AvBuyer Magazine March 2016 by AvBuyer Ltd.

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AVBUYER March 2016

™

B U S I N E S S

A V I A T I O N

THIS MONTH

GAMA 2015 Year-End Shipment Analysis

www.AVBUYER.com

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

Aircraft Comparative Analysis – Challenger 605

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OUR PRE-OWNED JETS HAVE NO SECRETS. (UNLESS YOU COUNT THE RAFALE).

Some secrets are best left untold. But not when you’re buying a pre-owned business jet. At Dassault, we track every Falcon’s maintenance records from the moment it rolls off the production line. So we can report fully on every detail of its condition. And, as with any Falcon, we will always be there to ensure you gain the most from your asset, and that it retains its best value. So when you choose a pre-owned Falcon from Dassault, there won’t be any surprises. Just astonishing performance and efficiency. Visit falconjet.com/preowned I FRANCE: +33 1 47 11 60 71 I USA: +1 201 541 4556

PRE OWNED Fevrier 2016 indd 1

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Falcon 7X 2010 • s/n 106 . 2,826 hrs. total time • 14 seats 13 passengers configuration • EASA / EUOPS1 compliant • On FalconCare • Engines on ESP, APU on MSP • EASy II: LPV, ADS-B out, SVS, ADM, Dual jeppesen charts, CPDLC ATN-B1 & FANS-1A • HUD & EVS • SBB 7120 Satcom with Wifi in cabin

Falcon 900LX 2014 • s/n 283 • 424 hrs. total time • 14 passengers with Fwd and Aft lavatories • EASA / EUOPS1 compliant • Engines and APU on MSP • EASy II (Base line, ADS-B out, CPDLC FANS 1A & ATN-B1) • 3 IRS, 3 FMS, 3 VHF, 2 EFB’s • MCS-7120 Satcom with Wifi in cabin

Falcon 2000LX 2012 • s/n 230 • 728 hrs. total time • 8 passengers • EASy II upgrade (SVS, Full CPDLC, ADS-B out) • EASA / EUOPS1 compliant • February 2018 C check • Engines on ESP, APU on MSP • 3 VHF, 3 IRS, 3 FMS, HUD, EFVS, Dual EFB’s • Dual Satcom, Iridium & Aviator 300

Falcon 2000LX 2009 • s/n 193 • 1,801 hrs. total time • 10 passengers • EUOPS1 compliant • Fresh C Check • ESP, MSP • EASy II baseline • Iridium Satcom • 3 VHF, 3 IRS, 1 EFB, Dual external camera

Falcon 2000S 2014 • s/n 723 • 624 hrs. total time • 10 passengers “Alpine Harmony” • EUOPS1 compliant • EASy II upgrade (Base line, ADS-B out, CPDLC ATNB1) • Engines on ESP Gold, APU on MSP Gold • Aircell Axxess II Satcom • TCAS 7.1, 3 VHF

Falcon 50EX 2001 • s/n 315 • 3,984 hrs. total time • 9 passengers configuration • Proline 21 cockpit • Like new in and out condition • EUOPS1 compliant • Dual Satcom (iridium and Inmarsat) • Ipeco crew seats • Belly 4 view camera

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Editor’s

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

Welcome

Commissioning & Online Editor Matthew Harris 1- 800 620 8801 +44 (0)208391 6777 Editorial@avbuyer.com

The Beauty of Basics

oday’s headlines are not for the faint of heart. Too many regions of the world are mired in conflict ranging from political uncertainty to outright hostilities. Displaced peoples are struggling to find refuge from war, and life is very difficult for millions of refugees. Against that background of human tragedy, the specter of economic slowdown - if not recession - looms large in reports flooding print, TV and electronic media. The fortunate nations (such the US and parts of Europe) show only slow growth of around 2.0% or less. Where GDP is expanding, such as China, the growth is less than expected, therefore causing economic shockwaves. Equity markets have reacted negatively. As the US plunges more deeply into the volatile process of selecting candidates for this fall’s presidential election, the rhetoric grows increasingly vitriolic. No wonder some observers ask ‘what’s next’. Perhaps it’s understandable that the market for business aircraft has responded negatively. Valuations that once were thought to depreciate by 3-4% annually are dropping about 9-10%. Hopefully a turnaround is near, but for now caution seems to prevail. In the midst of negativity, we must not abandon the basics. Transportation is an enabling technology for economic growth and improved quality of life. In today’s global economy, travel by air is essential, and air transportation comes in two forms—Scheduled Airlines and Business Aviation. There is a basic need for the type of transportation provided by business aircraft. Readers of AvBuyer know the facts: Scheduled Airlines serve the relatively few city pairs that generate high demand from multiple travelers. But many of the opportunities for economic growth exist in locations where demand for travel is insufficient to attract the Scheduled Airlines. Business Aviation is the only means of viable travel for corporations

and entrepreneurs seeking investment opportunities. Focus on the basic need for Business Aviation. Avoid being distracted by all the negative noise that seems so easy to amplify.

In This issue…

AvBuyer is committed to providing you with the intelligence you need to capitalize on the basic good news of using General Aviation aircraft for business transportation. For example, in this month’s High-Flyer’s case study (p56), Dr. Michael Gregory speaks on how essential Business Aviation is to the operations of his organization, Apogee Physicians. We also urge you to digest our Business Aviation Market Summary (p20) where you’ll find meaningful data and insights that enable you to better understand what’s happening globally and respond appropriately to market opportunities. In response to market conditions, there are attractive opportunities for the buyers who import non-US registered aircraft and we proudly offer the advice of Attorney Jessica L. Pownell on the ins and outs of importing aircraft into the US. According to James Cooling, her associate at Cooling & Herbers, P.C., the demand for importation transactions has increased measuredly in recent months. GAMA’s year-end results, which were available only a few weeks ago, are analyzed by Mike Potts and available for your consideration. Mike Chase compares the Challenger 605 alongside the Falcon 2000LX in this month’s Aircraft Comparative Analysis while Values and Specifications Data is offered for Entry-Level and Small jets. We trust you’ll enjoy this month’s edition and find it a useful tool to aid your Business Aviation needs. Jack Olcott - Editorial Director & Publisher AvBuyer Your source for Business Aviation Intelligence

The best aircraft for sale search anywhere, everywhere - on pc, smartphone and tablet.

BUSINESS AVIATION INTELLIGENCE

Editorial Contributor (USA Office) Dave Higdon Dave@avbuyer.com Consulting Editor Sean O’Farrell 1- 800 620 8801 +44 (0)20 8391 6779 Sean@avbuyer.com ADVERTISING Linda Blackburn (USA Sales) 1- 614 418 7064 Linda@avbuyer.com Lise Margin (USA Sales) 1-703 818 1024 Lise@avbuyer.com Maria Brabec (European Sales) +420 604 224 828 Maria@avbuyer.com Karen Price 1- 800 620 8801 +44 (0) 208391 6774 Karen@avbuyer.com STUDIO/PRODUCTION Helen Cavalli / Mark Williams 1- 800 620 8801 +44 (0)208391 6776 Helen@avbuyer.com Mark@avbuyer.com CIRCULATION Barry Carter 1- 800 620 8801 +44 (0)208391 6770 Barry@avbuyer.com AVBUYER.COM Michael Myburgh Michael@avbuyer.com Emma Davey Emma@avbuyer.com MANAGING DIRECTOR John Brennan 1- 800 620 8801 +44 (0)208391 6771 John@avbuyer.com USA OFFICE 1210 West 11th Street, Wichita, KS 67203-3517 EUROPEAN OFFICE Trident Court, 1 Oakcroft Road, Chessington, Surrey, KT9 1BD, UK +44 (0)20 8391 6770 PRINTED BY Fry Communications, Inc. 800 West Church Road, Mechanicsburg, PA 17055

Mechanicsburg, PA 17055 AVBUYER MAGAZINE – March 2016

www.AVBUYER.com

Aircraft Index see Page 145

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Editorial Focus 40 GAMA 2015 Year-End Shipment Analysis: Mike Potts dips beneath the

surface to assess what’s really

going on in new aircraft shipments

56 High Flyer’s Interview: Dr. Michael Gregory tells Rani Singh how

Business Aviation lifts Apogee Physicians

to new heights in hospital medicine…

74 Helicopter Buying Considerations: Some operations benefit from vertical-lift. What are the unique advantages of an executive helicopter?

108 Comparative Analysis – Challenger 605 How does Bombardier’s Challenger 605 square up against Dassault’s

Falcon 2000LX? Find out here…

AVBUYER MAGAZINE – March 2016

www.AVBUYER.com

Aircraft Index see Page 145

Contents Layout March16.qxp 17/02/2016 14:10 Page 2

Contents Volume 20,

Issue 3

March2016

BizAv Intelligence

Flight Department

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

Avionics Connectivity (Part 3): Ken Elliott continues a five-part series, this month with a review of on-board connectivity.

GAMA 2015 Year-End Shipment Report: A listing of OEM shipments for 2015, sans Bombardier…

Creating a Flight Department (Part 10): Fred Haap concludes his series on Flight Department creation summarizing the elements of a Business Plan…

Waxing Lyrical About Market Realities: What do Meghan Trainor’s lyrics have to do with BizAv? Quite a lot according to Jay Mesinger!

Reasons to Customize Your Ops Manual: Drawing from the report on a fatal accident, Mario Pierobon highlights the need to customize your Ops Manual…

Retail Price Guide: 20-year Entry-Level & Small jets price guide from The Aircraft Bluebook

Specifications: Entry-Level & Small jets performance and specifications comparisons

Boardroom 60

Aviation Consultants—Who Needs Them? David Wyndham offers an insightful look at the work of consultants in Business Aviation

Tracking Used Jet Values: What is the shape of today’s market for used business jets? Jay Mesinger reflects…

Facts on Insuring Helicopters: Stuart Hope walks us through the ‘Whys’ and ‘Wherefores’ of a more expensive coverage

Tips for Importing a Jet (1 of 3): Global dynamics have created opportunities for US buyers provided they understand what’s required, notes Jessica Pownell…

Community 114 BizAv Review: ‘There’s Life in

the Old Falcon 50 Yet’, OEM Bites, Association News, Arrivals & Events

Next Month

Aircraft Comparative Analysis – Citation CJ2/CJ2+ Dealer Broker Market Update Plane Sense on Cabin Connectivity

BUSINESS AVIATION INTELLIGENCE

Advertising Enquiries see Page 4

www.AVBUYER.com

March 2016 – AVBUYER MAGAZINE

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All of these names have one name in common. AgustaWestland • Airbus • Airbus Helicopters • Bell • Boeing • Bombardier • Cessna Dassault • Embraer • GE • Gulfstream • Hawker Beechcraft • Honeywell MD Helicopters • Pratt & Whitney • Robinson Rolls Royce • Sikorsky • Williams

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Freestream March.qxp 17/02/2016 12:51 Page 1

2007/2009 Boeing BBJ S/N: 36714

• Reg: VP-BFT

• $56,950,000

• Into Service 2009

• Total Time Airframe: 2849 Hours • Landings: 741

• Fresh out of 6 year 2C check

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

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

• 5 external cameras - EFB

• 18 Passenger Interior/ Andrew Winch Design

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

2008 Gulfstream G550 S/N: 5176 • Price reduced • Total Time: 3483.5 hrs • Landings: 964 • Engines on RRCC • APU on MSP • Honeywell APP & Parts Programs • Securaplane External Camera System • Airshow 4000 • 18 passenger interior • Forward crew rest • Currently at Gulfstream Savannah • Delivered with Fresh 12/24/36/48/96 Month inspection on the N Register

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Freestream March.qxp 17/02/2016 12:51 Page 2

2009 Gulfstream G550 S/N: 5231 • Registration: Currently undergoing FAA • New asking price $31,950,000 • 1338.2 AFTT • 545 Cycles

• Engines: Rolls-Royce Corporate Care

• APU: Honeywell RE-220. APU on MSP. 1760 hours • Enhanced Nav w/Synthetic Vision • Honeywell Planeview Cert ‘F’ • Head-Up Guidance System • Forward Galley

