he also notes that if employees need to get home for family reasons, private aviation ensures that that can happen. Barry bases himself in two locations in order to better manage current and potential clients. “Half of my year is spent at our headquarters in Fort Wayne and the other half is spent at our Phoenix, Arizona location. We have clients throughout North America, which means I’m traveling often. Working out of two locations, one in the Midwestern US and one in the Western US gives me the opportunity to serve them all equally, while also pursuing new business opportunities.”

“Flying private means we fly direct to an FBO nearer the client. It easily can save a day or two per trip.”

With thanks to Dan Hubbard, NBAA (www.nbaa.org). For more info, please go to www.LABOV.com T Are you looking for more Business Aviation & The Boardroom articles? Visit www.avbuyer.com/articles-guides/ business-aviation-and-the-boardroom

BARRY LABOV FACT FILE: •

Founder & president, LABOV Marketing Communications & Training

•

Two-time Ernst & Young Entrepreneur-ofthe-Year

•

Inductee into the Entrepreneur-of-the-Year Hall of Fame

•

Published author and co-author of over a dozen business books

•

Subject matter expert with appearances on CNBC and Fox Business channels

•

Sharing the Message

Former co-owner and President of Sycamore Hills Golf Club, one of “America’s Top 100

However, Barry doesn’t just use Business Aviation as a critical tool for his own company – he’s a passionate advocate for its use wherever it can help other organizations. Advertising Enquiries see Page 5

“LABOV understands the value of private aviation,” he emphasizes. Often, he’s able to promote the use of Business Aviation not just in his company work strategy, but also through his membership of private aviation committees (like NBAA), in the media with appearances on CNBC, and by taking on a few jet companies as clients. As an advocate, it is important for Barry to observe a strict ethic regarding his use of Business Aviation. His company aircraft is exactly that: “My personal opinion is that a business jet is for business and it’s not right for me to fly on the company’s dime. I have flown with friends on their private aircraft to vacations and have shared the expenses and it’s been fantastic,” he told us, but he’s clear that LABOV’s jet is for LABOV-related use only. And it’s this usage that has reaped such benefit over and above the competition. Barry reveals none of his competitors have caught on to the advantages offered by Business Aviation. “They never have,” he noted. “For the competitors that are in our region, I believe the fact that we have embraced private aviation has been a distinct advantage for us. “Ultimately, LABOV offers a unique value to companies, and the fact we can serve companies all over the nation opens doors for us.”

courses”

www.AVBUYER.com

March 2015 – AVBUYER MAGAZINE

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BOARDROOM T MARKET ANALYSIS

The Recovery: Weighing the Evidence Jay Mesinger believes the Business Aviation community is experiencing sustainable recovery. Is he right, or is he out on a limb?

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

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everal news outlets are indicating that activities in business aircraft operations as well as sales are increasing measurably. More flights are being flown and transactions are up. Inventory levels are flattening. All reports sound pitch-perfect. Are they real or not, that is the question. I am going way out on a limb and say, there’re real! That said, I do want to step back slightly from the end of the limb and add a bit of caution as well as thoughts about the direction of the recovery. We are living and working in a Global Industry. Balancing all the political and economic comings and goings that create the risky environment we all work and live in is daunting. The situation reminds me of the famous spinning-plate circus act. The entertainer runs up and down a long table with spinning plates on top of sharp sticks. He works

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diligently to keep them spinning at a velocity so they do not wobble, lose balance and fall to the floor and smash. Just as he gets the plates spinning at the right speed at one end of the table he looks down to the other end and notices a sharp reduction in plate speed, so he races across and spins the plate that is wobbling. Back and forth he goes—correcting, adjusting and balancing. Now let’s leave the circus and talk about the Business Aviation recovery. While our citizens seek energy independence and lower fuel prices, I am reminded to be careful what you wish for. As a country we have never produced more oil. Combine that fact with our nation’s focus on using less petroleum products and we are on our way to energy independence. The second goal is lower prices. This wish has also come true, but it also has rocked the global Aircraft Index see Page 4

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economy. Consequently, energy-producing countries and energy-producing companies are pulling back or stopping entirely the thought of capital expenditures during the slide. We all know that what goes down eventually comes up and that oil not being pumped and refined now is not going to disappear. But energy that remains to be harvested and refined is just not driving our economy like it was when oil was selling for significantly higher prices less than a year ago.

Caveats Russia, hit by record low oil prices as well as sanctions related to its Ukrainian incursion, has all but stopped buying aircraft. China, with its lower expectation of GDP has lost much of its appetite to buy aircraft. Western Europe is experiencing economic uncertainty, and the strong dollar and weaker Euro is slowing down aircraft sales dramatically. The Middle East is also reeling from energy’s low prices. The burden of the recovery falls again on the shoulders of the US. Except for a few oil sectors and closely related industries, our economy is growing and continuing to show real improvement. This year should be very robust in the US for our aircraft business. With respect to the pre-owned marketplace, I recall a few years ago when 20% of all aircraft registered in Europe were for sale. Even with an increased demand for business aircraft the US could not absorb all that available inventory. In spite of rapidly increasing transactions, pricing remained unstable due to the abundance of inventory globally. I am afraid we are going to see that instability remain until global economies become more stabilized. Because of their past success with international sales, I believe the Original Equipment Manufacturers (OEMs) are going to have the 112

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“So here I am out on this limb. I know I’m not alone believing in the recovery.”

roughest time this year. Recently, the majority of OEM orders and deliveries have occurred internationally. As those orders diminish, inventories of new aircraft could grow, lead time for deliveries of popular models could shorten and pricing could soften slightly. Although OEMs have adjusted manufacturing levels downward since 2008 to accommodate economic conditions, the fact remains that a high percentage of aircraft produced were earmarked for China, Russia and the Middle East and Europe. With these sectors slowing down dramatically, the impact will be felt quickly. So here I am out on this limb. I know I’m not alone believing in the recovery. I may have taken a small step back from the very end of the branch, but I remain out here in the recovery tree. As prudent Board Members I hope you will continue to make good decisions for your company based on need, buying and selling opportunities, and timing of the perception and optics surrounding your specific business segment. Remember how critical global balance is to the market for business aircraft. There will never be a time in this global industry of ours where balance between economic conditions and geopolitical events and prices of oil and other critical commodities will not play a huge role in the equilibrium of our markets. Hold on and don’t be discouraged. We are recovering. T Are you looking for more Business Aviation & The Boardroom articles? Visit www.avbuyer.com/ articles-guides/business-aviation-and-theboardroom View the latest prices for jets for sale at

www.AVBUYER.com

Aircraft Index see Page 4

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BOARDROOM T OWNERSHIP

Aircraft Charter: An Option with Many Dimensions When your company’s travel needs are diverse and the frequency of demand for any specific mission does not support a dedicated business aircraft, charter may be the optimum choice, notes David Wyndham. 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

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recent client presented a very interesting challenge. About 40 percent of their private air travel is less than 200 miles, much of it to short runways at airports that are conveniently located to their plants. Another 40 percent or so is in the 800 to 1,500 mile range to visit regional offices. The typical passenger load on these trips is three to five persons with minimal baggage, and the short trips are always out and back in the same day. The last 20 percent of their travel is long-range (in excess of 2,000 miles) and although loaded with only five or six passengers, there is considerable baggage on those trips.

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No one aircraft seemed a best fit for all the company’s travel needs. Any aircraft that could fly the long-range trip could easily handle the intermediate range travel, but finding a long-range alternative capable of the short-range trip was not practical. There were several aircraft models that, lightly loaded for the 200 mile trip, could land and take-off from a few of the shorter runways, but most short-range missions with a long-range aircraft would require operating from larger airports more distant from the desired destination. Furthermore, the acquisition prices of the long-range alternatives were $18-25 million and their operating costs were relatively high. Aircraft Index see Page 4

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BOARDROOM T OWNERSHIP

There were aircraft capable of the intermediate range trips that could also do the short hops. Their acquisition prices were $7-9 million, and their operating costs were lower than the long-range jets. But they would require a fuel stop on the long-range trip, and the passenger cabin (even with only five persons aboard) was too small to accommodate people and baggage appropriately. For about $3-4 million, a turboprop airplane was very cost effective on the short trips and could easily handle the shortest of the runways at the company’s intended destinations. But the slower speeds of the turboprop made the intermediate trips longer than the client wanted. Furthermore, due to its faster speed, the business jet’s cost per trip was actually very close to the trip cost of the turboprop. With the company’s total utilization and mission profiles, acquiring more than one aircraft was not cost effective.

Examining Options One recommendation was acquiring a light jet for the short- and intermediate-range trips and added supplemental charter for the longer trips. Full aircraft ownership for any mission, however, wasn't cost effective when the company’s frequency of specific needs was analyzed. Thus a second option was chartering three different aircraft that were optimized for each trip. Upon analysis, the client was ideally suited for the all-charter option to address differing trip lengths and baggage requirements. The company had experience chartering various aircraft and had identified several preferred charter operators to provide lift. One offered the light-twin turboprop needed for the short trips. Two other charter companies operated jet aircraft suitable for the longerrange missions. Charter fit all the company 116

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needs well. Charter is a flexible option for company travel. My client was able to pick the right aircraft for each mission. If they end up flying more frequently than they do now, ownership might make sense for them in the future, possibly with a light jet for the short- and intermediate-range trips and adding supplemental charter for the longer trips. But for now, the client needed the option of low utilization and high flexibility that charter provides.

Charter as Supplemental Lift This type of flexibility works even for those who own their own aircraft. A chartered aircraft can be the second aircraft when needed, since acquiring another aircraft for a slight increase in utilization does not make fiscal sense. Charter also serves as a means of evaluating the need for new or additional aircraft. Include Jet Card memberships as part of your assessment of the charter option. Cards offer flexibility since card holders pay only for the flights flown and competitive rates can be customized to meet the holder’s needs. Do you fly on non-peak days and need a lot of one-way trips? Or fly only between major metropolitan city-pairs? There may be a charter plan and a business aircraft just right for you. T

“ Do you fly on non-peak days and need a lot of one-way trips?”

Are you looking for more Business Aviation & The Boardroom articles? Visit www.avbuyer.com/ articles-guides/business-aviation-ownership

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Aircraft Index see Page 4

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BOARDROOM T TAX

Chartering your Company Aircraft: Have you considered the Tax Issues? (Part 2 of 3)

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Keith Swirsky continues his discussion of the many tax issues that arise when owners place their business aircraft on a management company’s charter certificate.

he federal income and excise tax consequences of placing an aircraft on a management company’s charter certificate are indeed complicated, at least for the layman. If an aircraft is used primarily in a trade or business that is organized as a pass-through legal entity or a closely held “C” corporation, and the charter rental revenue received by the aircraft owner equals or exceeds 2% of the lesser of the fair market value of the aircraft or the unadjusted basis of the aircraft, then the hours the aircraft is chartered and the cost related to chartering must be separately accounted for and prorated. Costs to be accounted for in this regard include not only the fixed and direct expenses of operating the aircraft, but also annual tax depreciation deductions otherwise permitted under the Internal Revenue Code (IRC). In general, all such costs will be treated as “passive” losses for federal income tax purposes. For the aircraft owner, characterizing a loss as “passive” may be adverse due to the prohibition on netting such losses against non-passive income imposed in IRC Section 469. Most aircraft owners have little or no passive income other than charter rental income. Since costs allocated to the aircraft charter activity when tax depreciation is included typically exceed charter rental income, the net amount of passive tax losses are suspended and carried forward to future tax years until they can be deducted against future passive income, or until the owner sells the aircraft in a taxable transaction - whichever occurs first. In the event of a taxable sale of the aircraft, all unused passive tax losses attributable to the aircraft owning activity are converted to non-passive tax losses and may then be used to offset any income reported on the owner’s Form 1040. However, in the event that the aircraft has retained significant value, the use of such tax losses in the year of a taxable sale of the aircraft will have no practical net tax benefit due to the depreciation recapture rules set forth in IRC Section 1245.

Examples

will generally be entitled to utilize all or nearly all of the depreciation deductions as well as fixed and direct operating expenses as deductions to offset all types of income. Several additional tax issues must be analyzed (such as whether such deductions are “ordinary, necessary and reasonable” and whether the owner “materially participates” in the trade or business activity) to ultimately reach and confirm this conclusion, but we will assume that those conditions have been met for purposes of this discussion. The deduction entitlements in this example would pertain regardless of the hours operated by the aircraft owner. In the second example (let’s call this the “charter added” example), the same aircraft owner decides to place its aircraft on a charter certificate. Thereafter, the aircraft is chartered on average 200 hours per year. If, in this second example, the owner had 100 hours of use of the aircraft in its trade or business, combined with the additional 200 hours that the aircraft was chartered, then the aircraft would be considered to have been utilized one-third of the time in the taxpayer’s trade or business, and two-third of the time in a passive leasing activity. Thus, instead of the aircraft owner being able to offset all types of income against the aircraft deductions as was the case in the first example, in this example twothirds of the deductions would be classified as passive and would only create a tax benefit for the owner if the owner had sufficient (i.e., offsetting) passive income. Although the charter rental income is considered passive income, it will undoubtedly be insufficient to take advantage of all of the passive tax loss, since two-thirds of the annual depreciation deductions will also be classified as passive losses. In sum, while chartering the aircraft may generate positive cash flows, tax write-offs would be substantially diminished, resulting in a potential negative economic overall result for the owner. In fact, it is commonplace that the tax analysis of passive activity losses and their limitations will drive the decision whether or not to charter an aircraft to third parties. T

In the first example (let’s call this the “100 percent company use” example), we assume that an aircraft owner that uses its aircraft entirely or predominately for trade or business purposes (regardless or the number of hours flown per year)

Are you looking for more Business Aviation & The Boardroom articles? Visit www.avbuyer.com/articles-guides/ business-aviation-tax

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“...while chartering the aircraft may generate positive cash flows, tax write-offs would be substantially diminished...”

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

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BOARDROOM T INSURANCE

Hangarkeeper’s Liability: What Does It Cover? This generally misunderstood insurance is a valuable risk-management tool for aircraft owners as well as FBOs. Beware of what you don’t know, warns Stuart Hope.

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

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definition of Hangarkeeper’s Liability (HKL) is in order. In layman’s terms it covers an insured’s legal liability for damage to a non-owned aircraft in the insured’s care, custody or control. Generally this coverage is carried by commercial aviation businesses such as FBOs, Aircraft Repair Facilities and Airport Operators but is also carried by corporate flight departments (e.g. for those departments that allow Board Members to store an aircraft in the company hangar while in town).

Case Study A recent loss will help illustrate the issue. A client called to report a large dent he discovered during pre-flight on the vertical stabilizer of the insured King Air 350, which was housed in a large hangar

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operated by a brand name FBO and used by multiple companies. The flight was cancelled and a charter arranged for the owner. The client notified the FBO that the mishap must have occurred in their hangar since the damage was not there during pre-flight inspection prior to their last flight. FBO management stated they would investigate but suggested that the client also submit the claim to the owner’s insurance company. Linemen and service personnel were interviewed and lo and behold, no one recalled any scenario where they could have damaged this aircraft. After some sleuthing of his own, our client discovered what appeared to be corresponding damage on the horizontal stabilizer of another aircraft that resides in  the same hangar. His theory: a lineman pushing Aircraft Index see Page 4

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BOARDROOM T INSURANCE

the other aircraft into the hangar banged it into his. Unfortunately the client’s supposition remained a theory without proof. His firm’s insurance company paid for the damage with the following negative consequences: •

• •

The loss now resides with the aircraft owner’s loss history, potentially impacting his future insurance program. The aircraft owner does not get paid for any loss of use or diminution of value. There is no compensation for lost time related to the aircraft repair process.

Unrealistic Expectations In fairness to FBOs and Repair Facilities, many aircraft owners are also prime customers that they are motivated to make happy. When one of these customers “notifies” the FBO they have discovered damage to their aircraft and expect the FBO to take care of it, many a well-meaning but uninformed facilities manager tells the customer they have insurance coverage that will respond. While that statement is true, remember the FBO’s insurance is liability coverage. If it cannot be shown that FBO’s negligence caused the damage while the aircraft in question was in their care, custody or control, the FBO’s Hangarkeepers Liability insurance will not respond. How does the FBO know the aircraft wasn’t damaged at another airport while on a trip?

Recommended Action Neither party wants their insurance to be responsible because of the impact to their insurance program. Unless there is clear liability on the part of the FBO, it is considered best practice for both parties to turn the claim in to their respective insurers for action. Generally the aircraft owner’s insurance company will pay to repair the direct damage and then subrogate (or go back against) the FBO’s insurance if they feel the FBO’s negligence caused the damage. The FBO’s insurer will then either agree (thereby reimbursing the owner’s insurer for the repair cost) or if they don’t feel their client (FBO) was negligent, deny liability and refuse to pay. That action causes the aircraft owner’s insurance company to decide whether it makes sense economically to sue the FBO for damages and let a court of law decide, or drop the claim altogether. The decision will depend on how compelling the evidence is against the FBO and how large the claim amount is potentially to be recovered. Perhaps the biggest elephant in the room is the diminution of value to the aircraft due to damage history as well as loss of use. If the FBO is found to be negligent and their insurance responds, their Hangarkeeper’s Liability policy typically covers diminution of value/loss of use claims (assuming you didn’t sign away those rights in a hangar 122

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agreement). Otherwise, the owner’s insurance policy must respond and there is no coverage for diminution of value or loss of use under an aircraft hull and liability policy. Neither party wants such losses to occur. Many FBOs now utilize cameras on their ramps and shop areas for protection. The pilots for aircraft owners must remain keenly vigilant in every pre-flight, looking for any damage to their aircraft, or run the risk of having to eat a claim that wasn’t really theirs. Beware my friends. T Are you looking for more Business Aviation & The Boardroom articles? Visit www.avbuyer.com/ articles-guides/business-aircraft-ownership www.AVBUYER.com

Aircraft Index see Page 4

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BIZAV REVIEW T COMMUNITY NEWS

Plastic Planes It’s a Rocky Road to Certification... The Learjet 85 became the latest on a long, rocky road strewn with dumped business jet programs that were to be built from composites, notes Rod Simpson. So what’s proving so problematic to the OEMs?

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

he life of the aircraft designer isn’t easy. “Make it go faster, build it lighter and make it stronger.” The holy grail is a quantum leap in technology and, in the 1960s this breakthrough seemed to be on the horizon with the promise of plastic materials bringing significantly lighter airframes. The term ‘composite’ is used for a wide variety of materials and construction (initially Glass Reinforced Plastic, followed by widespread use of resin bonded carbon fibre offering outstanding lightness with great strength). Composites have actually been very successful for light aircraft including kit planes (Burt Rutan’s VariEze) and such aircraft as the Cirrus and Columbia/Cessna TTx. In 1966 Wassmer flew its Wa.50, which was built in significant numbers as the Europa and is still giving excellent service, confounding those who feared they’d suffer structural deterioration. But why not build larger aircraft that would benefit from light weight and require less power for better performance, thus offering much better operating economics?

Early Efforts Bill Lear tried in the early 1970s with the Learfan - a six-pax aircraft with twin PT6A turbines driving a single pusher propeller. While graphite/epoxy composites were more expensive than metal alloys,

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Lear reasoned, they don’t corrode or fatigue, while the weight-saving meant the Learfan would use 75% less fuel than a normal twin turboprop. The project outlived Lear, with the first of three prototypes flying in 1981. Sadly, insoluble problems with the engine gearbox system meant the Learfan didn’t reach production. Design methods and certification standards were based on metal fabrication procedures. It was difficult for OEMs to realize the promises of composites. At about the same time, Linden Blue, President of Beechcraft, sought to develop the Beech 2000. Contracting Burt Rutan, by then with Scaled Composites, his Starship closely resembled a scaledup Rutan VariEze. Akin to a silkworm’s cocoon, the airframe was made from graphite fibre and then cured in a huge autoclave. Beech flew the prototype Starship in 1986, but the FAA had yet to certify a composite aircraft. More strengthening was demanded; the project ran over schedule; and weight was gained, pushing it across the 12,500 lbs threshold requiring certification as a commercial transport aircraft. Other problems included noise and lightning strike dispersal. The price crept up to the $4.5m mark, which put the aircraft in the same bracket as the much speedier light jets. Bold as the Starship was, it ultimately proved a commercial failure for Beech. While customers were fascinated with the unusual design, March 2015 – AVBUYER MAGAZINE

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COMMUNITY NEWS T BIZAV REVIEW engined five-seat D-Jet flew in 2006 and went through a protracted development cycle including an engine upgrade - but certification issues led to its abandonment. Linden Blue, meanwhile, returned for another bite of the apple. His Spectrum S.40 Freedom and S.33 Independence focused on composite construction, although they have yet to reach fruition. The Grob SPn program, meanwhile, appeared to hold some promise. Flight testing began in 2005 and proceeded at pace with the company claiming significant orders. The project came to a shuddering halt with the fatal loss of the second prototype. Following Grob’s descent into financial crisis, the remaining SPn was kept airworthy by Daher-Socata but the aircraft never came to production. And it’s here that the story comes fullcircle: Bombardier, recognising Grob’s technical expertise contracted the design of its new Learjet 85 to Grob. Alas, the design and materials experience was lost when Grob went bankrupt. Thus, Bombardier was forced to bring the Learjet 85 back in-house.

THE BEECH STARSHIP

they took the safer option of the King Air which were only marginally slower - the C90 series allowed non-type rated operation. In 1994 Beech repurchased almost all the Starships and removed them from service. Undeterred, Beech then set its composites experience to a more conventional design, the Premier I light jet with composite fuselage and normal metal wings. By then the FAA was more familiar with composites. Beech wasn’t out of the woods, though - the Premier I was the first jet with major composite construction to be certified by the FAA, and the process took over six years from project launch to first customer delivery. Nevertheless, the company delivered 295 Premiers and operators were generally very happy with them. Next, Beech launched the supermidsize Hawker Horizon (later Hawker 4000), which also had a composite fuselage and metal wings. Hopes of a faster development period were misplaced though, and certification was painfully slow with the aircraft forced to comply with new rules right at the end of its development. When Hawker Beechcraft faced its final crisis, the Hawker 4000 and Premier were immediate casualties.