• 18 passenger configuration

• Maintenance: Gulfstream CMP

2015 Gulfstream G650 S/N: 6159

• Make Offer

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

2011 Gulfstream G450 • Price: Make Offer

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

Freestream March.qxp 17/02/2016 12:51 Page 3

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

2001 Falcon 900EX S/N: 87

• New Asking Price $10,950,000 • Aircraft to be delivered with engines on 100% JSSI • TTAF: 5538:09 • TTAC: 3005 • Honeywell Avionics Protection Plan (HAPP) • Engines & APU: JSSI • All three Engines: 3000/6000 • Fresh MPI Eng No. 2 • New 3rd Stage high pressure turbine ENG No. 2 • Fresh 2A, Fresh 2A+ • Dual GPS Honeywell HG2021GD02 • Airshow 400/Genesis • Securaplane Back up Batteries

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

• Asking Price $13,950,000 • Total Time: 1616 Hours • Landings: 664 • Engines on GE OnPoint • Rockwell Collins Pro Line 21 • Dual FMC-6000 flight management system w/ 3DMAP and long range cruise • MNPS and RNP-5 navigation compliance • Aircell ATG 5000 Aircell GoGo Biz wifi • 11 Passenger Interior FREESTREAM AIRCRAFT LIMITED

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Freestream March.qxp 17/02/2016 12:51 Page 4

1999 Challenger 604 S/N: 5426 • $6,495,000 • Total Time: 6490.18 hours • Landings: 3508 • Engines enrolled on GE On Point • APU Enrolled on Honeywell APU MSP Gold • Enrolled on Bombardier Smart Parts Plus • Safe Flight Enhanced Auto Throttles • EMS High Speed Data 128 Stand Alone • EGPWS • TCAS II with Change 7.2 • 12 Passenger Interior • Fresh Out of a 192/96 Month Inspection

2001 Learjet 45 S/N: 167 • Make Offer • AFTT: 6730 hours. Landings: 5403 • Engines on MSP Gold • Smart Parts Plus • APU on MSP • Honeywell Primus 1000 • TCAS II with Change 7 • EGPWS • Airshow 400 • Forward and Aft Monitors

2000 Eurocopter EC 135P2 • S/N: 0193 • Reg: ZK-HLH • $2,295,000 USD • Manufactured in 2000 and delivered in 2001 • TTAF • 527.4 • Very Low Time 2000 EC-135P2 • No Damage History • Pop-out Floats • Air Conditioning • Dual Controls

2009 Sikorsky S-76C++ S/N: 760757 • Price reduced • 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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London +44 207 584 3800 sales@freestream.com

FREESTREAM AIRCRAFT (BERMUDA) LIMITED

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

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BIZAV INTELLIGENCE T MARKET INDICATORS

Business Aviation Market Summary Thoughts of spring may be in the air in the Northern Hemisphere, but the market-

place for business aircraft is struggling to gain traction in an environment of cold,

buffeting winds notes Market Indicators Editor, Rollie Vincent.

ear-end business jet shipments in 2015 were effectively flat year-over-year on a units basis, with most buyers focused on newer models and most manufacturers drawing down their firm order backlogs through the year. The story of 2015 – and one that we believe will continue to be written in 2016 – is all about aircraft prices and valuations. As an industry, 2015 marked an inflection point in aircraft value diminution, with most appraisers and lenders/lessors coming to the conclusion that value curves need to be steepened. With few exceptions – the Pilatus PC-12 standing aside as holding its value better than almost anything that flies with humans aboard these days – the new reality is that business aircraft values are slipping by about 9-10% annually, which is 2-3 times faster than previously seen. Buyers have numerous excuses to be skittish, whether from reading the latest ‘Breaking News’ about seemingly endless crises, or watching their stock portfolios diminish in value. Unease about the manner in which the Chinese government is managing its currency and intervening in local stock markets is just the latest in an ongoing series of developments that have changed the BRIC outlook and shaken investor confidence. Compounding the challenges facing many buyers outside the United States is the continuing strength of the greenback, the currency in which aircraft transactions are almost exclusively negotiated.

Tepid Economics

The outlook in 2016 for economic expansion is generally tepid. Amongst the top 20 business jet country markets, just four – India, China, Saudi Arabia and Turkey – are expected to grow the GDP at a 3% or higher rate this year. Together, these four ‘emerging’ markets had just 821 business jets based in their territories, representing 4% of the world fleet at the end of 2015, according to JETNET. China, with almost half of that total, has quickly gone from the darling source of orders to a fading stamp in many sales people’s passports. Most remarkable is the suddenness of change in Mainland China, where new aircraft deliveries are down 80% or more from their recent peaks in 2013-2014. Interestingly, demand for new aircraft going into Hong Kong has remained relatively steady for the 20

AVBUYER MAGAZINE – March 2016

www.AVBUYER.com

Aircraft Index see Page 145

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last seven years, despite all the up-and-down dynamics of Mainland China influences (see Table A, top right). In the US, the latest GDP forecasts are for about 2.4% growth in 2016, virtually unchanged from last year. In the European Area (EA 19 countries), GDP growth is expected to be about 1.6%, with considerable country-to-country variation. Growth will be somewhat stronger in the UK and the Eurozone periphery (especially Ireland and Spain) and modestly weaker in France, Switzerland, Austria and Italy. Germany is expected to grow at about 1.7%, continuing a multi-year trend of modest recovery in Europe’s largest national economy and export powerhouse. For near-term sales prospects, we continue to be bullish on prospects in Mexico, the world’s #2 country market for business jets. Basking in the warmth of sub-tropical breezes from the Caribbean and Pacific coasts – and the glow of trade and investment opportunities emanating from its northern border – Mexico is exceptionally well paced to take advantage of business opportunities in the new “post globalization” era. Sometimes overlooked in the rush to do business in China and other Asian markets are more traditional North-South trade and investment opportunities available within a time zone or two of where most business aircraft owners and operators happen to be based. Jet lag? What’s that again?

TABLE A

TABLE B

iQ Survey, Q4 2015

JETNET iQ’s Q4 2015 Global Business Aviation Survey of more than 500 business aircraft owners and operators in 60 countries once again confirmed that the most buoyant market is in North America, where more than two-thirds of respondents feel that Business Aviation is past the low point in the current business cycle (see Table B, right). In a measure of owner/operator sentiment, optimists outnumber pessimists in North America by more than 4.6-1. Results for Latin America are dragged down by low scores from Brazil, where the national economy is expected to shrink by 2.6% despite the investment and tourism benefits associated with the 2016 Summer Olympic Games. The sharp devaluation of the Brazilian Real – now trading at about 4-to-$1 US (down more than 40% year-over-year) with the Brazilian government facing budget and legitimacy crises, and bond rating agencies reclassifying sovereign loans to junk status.

The Sum of It All?

What does all this imply for business aircraft sales in 2016? At this point, we do not foresee any significant shifts in the macroeconomic outlook. The US will continue to be front-andcenter, accounting for more than 60% of the sales/new aircraft delivery activity last year, and probably much the same in 2016. Price pressures will continue to be intense, as OEMs are, at least in our view, collectively over-supplying the market based on current demand levels. Utilization rates remain well below prior levels – in fact, total business jet cycles recorded by the FAA in 2015 have only now recovered to 2003 levels, despite a 49% increase in the size of the fleet. We expect modest downward adjustments in production rates at the higher-end of the business jet market (with the exception of the Gulfstream G650/650ER, which remains alone for the time being at the top of the market), countered by what looks to be an increasingly intense competition for business in the mid-size and light jet segments. Incumbent OEMs facing new and enhanced competition are not surprisingly – fighting to maintain market share against some Advertising Enquiries see Page 4

compelling new product offerings. With production ramp-up of the Citation Latitude, Legacy 450/500, and HondaJet, we expect that unit business jet shipments in 2016 will actually surpass those of 2015, although average delivery values will fall as the mix of aircraft shifts down-market. We believe that the high-water mark has already been achieved regarding average delivery values, which peaked near a remarkable $30m per new business jet shipment, based on list prices. MI www.rollandvincent.com 

www.AVBUYER.com

Rollie Vincent is President of Rolland Vincent Associates. His aviation market analysis is second to none, and he is the creator/director of the JETNET iQ program. With a solid background in market research, economics and statistics, he has more than 30 years of experience in business, regional and international aviation, including positions with Bombardier, Cessna, Learjet, Flexjet, and ICAO. Contact him via rvincent@rollandvincent.com March 2016 – AVBUYER MAGAZINE

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BIZAV INTELLIGENCE T MARKET INDICATORS RICHARD ABOULAFIA

The World Reflected by Dassault To understand the aerospace industry, says Richard Aboulafia, you should follow at least 100 companies. To understand the world today, you need only follow one aerospace company… You can see most of the horrible headlines that we’ve come to associate with late 2015 and the first month of 2016 reflected in Dassault. For analysts and students of global affairs, Dassault is an almost impossibly convenient combination of two unique units. The military side is unique in that it’s the only independent fighter manufacturer that builds solely high-end fighters. The civil side, FalconJet, is unique in that it’s the world's only business jet company that builds solely high-end models (>$30m). Historically, the company’s FalconJet unit was a minority part of the corporation, while the majority came from fighters. But since the 1990s, global wealth creation and France’s shrinking role in world defense (exports, domestic procurement and military operations) had upended Dassault’s business mix. By 1995, the company was routinely delivering more Falcons than fighters.

Reversing Trends Again…

However, 2015 saw the relationship between these two units reversed again. Last year, just 55 Falcon Jets were delivered, about ten fewer than most forecasters expected (me included); 11 fewer than 2014, and the lowest number since 2005. Sales dropped by 72% from 2014 to just 25 Falcons, meaning for the first time since the 1990s the company sold more fighters than business jets. The company sold its first 48 Rafale export planes after three decades of failed sales campaigns. The Falcon backlog fell to 91. The Rafale backlog is now 83 aircraft. Compare this near 1:1 ratio to the backlog in late 2014 (121 Falcons and 43 Rafale, or 3:1 Civil-to-Military). Dassault’s Falcon misfortunes are completely understandable.

Their strongest markets have been resource-rich countries (the Mideast, Russia, Brazil, etc.). In 2015, resource prices, particularly for oil, collapsed. This helped clobber economies and markets. Somehow, the first two weeks of this year saw world stock markets fall by over $3tn, and equities prices have always been linked to business jet demand. Capital flows to emerging markets turned viciously negative last year (about $750bn in the red). According to the IMF, oil exporter countries’ current accounts went from a $600bn surplus a few years ago to almost nothing in 2015. Conflicts in Yemen, Syria, Libya, and against ISIS, domestic procurement requirements, and of course propping up poor allies with defense equipment are big requirements today. Dassault benefited from all of this. Egypt, strangely enough, became the first non-French Rafale operator, because their oil-rich (but cashhemorrhaging) Gulf allies paid for them. Dassault benefitted last year because of another unique aspect of its military business: it’s the only non-US Western fighter prime that has solely domestic content. Buy a Gripen and your engine is from the US. Buy a Eurofighter and you’re buying a plane built by four nations. But if you buy a Rafale, all of its systems are French. Looking at history, there’s no risk of France cutting you off from spares and support. And given France’s active Mideast foreign policy and military presence, the country makes a good strategic partner. This year should see Dassault’s businesses continue to reflect all of these global trends, to an even greater degree. Expect either or both the India and UAE Rafale deals to be signed, adding 36-96 more export sales to the order book. Expect Falcon sales this year to remain weak. MI www.tealgroup.com 

continued on page 26

AVBUYER MAGAZINE – March 2016

www.AVBUYER.com

Aircraft Index see Page 145

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Now Asking: $3,400,000 Landings: 943

Serial Number: 29024 Hours: 3,326 TTAF

Asking Price: $26,950,000 Landings: 1,308

• One U.S. Owner Since New • Engines Enrolled on Honeywell MSP Gold • FANS 1/A, ADS-B Out, WAAS/LPV, TCAS 7.1 • HUD/EVS