VLJ Revolution

How to Conclude? Many companies have been seduced by the advantages of composites, but the certification hurdles seem to defeat most. For most business jet OEMs the policy is clear: Gulfstream stuck with conventional metal airframes for its new G500 and G600, and Embraer kept the same policy for its Legacy 450 and 500. Dassault, meanwhile, aims to achieve light airframe weight through meticulous design of its metal structures. Composites are used selectively. For the forseeable future the business jet OEMs will shy away from whollycomposite airframes, using only composite parts for those areas that are largely non-structural and will not cause conflict in the certification effort or bring costly development delays. T

The early 2000s heralded the VLJs (Very Light Jets) and various new entrants into the market - including the Adam A500 push-pull piston twin and the A700 jet. Again, these were all-composite airframes with unconventional lay-out with twin booms and a separate fuselage. Adam managed to get the A500 certified and delivered a BILL LEAR’S LEARFAN handful to customers but, having flown the jet prototype ran into financial difficulties. The VLJ concept also attracted Diamond Aircraft, which was very successful in the all-composite light aircraft market. Its single126

AVBUYER MAGAZINE – March 2015

OEM Bites

FALCON 8X FIRST FLIGHT

Bell Helicopter deliveries, revenues and profits were all down last year. Revenues dipped by $266m, to $4.25bn, while YoY profits slid by $44m to $529m. www.bellhelicopter.com Cessna celebrated roll-out of the first production Citation Latitude. The certification program, which includes four flying aircraft, has accumulated 500 flights and 1,200 hours to date. www.cessna.com Daher-Socata revealed that 2014 exceeded 2013 aircraft sales and deliveries by 27%. In 2014, 64 TBM aircraft were ordered and 51 new TBM 900 delivered, the best year ever in terms of TBM sales volume. www.tbm.aero

Dassault Aviation celebrated first flight of its Falcon 8X a little more than a month after roll-out. With test pilots Eric Gérard and Hervé Laverne at the controls, s/n 01 lifted off from Dassault’s Mérignac - Bordeaux plant. It climbed to FL400 accelerating to Mach 0.80. www.falconjet.com Diamond Aircraft’s turbinepowered DA50-JP7 has made its first flight. The seven-seat airplane is powered by a dual-FADEC 465-shp Motor Sich AI450S turboprop and will be developed in two versions: one with rugged landing gear for unpaved runways and a second intended for training. www.diamond-air.at Piper Aircraft introduced its newest top-of-the-line M-Class single-engine Meridian M500 turbine business aircraft. The 2015 Piper M500 will come equipped with the latest Garmin avionics package for increased safety. www.piper.com

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Aircraft Index see Page 4

Community News_Layout 1 18/02/2015 12:18 Page 3

BIZAV REVIEW T COMMUNITY NEWS

Michimasa Fujino

Rodrigo Pesoa

Pete Conrad, long serving regional sales manager at Sierra Industries has retired. Kevin Crowe has joined Freestream Aircraft USA Ltd., one of the world’s most respected business jet brokers. Crowe, based in Houston, Texas, will focus on increasing the company’s business in the Bombardier and Gulfstream market segments. Rossella Daverio is the newly appointed senior vice president communications, at Piaggio Aerospace. Rossella replaces Enrico Sgarbi who has moved to a multi-national shipbuilding company specializing in luxury yachts. Michimasa Fujino, president and CEO, Honda Aircraft Company, was recently

Richard Shaw

honored with the Aviation Industry Leader of the Year Award for the development, production, marketing and sales of the innovative HondaJet. Dan Moody joined the Duncan Aviation Aircraft Sales & Acquisitions team recently to add his global expertise and consultant advice to the aircraft sales process, which helps the sales team and their customers better predict and avoid potential trouble based in cross-border transactions.

Rick Trusis

business development in South America, Mexico, Central America and the Caribbean. David Rimmer is the new president at JFI Jets. His responsibilities include the safe and profitable operation of the company’s managed fleet of private jet aircraft. Rimmer previously held the position of president at ExcelAire LLC, a General Aviation service provider.

Thomas Kopetzky has been appointed FBO supervisor at Jet Aviation Vienna.

Richard Shaw joined Innotech Aviation as manager, North America Sales. He will be based in Dorval, Canada.

Rodrigo Pesoa was promoted to senior director of sales for Latin America, at Dassault Falcon Jet. Pesoa will direct new

Rick Trusis was appointed vice president, Mid-Cabin Programs at Gulfstream.

BizAv Events 2015 Aircraft Interiors Europe Aero Friedrichshafen Sun’N Fun Fly-In NARA; Spring Meeting AEA (Aircraft Electronics Association Regional) NBAA: Maintenance Management Conference NBAA: Business Aviation Taxes Seminar The Elite London Aviation Africa 2015 Business Aviation Safety Summit (BASS 2015) AOPA Fly – In EBACE: (European Business Aviation Convention) HeliRussia 2015 AeroExpo Heli UK Expo AOPA Homecoming Fly – In European Festival of Aviation (EFA) Paris Airshow CBAA 2015 JETNET iQ Global Business Aviation Summit NBAA: Regional Forum NBAA: Flight Attendants/Flight Technicians Conf. EAA AirVenture Oshkosh LABACE 2015

Apr 14 – 16 Apr 15 – 18 Apr 21 – 26 Apr 29 May 4 - 6 May 5 – 7 May 8 May 8 – 9 May 10 – 11 May 13 - 14 May 16 May 19 – 21 May 21 – 23 May 29 – 31 May 29 - 31 Jun 6 Jun 11 – 13 Jun 15 – 21 Jun 16 – 18 Jun 23 - 24 Jun 25 Jun 30–Jul 2 Jul 20 – 26 Aug 10 – 22

Hamburg, Germany Friedrichshafen, Germany Lakeland, FL, USA Savannah, GA, USA Barcelona, Spain Portland, OR, USA Dallas, TX, USA Biggin Hill, London, UK Dubai, UAE Weston, FL, USA Salinas Mun Airport CA, USA Geneva, Switzerland Crocus Expo Moscow, Russia Sywell, UK Sywell, UK Frederick Airport, MD, USA Prague, Czech Republic LeBourget, Paris, France Montreal, Canada New York, NY, USA Teterboro, NJ, USA Tucson, AZ, USA Oshkosh, WI, USA Sao Paulo, Brazil

www.reedexpo.com www.aero-expo.com www.sun-n-fun.org www.naraaircraft.com www.aea.net www.nbaa.org www.nbaa.org www.theeliteevents.com www.aviationAfrica.aero www.flightsafety.org www.aopa.org www.nbaa.org/www.ebace.aero www.helirussia.ru www.aeroexpo.co.uk www.heliukexpo.co.uk www.aopa.org www.efaprague.com www.siae.fr www,cbaaconvention.com www.jetnetiq.com www.nbaa.org www.nbaa.org www.eaa.org www.labace.org.br

If you would like your event included in our calendar email: sean@avbuyer.com Advertising Enquiries see Page 5

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Join European business leaders, government officials, manufacturers, corporate aviation department personnel and all those involved in business aviation for the 15th annual European Business Aviation Convention & Exhibition (EBACE2015). Visit the EBACE website to learn more and register today.

www.ebace.aero/avbuyer

P129 18/02/2015 11:33 Page 1

LEKTRO L EKT Celebrating g 70 Y Years ears e off Innovation, Inn 1945-2015

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Advertising Enquiries see Page 5

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P129 18/02/2015 11:44 Page 1

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March 2015

Aircraft Index see Page 4

Sean advertorial - Products & Services March_Layout 1 19/02/2015 09:58 Page 1

PRODUCTS & SERVICES ARGUS International (ARGUS)

Asian Sky Group

Recently announced, that they have reached the milestone of 500 ARGUS Rated Charter Operators holding either a Platinum or Gold Rating. The ARGUS Rating is the most sought after symbol of quality for charter consumers around the globe. These 500 operators come from more than 15 countries on 5 different continents and collectively account for over 4000 aircraft including jets, turboprops and helicopters. www.aviationresearch.com

Has been selected to provide completion document review services, including cabin definition and specification document reviews for a China based BBJ client. As part of the review service, ASG will be identifying the least costly alternatives for services and equipment, reviewing critical task paths which may affect the efficiency of scheduling, ensuring all manufacturing procedures are safe, functional, manufacturing friendly, and compliant with regulatory requirements, review and comment on engineering requirements, and scrutinize all certification statements to avoid any unforeseen issues, among others. www.asianskygroup.com

Banyan Air Service

Conklin & de Decker

Has embarked on a FANs 1/A+ STC solution for an undisclosed Boeing 727 VIP operator. This upgrade includes the installation of dual Universal UNS-1Lw Flight Management Systems, Universal UL801 Unilink, CVR-120A cockpit voice recorder, and an ICG-220A Nxtlink Iridium system. "This upgrade will prepare the aircraft to meet the requirements of FANs/CPDLC to allow access to the FANs airspace for increased fuel savings and reduced cockpit workload," says Paul Rose Banyan's VP of Technical Services. www.banyanair.com

Has released the latest version of LIFE CYCLE COST 2015 Volume I. The most innovative and comprehensive aircraft budget and financial analysis tool in the industry, LIFE CYCLE COST (LCC) from Conklin & de Decker, provides aircraft owners, operators, flight department managers, and aircraft consultants with independently researched ownership and operating cost data for more than 460 jets, turboprops, helicopters and piston aircraft. www.conklindd.com

Elliott Aviation

Gogo

The worldwide leader in King Air Garmin G1000 retrofits and an authorized King Air service center, has now increased the downtime guarantee for G1000 installations to $3,000 a day. With experienced gained by doing over 150 King Air G1000 installations Elliott has perfected and streamlined the installation. This provides Elliott the confidence of a 15 working day guarantee and assurance to the aircraft owner the installation will be done on time. www.elliottjets.com

A leading provider of in-flight connectivity and entertainment solutions to the global aviation market, recently announced that it will bring its next generation ATG-4 air-to-ground connectivity technology to business aviation. ATG-4 will be available for business aircraft via a new equipment package called ATG 8000. First shipments are expected in April 2015. Particularly well-suited for large business aircraft in corporate shuttle configurations, ATG 8000 will help passengers realize a significant increase in connectivity speed and capacity. www.gogoair.com

Honeywell Aerospace

JetBrokers

Has begun testing voice recognition inside aircraft cockpits, using a recently developed rapid prototyping system that allows emerging technologies like voice recognition control to more easily integrate into flight decks. The Honeywell Innovative Prototyping Environment (HIPE) lets pilots operate a traditional multipurpose control display unit from a tablet interface to incorporate new concepts. This new testing system makes it easier to take emerging technology into the field sooner. www.aerospace.honeywell.com

Advertising Enquiries see Page 5

Global business jet sales and acquisition specialists, JetBrokers, have enjoyed a flying start to 2015 with sales of five aircraft during January, following on a strong end to 2014, the JetBrokersâ&#x20AC;&#x2122; team are now busy seeking new listings with even more urgency. An inventory of 22 aircraft remains for sale covering the full range of manufacturers from a Socata TBM700B through to a Gulfstream G450 but this is around half of the number that is more typically available from the JetBrokers team. www.jetbrokers.com

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Sean advertorial - Products & Services March_Layout 1 19/02/2015 09:59 Page 2

PRODUCTS & SERVICES Jetcraft Commercial

Marshall Aviation Services

Recently launched a new, commercial aircraft sales and leasing Division. Named Jetcraft Commercial, the Division will focus on procuring and placing commercial aircraft globally, along with developing current and new relationships with commercial aircraft leasing organizations. Heading the new division is industry veteran Raphael Haddad. With a long history at Bombardier, Haddad brings significant sales expertise to his role as president of Jetcraft Commercial. www.jetcraft.com

A subsidiary of British aviation consortium Marshall Aerospace and Defense Group, has been awarded a 20-year lease to operate the former Euro Jet FBO at the UK's Birmingham Airport. According to a company spokesman, the new Marshall location is undergoing refurbishment and will begin handling aircraft in late February, with full service available starting in March. The company’s aircraft charter and management division will also have a presence there. www.marshallas.com