• No.3 FMS & No.3 VHF COM • Aircell Gogo Biz Infl ight Internet System

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• One U.S. Owner Since New • Garrett/Jet Center Completion • 7 Auxiliary Fuel Tanks • Empty Weight: 95,112 lbs • 12 certifi ed passenger seats/ sleeps 8

• Three zone Raytheon heating/Air Conditioning • Exo-grid isolated headliner • C1 Check completed April 2015 • Operated Part 91

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2013 Challenger 300

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2010 Falcon 7X

Serial Number: 20415 Hours: 800 TTAF

Asking Price: $15,500,000 Landings: 588

Serial Number: 73 Hours: 2,348

Asking Price: $26,995,000 Landings: 1,196

Serial Number: 9158 Hours: 1,889 TTAF

Now Asking: $16,250,000 Landings: 755

• U.S. Registered & Based Since New - One Owner • Engines enrolled... • Colins Proline 21 Advanced Avionics Suite

• ADS-B Out and TCAS II Change 7.1 • Dual IFIS

• One US Corporate Owner Since New • Engines Enrolled on Pratt & Whitney ESP Gold • APU enrolled on Honeywell MSP Gold • Parts enrolled on FalconCare

• O.C.I.P. Inspection Program • EASy II+ Avionics upgrade • CPDLC FANS1A & ATN, ADS-B Out, TCAS 7.1 • Synthetic Vision

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Serial Number: 2079 Hours: 36 TTAF

Serial Number: 58 Hours: 3,661 TTAF

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Serial Number: 74 Hours: 5,743 TTAF

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2002 Citation CJ2

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Serial Number: 134 Hours: 2,134 TTAF

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ACQUIRED: JANUARY 2016

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MarketIndicators March16.qxp_Layout 1 16/02/2016 12:39 Page 4

BIZAV INTELLIGENCE T MARKET INDICATORS

BizAv Activity - US & Canada January Business Aviation flight activity posted its normal month-over-month seasonal decline, finishing the period down -1.5% from December. Meanwhile ARGUS data indicate that January 2016 posted an increase of 3.0%, year-overyear versus January 2015... January has averaged a -1.3% monthly decline, from December, over the past three years. Results by operational category were down or flat for the month, with Part 91 operators finishing the period up 26 flights from December. The Part 135 market recorded a monthly drop of -2.1%, while the Fractional market saw a decrease of -5.8%. Looking at the aircraft categories, the large cabin market posted the only monthly increase from December, up 4.7%. The small and mid-size cabin markets posted decreases of -1.7% and -2.0% respectively, while turboprop aircraft posted a drop of -3.5%. The largest monthly gain for an individual segment occurred in the Part 135 large cabin segment, up 8.6% from December.

Year-Over-Year

Reviewing year-over-year flight activity (January 2016 vs. January 2015) TRAQPak data indicate an increase of 3.0%, marking the 11th straight year-over-year increase.

The results by operational category saw continued, significant increases in the Part 91 market, which posted an increase of 4.0% overall. The Part 135 market followed with an increase of 2.5% from January 2015. The Fractional market was slightly in the red, down -0.2%. Flight activity by aircraft category was positive across the board, with turboprops

and large cabin aircraft leading the way, both up 5.3%. Small and mid-size cabin jets posted yearly flight activity gains of 1.7% and 0.3% respectively. The largest year-over-year gain for an individual segment occurred in the Part 135 large cabin segment, which saw an increase of 7.4%. MI www.argus.aero

Financing Change Afoot, Says CIT Predicting a number of changes for the business aircraft financing market in 2016, Michael Francis, VP sales (US-East) for CIT Business Aircraft Finance, is monitoring three key areas: aircraft values, interest rates and bank regulations. “Aircraft values have been fairly volatile over the past several years, and residuals may not stabilize in 2016,” said Francis. “A significant challenge for lenders is predicting an aircraft’s value to ensure that the loan has sufficient collateral value protection.” Looking at new aircraft orders and overall transaction activity, there is still uncertainty in the market. “When lenders are unsure where business aircraft values are headed, it creates a challenge for us, especially with lease financing,” Francis said. Additionally, compliance with the ADS-B mandate will affect values of older aircraft and those financed with longer-term deals. “Having the correct avionics to fly in Europe and in the US is a consideration because it is a factor in the residual value of the aircraft.” Interest rates is the second area deserving attention. A rate increase was recently announced by the Federal Reserve. ”Though not a large increase, rates could continue to increase in 26

AVBUYER MAGAZINE – March 2016

years to come,” Francis notes. The financial regulatory environment is also changing. “Regulated banks have implemented the necessary policies and systems that address new regulatory requirements. One change borrowers could see from these new regulations are higher rates, which stem from higher economic reserves banks must place against loans.” Over the past few years some new lenders have entered the market. They’ve been more active outside the US market, but that seems to be changing as they finance older aircraft and credits that regulated banks are not comfortable lending on. MI www.cit.com  continued on page 30

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MarketIndicators March16.qxp_Layout 1 16/02/2016 12:43 Page 5

BIZAV INTELLIGENCE T MARKET INDICATORS

2015 Year-End Used Aircraft Market Review

Key worldwide used aircraft market trends across all aircraft segments were compared December 2015 to December 2014 by JETNET. Here are the findings... Highlighted in Table A (above) are key worldwide trends across all pre-owned aircraft market sectors, as well as 2015 year-end and comparisons to 2014. Most market sectors show higher inventory for sale, with fewer full-sale transactions in 2015 compared to 2014. The Fleet ‘For Sale’ percentages for all market sectors (except for Piston Helicopters and Commercial Airliner Jets) were higher in the December comparisons, with Commercial and Business Turboprops up the most (1.2% and 0.7%, respectively). Across all market sectors, JETNET is reporting 8,296 full retail sale transactions for 2015. In 2014, this number was 8,544, representing a decrease of 248 (2.9%) fewer transactions in 2015. Business Jets had almost 2,500 transactions in 2015, and when combined with Commercial Airliners (1,807 transactions) accounted for 51% of the total of 8,296 transactions recorded last year. Business Jets are taking less time to sell (44 days) than last year. However, there was an 11.6% increase in average asking price, with a 4.3% decrease in retail sale transactions. Business Turboprops decreased 5.9% in retail sale transactions in 2015, with an increase in asking price of 3.0%. Further analysis of the asking price increase has revealed that, on average, newer aircraft were sold in 2015 vs. 2014. In summary, JETNET notes that the recovery in Business Aviation during the post-recession period has been underwhelming. Now that 2016 is here, it is hoped the US Pre-Owned market, along with improvements in the world economy, will continue to push more new aircraft purchases for the new year. As for now, it continues to be a buyer’s market environment, with PreOwned For Sale inventories running at 11.5%. MI www.jetnet.com

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AVBUYER MAGAZINE – March 2016

BUSINESS AVIATION INTELLIGENCE

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Hagerty Gulfstream Market Observations The Hagerty Jet Group’s Gulfstream

Market Update reports 12 large cabin transactions in the past 12 months totalling over $300m, including six G550s changing owners (15% of all transactions for this model in 2015)... The Market Update indicates premiums for new delivery re-sales of G650s that are trending down as supply continues to build. Pre-owned aircraft with new ask prices dipped below $60m for the first time. Meanwhile, strong activity remains in G550/GV/GIV-SP markets with increased trading activity over their respective 2014 numbers, driven in part by large price reductions and value buyers. G450 market stagnation was evident after a strong Q2 2015, added Hagerty. MI www.hagertyjetgroup.com

Fuel Sales Survey Notes 2015 Increases Aviation Business Strategies Group (ABSG)

has released the results of its annual fuel sales survey and forecast, noting an increase in FBO fuel sales in 2015... According to ABSG’s principals, John Enticknap and Ron Jackson, 54% of the aviation service providers in the US reported an increase in fuel sales last year compared with 2014. That continues a trend over the past several years, with 49% noting an increase in 2014 and 43% in 2013. “This is the first time since we started the survey that more than 50% of the respondents experienced an increase in fuel sales over the previous year,” noted Enticknap. “Although the benchmark numbers show a positive trend, nearly 30% of the FBOs participating in our recent survey had a decrease in sales. This is still a fractured marketplace that is showing some positive signs of recovery.” Looking ahead, more than 90% of the respondents to the survey said they expect to see the same or increased fuel sales this year compared to 2015, Jackson added. “If this forecast holds up, 2016 could prove to be a watershed year for the industry,” he predicted. MI www.absggroup.com  continued on page 34 Aircraft Index see Page 145

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2006 BOMBARDIER CHALLENGER 300 S/N 20105

2007 BOMBARDIER LEARJET 45XR S/N 322

• Two Owners Since New • U.S. Registered • 96 Month Inspection & Gear Overhaul Completed November 2014

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2007 BOMBARDIER CHALLENGER 605 S/N 5705

2000 BOMBARDIER LEARJET 60 S/N 169

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MarketIndicators March16.qxp_Layout 1 16/02/2016 12:44 Page 6

BIZAV INTELLIGENCE T MARKET INDICATORS

European Transaction Levels Stable London-based Colibri Aircraft recently published a report on business aircraft sales activity during 2015; a year characterized by large price decreases but a stable level of transactions in terms of the number of aircraft sold. While aircraft sales in the USA remained strong during 2015, Europe was a net seller of aircraft with the three largest markets (Germany, UK and France) all seeing their private jet fleets shrink as the trend towards sales to the US continued. Mid-size aircraft (i.e. Citation Excel and the XLS) held their values quite well and saw a large decline in available inventory as buyers realised the value these aircraft offer. Light Jets held up well in terms of the number of transactions with the Citation Mustang being the highest-selling aircraft to European buyers. The Citation Bravo was the second highest selling aircraft in Europe. There were some sectors that saw major changes. For example the large aircraft market went from being quite resilient to seeing some of the largest price discounts. Of the top 10 selling aircraft to European buyers, seven were light jets, one was mid-size and two were large

cabin aircraft. The high sale of light jets is largely attributable to the incredible value they represent. There were some reasons to be positive. 2015 saw a number of transactions by European buyers for smaller and older aircraft with European lenders providing aircraft finance. Lack of finance has been a huge issue in recent years and the entry of the banks into the older European private aircraft market is a very positive indicator toward a much more buoyant market. Hopefully this trend will see more buyers coming to the market.

Forward-Looking…

So what can be expected for 2016? “We believe the large price decreases of 2015 will continue into 2016,” predicts Oliver Stone, MD, Colibri Aircraft. “However, there will still be strong transaction numbers as the aircraft on offer are of such good value, particularly among the 8+ year-old aircraft that have seen the bulk of their depreciation already. Markets are tough, but deals are happening. Vigilance and persistence will be the name of the game in 2016.” MI www.colibriaircraft.com

CITATION MUSTANG, HIGH-SELLER TO EUROPEAN BUYERS

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In-Service Aircraft Maintenance Condition & Price An Asset Insight analysis conducted on January 29, 2016 covering 91 fixed-wing models and 1,857 aircraft listed for sale revealed an “Excellent” Asset Insight Quality Rating... A slight increase in aircraft Maintenance Exposure was found (see Table A, opposite) along with a 2.5% improvement in average Ask Prices and some improvement in the Maintenance Exposure to Ask Price (ETP) Ratio.

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

improved by 4.6 AI2 basis points to 5.305, compared to last month’s 5.259, on the AIQ Rating scale of -2.5 to 10.

Maintenance Exposure (ATFE Value):

Maintenance Exposure (an aircraft’s accumulated maintenance financial exposure) worsened 1.4% over the past month, increasing by $19k to $1.427m from $1.408m. By aircraft group, the Asset Quality Rating and Maintenance Exposure figures were as follows: • Large Jets: ‘Outstanding’ asset quality – the best among the four groups – and, at 5.516, six AI2 basis point better than last month’s figure. Maintenance Exposure remained relatively unchanged and near the group’s 12month low point. • Medium Jets: ‘Excellent’ asset quality at 5.275, and 3.1 AI2 basis point better than last month’s figure, placing the group in third place. Maintenance Exposure increased/worsened slightly compared to last month, when it registered the group’s 12-month low figure. • Small Jets: Remained in second place with ‘Excellent’ asset quality at 5.311, a 3.2 AI2 basis point improvement over December’s figure. Maintenance Exposure remained relatively unchanged, near the group’s 12-month low/best. • Turboprops: ‘Very Good’ asset quality at 5.067, a 6.3 AI2 basis point increase/improvement. Maintenance Exposure decreased/improved nearly 4%, registering a 12-month best figure.

Exposure to Ask Price (ETP) Ratio

Spread in the ETP Ratio (the aircraft’s Maintenance Exposure divided by its Ask 34

AVBUYER MAGAZINE – March 2016

www.AVBUYER.com

Aircraft Index see Page 145

MarketIndicators March16.qxp_Layout 1 16/02/2016 12:44 Page 7

Price) narrowed nearly 51 percentage points (see Table B), while the average ETP Ratio improved to 51.5% from last month’s 52.3%, generally thanks to increased Ask Prices. Asset Insight considers any figure above 40% to represent excessive Asset Exposure in relation to Ask Price, and the industry average has continually exceeded the 40% level since March 2014. Large Jets: A 0.9% improvement in ETP Ratio at 33.9% versus last month’s 34.2% the lowest/best Ratio among all groups – and a 0.5% Ask Price increase to $15.41m. With Asset Quality just below the group’s 12-month high, it will be interesting to see if values are able to regain lost ground any time soon.

Table A

Table B

Medium Jets: ETP Ratio improved from 55.2% to 53.8%, while Ask Prices increased 4.5% to $3.57m, potentially offering relief to Sellers following five consecutive monthly decreases. Small Jets: The ETP Ratio for Small Jets worsened/increased another 0.7%, to 70.6% from 70.1% (the worst ETP Ratio among the four groups). Small Jets remained in second position relative to Asset Quality, and Maintenance Exposure is near the group’s 12-month low/best figure. However, average Ask Prices have dropped so far – losing another 3.8% this month – that one can only hope this provides Buyers and Sellers sufficient motivation to structure transactions. Turboprops: ETP Ratio remained second best among all sectors for the Turboprops, decreasing to 42.4% from 44.1%, while average Ask Price improved 0.9% to $1.59m – slightly higher than the group’s 12-month average. With Maintenance Exposure posting a 12-month low figure, and Asset Quality registering above the group’s 12-month average, this would seem to be an opportune time for Buyers to act.

Market Summary

Low Ask Prices continue to plague Sellers, while Buyers continue to have some great selections – thanks to generally good Asset Quality combined with relatively low Maintenance Exposure. The traditional Q4 “deal-making” period did not prove to be as robust this year as it was in 2014, so if you are truly in the market for an in-service aircraft, it Advertising Enquiries see Page 4

would be difficult to imagine a better purchasing environment than what exists today. As a Buyer, you still need to do your homework to differentiate low priced assets from those offering good value – lest you unintentionally become an asset’s www.AVBUYER.com

final owner. However, good values are there for the making, and the time and expense involved to delineate good from average assets are neither cumbersome nor costly to obtain. MI www.assetinsightinc.com T March 2016 – AVBUYER MAGAZINE

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GAMA March16.qxp_GAMA DEC05 17/02/2016 09:52 Page 1

BIZAV INTELLIGENCE T OEM SHIPMENTS

GAMA 2015 Year-End Shipment Analysis At times during 2015 it looked like new aircraft shipments were picking up, notes Mike Potts. But the year closed on a flat note, as detailed in GAMA’s year-end 2015 delivery report. Here’s the analysis… nly one segment in GAMA’s 2015 yearend report – business jets – finished ahead of last year…by a paltry 1.6%. The jet total listed in GAMA’s report was 654, compared with 644 last year. Turboprops, as reported by GAMA, were down 7.6%, at 557 units compared to 603 in 2014 and pistons lagged by 6.5%, at 1,056 against 1,129 in the prior year. Aircraft shipments as listed by GAMA totaled 2,267 aircraft, down by 4.6% from 2,376 in 2014. Billings were listed at $20.9 billion, down 4% from $21.8 billion a year ago. Now if you follow these things you could be forgiven for thinking: “Wait a minute…weren’t total

AVBUYER MAGAZINE – March 2016

billings more like $24.5 billion last year? And wasn’t the jet market above 700 units last year?” You’d be right; they were, but Bombardier – the leading OEM of business jets by a substantial margin in rece nt years – didn’t report its Q4 results in time to meet GAMA’s deadline. As it has in the past when confronted with missing data, and locked into a reporting schedule too late to adjust, GAMA moved to create an apples-to-apples comparison by removing the comparable data from the previous year’s report, basing its numbers on the adjusted data. When this has happened before the numbers have been small and di dn’t matter very much. This

www.AVBUYER.com

Aircraft Index see Page 145

GAMA March16.qxp_GAMA DEC05 17/02/2016 10:08 Page 2

time, however, the size of the missing data is large – 78 airplanes worth $2.7 billion. That’s the total Bombardier reported in Q4 2014. The unfortunate result is that several of the key metrics in GAMA’s 2015 delivery report, including total shipments, total billings and total jet deliveries are simply wrong, possibly by quite a wide margin. We’ll update in next month’s Market Indicators section when Bom bardier reports. In the meantime there’s still plenty of interest to find in analyzing the details of the report as issued.

The Jet Market Looking at the specifics of the jet market, there’s a lot going on. A new jet manufacturer, Honda, has joined the list, so there are now nine OEMs reporting to GAMA. Among them, five had improved results for the year, three lost ground, and one (Bombardier) of course remains to be seen. For the quarter, however, only two had improved results, two matched their 2014 performance, four lost ground and one is unknown. Clearly Q4 2015 was a disappointment for the jet market. Barring a complete collapse, Bombardier will finish first in jet deliveries, probably with around 200 units. Cessna will be in second place with 166, up 4.4% from the 159 it reported in 2014. For Cessna to overtake Bombardier, the Montreal-based company would have to report fewer than 31 Advertising Enquiries see Page 4

deliveries in Q4. Considering that Bombardier’s weakest quarterly delivery in 2015 was 43 units, such a result seems extremely unlikely. Cessna’s second place finish came on a fairly strong Q4 surge – 36.14%, which amounted to 60 units – and that carried it past Gulfstream, which had been in second place at the end of Q2 and Q3. Even a modest surge would have seen Gulfstream finish in second place, but it had none. In fact, just 24.67% of Gulfstream’s total (38 units) came in Q4. That was four fewer than in 2014 when it had 42 Q4 deliveries. Gulfstream finished the year with 154 units, four ahead of the 150 it reported in 2014. Gulfstream may have finished third in unit deliveries but was solidly in first place in billings, w ith a total exceeding $8.2bn. Bombardier will be second – the only real question being by how wide the margin? At the end of Q3 Bombardier’s billings totaled $5.06bn. Based on its delivery-number and billings totals earlier in the year, a Q4 with more than 87 deliveries will be required to match Gulfstream’s billings. That would amount to a surge of more than 39% (not impossible, but given the apparent ove rall weakness of the jet market in Q4, unlikely). Embraer was solidly in fourth place for jet deliveries with 120 for the year and 45 for the quarter. That compares with 116 for the year and 52 in Q4 2014. Dassault was fifth with 55, down from 66 a year ago. The GAMA report lists 37 shipments for Dassault in Q4, but earlier this year Dassault changed its reporting procedure and now only reports every Q2 a nd Q4, so what appears to be a strong Q4 is really a total for a six-month period. Sixth place in jet deliveries is held by Boeing, will 11 BBJs for the year, up one from its 2014 total of 10. One Aviation, formerly Eclipse, was in seventh place with seven deliveries, down from 12 a year ago. One’s prior year-total was impacted by having work-in-process inventory when the company resumed operations, so the apparent shortfall this year is a little misleading and should be discounted. Airbus finished in eighth place with four deliveries, down from five a year ago. Honda brought up the rear in the jet market with two deliveries. These came as the Japanese company finally attained FAA certification for its jet in the final two weeks of the year. Honda has a lot of inventory ready to go, and is likely to see to tal deliveries in the mid-30 range for 2016.

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

“Among them, five had improved results for the year, three lost ground, and one (Bombardier) of course remains to be seen.”

The Turboprop Market In the turboprop segment, discounting the agricultural airplanes, the results are better than GAMA’s headlines suggest. Single-engine business turboprops finished slightly ahead of last year, with 295 deliveries compared with 293 in 2014. Twin turboprops, however, finished a little behind – 120 in 2015 against 129 the year before. Totaled, t hen, www.AVBUYER.com



March 2016 – AVBUYER MAGAZINE

GAMA March16.qxp_GAMA DEC05 17/02/2016 09:57 Page 3

BIZAV INTELLIGENCE T OEM SHIPMENTS

“The turboprop market came in a little under the 425 to 430 units we had forecast...”

traditional business turboprops closed out the year with 415 deliveries, compared with 422 in 2014 (-1.66 %). The turboprop market came in a little under the 425 to 430 units we had forecast, with five of the nine turboprop builders reporting better numbers than a year ago. The leading turboprop manufacturer is Textron’s Beechcraft unit, with 117, followed by Textron stablemate Cessna with 102. The Beech total was down from the 127 reported last year, but Cessna’s total was up by 8.51% over 94 deliveries last year. Third in turboprop shipments was Pilatus down two from 76 in 2014 to 74 in 2015, followed by DAHER in fourth place with 55, up from 51 the year before. Somewhat surp risingly, Quest squeezed out Piper for fifth place with 32 units, up from 30. Piper finished with 27, down from 36 the year before. Pacific Aero was seventh with five deliveries, up from four last year, followed by Piaggio (which usually reports only at year-end) with three, up from two. Extra, which delivered two business turboprops in 2014, made none this year.

Piston Summary The piston segment was off for the first time since 2010, although that was not a huge surprise since it had been lagging through much of last year. Pistons actually finished a little ahead of the 1,010-1,025 units we were expecting, with a total of 1,056. We can only hope that a downturn in the piston market doesn’t herald coming weakness in turbine aircraft, which it has so often done in the past. Cirrus led the piston market with 301 deliveries, followed by Cessna with 271. Cessna’s total was spurred by a Q4 surge totaling almost 41%, with 111 deliveries coming in Q4. Other piston OEMs with significant delivery numbers were Diamond with 97 singles plus 46 twins; Tecnam with 68 singles and 21 twins; Piper with 86 singles and 25 twins; Textron Beechcraft with 23 singles and 18 twins; and Extra with 27 singles. Regardless of Bombardier’s final result (likely 75-80 units), 2015 will go down as yet another year when strong recovery continued to elude the Business Aviation aircraft market… View GAMA’s Year End 2015 Shipment Report in full on page 46

Airplane shipments 1, 2, 6 Manufactured Worldwide Q1

YTD

SINGLE-ENGINE PISTON

176

234

230

306

946 110

MULTI-ENGINE PISTON

TOTAL PISTON AIRPLANES

193

271

255

337

1,056

SINGLE-ENGINE TURBOPROPS

100

148

437

MULTI-ENGINE TURBOPROPS

120

TOTAL TURBOPROP AIRPLANES

117

130

127

183

557

BUSINESS JETS

134

171

160

189

654

TOTAL TURBINE AIRPLANES

251

301

287

372

1,211

GRAND TOTAL AIRPLANE SHIPMENTS 444

572

542

709

2,267

GRAND TOTAL AIRPLANE BILLINGS

$5,857,035,262

$5,252,505,756

$5,239,058,368

$20,938,447,726

$4,589,848,340

Airplane shipments 1, 2, 6 Manufactured US3 Only Q1

YTD

SINGLE-ENGINE PISTON

117

173

180

270

740

MULTI-ENGINE PISTON

TOTAL PISTON AIRPLANES

121

182

192

288

783

SINGLE-ENGINE TURBOPROPS

303

MULTI-ENGINE TURBOPROPS

117

TOTAL TURBOPROP AIRPLANES

103

126

420 378

BUSINESS JETS

119

TOTAL TURBINE AIRPLANES

175

192

186

245

798

GRAND TOTAL

296

374

378

533

1,581

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 is included in civil make-model shipment total, but not summary tables. 7. Airbus and Boeing twin aisle shipments are identified in the report, but their value is not included in the calculation of billings. 8. Bombardier Q4 aircraft delivery data will only be available when Bombardier Inc. announces its financial results for 2015 on Thursday, Feb. 18, 2016. GAMA will update its 2015 aircraft shipment report shortly thereafter. 9. Mahindra Aerospace and the Airvan 8 were previously reported as GippsAero Pty. Ltd. and the GA-8 Airvan. 10. DAHER was previously reported as SOCATA.. 11. Dassault reports combined civil airplane deliveries twice a year in accordance with company financial reporting procedures. 12. Textron Aviation was formed on March 14, 2014 and includes shipments by Beechcraft Corporation and Cessna Aircraft Company combined. 13. ONE Aviation Corp. was previously reported as Eclipse Aerospace Inc.