The Hagerty Jet Group

UAS International Trip Support and EPIC Aviation

Was launched recently with one goal, to help high-net-worth individuals and large corporations navigate the acquisition and selling of pre-owned Gulfstream jets with data-driven analysis. This analytical strategy helps their clients navigate the complex aircraft market with confidence. “Clients see true value from our analytical market perspective. There’s no doubt that better buy and sell decisions come from good marketplace data and meaningful analysis,” said CEO and President James Hagerty. www.hagertyjetgroup.com

A leading global aviation services provider, and EPIC Aviation, a leading aviation fuel supplier, recently announced the formation of a strategic alliance that will create opportunities for growth for both industry-leading companies and deliver added value to their customers. EPIC Cardholders, who currently have access to over 5,000 EPIC FBOs and merchants, will realize even greater access when operating internationally through the UAS network of 3,000 locations and regional operations teams. www.uas.aero / www.EPICaviationllc.com

World Fuel Services

Pratt & Whitney Canada (P&WC)

Recently announced that it has added four new FBOs to their growing Air Elite Network of uniquely exceptional fixed-base operators (FBOs) delivering “diamond level” customer service.. YU Lounge, located at Robert L. Bradshaw International Airport (TKPK) in Basseterre, St. Kitts & Nevis; Jet Centre Curacao, located at Hato International Airport (TNCC) in Willemstad, Curacao and Ecuacentair, located at Mariscal Sucre International Airport (SEQM) in Quito, Equador have signed with the network. www.AirEliteNetwork.com

Announced recently that it has received Transport Canada type certification for its PurePower(R) PW814GA and PW815GA engines, which will power the new Gulfstream G500 (range of 5,000 nautical miles) and G600 (range of 6,200 nautical miles) business jets respectively. Certification of these two engine models follows Gulfstream's recent unveiling of its new G500 and G600 business jets and the news that P&WC's PurePower PW800 engines were selected to power these next-generation long-range and ultra-long-range aircraft. www.pwc.ca

Rizon Jet UK

Satcom Direct

Voted No 1 FBO by Flight Crews and operators throughout the EMEA & Russian regions, Rizon Jet UK FBO was included in around 400 facilities in Europe, Middle East, Africa and Russia, who participated in the 2015 EBAN survey. Rizon Jet UK London, Biggin Hill received winning votes on the range of services they offered and the standards to which they were delivered. To be rated No 1 is an outstanding achievement with this being the second time in only 4 years of operation. www.rizonjet.com

Has created an industry first with the launch of AeroIT, an information technology certification designed to help aircraft technicians expand their knowledge of today’s sophisticated airborne communications systems. Because of the burgeoning demand for in-flight connectivity, aircraft technicians need to know more than airframes and powerplants; they have to be IT experts as well. To address this need, Satcom Direct developed AeroIT, the world’s first IT training and certification course for aviation. www.satcomdirect.com

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Aircraft Index see Page 4

Southern Cross March_Layout 1 18/02/2015 12:06 Page 1

GL GLOBALLY OBAL LL LY INTIMA INTIMATE. ATE. BROKERAGE | ACQUISITIONS | SALES | MANAGEMENT

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

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2007 CL850 • s/n 8056 • OE-ISF

2007 G200 • s/n 174 • N851SC

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

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

2008 Learjet 60XR • s/n 344

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

1500 TTSN • Jar Ops • JSSI Tip to Tail

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

2006 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

2000 Lear 31A • s/n 203

2012 Robinson -R66 • s/n 0114 • N49LG

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

Only 10 (ten) hours since new • No Damage History • Now FAA registered and with FAA C of A • Located in Fort Lauderdale • Ready for immediate delivery • Fresh Annual Inspection by Robinson Service Center

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

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J Hopkinson 2 December 17/02/2015 16:29 Page 1

Cessna Citation Ultras

19 Sold 6 Remaining that Must Be Sold!

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

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

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

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Aerosmith Penny 1999 Gulfstream V March 17/02/2015 11:38 Page 1

S H O W C A S E

1999 Gulfstream V Serial Number: Airframe TT: Landings:

593 5751 3584

Airframe & Engines BMW ROLLS-ROYCE ENGINES BR 710 TIME SINCE NEW: 5751 5699 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

136

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

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

Prestige Jet Alexandre Le Tourneur

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

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

AVBUYER MAGAZINE – March 2015

www.AVBUYER.com

Aircraft Index see Page 4

Aerosmith Penny Citation Excel March 17/02/2015 11:41 Page 1

S H O W C A S E

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

560-5244 N898PP 7278 7049

Airframe & Engines PRATT & WHITNEY 545A LEFT: TSN 7107 TSMOH 2221 RIGHT: TSN 6747 TSMOH 2016 (204) 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 REMOTE CABIN TEMP CONTROL SEAT TRACKS EXTERNAL LAV SERVICE CABIN 110V OUTLETS DOUBLE WIDE PEDESTAL RVSM CESCOM MAINTENANCE TRACKING AV 300 SYSTEM WEATHER Interior 2013- SOFT GOODS REPLACED- INTERIOR REVITALIZED. NEW CARPET, NEW SIDE PANELS, NEW SHEEPSKINS IN COCKPIT, WOODWORK CLEANED AND ALL SEATS CLEANED AND DYED. FORWARD TWO PLACE RH DIVAN, OPPOSITE REFRESHMENT CENTER. MID CABIN FOUR PLACE CLUB AND TWO FORWARD FACING AFT SEATS. SATCOM PHONE, CERTIFIED FOR 9 PASSENGER. BELTED SEAT IN LAV Exterior OVERALL SNOW WHITE, WITH BEIGE, RED, AND BLUE STRIPING

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

Advertising Enquiries see Page 8

www.AVBUYER.com

Tel: +1 (713) 649-6100 Fax: +1 (713) 649-8417 Email: aspinfo@aerosmithpenny.com www.aerosmithpenny.com March 2015 – AVBUYER MAGAZINE

137

Jet Sense Aviation Hawker 800XP January_Empyrean 17/02/2015 11:43 Page 1

S H O W C A S E

2004 Hawker Beechcraft 800XP Serial Number: Registration: Airframe TT: Landings:

258648 N483AM 8,530 5541

Engines Honeywell TFE731-5BR-1H Left Engine: P-107849 Hours: 7031 - MSP GOLD Cycles: 4475 Right Engine: P-107850 Hours: 8155 - MSP GOLD Cycles: 5315 APU Honeywell GTCP36-150: 9406 TT 451 TSO – MSP Avionics COLLINS PROLINE 21 AVIONICS SYSTEM Traffic Alert Collision Avoidance System: TCAS II - TCAS 4000 Autopilot: Automatic Flight Guidance System AFGS 3000 EGPWS: Honeywell Mark V EGPWS (TAWS-A) FMS: FMS DBU 5000 Automatic Direction Finder: ADF Module DF-850 Cockpit Voice Recorder: Universal CVR-120 Cockpit Voice Recorder Communications: Dual Collins VHF Distance Measuring Equipment: Dual Collins DME-442 Radio Altimeter: Collins ALT-4000 Navigation: Collins NAV 4000 Digital Nav with ADF/GS/MB

Transponder: Dual Collins TDR-94A w/ Enh. Mode S Radar: Collins TWR-850 Stormscope: Goodrich WX 1000 ELT: Artex C406-2 MHz ELT w/Nav Interface Features Airshow 400 RVSM Aircell Sat Phone Dual IAP Interior New 2012 Eight (8) Passengers with 4 Forward club seats, Aft LH Forward facing seat. Aft RH 3 Place Divan Exterior Overall White with 3 paint stripes consisting of Orange, Bronze, Black. New 2012 Maintenance Gear OH c/w 2012

Jet Sense Aviation, LLC Contact: Brett Forrester

138

AVBUYER MAGAZINE – March 2015

www.AVBUYER.com

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

Aircraft Index see Page 4

Jet Sense Aviation, LLC Lear 60XR January_Empyrean 17/02/2015 11:46 Page 1

S H O W C A S E

Very Aggressively Priced at $4,395,000

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

334 N263FX 4,800 3,300

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

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

Jet Sense Aviation, LLC Contact: Brett Forrester 550 N. Rand Road, Lake Zurich, Illinois 60047 Tel: +1 (847) 550 4660 Email: brett@jetsenseaviation.com www.jetsenseaviation.com Advertising Enquiries see Page 8

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

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Empyrean March_Empyrean 17/02/2015 11:47 Page 1

S H O W C A S E

2006 Bombardier Challenger 604 Serial Number: Registration: Airframe TT: Landings:

5624 9H-JGR 5,343 2,196

One of the last 604s ever produced, Empyrean Aircraft Consulting Ltd is very proud to offer Serial Number 5624, a 2006 delivered machine. With the aircraft fresh from 24/48/96 month checks, engines enrolled on GE “On Point”, fresh paint and a new interior, the aircraft is an excellent example of the 604 family. Managed and operated by a Swiss / Maltese AOC holder and maintained in Europe, the aircraft can be made available for inspection subject to prior notification. This exceptional aircraft now awaits a new home • Engines on GE “On Point” • APU enrolled on Honeywell MSP. • Enrolled on CAMP. • Fully EASA compliant. Engines GE CF34-3B. Total Time & Total Cycles: 5,327 Hours & 2,177 APU Honeywell GTCP-36-150 – NEWLY Upgraded Avionics Electronic Flight instrument and Engine Indication & Crew Alerting System EFIS & EICAS Display 6 Collins EFD-4077 Data Concentrator Unit (DCU) 2 Collins DCU-4002 Display Control Panel 2 Collins DCP-4000

Airborne Flight Information System (AFIS) Data Management Unit (DMU) 1 Honeywell AFIS VHF Communications Antenna 1 Sensor Systems S65-8280-10 Auto Throttle Safe Flight Enhanced Auto Power System Flight Control System Flight Control Computer 4 Collins FCC-4006 Flight Control Panel 1 Collins FCP-4003 Inertial Reference Unit (IRU) and Air Data System Inertial Reference Unit Computer 2 Litton LTN-101 Air Data System (RVSM Accuracy) 2 Collins ADC-850E Air Data Reference Panel 2 Collins ARP-4000 Weather Radar System Weather Radar 1 Collins RTA-854 Weather Radar Control Panel 2 Collins WXP-4220 Flight Management System Flight Management Computer 2 Collins FMC-6000 Control Display Unit 2 Collins CDU-6000 Database Transfer Unit 1 Collins DTU Global Positioning System 2 Collins GPS-4000A Interior Cabin Layout: Fwd Cabin: Four place club. Aft Cabin: Four place berthable divan and four place conference / dining group with dual double seating Galley and Lavatory: Forward Galley (equipped with oven, microwave and brewer coffee machine) Aft Lavatory

Empyrean Aircraft Consulting Ltd Contact: Andrew Butler

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Tel: +34 96626 1967 Cell: +44 7880 717362 Email: ajb@empyreanaircraft.com www.empyreanaircraft.com Aircraft Index see Page 4

1 Mente January 17/02/2015 11:51 Page 1

S H O W C A S E

2008 Gulfstream G450

Brian Proctor Cell: +1 (817) 307-7720 E-mail: brian@mentegroup.com

Serial Number: Registration: Airframe TT: Landings:

• Gulfstream Broad Band Multi Link – BBML with VOIP • Enhanced Soundproofing • SecuraPlane External Camera System w/ 3 Cameras • SecuraPlane 500 Security System • Wireless LAN Local Area Network Interior Universal Fourteen (14) passenger executive interior. The forward cabin features a forward four (4) place club with pull out tables. The mid cabin area offers a two (2) place club with fold out table across from a four (4) place divan. The aft cabin features a four (4) place conference group opposite a credenza which incorporates the cabin entertainment system, printer and miscellaneous storage, and an aft passenger vacuum lavatory Exterior Airframe overall Matterhorn White with Gold and Blue Accent striping