AVBUYER MAGAZINE – March 2016

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EXCLUSIVELY REPRESENTED BY

1997 GULFSTREAM G-V

2007 GULFSTREAM G450

SERIAL NUMBER 525 – REGISTRATION VT-SMI

SERIAL NUMBER 4094 – REGISTRATION M-ABRJ

FRESH 1C & 2C INSPECTIONS, NEW PAINT & INTERIOR 2011, HD-710 SWIFT BROADBAND, FORWARD GALLEY & CREW REST, SPACIOUS CUSTOMISED 19 PASSENGER LOUNGE STYLE CABIN, 6 INDIVIDUAL CLUB SEATS & 4 DIVANS

ENGINES ON ROLLS ROYCE CORPORATE CARE, APU ON HONEYWELL MSP, AVIONICS ON HONEYWELL AVIONICS PROTECTION PLAN (HAPP), HONEYWELL MECHANICAL PROTECTION PLAN (MPP), EASA CAPABLE, NO DAMAGE HISTORY, ONE OPERATOR SINCE NEW, ENHANCED SOUNDPROOFING

2010 DASSAULT FALCON 7X

2007 DASSAULT FALCON 900EX EASy

SERIAL NUMBER 82 – REGISTRATION M-YNNG EASY II+ COCKPIT, AIRFRAME ON FALCONCARE, ENGINES ON ESP PLATINUM, APU ON MSP GOLD, ENROLLED ON DASSAULT FALCON BROADCAST, EASA / EU-OPS 1 CERTIFIED, ONE OWNER SINCE NEW, CPDLC & FANS 1/A, ADS-B OUT, HONEYWELL MCS-7120 SWIFT BROADBAND, ROCKWELL COLLINS TAILWIND 500 SATELLITE TV

2011 BOMBARDIER GLOBAL XRS SERIAL NUMBER 9420 – REGISTRATION M-GSKY

SERIAL NUMBER 174 – REGISTRATION N789ZZ LOW TIME, U.S. REGISTERED, ENGINES AND APU ENROLLED ON MSP, EASy II UPGRADE, PART 135 CERTIFIED, NEW PAINT 2012

2010 EMBRAER LEGACY 650 SERIAL NUMBER 14501126 – REGISTRATION JY-CMC

ENGINES ON ROLLS ROYCE CORPORATE CARE, ONE OWNER SINCE NEW, NEVER CHARTERED, EASA / EU-OPS 1 CERTIFIED, DUAL SWIFT 64 BROADBAND (WIFI), BATCH 3 UPGRADES, FANS 1/A, TCAS 7.1, ENHANCED VISION SYSTEM (EVS), HEAD-UP DISPLAY (HUD)

ONE OWNER SINCE NEW, ENGINES ON ROLLS ROYCE CORPORATE CARE, APU ON JSSI, EASA & EU-OPS1 CERTIFIED, 13 PASSENGER INTERIOR, FORWARD & AFT LAVATORY, TWO DVD PLAYERS, ACAS II (TCAS II WITH CHANGE 7), FRESH L8 INSPECTION FEBRUARY 2015

2009 EMBRAER LEGACY 600

2009 CESSNA CITATION SOVEREIGN

SERIAL NUMBER 14501091 – REGISTRATION VP-CAA

SERIAL NUMBER 680-0276 – REGISTRATION G-CPRR

LOW TIME & CYCLES, ENTERED SERVICE 2009, PRIMUS ELITE AVIONICS, AIRFRAME ON EMBRAER EXECUTIVE CARE ENHANCED PROGRAMME, ENGINES ON ROLLS ROYCE CORPORATE CARE, WI-FI SWIFT BROADBAND, REFRESHED INTERIOR 2014, NEW EXTERIOR PAINT 2014 (DUNCAN)

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2015 GULFSTREAM G650ER

2012 GULFSTREAM G650ER

SERIAL NUMBER 6144 – REGISTRATION N650GY

SERIAL NUMBER 6007 – REGISTRATION N288WR

U.S. REGISTERED, PART 135 COMPLIANT, FORWARD GALLEY & CREW REST, HONEYWELL SWIFT BROADBAND DATA SYSTEM, HONEYWELL LSZ-860 LIGHTNING SENSOR SYSTEM, SATCOM DIRECT – DATALINK SERVICE PROVIDER, RUNWAY AWARENESS ADVISORY SYSTEM (RAAS), PREDICTIVE WINDSHEAR, FANTASTIC PEDIGREE, ALWAYS HANGARED, BIDET SPRAYER IN AFT LAVATORY

IN SERVICE DECEMBER 2012, U.S. REGISTERED, FORWARD GALLEY & CREW REST, ENGINES ENROLLED ON ROLLS ROYCE CORPORATE CARE, APU ENROLLED ON MSP, 42” MONITOR IN AFT STATEROOM, HONEYWELL SWIFT BROADBAND, SATELLITE DIRECT TV, ONE OWNER SINCE NEW

2015 GULFSTREAM G650

SERIAL NUMBER 6143 – REGISTRATION D-ADSK

SERIAL NUMBER 6115 – REGISTRATION N615GD

EASA & EU OPS CERTIFIED, HONEYWELL LSZ-860 LIGHTNING SENSOR SYSTEM, RUNWAY AWARENESS ADVISORY SYSTEM (RAAS), WEATHER RADAR PREDICTIVE WINDSHEAR, HONEYWELL SWIFT BROADBAND DATA SYSTEM

FORWARD GALLEY, DELIVERY TIME ONLY, PART 135 CERTIFIED, ALMOST $3.8M USD WORTH OF OPTIONS INC; CUSTOM GALLEY & DIVAN TO BED CONVERSION, CUSTOM CREDENZA WITH 32” LCD MONITOR, BBML, SWIFT BROADBAND, M-TEQ MOOD LIGHTING SYSTEM, HONEYWELL LIGHTNING SENSOR SYSTEM, RUNWAY AWARENESS ADVISORY SYSTEM, PREDICTIVE WIND-SHEAR SYSTEM

2014 GULFSTREAM G650

2011 GULFSTREAM G550

SERIAL NUMBER 6110 – REGISTRATION VP-BBF

SERIAL NUMBER 5321 – REGISTRATION N891E

IN SERVICE APRIL 2015, FORWARD GALLEY, ENGINES ON ROLLS ROYCE CORPORATE CARE, APU ON MSP, ENHANCED VISION SYSTEM, RUNWAY AWARENESS ADVISORY SYSTEM (RAAS), WEATHER RADAR PREDICTIVE WINDSHEAR, HEADS UP DISPLAY, LIGHTNING SENSOR, EASA EU OPS CERTIFIED, GULFSTREAM BBML INTERNET, HONEYWELL SWIFT BROADBAND, AIRCELL IRIDIUM SATELLITE TELEPHONE SYSTEM, HONEYWELL AIS-2000 MULTI-REGION AIRBORNE INFORMATION SYSTEM

U.S. REGISTERED, PART 91 PRIVATELY OPERATED, FORWARD GALLEY, 4 CABIN ZONES, ALBERTO PINTO DESIGNER INTERIOR, BBML, LOW TOTAL TIME, ENGINES ON ROLLS ROYCE CORPORATE CARE, APU ON HONEYWELL MSP

2008 GULFSTREAM G550

SERIAL NUMBER 5191 – REGISTRATION D-AJJK

SERIAL NUMBER 5218 – REGISTRATION VQ-BGN

IN SERVICE SEPTEMBER 2008, ONE OWNER SINCE NEW, NO DAMAGE HISTORY, EASA EU OPS CERTIFIED, ENGINES ON ROLLS ROYCE CORPORATE CARE, APU ON JSSI, AIRFRAME ON JSSI TIP-TO-TAIL, GULFSTREAM PLANEVIEW ENHANCED NAVIGATION (CPDLC, WAAS, LPV, FANS 1/A), SYNTHETIC VISION, EVS, HUD, RUNWAY AWARENESS ADVISORY SYSTEM (RAAS), FRESH 1C, 3C & 6C INSPECTIONS

IN SERVICE JUNE 2009, EASA & PART 135 CAPABLE, ENGINES ON ROLLS ROYCE CORPORATE CARE, APU ON MSP, AVIONICS ON HAPP, GULFSTREAM PLANEVIEW ENHANCED NAVIGATION, SYNTHETIC VISION, CPDLC, EVS, HUD, RUNWAY AWARENESS ADVISORY SYSTEM (RAAS), FRESH 500/1000/3000 HOUR & 12/24 MONTH INSPECTIONS, HONEYWELL AIS-2000 SATELLITE TV

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GAMA March16.qxp_GAMA DEC05 17/02/2016 10:53 Page 5

BIZAV INTELLIGENCE T OEM SHIPMENTS

2015 Year-End Airplane Shipment Report

MAKE & MODEL

GRAND TOTAL SHIPMENTS

444

GRAND TOTAL AIRCRAFT BILLINGS $4,589,848,340 AIRBUS CORPORATE JETS

YTD

572

542

709

2,267

$5,857,035,262

$5,252,505,756

$5,239,058,368

$20,938,447,726

ACJ318

ACJ319

ACJ320

1 0

ACJ321

ACJ330

TOTAL UNITS

TOTAL BILLINGS7

$68,000,000

$91,000,000

$83,000,000

$242,000,000

AMERICAN CHAMPION AIRCRAFT 7EC CHAMP

7ECA CITABRIA AURORA

7GCAA CITABRIA ADVENTURER

7GCBC CITABRIA EXPLORER

8GCBC SCOUT

8KCAB SUPER DECATHLON

8KCAB XTREME DECATHLON

TOTAL UNITS

TOTAL BILLINGS

$1,462,400

$799,700

$1,377,400

$987,600

$4,627,100

BOEING BUSINESS JETS

BBJ BBJ 2

BBJ 3

B777-300ER

B787-8

B787-9

TOTAL UNITS

TOTAL BILLINGS7

$58,500,000

$117,000,000

$192,000,000

$367,500,000

BOMBARDIER LEARJET 70 / 75

N/A

LEARJET 60XR

N/A

CHALLENGER 350

N/A

CHALLENGER 605

N/A

GLOBAL 5000 / 6000

N/A

CL850 / 870 / 890

N/A

TOTAL UNITS

N/A

135

TOTAL BILLINGS

$1,656,800,000

$1,841,300,000

$1,564,100,000

N/A

$5,062,200,000

CIRRUS AIRCRAFT CIRRUS SR20

CIRRUS SR22

128

CIRRUS SR22T

142

TOTAL UNITS

301

TOTAL BILLINGS

$30,597,388

$53,562,446

$65,638,610

$71,218,840

AVBUYER MAGAZINE – March 2016

www.AVBUYER.com

$221,017,284 Aircraft Index see Page 145

GAMA March16.qxp_GAMA DEC05 17/02/2016 10:00 Page 6

MAKE & MODEL DAHER

YTD

SOCATA TBM 900

TOTAL UNITS

$41,700,000

$53,100,000

$41,700,000

$72,170,000

$208,670,000

TOTAL BILLINGS DASSAULT FALCON JET

5, 11

2000S / 2000LXS / 900LX / 7X

N/A

TOTAL UNITS

N/A

$212,000,000

$421,000,000

N/A

$654,000,000

$1,287,000,000

TOTAL BILLINGS DIAMOND AIRCRAFT

5, 6

HK-36

DA20-C1

DA40 (ALL)

DA42 (ALL)

DA62

TOTAL UNITS

144

TOTAL BILLINGS

$14,979,075

$21,047,700

$13,368,000

$14,105,725

$63,500,500

DISCOVERY AVIATION XL2

TOTAL UNITS

TOTAL BILLINGS

EMBRAER

PHENOM 100E

PHENOM 300

LEGACY 450

LEGACY 500

LEGACY 600 / 650

LINEAGE 1000 / E190 HEAD STATE 0

SHUTTLES (ERJs AND E-JETS)

TOTAL UNITS

120

TOTAL BILLINGS

$124,746,000

$403,451,000

$406,458,000

$696,127,000

$1,630,782,000

EXTRA AIRCRAFT EA300

TOTAL UNITS

$2,340,000

$3,120,000

$2,340,000

$2,730,000

$10,530,000

GULFSTREAM 150 / 280

GULFSTREAM 450 / 550 / 650

120

TOTAL BILLINGS GULFSTREAM AEROSPACE CORP.