4108 N227RH 3,145 1,672

• JSSI airframe and avionics coverage • Rolls Royce Corporate Care engine coverage • FANS 1A/CPDLC compliant • ADS-B out • ASC 910 (Cert G) • Enhanced Nav Package • Synthetic Vision 2.0 Engines Rolls Royce Tay MK 611-8C Engines on Rolls-Royce Corporate Care #1 S/N 85223 3,145 Hours 1,672 Cycles #2 S/N 85218 3,145 Hours 1,672 Cycles

APU Honeywell GTCP36-150. Enrolled on MSP S/N P222. 1,796 Hours. 2,879 Cycles Avionics Honeywell Primus Epic Honeywell GP-500 Flight Guidance Panel Kollsman Enhanced Vision System (EVS) Honeywell Head Up Display / Visual Guidance System Dual EGPWS with Windshear Detection Triple Honeywell AZ-200 Air Data Modules Triple Honeywell AV-900 Audio Panels Triple MC-850 Multifunction Control Display Units Triple VHF Navigation Systems Triple VHF Communications Systems Dual Honeywell RT-300 Radio Altimeter Additional Installed Equipment • Multi Region Direct TV

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

170 3606.5 1909

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

Mark Payne Cell: +1 (972) 897-3246 E-mail: mark@mentegroup.com Dual Collins ADF-60B Dual Collins Dual Collins DME-42 Dual Collins TDR-94D Mode S/Enhanced Surveillance Honeywell Primus 880 w/2 RCU’s Collins TCAS-94 (change 7) Honeywell AA-300 Dual King KHF-950 w/Selcal (2 channel) Honeywell MCS-3000 (3 channel) Teledyne Controls/Magnastart C-750 Dual Honeywell III LIRS EGPWS Allied Signal Mark V with Windshear Allied Signal Cockpit Voice Recorder Allied Signal Flight Data Recorder ELT 97A-406 Maintenance AVTRAK, OCIP “A” Program, RVSM, 8.33 kHz, FM immunity, RNP-5/-10

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

Advertising Enquiries see Page 8

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

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

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Aero-Dienst January_Heeren Cit Ultra sep 17/02/2015 16:44 Page 1

S H O W C A S E

2008 Cessna CJ3 Serial Number: Airframe TT: Landings:

525B-0287 1632 1419

Aero-Dienst is pleased to present this cute CJ3 for immediate sale: • Low Time • ProParts • JSSI Premium • TCAS II • Steep Approach • EU-OPS 1 • One Owner Since New Engines 2 Williams FJ44-3A (on JSSI Premium Program) L/H: S/N 141643 R/H: S/N 141596 TSN: 1620 hrs TSN: 1632 hrs CSN: 1405 CSN: 1419 Avionics and Other Features Collins Pro Line 21 Integrated Avionics System with 3- Tube EFIS COM: Dual Collins VHF-4000 Transceivers w/ 8.33 kHz spacing SATCOM: Iridium Satphone NAV: Dual Collins Navigation Receivers (NAV-4000 & NAV-4500) w/ FM Immunity DME: Dual Collins DME-4000 ADF: Single ADF Integr. in NAV-4000 ADC: Dual Collins ADC-3000 Air Data Computers AHRS: Dual Collins AHC-3000 AHRS FGC: DUAL Collins FGC-3000

ALT: Collins ALT-4000 Radio Altimeter FMS: Dual Collins FMS-3000 w/DualCollins GPS-4000A FSU: Collins FSU-5010 Electronic Charts XPDNR: Dual Collins TDR-94D Mode-S Diversity Transponders w/ Enhanced Surveillance capability WXR: Collins WXR-852 Radar TAWS: Honeywell Mark V EGPWS (Class A) w/RAAS TCAS: Collins TTR-4000 TCAS II w/ Change 7 FDR: L-3 FA2100 SSFDR CVR: L-3 FA2100 SSCVR ELT: Artex C406-N ELT w/ 406 MHz and Nav. Interface Additional Equipment RVSM certified MNPS approved Jeppesen Electronic Charts Avionics Ground Power Switch Cockpit Speaker Mute Switch Maintenance Diagnostic Computer MDC-3110 Cabin Tastefully finished in light and medium shades of Grey with high gloss wood veneer cabinetry and trim. The Executive fireblocked interior is configured for up to 7 passengers with 4-place center-club arrangement, two fwd facing seats aft and an aft L/H belted flushing toilet sear. Very good condition Exterior Overall White with long waved Marine Blue and Grey accent striping from nose to tail Asking Price: US$4,950,000

Aero-Dienst GmbH & Co. KG, Flughafenstrasse 100 90411 Nuernberg Germany

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Tel: +49-911-9356-120 Mobile: +49-171-4950309 E-mail: armin.hoehnemann@aero-dienst.de www.aero-dienst.de

Aircraft Index see Page 4

Kaiser Air March 18/02/2015 12:34 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.

Asking price is $15.8M

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, ask $810,000

• BEVERAGE BAR • GRAY WOOD DRINK RAILS • 8TH SEAT AVAILABLE CHANGE OUT Additional Features ٠ FLIGHT ENVIRONMENTS ٠ STROBE LIGHTS ٠ AIR CONDITIONER ٠ SUPER SOUNDPROOFING ٠ DUAL RMI ٠ COCKPIT VOICE RECORDER ٠ INCREASED GROSS WEIGHT ٠ SIERRA GLARE SHIELD ٠ FLUSHING AFT LAV 13,500 TO 14,700 ٠ INSTR PANEL MODIFICATION ٠ 20 CELL BATT ٠ DUAL DAVTRON 811B CLOCKS ٠ NAVCOM PACKAGE 11/04

Kaiser Air Oakland Jet Center Otto Wright

Advertising Enquiries see Page 5

• 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 ٠ DUAL COLLINS FD 109 (ADI ٠ DUAL ENCODING ٠ WULFSBERG FF IV ٠ DUAL COLLINS 329B-8Y HIS ٠ GARMIN 500 GPS W/TAWS B ٠ COLLINS COMPARATOR ٠ DUAL COLLINS VHF-20A ٠ ROSEMOUNT PROBE ٠ TELEDYNE ANGLE ATTACK SYS. ٠ DUAL COLLINS VIR-30A ٠ DUAL VG-14A VERTICAL ٠ AUTOPILOT SP 200 WITH ٠ DUAL COLLINS DME-40 ٠ GYRO SWITCHING LEFT TO RIGHT ٠ DUAL COLLINS TDR-90 ٠ FRESH PHASE 1-4 AT CESSNA SACRAMENTO

Tel: +1 (510) 553-8438 1-(800) JET-2OAK E-mail: owright@kaiserair.com www.kaiserair.com March 2015 – AVBUYER MAGAZINE

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Welsch Avitaion March 17/02/2015 11:55 Page 1

S H O W C A S E

Cessna Citation VII Serial Number: 7046 Registration: N703RB Airframe TT: 7,206 Landings: 7,725 Engines Garrett TFE–731–4RS–2S .... 4,200 TBO Left: 7,046 TSN. 2,830 TSOH. 720 TSHOT. MSP Gold Right: 7,046 TSN. 2,830 TSOH. 720 TSHOT. MSP Gold

Part 135 76 cubic feet oxygen Aircell Iridium Flitfone w/ 2 handsets Externally serviced lavatory TAS/SAT/TAT Indicator Fuel Totalizer RVSM Certified N1 DEECS

APU Garrett GTCP 36–150W. ,406 TSN. PATS install

Interior Nine passenger executive seating with a forward galley, coat closet and two place divan, four place club and two forward facing chair in tan leather, aft belted lavatory and coat closet. East Indian Laurel veneer, gold plating, beige carpeting. Dual DVD players, five plug in LCD TVs, Airshow 400, XM Satellite

Avionics Honeywell SPZ 8000 EFIS System Dual SPZ–800 Digital Autopilot Dual DFZ–800 Digital Flight Directors Dual Collins VHF–22 Comms Dual Collins VIR–32A Navs Dual Collins DME–42 Dual Collins ADF–62 Dual Collins TDR–94D Collins ALT–55 Dual Global GNS–XLS FMS’ Dual Honeywell AZ 810 Air Data Computers Honeywell Primus 870 Color Radar King KHF–950 HF

Exterior Overall white with maroon, black and gold ribbon stripes Asking: Make Offer

Features DOC 8 Complied with July 2014 Honeywell TCAS II w/Change 7 Honeywell EGPWS MK VIII Camp Maintenance Tracking

Contact K. Hunter Weiss Tel: +1 (0) 703-787-8800 Mob: +1 (0) 703-966-0936 Email: hunter@welschaviation.com www.welschaviation.com

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Aircraft Index see Page 4

Northern Jet Lear 40XR March 18/02/2015 16:50 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

Advertising Enquiries see Page 5

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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 March 2015 – AVBUYER MAGAZINE

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CAAP G280 February 17/02/2015 16:38 Page 1

S H O W C A S E

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

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

Aircraft Index see Page 4

EASTUNION - Sorens Group Ltd March 18/02/2015 14:16 Page 1

S H O W C A S E

2014 Gulfstream G450 Serial Number: Registration: Airframe TT: Landings:

4321 N321LV 22:9 9

• Engines Enrolled on Rolls-Royce Corporate Care Program • APU Enrolled on Honeywell MSP contract • Honeywell HD-710 High Speed Data • PlaneView Enhanced Navigation Package • Synthetic Vision 2.0 • ADS-B Out • Runway Awareness Advisory System (RAAS) • Digital Flight Data Recorder • High Speed Data System • Enhanced sound proofing Aircraft specifications L/H Engine TAY MK 611-8C Serial Number 85653 Actual engine hours 22:9 R/H Engine TAY MK 611-8C Serial Number 85652 Actual engine hours 22:9 Engines Enrolled on Rolls-Royce Corporate Care Program APU Enrolled on Honeywell MSP contract Aircraft Enrolled on Gulfstream PlaneParts Program Avionics •Four (4) Honeywell DU-1310 Flat Panel Display Units •Two (2) Honeywell DC-884 Display Controllers •One (1) Honeywell DP-884 Display Brightness Panel

•One (1) Honeywell / Kollsman Visual Guidance System •Triple (3) Honeywell MAU-913 Modular Avionics Units •One (1) Honeywell GP-500 Flight Guidance Panel •Triple (3) Honeywell MC-850 Control Display Units •Triple (3) Honeywell AZ-200 Air Data Modules •One (1) Honeywell WU-880 Weather Radar Receiver / Transmitter Antenna •Two (2) Honeywell WC-884 Weather Radar Controllers •Triple (3) Honeywell IR-500 LASEREF V Micro Inertial Reference Units •Dual (2) Honeywell MRC-855A Modular Radio Cabinets •One (1) Miltope printer (cockpit) •One (1) Honeywell MCS 7000+ SATCOM •One (1) Chelton SATCOM antenna •One (1) Aircell Transceiver ST-4200 •One (1) Sensor Systems Dual Element Antenna •One (1) Aircell Iridium-based corded handset (cockpit) Interior •Fourteen (14) passenger executive interior. The forward cabin features a forward four (4) place club with pull out tables as well as a crew refreshment area and forward crew vacuum lavatory. •The mid cabin area offers a four (4) place left side conference group opposite a credenza which incorporates the Cabin Entertainment System and miscellaneous storage. The aft cabin beings at a hard partition divider and features a right side four (4) place divan opposite a two (2) place club arrangement. Aft passenger vacuum lavatory. The forward galley features both High- Temp and Microwave ovens as well as both Coffee &

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

Advertising Enquiries see Page 5

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Espresso makers. The cabin Entertainment System features an Airshow 4000 System (V2) with three (3) external cameras as well as an Enhanced Vision System Video Interface Installed to enable passengers to view FLIR camera images. Options/Features •19" LCD monitor above credenza •Sky Lounger berthing pads •Quartz polymer countertop surface material •Aerolux espresso machine to include cups, saucers & spoons

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

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Florida Jet 2008 Bell 407 March 17/02/2015 11:56 Page 1

S H O W C A S E

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 Cel 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 1516 Perimeter Road, Suite 201 Palm Beach International Airport West Palm Beach, FL 33406

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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 Aircraft Index see Page 4

Aircraft Acquisitions Inc March 18/02/2015 12:40 Page 1

S H O W C A S E

2001 Challenger 604 Serial Number: 5488 N604FM Registration: Airframe TT: 3760.5 Landings: 2261 Engines General Electric CF34-3B, GE ON-POINT Power-By-the-Hour Program #1 #2 Serial Numbers: GE-E-872953 GE-E-872952 Maintenance Program Maintained under Bombardier CL-604 Chapter 5 (Time & Calendar). APU is enrolled MSP Maintenance Tracking CAMP Systems, Inc Parts Program Bombardier’s Smart Parts Plus APU GTCP 36-100E, Serial Number: P-680 Maintenance & Inspections Aircraft Enrolled on SmartParts Plus (includes avionics) • The Auxiliary Power Unit (APU) is on Honeywell’s MSP program • The Engines on enrolled in GE’s On Point Engine Maintenance Program 1 • 12/24/48 Month Inspections complied with December 2014 • 96 Month and detailed inspections of Nose and Landing Gear was performed April 2009, next due 2017 Exterior The exterior is new and is finished in Matterhorn White with Seahawk Gray, Harvest Gold, Alpine and Ashen Green accent stripes

Avionics and Cabin Communications • Collins Pro Line 4 Avionics System with Precision Plus • Dual Collins VHF-422C Comms w/8.33 kHz Spacing • Dual Collins VIR-432 Navs w/FM Immunity • (2) Dual Collins FCS-4000/Pro Line 4 Autopilot System • Collins 6-Tube Electronic Flight Instrument System (EFIS)/Engine Instrument and Crew Advisory System (EICAS)/3D Mapping option Other Options & Features • 3D Mapping option displayed on MFD • Pulse Landing Light System • Logo Lighting • Pathfinder Emergency Escape Path Lighting System • Fintop Radome Interior The twelve-passenger executive interior is brandnew and consists of a four-place conference grouping, opposite the four-place divan, and a four-place forward club area as well as new pocket-style lavatory doors for more efficient access to the lavatory. The leathers and carpeting are completed in light beiges from Aeristo’s Aeronappa line and the Scott Group respectively; the cabinetry is refinished Carl Booth’s Pommele Sapele veneer and include new arm-ledges and aft pocket doors

Aircraft Acquisitions, Inc P.O. Box 389 Durham, N.C. 27702

Advertising Enquiries see Page 5

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Tel: +1 919 683 2600 Email: info@aircraft-acquisitions

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Corporate Concepts March_Empyrean 18/02/2015 15:45 Page 1

S H O W C A S E

2000 Global Express Airframe TT: Landings:

5,554.2 1,974

Corporate Concepts International, Inc is presenting Global Express – serial number 9018 for immediate sale or lease. The Global Express features some of the latest technology in corporate aviation including a next generation enhanced vision system. This aircraft features a spacious cabin with an aft stateroom and the Office in the Sky option this aircraft allows the most discerning passengers privacy and full ability to take care of business during your flight. With the newly refurbished interior, comprehensive 8C inspection, low cabin altitude modification, and Batch 3 avionics upgrades this Global Express represent’s the best value in the long range, large cabin market. Call us today to schedule an appointment to see the aircraft or ask us how we can help with all of your aviation needs The newly refurbished interior of this Global Express features seating for fourteen passengers. The spacious, wide body cabin is configured with a four-place VIP club arrangement with fold-out tables in the forward cabin, a three-place berthable divan (two seats approved for takeoff and landing) opposite a two-place club arrangement in the mid cabin and a four-place conference group with executive table opposite a two-place club arrangement in the aft cabin. This aft area makes into a

conference area to allow for private business meetings or the conference group can be converted into a bed for sleeping and privacy. This aircraft is equipped with forward and aft lavatories and a forward full service galley Features • New paint in 2003 by Savannah Air Center • Engines enrolled in Corporate Care program and APU on Honeywell MSP • Batch 3 avionics upgrades including full ADS-B and high speed internet • Central Aircraft Information Maintenance System (CAIMS) Avionics • Honeywell 2000 XP Integrated Avionics System with Batch 3 upgrades: • Six 8”x 7” DU-870 Color EFIS displays, 2 PFD / 2 EICAS / 2 MFD • Triple AZ-840 Micro Air Data Computers (MADC) • Quad Ameteck DA-810 Data Acquisition Units (DAU) • Triple IC-800 Integrated Avionics Computers (IAC) with Batch-2 upgrade • Primus WC-880 Color Weather Radar w/ Dual Controls • Dual full regime Autothrottle System • Full Authority Digital Engine Control System (FADEC) • Engine Indication/Crew Alerting System (EICAS) Available Immediately for Sale or Lease – Financing Available – Some Trades Considered

Corporate Concepts International, Inc. Dennis Blackburn

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AVBUYER MAGAZINE – March 2015

www.AVBUYER.com

Tel: +1.832.647.7581 Email: blackburn@flycci.com www.flycci.com

Aircraft Index see Page 4

Hagerty Jet Group 1996 Gulfstream IVSP February 19/02/2015 09:13 Page 1

S H O W C A S E

1996 Gulfstream IVSP Serial Number: 1292 Registration: N292MU Airframe TT: 9,352 Landings: 4,975 Engines Rolls-Royce Tay 611-8 s/n TSN Cycles Program Left CAE 16698 8,932 4678* RRCC Right CAE 16695 9,119 4774* RRCC *As of August 16, 2014 APU APU: Honeywell GTCP-6-150G s/n Time Since New Cycles Program P-775-C 5079 5402* MSP *As of August 16, 2014 Avionics Honeywell PlaneDeck Six Screen LCD Primary flight Display Upgrade Honeywell SPZ-8400 AutoPilot Honeywell 2020 Head Up Display Honeywell XMD-157 XM Weather Bf Goodrich GH-3000 ESIS w/Mini ADC Dual Esterline cursor controls Dual CMC cMA-1100 electronic flight Bags Triple Collins VHf-422D Comm’s w/8.33 Spacing Dual Collins VIr-432 Nav’s w/FM Immunity Dual Collins DMe-442 DME’s Dual Collins ADf-462 ADF’s Dual Collins TDr-94D Mode S transponders w/enhanced flight ID Honeywell Primus 880 color Weather radar Dual Honeywell NZ-2010 FMS w/6.1 (Upgrade to Support ADS-B Out)

Dual Honeywell 12-channel GPS Dual Honeywell Laseref IRS’s Triple Honeywell cDU-820 control Display Units Additional Equipment EB FAR Part 135 RVSM / 8.33 Spacing / FM Immunity RNP & MNPS capable Forward Jump Seat Airshow Genesys Forward & Aft cabin 17” Monitors Aircell AtG-4000 Go-Go Wifi Domestic High Speed Internet Printer / copier / Scanner / fax Machine DVD/CD Player Dual Davtron clocks Aft equipment Bay w/Storage Box Portable tow Bar Provisions Interior Elegant thirteen (13) Passenger fireblocked executive interior featuring a forward cabin four (4) place club followed by a mid-cabin three (3) place berthable divan opposite a two (2) place club. The aft cabin features a four (4) place left side conference/dining group with an opposing right side credenza. All individual seats are finished in beige leather and the mid-cabin divan is upholstered in a solid coordinated lighter tan fabric. Beautifully sculpted Light tan carpeting runs throughout the cabin. The aircraft cabinetry, executive tables, conference table, drink rails and bulkheads are finished in a very attractive High Gloss Waterfall Bubinga Veneer accented by Gold colored bright-work.

Hagerty Jet Group, LLC 100 Bull Street, Suite 200 Savannah, GA 31401 USA

Advertising Enquiries see Page 5

www.AvBuyer.com

Tel: +1 (912) 236-8500 - Office Tel: +1 (912) 695-5579 - Mobile E-mail: James@hagertyjetgroup.com www.hagertyjetgroup.com

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JetPro Texas G200 March_Heeren Cit Ultra sep 18/02/2015 12:51 Page 1

S H O W C A S E

2007 Gulfstream G200 Serial Number: Registration:

159 N259JP

Airframe TT: Landings:

2,131 827

Airframe On Gulfstream CMP Engines Pratt and Whitney PW-306A’s with 6,040 lbs of thrust each. On Pratt and Whitney’s ESP Gold Eng 1 s/n PCE-CC-0328 2,131 SNEW 857 CSN Eng 2 s/n PCE-CC-0330 2,131 SNEW 857 CSN Auxiliary Power Unit Honeywell GTCP36-150 Times: 1,469 Cycles: 1535 On Honeywell’s MSP Avionics 5 Tube Collins Proline-4 Flight Deck Dual Collins FMC-6100 Dual Collins GPS-4000 GPS Receivers Dual Collins RTU-4220 Tuning Heads Dual Collins VHF-4000 Comms Dual Collins NAV-4500 Nav’s Dual Collins DME-4000 DME Dual Collins TDR-94D Mode S Transponders Collins TWR-850 Doppler Weather Radar w/ Turb. BFG WX1000E Stormscope Collins FCC-4005 Autopilot Collins TCAS-4000 w/ Change 7.0 SUNDSTRAND Mk. V EGPWS (Class A TAWS) Universal Avionics CVR-120 Honeywell AR64 FDR Dual King KHF-950 HF w/SELCAL Collins ALT-4000 Radar Altimeter Dual Collins ADC-850 DADC Dual Collins AHC-3000 AHRS Dual Collins CCP-3310 Cursor Control Panels

Special Features Safeflite Auto-Throttles ICS-200 SATCOM with three handsets Dual DVD/CD Players Tail Camera Airshow 4000 JETBED Telescoping Tow Bar Honeywell VHF/SAT AFIS Rosen Monorail Sunvisors EU Ops approved Exterior Overall White with Blue and Gold Stripes Interior Ten passenger interior arranged in a forward club, aft four place conference group opposite a three place divan belted for two during takeoff and landing. The forward right-hand Galley features ample workspace with microwave, draining ice drawer, stemware storage, wine bottle storage, dry goods storage and coffee maker. The Galley and Cabin are divided by a forward pocket door. Seats are finished in beige leather with complimentary carpet, Ultra Leather headliner and Mahogany woodwork with detailed inlay trim. Cabin entertainment is provided by Collins Airshow 4000 with Tail Camera, dual DVD players, forward and aft bulkhead monitors and multiple individual seat monitors. Private aft lavatory with large storage closet Maintenance Complied with ARCS, 1C and US Import complied with by Gulfstream, Dallas, TX 8/2014

Don and Sam Starling

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www.AVBUYER.com

Tel: +1 (254) 848 9192 Mob: +1 (254) 716 2981 E-mail: sales@jetprotexas.com www.jetprotexas.com Aircraft Index see Page 4