TOTAL UNITS

154

TOTAL BILLINGS

$1,711,660,000

$2,260,240,000

$2,107,250,000

$2,125,230,000

$8,204,380,000

HONDA AIRCRAFT COMPANY

HA-420 HONDAJET

TOTAL UNITS

$9,000,000

TOTAL BILLINGS MAHINDRA AEROSPACE ,AIRVAN

TOTAL UNITS

TOTAL BILLINGS

$3,634,800

$2,907,840

$726,960

$10,177,440

MAULE AIR, INC. MX-7-180B

M-9-235

TOTAL UNITS

TOTAL BILLINGS

$769,814

$259,958

$2,339,662

$3,369,434

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 47

GAMA March16.qxp_GAMA DEC05 17/02/2016 10:00 Page 7

BIZAV INTELLIGENCE T OEM SHIPMENTS

MAKE & MODEL

YTD

MOONEY INTERNATIONAL CORP M20R OVATION

M20TN ACCLAIM

TOTAL UNITS

TOTAL BILLINGS

$659,000

$3,013,000

$1,411,000

$2,972,000

$8,055,000

ONE AVIATION CORP.

ECLIPSE 550

TOTAL UNITS

TOTAL BILLINGS

$6,374,500

$3,105,250

$6,265,800

$6,280,750

$22,026,300

TOTAL UNITS

TOTAL BILLINGS

$1,900,000

$5,700,000

$9,500,000

PACIFIC AEROSPACE LTD PAC 750XL

PIAGGIO AERO P.180 AVANTI EVO

TOTAL UNITS

TOTAL BILLINGS

$7,395,000

$14,790,000

$22,185,000

PILATUS PC-6 PC-12

TOTAL UNITS

TOTAL BILLINGS

$32,984,000

$53,992,000

$89,528,000

$161,004,000

$337,508,000 20

PIPER AIRCRAFT, INC 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 MIRAGE M350

PA-46R-350T MATRIX

PA-46-500TP MERIDIAN M500

TOTAL UNITS

138

TOTAL BILLINGS

$23,873,253

$28,925,595

$29,114,913

$36,520,656

$118,434,417

KODIAK 100

TOTAL UNITS

TOTAL BILLINGS

$9,875,000

$13,825,000

$15,800,000

$23,700,000

$63,200,000

QUEST AIRCRAFT COMPANY

TECNAM AIRCRAFT ASTM - LSA

102

P2002JF

P92JS

P2002JR

P2008JC

P2006T

P2010P TWENTY TEN

TOTAL UNITS

191

TOTAL BILLINGS

$9,051,256

$11,454,439

$7,464,669

$4,909,892

$32,880,256

TEXTRON

4,5

- BEECHCRAFT CORPORATION

BONANZA G36

BARON G58

KING AIR C90GTX

KING AIR 250

KING AIR 350i / ER

AVBUYER MAGAZINE – March 2016

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Aircraft Index see Page 145



Elliott March.qxp_Layout 1 15/02/2016 15:52 Page 1

GAMA March16.qxp_GAMA DEC05 17/02/2016 11:04 Page 8

BIZAV INTELLIGENCE T OEM SHIPMENTS

MAKE & MODEL TOTAL UNITS TOTAL BILLINGS (BEECHCRAFT) TEXTRON

4,5

YTD

158

$168,827,800

$208,674,683

$202,242,110

$256,971,488

- CESSNA AIRCRAFT COMPANY

CE-172S SKYHAWK SP

143

CE-182T SKYLANE

CE-T206H TURBO STATIONAIR

CE-240 TTx

CE-208 CARAVAN 675

CE-208B GRAND CARAVAN EX

CE-510 CITATION MUSTANG

CE-525 CITATION M2

CE-525B CITATION CJ3+

CE-525C CITATION CJ4

CE-560 CITATION XLS+

CE-680 CITATION SOVEREIGN+

CE-680A CITATION LATITUDE

CE-750 CITATION X+

6 539

TOTAL UNITS

127

110

212

TOTAL BILLINGS (CESSNA)

$373,720,000

$440,049,000

$452,965,000

$776,424,500

TOTAL BILLINGS (COMBINED)

$542,547,800

$648,723,683

$655,207,110

$1,033,395,988

$2,879,874,580 6

WACO AIRCRAFT COMPANY 2T-1A-2

YMF-5D

TOTAL UNITS

TOTAL BILLINGS

$1,063,000

$1,125,000

$847,000

$830,000

$3,865,000

GRAND TOTAL CIVIL AIRCRAFT SHIPMENTS

444 GRAND TOTAL AIRCRAFT BILLINGS $4,589,848,340

572

542

709

2,267

$5,857,035,262

$5,252,505,756

$5,239,058,368

$20,938,447,726

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AVBUYER MAGAZINE – March 2016

For more information, please log on to jetnetiq.com or contact Susan Brogan, JETNET iQ Director of Special Programs, at susan@jetnet.com. For JETNET LLC, log on to jetnet.com or contact Paul Cardarelli, JETNET Vice President of Sales, at 800-553-8638 (USA) or paul@jetnet.com; International inquiries, contact Karim Derbala, JETNET Managing Director of Global Sales, at 41.0.43.243.7056 or karim@jetnet.com

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Aircraft Index see Page 145

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BIZAV INTELLIGENCE T AVIATION LEADERSHIP ROUNDTABLE

Waxing Lyrical About Market Realities

Key Advice for Today’s Aircraft Sellers What have Meghan Trainor’s hits got to do with the Business Aviation industry? Jay Mesinger finds himself applying lyrics to the realities of the used jet sales process.

ew aircraft delivery delays, OEM layoffs (due to a reduction in orders), slower growth reported by most industry analysts and bank reporting arms, continued pricing pressures and emerging market paralysis… These are somber times within the Business Aviation industry, but it’s also time to add a little levity to the outlook…

I’m Gonna Love You like I’m Gonna Lose You

Performed by Meghan Trainor and John Legend, the title implies a changed methodology of how to love someone. Might you love them or treat them differently if you could lose them? You wouldn’t take them for granted. You might respect them more… So how does this possibly apply to an aircraft transaction? If you are a seller and you have a real buyer that’s identifiable, qualified and doing all the right things, ‘love them like you’re gonna lose them’. Treat them with the respect they deserve. Work diligently to keep them in the deal. Please don’t compromise the integrity of a transaction. By that I mean that you should never veer from usual and customary practices or take risks in a contract that make the transaction one-sided. Be prepared to build a transaction that may ultimately be for less money than you wanted, but is correct for today’s pricing realities. Rather than just say ‘no’ to what seems a low price, or be unwilling to fix what needs to be fixed because you feel the price is too low (and therefor the buyer should just take the airplane as it is), work diligently to keep the deal alive. Typically, that is unlikely to happen to you, but preparing a pricing scheme that embraces the realities of today with your trusted aircraft professional is critical. Bottom line is, ‘love them like you’re gonna lose them’. Don’t dare lose a real deal with a real, qualified buyer!

It's All About that Bass

Consider another Meghan Trainor song, this time focusing on what’s really important – but in this case let’s substitute the word ‘Bass’ for ‘Price’. Today it’s not about all the other noise surrounding an aircraft—it’s just about price. Don’t misunderstand me. I don’t mean that great pedigree, wonderful turnkey cosmetics and upgraded equipment don’t have value. I’m not implying these are just ‘noise’. I do mean that the way a buyer values them today won’t necessarily add bottom line value when you sell. More than likely these features will help the airplane sell faster than one that cannot boast these items. The days of adding dollar-for-dollar amounts to the bottom line of the airplane price for special features are long-gone. I wish I could say that buyers are willing to pay more for more, but 54

AVBUYER MAGAZINE – March 2016

they’re very concerned about the continued market price declines. These are predictable and easy to track at somewhere between 7-10% annually. This predictability (at least for now) characterizes a very different landscape than the 2008-time period when the bottom was falling away and the global business conditions were in entirely uncharted territory. Today there’s a more stable floor for aircraft values. The problem is that the greatest number of market entrants came into our industry as aircraft owners between 2000 and 2007, a period of enormous industry growth. The emerging markets were booming, and it seemed like the golden era would continue forever. This growth cycle would change the valuation component of the annual residual loss rate. For all those first time entrants who entered the market with the belief that airplanes went up in value each year, or could at least be treated like commodities contrary to the reality of them being depreciating assets, this is a new era. This is reality.

Back to the Beat

Returning to the music, if you have an opportunity to sell to a real buyer who you can identify – if the transaction is not a convoluted maze obscuring the actual buyer and you have a contract that the Escrow agent signs off on and acknowledges that the deposit paid can be bound to the contract signed – hold on to the people involved, as the song says. If you’re trying to decide how to price the airplane and you believe you can get more if you ask for more, and you’re not acknowledging the reality of the selling comps around you, then you’re ignoring the message of the second song. Crank up the volume, sit back, listen carefully to the messages and get ready to sell. There are buyers and they’re willing to complete a transaction. However, they’re not going to be willing to over-pay or have terms and conditions that are not usual and customary. They want the same thing you want as a seller. A fair deal given today’s market is a deal that has all the right and balanced safeguards for both sides. Remember there is no award given for the aircraft that has been on the market the longest. T

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Jay Mesinger is the CEO and Founder of Mesinger Jet Sales. With 40 years’ experience in the aircraft resale market, Jay also serves on the Jet Aviation Customer and Airbus Corporate Jets Business Aviation Advisory Boards (BAAB). Contact him at jay@jetsales.com Aircraft Index see Page 145

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BOARDROOM T CASE STUDY

High Flyer’s Interview

Business Aviation Lifts Apogee Physicians to New Heights in Hospital Medicine For Apogee Physicians, Business Aviation plays a critical role in providing high quality care to its hospital partners and their patients, as its Founder and sole shareholder reveals to Rani Singh… n 2002, Dr. Michael Gregory founded Apogee Physicians with two doctors in a single hospital. Since that time Apogee has flourished and expanded to over 700 hospitalists, who annually manage over 1.3 million patient encounters across the United States. “Success begets success,” Dr. Gregory reflects. “The reward for a job well done is more hard work and greater opportunity. As we expand, more hospitals recognize the quality of care Apogee delivers and seek us out to care for their patients. Right now, today, Apogee is caring for 5,000 people within our partner hospitals. “Having managed over 10 million patient encounters, Apogee understands best practices and provides its hospital partners and their patients with high quality, effective care.”

AVBUYER MAGAZINE – March 2016

BizAv: Access All Areas

Unsurprisingly, Apogee finds Business Aviation critical to its business model. “In many corporate flight departments, intervals are a bit of a problem,” Dr. Gregory remarks. “People change their minds, their businesses go up and down, and they open and close flight departments. That’s not our experience. In fact the first two pilots I ever hired still work for me, and our flight team has expanded to six pilots.” Initially, the group flew commercially, but many of its hospitals aren’t served by the scheduled airlines. “We were flying to commercial hubs and then driving,” Dr. Gregory recalls. “Sometimes it would take a day or two to make one visit to a hospital. With our growth trajectory and number of hospital partners, flying via the commercial airlines simply wasn’t responsive enough or effective.