Nextant-Fort Aero March_Empyrean 18/02/2015 13:40 Page 1

S H O W C A S E

NEXTANT 400XTi Serial Number: Airframe TT:

RK-209 735FH/379FC

FORTAERO - an international provider of aircraft charter and management solutions since 1997 is specializing in CIS countries market also offers expert assistance in aircraft sales and acquisitions. FORTAERO is pleased to exclusively offer the outstanding NEXTANT 400XTi to the market for immediate sale The versatility, payload and range of the Nextant 400XTi have always made it out-class its competition, and the 400XTi currently represents one of the best values in the new-built and pre-owned markets All the latest revisions and updates have been done and it is current on all inspections Engines Williams FJ44-3AP LH times: 735FH/379FC RH times: 582FH/330FC

Dual RTU 870 RTU's Dual Collins VIR-432 Navs Dual Air Data Computers Collins ADF-462 ADF Collins TCAS II Dual Collins DME-422 DME Dual Flight Control Computer Dual Collins TDR-94D Mode S Universal TAWS A Terrain Avoidance Warning System Collins ALT-55B Radar Altimeter DFDR L3, ELT Artex, CVR, HF, SELCAL Midcontinental standby indicator Options 3 seat divan, 4 club seats, Nespresso Coffee Machine, Microwave, EU-OPS, RVSM, CAMP, AirCell Axxess Phone, Freon Air Conditioning, LED Cabin Lighting, life raft, FWD galley, Astronics inverter 115V, portable oxygen bottle, PBE, smoke goggles, Belted Flushing Lav, new paint and interior 2013 Dec Price tag: 4.4 M USD

Avionics Rockwell Collins Pro Line 21 System (w/Four LCD Adaptive EFIS Displays) Dual Collins Primary Flight Displays Dual Collins GPS-4000S Dual Collins Multi-Function Displays Dual Collins FMS-6100 Dual Collins VHF-422C Comms

FORTAERO Roseni 7A Tallinn, 10111, Estonia

Advertising Enquiries see Page 5

www.AvBuyer.com

Tel: +372 5680 2262 Tel: +33 6 37 97 59 50 www.fort.aero

WORLD AIRCRAFT SALES MAGAZINE â&#x20AC;&#x201C; March 2015

153

aviatrax March_Empyrean 18/02/2015 13:36 Page 1

S H O W C A S E

2008 Gulfstream G200 Serial Number: Registration: Airframe TT: Landings:

207 M-ILTD 1207:30 571

*** TRANSFERABLE JET MANAGEMENT, CREW, HANGAR SPACE IN NICE, FRANCE *** Aircraft is enrolled on Plane Parts Program Engines Pratt & Whitney Canada PW306A. Left Engine 1159,7 hours TSN, 534 CSN Right Engine 1135,4 hours TSN, 526 CSN APU Honeywell GTCP36-150, 894 TSN hours. APU enrolled on MSP Program Avionics Collins Pro-Line 4 Avionics Suite • Collins 5-tube EFIS & EICAS Displays • Dual Collins FCC-4005 Autopilot (Cat II) • Dual Collins ADC-850 Air Data Computers • Dual Collins RTU-4220 Radio Tuning Units • Dual Collins AHS-3000 Attitude Heading System • Collins Radio Altimeter ALT-4000 • Dual Collins VHF-4000 Communication System (8.33 kHz spacing) • Dual Collins NAV-4000 Navigation System (VOR/ILS/ADF) • Dual Collins DME-4000 DMEs • Dual Collins FMS-6100 Flight Management • Dual Collins TDR-94D Mode S Transponders System

Equipment & Options • Jump Seat • Mode S Flight ID w/ Enhanced Surveillance Modification • Maintenance Diagnostic Computer • ICG ICS-200 Iridium SATCOM (w/ Fax, Data Ports, & AFIS interface) • Airshow 410 Passenger Flight Information System • Dual Multi-Region DVD player Interior Hallmark 10 passenger interior configuration having forward 4-place club seating, 4-place conference group opposite a 3-place divan (certified for 2 passengers) in the aft cabin. Seats are done in Barcelona Beige leather; divan in Paisley print fabric; woodwork is Redwood Burl woodwork with brushed gold satin metal finish. The club seats feature executive writing tables. A pocket door isolates the forward right side galley featuring hot/cold meal and beverage service, convection oven and coffee maker. Exterior Base exterior Matterhorn White with Green and Red Striping. Passenger Amenities Cabin entertainment sources include a Dual multi-region DVD player and the Airshow 410 Passenger flight information system. Video is displayed on a 15” panel display mounted on the cabin forward bulkhead.

AVIATRAX Contact: Hermann Reynisson

154

AVBUYER MAGAZINE – March 2015

www.AVBUYER.com

Tel: +352 621375700 Email: hermann@aviatrax.com www.aviatrax.com

Aircraft Index see Page 4

RSAF March 18/02/2015 12:11 Page 1

FILE PHOTO

Invitation to Tender

Fleet of 79 Northrop F-5 Tiger Aircraft and Equipment for Sale. The buyer must obtain an export licence from the Government of the United States of America after our approval of his application to buy the above aircraft. 1. Applicants must email official copies of their applications, together with copies of the inspecting teamâ&#x20AC;&#x2122;s passports to: Mr Bader Abdulrahman (b.motair y@rsaf.gov.sa) or to Fax: +966 1147 81127 2. Closing date 30/04/2015 3. Applications must include 2% bank guarantee of the actual bid value to the tender from a reputable bank and certified by a Saudi Arabian Bank. 4. Applications must be submitted in a sealed envelope no later than 20/05/2015 to the following address: Projects Management Directorate Contracts & Suppor t Depar tment Royal Saudi Air Force Headquar ters Riyadh Kingdom of Saudi Arabia The opening date for all envelopes will be on 25/05/2015

NBAA Conference_Layout 1 20/01/2015 11:19 Page 1

D E D I C AT 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 .

NBA A INTERN NBAA INTERNATIONAL ATIONAL OPERATORS CONFERENCE MARCH 23 – 26, 2015

SAN ANTONIO, TX

Dedicated to Keeping Business Aviation Flying Around the Globe NBAA’s International Operators Conference (IOC2015) is the single best venue to gain the latest operational, regulatory, safety, environmental and cultural information that is critical to the safe operation of business aircraft in the international arena. 2015 NBAA International Operators Conference Highlights include: 9 A Dedicated Safety Day – Featuring NTSB board member Robert Sumwalt highlighting critical issues and identifying threats and errors while reviewing international best practices 9 Region-Speciﬁc Content – with sessions addressing operational requirements and near-term avionics mandates in every ICAO region around the world 9 Networking – with world-renowned training providers, handlers, international trip planners and hundreds of operators who ﬂy globally 9 Industry Recognized Experts and Programming – will address the latest safety, operational, regulatory, environmental and cultural considerations from the NTSB, EASA, CBP and others

REGISTER ONLINE TODAY: www.nbaa.org/ioc/world REGISTER BY MARCH 2 FOR THE MEMBER RATE OF $1,225 Non-Member price after March 2 is $1,775

Singapore Airshow March_Layout 1 18/02/2015 15:50 Page 1

P158-161 18/02/2015 11:26 Page 1

Marketplace Gulfstream V

Tel: +1 (703)-917-9000 E-mail: sales@capitaljetgroup.com

Capital Jet Group Price:

Make offer

Year:

2001

S/N:

640

Reg:

N600JD

TTAF:

6136

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

Tel: +1 (703)-917-9000 E-mail: sales@capitaljetgroup.com

Capital Jet Group Price:

$1,550,000

Year:

1993

S/N:

258241

Reg:

XA-CHA

TTAF:

5975

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

Citation X

Price:

US $4.85 Mio

Year:

1999

S/N:

750-0085

Reg:

D-BTEN

TTAF:

8380

Location: Germany

Cessna Citation V Ultra

Tel: +49 7229 30 22 260 E-mail: jonas.kraft@acm.aero

ACM Air Charter

8 passenger seating in a double club configuration No damage history - One owner and operator since new New painting by Cessna in Wichita in December 2014 New Interior “Touch Up” in 2014 Cessna ProParts - Rolls Royce Corporate Care APU Honeywell MSP Gold - EU-OPS compliant Landings: 5,460 - immediately available

Adirondack Aviation Consulting, LLC Price:

Please call

Year:

1996

S/N:

560-0377

Reg:

N100SN

TTAF:

9826.7

Location: USA (Texas)

Tel: +1-972-355-2500 E-mail: barry@adirondack.aero

8334 Landings. Left eng: (s/n 500150). 12227.6 Hours Since New. 9689 Cycles Since New. Right eng: (s/n 500131). 11760.7 Hours Since New. 9303 Cycles Since New. Avionics: Honeywell P-1000 Three Tube EFIS. Dual Collins VHF-22A COMM’s. Dual Collins VIR-32A NAV’s. Collins ADF-62 ADF. Additional features: Engines on Power Advantage. Airframe is on ProParts. 971.1 hours since overhaul and 627 cycles since overhaul on each engine. On CESCOM. Freon Air Conditioning (W/Flood Cooling). Int: The eight (8) passenger interior is configured with seven (7) individual passenger seats in a center club arrangement and an aft, belted flushing lavatory seat. All seating is completed in pebble colored Townsend leather with a Moonlight ultra leather headliner.

www.adirondack.aero

Embraer Legacy 650

MJet GmbH Price: Year:

2014

S/N:

TBD

Tel: +43 1 706 2700 720 E-mail: d.rusu@mjet.at Motivated Seller, December 2014 entry into service, Always hangared, Registered in EU, EASA OPS certified, Wi-Fi + SwiftBroadband. Rolls-Royce AE3007A2 (will be on CorporateCare)

Reg: TTAF:

Location: Austria

158

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www.AVBUYER.com

Aircraft Index see Page 4

P158-161 19/02/2015 12:46 Page 2

Marketplace Learjet 36A

Leonard Hudson Drilling Price:

US $1,695,000

Year:

1977

S/N:

36A-030

Reg:

N160GC

TTAF:

15,600

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

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

Location: USA

BELL 206L4

Leonard Hudson Drilling Price:

Please Call

Year:

2002

S/N:

52265

Reg:

N339MG

TTAF:

1700

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

We are offfering our 2002 Bell 206 L4. Pictures do not

do justice to the helicopter, and the colors are very vibrant, it is ready for immediate work. It has had both a Bell/Edwards completion and maintenance with immaculate records, of course no damage of incidents. 1700 TTSN, Two corporate owners.

Location: USA

BELL 412EMS

Leonard Hudson Drilling Price:

US $3,875,000

Year:

1981

S/N:

33017

Reg:

N554AL

TTAF:

15265

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

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

Location: USA

BELL 212 (Five Available)

Leonard Hudson Drilling Price:

Please Call

Year:

1991-1996

S/N:

Call for details

Reg:

Call for details

TTAF:

Call for details

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

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

Location: USA

King Air C-90

Jota Aviation Price:

$USD525,000

Year:

1977

Tel: +44 (0)7795 687676 E-mail: LukeSutcliffe@jotaaviation.com Excellent Logs and Records, Operated under UK based EASA Ops AOC, Executive leather interior, UK AOC lease back option available.

S/N: Landings: 6,649, LE: 3,507 hrs SNEW, RE: 3,507 hrs SNEW, Engine options available.