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Aircraft Index see Page 145

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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.

DR MICHAEL GREGORY

“When hospitals decide to contract for hospitalist services, it’s a very big decision for them and may require several interactions before a decision is made,” he adds. “Cultural fit is often a key factor, so for these meetings to be effective they must be done in person, conference calls simply aren’t adequate. As such, the travel schedule is pretty hectic. “Early in our company history I recognized the advantage of Business Aviation. I think our company was about two years old when we started chartering for specific trips and specific needs. We found, however, our travel needs quickly exceeded chartering responsiveness and economics, and in 2005 we made the decision to purchase an aircraft— a nine-year-old Hawker 800.” For nearly five years the Hawker put in around 400-500 hours annually. “As our team and business Advertising Enquiries see Page 4

grew our travel requirements expanded beyond what the Hawker could satisfy, so in 2007 we bought a Cessna Citation V. Shortly thereafter, we sold the Hawker 800 and bought a Bombardier Challenger 605. It wasn’t too long before our needs exceeded the capacity of two airplanes and we added a Hawker 850 to the fleet. “One year ago this month, we traded in the Challenger 605 for a Bombardier Global Express.” Today, Apogee Physicians’ fleet consists of the Citation V, Hawker 850 and Global Express.

“Early in our company history I recognized the advantage of Business Aviation. I think our company was about two years old when we started chartering...”

BizAv: Centralizing Factor

Dr. Gregory flies the Global about 200 days a year (around 450-600 hours). “I still go on most of our business development trips, meeting clients. The other two airplanes are used by my senior executives,  www.AVBUYER.com

March 2016 – AVBUYER MAGAZINE

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BOARDROOM T CASE STUDY

primarily for operational support. “A key Apogee advantage is all of my operational executives are physicians, which means physicians report to physicians who genuinely understand the requirements and pressures of being at the patient’s bedside. While we operate in 32 states, instead of having corporate offices all over the US, our aircraft allow us to centralize our offices and keep our teams together. “Instead of having my division presidents consuming a couple days navigating commercial airports and driving several hours to visit a single hospital, our guys can do more with a private airplane in a couple days than they can do in weeks flying commercially. So for us, it really is about time-saving and being responsive to our hospital-partners.” A strong testament to the validity and utility of corporate aircraft is Apogee’s status as a private company, 100% owned by Dr. Gregory. “Every dollar spent on corporate aviation by Apogee is a dollar that I don’t get,” stated Dr. Gregory. “Unlike many CEOs working for big publiclytraded companies that enjoy broad capital support, I invest my own money in Corporate Aviation because I believe it’s worth it. It’s expensive. It’s not cheap, but it’s instrumental in our success.” In addition to efficiency and responsiveness, Dr. Gregory finds that the business jets help in moving his executives and teams around so they can be where they need to be and not be perpetually exhausted. “It’s important that they have a decent work-life balance, so they can be home and involved in their families and communities. “Since we hold ourselves to a high standard and provide superior support to our hospital-partners and our program-level teams, our executives need to be in the field; as such, our aircraft allow them to do so and maintain a high quality of life at home. I always tell our clients, ‘if you need me, there’s no place I can’t be that’s more than four hours from where I am standing right now. That’s a powerful message.”

Hospitalist Benefits from BizAv

“It’s pretty unusual for us to move physicians around to see our patients,” Dr. Gregory notes. “We have had two of our hospitals destroyed by tornadoes; one in Missouri and the other in Illinois. By the grace of God, none of our physicians were harmed. In both of those instances, within a couple hours of the tornado dissipating, we used our airplanes to bring not only additional physicians to the communities but also much needed relief supplies.” At Apogee, corporate aircraft primarily support the business and administration of providing hospitalist services and efficiently delivering Apogee’s promise of ‘Safety, Service, Quality and Value’. Dr. Gregory explained that good talent is hard to find, whether you’re Google or Apogee. He cites the example of a 350-bed hospital in a location that does not have good commercial air travel… “Just recently on a Tuesday, I got a call from the 58

AVBUYER MAGAZINE – March 2016

Hospital CEO who described the problems he was having with the staff (working for different groups) at his hospital. He was afraid if he stopped using the groups the doctors would leave. I told him I would have a team there within 48 hours. “On Thursday morning, I had an entire team onsite meeting with these physicians, and analyzing the business model for the hospital. Before leaving on the same Thursday, we presented the hospital with a formal proposal and provided employment contracts to the physicians. “In less than two days from receiving the CEO’s call, we had a full team onsite, did all the analytics, analyzed the business model, met with the physicians and presented the hospital with a formal proposal. Without the airplane it simply would not have been possible. That’s corporate aircraft efficiency!” T More information from https://apogeephysicians.com/ With thanks to Yasaman Ahmadzai who helped prepare this article.

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“...instead of having corporate offices all over the US, our aircraft allow us to centralize our offices and keep our teams together.” Aircraft Index see Page 145

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BOARDROOM T OWNERSHIP

Aviation Consultants Who Needs Them? David Wyndham offers an insightful look at the work of consultants in Business Aviation with reference to the practice of his firm… FIG. A: CONCAVE OR CONVEX?

here’s an old joke that a consultant is someone you pay to borrow your watch so he or she can tell you what time it is. In some ways, there is truth in that statement. It depends upon how you approach and use a consultant. Is the consultant simply telling you what’s obvious, or able to uncover latent facts that are being overlooked? Oft times we are too close to our ‘watch’, so instead of reading the time we stare intently at the second hand ignoring the larger impact of the minutes and hours. Consider the descending arc represented in Figure A (left) - one that starts at the 12 o’clock position, bulges toward the 3 o’clock position, then bends back to the left and ends at the 6 o’clock position. Is this descending arc concave or convex? Most of us respond that it’s concave, but it’s also convex! The answer depends upon how you

AVBUYER MAGAZINE – March 2016

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approach the question. We all have preconceived concepts and ideas, and sometimes those ingrained opinions blind us to what’s going on. A consultant objectively looks at the issue from different angles and may offer fresh insights to a situation. Getting the complete picture and exploring competing points of view are reasons to work with consultants.

Client Needs

Our clients appreciate the value of early planning for key issues such as aircraft replacement. They also have intimate knowledge of their company’s operations, requirements and future opportunities. In a typical scenario, an Aviation Manager’s boss, the company CEO, asked him about followon aircraft, to which he responded two new jets were needed. “Great”, said the CEO. “Get me a report making the case for your recommendation, and do so as soon as you can.” Aircraft Index see Page 145

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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

The Aviation Manager had all the data—in his head, not in document form! He knew that with his busy schedule, he did not have the time to prepare a thorough report outlining the follow-on aircraft that was suitable to the CEO and the Board of Directors. Furthermore, he felt that a second opinion from an independent third party added credibility to the recommendation. He called us in, we asked the questions, listened intently and talked with the boss. Then we did the analysis, and in the end we delivered a report stating that the company needed two new aircraft, and that the selection the Aviation Manager suggested indeed was the best option. Did our client waste his money by having us “borrow his watch”? Obviously we felt we added value and that funds spent on our consultancy were worthwhile. The Aviation Manager saved himself a few weeks of his time, got a third party review of his requirements, and had all the docuAdvertising Enquiries see Page 4

mentation needed to secure the CFO’s and Board’s support for the new aircraft. Most of all, the company’s due diligence served the shareholder’s best interests.

Dealing with Consultants

It is a relationship. Treat it as such. While consultants provide a fresh view, they still need to relate to you and be able to read your situation well enough to understand what you and your company executives are really asking. In some ways, the consultant is your aircraft therapist—one who listens, asks questions and keeps your best interests (and that of the company) in mind. How far do you want the consultant to go in the analysis? Is it just an advisory consult or will this relationship extend all the way through contract negotiation and aircraft delivery? You decide. The consultant needs to be able to understand www.AVBUYER.com

“While consultants provide a fresh view, they still need to relate to you and be able to read your situation  well...”

March 2016 – AVBUYER MAGAZINE

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BOARDROOM T OWNERSHIP

your world view and the reasons why your company needs an aircraft. “The aircraft costs too much” can really be asking “Are we using this valuable asset of transportation mobility to its best capability?” A consultant’s recommendations should be objective and focused on the choices you need to make. A consultant who also sells aircraft can be very knowledgeable and a source of valuable insight, but there is at the very least the appearance of conflict of interest in the relationship. If the consultant is also brokering a great midsize business jet and your company’s need might be met by such a jet, maintaining objectivity is paramount. Be sure the aircraft being offered is right for your firm. Trust is the key issue in a successful engagement with a consultant, whether independent or part of a brokerage.

Experience Matters

No one consultant has all the answers, but professionals in the field of Business Aviation know the questions to ask, and they have (or are able to find) the answers you need. Your consultant must be ‘bilingual’, speaking the language of business to understand the financial concerns and asset management involved in the aircraft decision. They also need to be able to talk with the pilots and discuss operational issues like runway lengths and range. A typical engagement comes to mind, when I was called in by the CFO to look at the company’s 62

AVBUYER MAGAZINE – March 2016

aviation operation and make recommendations for the future air transportation needs of the firm. On short notice the Aviation Department was introduced to me, the hired gun, without their knowing exactly why I was there or why I should be trusted. As the chief pilot and I walked into the hangar, I could sense his reticence. In the corner of the hangar was the owner’s personal light aircraft. I commented favorably on the machine and its level of sophisticated ‘glass cockpit’ instrumentation that seemed suitable for a big jet. We talked flying for a bit, and once the pilot knew I could understand his position, we were off to a good start. A consultant is just that—a consultant, not a decision maker. When we work with people on an analysis of their aircraft needs, acquisition or tax strategy, we give them options. Recently a client asked, “If it were your money, which aircraft would you purchase?” I replied, “It is not my money, so you need to be happy with what you choose. All three aircraft under consideration will do the job. Take the demo flights and go from there.” If I really thought there was a clear best answer, I'd have pointed in that direction, but since it is not my money, the final call is always the client’s to make. When done well, relationships with consultants give an impartial perspective, add value and save time. T Are you looking for more Business Aviation Ownership articles? Visit www.avbuyer.com/articles/ category/business-aviation-ownership

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“A consultant’s recommendations should be objective and focused on the choices you need to make.”

Aircraft Index see Page 145

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BOARDROOM T BUYING & SELLING

Tracking Used Jet Values

‘V’ Not Always for ‘Victory’ Jay Mesinger reflects on the shape of today’s market for used business jets… ecently, I was speaking to a client about the shape of the market. His company is in the energy business, which may be the reason why he often thinks of everything as a commodity where prices rapidly reflect general market conditions and rarely differ within a given product class. “Don’t you agree,” asked the client, “that the market is shaped like a ‘V’ and we are either already on the right side of that ‘V’ and coming back up, or at least at the bottom of the ‘V’ and ready to jump back? In other words, will the price of aircraft rebound?” First I commented that aircraft are really not commodities that have one price one day and the very next might have a different price. Supply and demand do play a huge factor, but two aircraft with

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

AVBUYER MAGAZINE – March 2016

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consecutive serial numbers are equal only on the day they were built. From that day forward they have different operating conditions and exposure to wear and tear. They have different standards for maintenance and are owned by very different types of owners in very different parts of the world. Aircraft are unlike a barrel of oil that one day has a price set by the commodity brokers regardless of where in the world the oil is stored, and the very next day could have a price increase or decrease based upon conditions that have nothing to do with the oil’s composition. Pedigree, mechanical integrity, location and operational methodology play heavily in determining an aircraft’s value. I urged my client to regard his aircraft not as a commodity but as an asset that depreciates along a timeline,  Aircraft Index see Page 145

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BOARDROOM T BUYING & SELLING

creating different residual loss rates as it moves along that line. Next, I argued that the price of today’s business aircraft does not move along a ‘V’-shaped path. Rather, it depreciates at a fairly steady rate—today at about seven to ten percent a year, which is four to six percent greater depreciation than we expect in a stronger market. The good news, however, is that the loss rate is fairly constant and predictable, which is better than what the community experienced during the 2008 global economic downturn. Several years ago I postulated that “flat would be the new up”—prices that did not fall were causes for celebration. I said then that if we could just get a few quarters of flat pricing rather than quarter-after-quarter of downward pricing trends, we could declare a recovery. I was less concerned about the market heading up. I just wanted the decline to stop. Well, several years later we are seeing a return to quarter-after-quarter of downward trending, with no growth in emerging markets and a sharp decline in oil prices. Hence there is a huge supply of aircraft ‘for sale’ with respect to the demand. With emerging markets moving from net buyers to net sellers of business aircraft, coupled with the energy-producing companies and the ancillary suppliers not traveling as much internationally due to the slowdown of infrastructure development, we have negative global pressures on our industry.