Reg: TTAF:

8,080:52

Location:

www.jotaaviation.com Advertising Enquiries see Page 5

www.AVBUYER.com

March 2015 – AVBUYER MAGAZINE

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P158-161 18/02/2015 14:17 Page 3

Marketplace Beechcraft King Air C90 B

Tel: +421 232 112 610 E-mail: marketing@aelisgroup.com

AELIS GROUP Price:

Make offer

Year:

1994

S/N:

LJ-1361

Reg:

F-HHAM

TTAF:

3289

EASA Certified Complete interior refurbishment in 2009 5 passenger seats Highest quality maintenance at UniAir Company / BCA, service center of HAWKER BEECHCRAFT Eng: PT6A-21(550HP) Maintenance: Propellers and LG overhaul: June 2014 S ATC Collins TDR 94 (changing P/N 003 control box): June 2014. Avionics: PACKAGE COLLINS 2 TUBES EFIS EFD-84 VHF COM: double Collins VHF22C 8.33 KHZ. Int: Interior blue leather seats for 5 passengers (replaced in September 2009)

Location: Le Bourget, France

www.aelisgroup.com

Airbus/Eurocopter EC 120B

Tel: +1 (760) 614 0500 E-mail: helos@j3avadvisors.com

J3 Advisors Price:

Make offer

Year:

2008

S/N:

1569

Reg:

N12TV

Avionics: Kannad 406 AF-H ELT. Sfena/Sextant Thales Gyro-Horizon.

TTAF:

377.2

Int: Completed by Eurocopter. Grey leather-edged seats with fabric insert. Blue Carpet. Energy-absorbing front seats.

1,298 AFL; 871 ENC; Corporate 91 operated; Always hangared; Major inspection package recently completed with no expense spared; Dedicated director of maintenance; Weekly detailing; CAMP enrolled; Impeccable record keeping. Maintenance Tracking: CAMP enrolled.

Ext: Completed by Eurocopter. Blue with white accents

Location: USA - NJ

Cessna Citation XLS+

Tel: +49 (0)821-7003-100 Email: sales@beechcraft.de

Beechcraft GmbH Price: Year:

N-Reg, Pro Line 21 Avionics, 2x WAAS FMS, CAT II Landing Capability, MARK V, EICAS, 2x GPS-4000S, 2x TDR-94D, Aircell, CESCOM, Proparts, PowerAdvantage - top!

2008

S/N: Reg:

TTAF:

781

Location:

Cessna Citation Jet

BAS Business Aviation Services GmbH Price:

$USD800,000

Year:

1998

S/N:

525-0279

Reg:

D-IGME

TTAF:

2.780

Location: Germany

Par Avion Ltd

Tel: +49 (0) 7403 914 04 66 E-mail: sales@basjets.com

In and out in good condition !!! Engines: Williams RollsRoyce FJ44-1A with TBO 3.500 hrs (not enrolled on Engine Program). LH Engine SN: 1565 2.780 hrs and 3.145 cycles since new last HSI (unscheduled 2013 @ 2.488 hrs TT) RH Engine SN: 1568 2.780 hrs and 3.145 cycles since new last HSI (unscheduled 2013 @ 2.488 hrs TT). Avionics: DUAL 5” EFIS. 1 x Honeywell GNS XLS (FMS). 1 x Bendix King KLN 90B (GPS). 2 x Allied Signal KY 196B (COM 8.33 kHz spacing). Interior: (Refurbished 2013)

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 160

AVBUYER MAGAZINE – March 2015

www.AVBUYER.com

Aircraft Index see Page 4

P161 18/02/2015 16:20 Page 1

Always many new and pre-owned aircraft and helicopters for sale 2009 Pilatus PC12NG, D-FNAH

2015 Piper Archer DX

Pre-owned aircraft & helicopters for sale 2009 Pilatus PC12NG, D-FNAH, USD 3,575,000 2006 Bell 407, OK-SOL, USD 2,320,000 1999 Piper Seneca V, OY-JAU, USD 249,000 1997 Piper Seneca V, OY-JCF, MAKE OFFER 1996 Piper Seneca IV, OY-OVD, USD 269,000

Factory new aircraft for sale

2015 Piper Meridian - call for quote and delivery slot 2015 Piper Mirage - call for quote and delivery slot 2015 Piper Matrix - call for quote and delivery slot 2015 Piper Archer DX - call for quote and delivery slot

European Aircraft Sales ApS, Denmark + UK

Now also in the UK

Katja Nielsen +45 2043 5287 / Bjarne Jorsal +45 4016 5401 Henrik Burkal +44 7747 780 979 / sales@europeanaircraftsales.com

www.europeanaircraftsales.com AvBuyer (USPS 014-911), March 2015, Vol 19, Issue No 3 is published monthly by AvBuyer Ltd, 1210 West 11th Street, Wichita, KS 67203-3517 and has a targeted circulation to decision makers within business and corporate aviation throughout the world. It is also available on Annual Subscription @ UK £40 and USA $65. POSTMASTER: Send address changes to: AvBuyer Magazine 1210 West 11th Street, Wichita, KS 67203-3517. Postage is paid at Wichita, KS and additional mailing offices © Copyright of AvBuyer Ltd. Every effort is made to ensure the accuracy of material published in AvBuyer Magazine. However, the publishers cannot accept responsibility for claims made by manufacturers, advertisers or contributors. The views expressed are not necessarily those of the Editor or the publishers. Although all reasonable care is taken of all material, photographs, CD & DVDs submitted, the publishers cannot accept any responsibility for damage or loss. All rights reserved. No part of AvBuyer Magazine Advertising, Design or Editorial - may be reproduced, stored in a retrieval system, or transmitted in any other form, or by any other means, electronic, mechanical, photographic, recording or otherwise, without prior written permission of the publishers.

Copy date for the April 2015 issue - Wednesday 18th March 2015 Advertiser’s Index 1st Source Bank......................................................111 21st Century Jet Corporation ...............................162 AEA ...............................................................................51 Aero-Dienst ...............................................................142 AeroSmith/Penny .........................................136 - 137 AIC Title Services .................................87, 89, 91, 93 Aircraft Acquisitions................................................149 Aircraft Guaranty ........................................................55 AMAC ...........................................................................57 Aradian Aviation ..........................................................47 Aviatrax.......................................................................154 AvBuyer......................................................................121 Avjet Corporation ..............................................42 - 43 Avpro ....................................................................10 - 14 Bell Aviation ..........................................................84-85 Bombardier..................................................................45 Boutsen Aviation ........................................................41 CAAP .........................................................................146 Central Business Jets .............................................163 Charlie Bravo ..............................................................35 Conklin & de Decker ...............................................129 Corporate Concepts .......................................53, 150 Dassault Falcon Jet Europe .................................2 - 3 Duncan Aviation..........................................................21

Advertising Enquiries see Page 5

Eagle Aviation..............................................................37 EASTUNION ............................................................147 EBACE.......................................................................128 EFA Prague...............................................................134 Elliott Jets ...........................................................66 - 67 Empyrean...................................................................140 European Aircraft Sales .........................................161 Fort Aero....................................................................153 Florida Jet Sales ......................................................148 Freestream Aircraft USA..................................73 - 75 Gamit..........................................................................129 General Aviation Services........................................39 Global Jet ............................................................82 - 83 Hagerty Jet Group ...................................................151 Hatt & Associates ......................................................61 Intellijet International ..............................................6 - 7 Jet Sense Aviation/Gantt Aviation ............138 - 139 Jet Support Services (JSSI).............................FC, 19 JetBlack......................................................................101 JetBrokers............................................................76 - 77 Jetcraft Corporation ..................................68-69, 164 Jeteffect ........................................................................63 JETNET ......................................................................115 JetPro Texas ..............................................................152

www.AVBUYER.com

John Hopkinson & Associates.......................95, 135 Kaiser Air ...................................................................143 Leading Edge Aviation Solutions .........................103 Lektro..........................................................................129 Mente Group ...................................................... 141 Mesinger Jet Sales............................................22 - 24 NBAA Regional Forum ...........................................123 NBAA IOC ................................................................156 NFS Advisors ...........................................................130 Northern Jet Management .....................................145 OGARAJETS .....................................................32 - 33 Par Avion....................................................................107 Rolls-Royce ...............................................................113 Royal Saudi Air Force ...............................................55 Singapore Airshow ..................................................157 Sojourn.................................................................96 - 97 Southern Cross Aviation ........................................133 Tempus Jets.................................................................25 Textron Aviation...........................................................79 The Elite London ......................................................124 The Jet Business................................................28 - 29 VREF Aircraft Values ..............................................130 Welsch Aviation .......................................................144 Wright Brothers Aircraft Title ................................117

March 2015 – AVBUYER MAGAZINE

161

21st Century December 18/11/2014 16:03 Page 1

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

AVAILABLE: FALCON 900B

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

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

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

INTERNET: WWW.TRI-JETS.COM

E-MAIL: sales@tri-jets.com

CBJ March_CBJ November06 18/02/2015 12:19 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……

Like New CITATION X SN 276

2008 GULFSTREAM G200 SN 199

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

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

1999 CITATION X N750GM

2003 GULFSTREAM G100 SN 150

Original Midwestern Fortune 500 owner, Rolls Royce Corporate Care, Cessna Cescom, No Damage History

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

2007 CITATION SOVEREIGN SN 156

FALCON 50-40 SN 25

Trades will be considered, Meets all US and EASA/JAR OPS Requirements, On Cescom, 9 Place Interior tastefully appointed

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

2009 CITATION CJ3 SN 307

3D FALCON 50 SN 177

1190 Hours TT, Collins Proline 21, Single Forbes 100 Owner

Just over 5000 Hours TT, Upgraded 3D MSP Gold Engines, Recent New Interior from Window Ledges down including Seats, Cabin Switching, Carpet, Airshow 4000, External View Cameras, etc.

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

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

51,000 foot view.

Up here, the air and the competition are rare. Our birds-eye view of the aircraft brokerage market comes from our unmatched combination of over 50 years’ experience and a large, global network of partners and customers. That means you have more buy, sell and trade options. Better perspective on market trends. And worldwide connections that put a tailwind on your transaction. Call us and see. You’ll love the view. www.jetcraft.com I info@jetcraft.com I Headquarters +1 919-941-8400

2007 BOEING BBJ - SN 35990

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Great Year-End Opportunity Multi-Million Dollar Price Reduction

2004 CHALLENGER 604 - SN 5581

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2015 Delivery - Trades Encouraged A Natural Transition from your Long Range Aircraft

Upgraded SSFDR – 88 Parameter (Costly Option) Engine & APU on Full “Pay by the Hour” Programs

3-2015_WAS_Back Cover_51000 ft.indd 1

2015 GLOBAL 6000 - SN 9620

2010 Agusta A109 Power 2002 Airbus A320VIP 2007 Boeing BBJ 2004 Challenger 604 2010 Challenger 605 2008 Challenger 850 2001 CRJ 200LR 2007 Falcon 2000EX EASy 2011 Falcon 2000LX 2006 Falcon 900EX EASy 2009 Global 5000 2012 Global 6000

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2014 Global 6000 2003 Global Express 2007 Global XRS 2010 Global XRS 2006 Gulfstream 450 2010 Gulfstream G550 1992 Gulfstream GIV 2007 Lear 45XR 2013 Lear 60XR 2008 Legacy 600 2010 Lineage 1000 1991 Hawker 1000B

2009 GLOBAL 5000 - SN 9343

Batch 3+SBAS/LPV+FANS1/A Upgrades Completed Increased MTOW to 92,500 lbs, HUD/EVS, Dual EFBs

2005 GULFSTREAM G550 - SN 5078 Equipped with CPLDC, FANS-1A, TCAS 7.1 Impeccable Interior – 9 of 10!

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FEATURED INVENTORY

2/10/15 9:59 AM