Back to the ‘V’

Go to Vref Publishing or Aircraft Bluebook digest and look at their quarterly graphs for specific make, model and year, or for the overall market pricing trends. Note that you do not see anything close to a ‘V’. The graphs labeled as Vref Large Jet Index actually track upward or are slightly flat from the years 1997 to 2001. From that point they track down significantly to 2003, change direction and track slightly upward through 2008, then track down consistently quarter-over-quarter through 2015. The new edition for Q1 2016 will probably continue that downward tracking. There is no ‘V’! There have only been the occasional bright spots that seemed to bottom out or track up very slightly. The CJ line of small jets is a great example. A historical perspective, as I have addressed in this article, shows continued global economic pressure on our fleet. Almost all sales at this time are occurring in North America. Inventory supplies are rising and prices remain the key factor in selling a jet today. The issues created by the value of oil on our global economy will no doubt be long-lasting. Even if the price of oil begins to increase, energy-producing countries as well as energyproducing companies will have long memories and will not race back into buying mode. Most importantly, there are buyers, they are in North America and they are price-driven. T

“ The new edition for Q1 2016 will probably continue that downward tracking. There is no ‘V’! ” Are you looking for more Business Aviation Ownership articles? Visit www.avbuyer.com/ articles/category/businessaviation-ownership/

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BOARDROOM T INSURANCE

Facts on Insuring Helicopters

The Whys and Wherefores of a More Expensive Coverage Although both seem to defy gravity, rotary-wing and fixed-wing aircraft are completely different – as is insuring them, notes Stuart Hope... n January 2016, a tour helicopter in Hawaii carrying six passengers experienced an engine failure near Kauai’s north shore, forcing the pilot to make an emergency landing on the beach. The helicopter sustained substantial damage to the airframe and tail boom, and four passengers were seriously injured. While appearing to be a routine accident covered by insurance, this incident illustrates the difficulties that helicopter operations present for the aviation insurance underwriter when compared with their fixedwing cousins. A rather straight-forward powerplant problem resulted in an off-field landing with significant repair and medical bills. Oh how helicopters differ… let me count the ways! Helicopters are among the most epic flying machines ever created. Their versatility is simply unmatched. They can take-off and land from airports, rooftops, yachts, oil rigs, backyards, riverbeds, or basically anywhere there is enough room to accommodate the helicopter’s overall footprint - including rotor diameter.

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

AVBUYER MAGAZINE – March 2016

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These unique vehicles are used for electronic news gathering, medevac flights, sightseeing rides, slung loads, firefighting, search and rescue, hunting, tree trimming powerline right of ways, crop spraying, or… simply as executive transport. Fixed-wing aircraft take off and climb to cruising altitude, where they remain until it is time to descend and land. Conversely, helicopters fly low where they are exposed to the perils of hitting trees, powerlines, guide wires, towers, drones and other obstacles. Often the ingress and egress into a particular landing zone is being performed by the pilot for the first time, unlike accessing an airport that has published vertical descent and obstacle clearance information.

Underwriting Challenges

From an underwriting perspective, the helicopter is a totally different beast. Because they face unique exposures and because their accident rate per 100,000 flight hours is significantly higher than fixed-wing aircraft, helicopter premiums are 3-4 times more expensive than a similarly valued fixed-wing aircraft. Aircraft Index see Page 145

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Deductibles are also much higher—typically 10% of the insured value of the aircraft but negotiable (up or down) depending on the use, pilots, home base, etc. Furthermore, it is difficult to screen for the best rotary-wing pilots. A 20,000 hour fixed-wing airline captain seeking helicopter endorsement would be considered a 0-hour student pilot for helicopter transition training; little credit would be given for the applicant’s fixed-wing experience. Judgment is paramount for any pilot operating helicopters, yet the only way an underwriter discovers if a pilot has good judgment or not is after a loss. Thus specific rotary-wing training is crucial. For example, if the aircraft is used for external load/slung cargo operations, there are additional training facilities that specialize in preparing helicopter pilots for those specific operations. Many helicopters carry special equipment that needs to be considered when determining premium costs. A Wescam image-stabilized camera with track beam technology can add six to seven figures in insured exposure, for example. Some of these units can be moved from one helicopter to another. If the helicopter is operated over water, the value of floats (if installed) must be considered in the insurance evaluation. There are rotary-wing operators that use multiple in-line saws arranged vertically to cut powerline right-of-ways. These highly specialized saws and their supporting apparatus are very expensive to replace.

over water, what distances are involved—to oil rigs far at sea or just over small bodies of water? Will they be operated to the local country club to pick up the owner’s daughter and new husband after their wedding? If the occasion is ad hoc, who will provide crowd control, secure the landing zone, evaluate potential obstructions such as powerlines, etc. If roof-top landing pads will be used, is the helipad FAA approved? If the helicopter is operating at racetracks or other sporting events, proximity to crowds or people is a huge exposure and must be addressed. Many injuries are caused because persons external to the helicopter misjudge the height or length of a revolving rotor blades (particularly if the helicopter is on a sloped surface). Many victims fail to account for the tail rotor. Rotary-wing aircraft are much most complex with far more moving parts than the typical business jet. An engine or part failure in a helicopter will likely necessitate an immediately autorotation if the vehicle has a single powerplant or a diversionary landing if a twin is involved. Once an emergency starts in a helicopter, it usually develops very quickly with limited time for the pilot to react. Helicopters can be, and are operated safely and efficiently, but their operating regime presents a much larger exposure for insurance underwriters—a fact that is reflected in much higher premiums and deductibles. T

Location, Location, Location…

Are you looking for more Business Aviation Insurance articles? Visit www.avbuyer.com/articles/category/ business-aviation-insurance

Where helicopters are operated plays a tremendous role in determining premiums. If they will be flown Advertising Enquiries see Page 4

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“ Helicopters can be, and are operated safely and efficiently, but their operating regime presents a much larger exposure for insurance underwriters”

March 2016 – AVBUYER MAGAZINE

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BOARDROOM T TAX

Tips for Importing a Jet A Guide to the US Importation of ForeignRegistered Business Aircraft (Part 1 of 3)

Market dynamics globally have created opportunities for US buyers provided they understand what’s required, notes Jessica L. Pownell, attorney with Cooling & Herbers, P.C. Jessica L. Pownell is an attorney with Cooling & Herbers, P.C., representing and advising aircraft owners and operators, corporate flight departments, Fortune 500 companies, and other aviation-related businesses worldwide. She focuses her practice in the areas of acquisition, sale, leasing, and registration of corporate aircraft and related regulatory matters. jpownell@coolinglaw.com

he current strength of the US dollar has created an excellent opportunity for US buyers of business aircraft, allowing them to acquire quality pre-owned, foreign-registered aircraft at attractive prices. Importing an aircraft into the US can, however, be a complicated process with various pitfalls for the unwary. As outlined in this three-part series, with the right planning an aircraft can be properly and efficiently imported into the US.

Selecting the Right Inspection Facility

Inspection of a foreign business aircraft can be extensive. Many issues need to be addressed and

AVBUYER MAGAZINE – March 2016

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resolved to the buyer’s satisfaction. A buyer should evaluate not only the aircraft’s general condition, but also the extent of work necessary to make the aircraft comply with US operational requirements. Thus the selection of the right inspection facility is particularly important. The seller will likely prefer an inspection facility near the aircraft’s home base, but a buyer should insist upon an inspection facility that is qualified and experienced in both the type of aircraft involved and in FAA airworthiness requirements. Since managing the logistics of a foreign inspection is difficult, a buyer will want technical representatives dedicated to the buyer’s interests Aircraft Index see Page 145

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on the ground at the inspection facility. It is also advantageous to find an inspection facility located in a tax-friendly location, as parties frequently elect to close transactions at the inspection facility. However, we recommend that a buyer prioritize inspection facility qualifications over location. A second chance to ‘test fly’ an aircraft on a delivery ferry flight is generally beneficial to a buyer in any event.

Evaluating Airworthiness

A key aspect of a foreign-registered aircraft inspection is evaluating the aircraft’s airworthiness, which for the US buyer means first confirming it is eligible for an FAA Standard Airworthiness Certificate. To be eligible, the aircraft must be a production aircraft (i.e., manufactured by a company with a production certificate) with an FAA type-certified design. Almost all US-manufactured aircraft and many foreign-manufactured aircraft are FAA type-certified, production aircraft. The second, more challenging step is to determine whether the aircraft actually complies with FAA airworthiness requirements. The difficulty with which foreign aircraft clear this hurdle can vary considerably. Thus, having the aircraft evaluated by a qualified inspection facility is key. In an attempt to streamline the import and export of aircraft, the FAA has entered into Bilateral Airworthiness Agreements (BAA) and Bilateral Aviation Safety Agreements (BASA) with certain countries whose airworthiness standards are considered equivalent to the FAA’s. While a current airworthiness certificate from a BAA or BASA country does not automatically equate to an FAA Standard Airworthiness Certificate, it does indicate that the aircraft should not require much additional work to comply. A buyer should factor the potential cost of bringing a foreign-registered aircraft into compliance into the overall price of the acquisition and may want to ask the seller to accept responsibility for some (or even all) of such costs. A common strategy is to include a requirement in the Purchase Agreement that the seller pay for all costs to obtain an Export Certificate of Airworthiness from the exporting country. Depending on the aircraft, such Export Certificate of Airworthiness may be required for import of the aircraft into the US. In any event, an Export Certificate of Airworthiness will both accelerate the FAA airworthiness certification process and effectively pass some of the cost on to the seller (as any issues identified in the Export Certificate of Airworthiness inspections will be the seller’s responsibility to resolve). Finally, it is often cost- and time-effective to have a buyer-selected US Designated Airworthiness Representative (DAR) begin the aircraft and records inspection concurrently with the buyer’s pre-buy inspection (more on this matter in Part 2). 72

AVBUYER MAGAZINE – March 2016

Title Considerations

Receiving clear title is essential to virtually every aircraft buyer. While confirming the title status of a US-registered aircraft is typically straightforward, confirming a foreign aircraft’s title can be more complicated. Broadly speaking, we recommend that a buyer of a foreign aircraft: i)

Ask its US escrow agent to confirm clear title on the FAA Registry if the aircraft was ever USregistered; ii) Confirm clear title on the International Registry of Mobile Assets; and (perhaps most importantly) iii) Confirm clear title on applicable foreign registries. More specifically, each country has its own system for recording aircraft title and liens; for instance, a registry may record title in the name of the aircraft owner or operator, and a country’s protocol may require that liens be filed with the aviation authority, on a separate personal property securities register, or with another governmental body. The most efficient and reliable way to confirm clear title on a foreign registry is often to hire foreign counsel to provide a title opinion. Once a US buyer has selected and evaluated a foreign aircraft, the buyer must plan for the closing, importation, and post-closing operations. Parts 2 and 3 of this series will detail key closing and postclosing considerations and will, hopefully, help make your US importation straightforward and successful. T

“More specifically, each country has its own system for recording aircraft title and liens...”

Are you looking for more Business Aviation Tax articles? Visit www.avbuyer.com/articles/category/business-aviation-tax/ www.AVBUYER.com

Aircraft Index see Page 145

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Helicopter Buying Considerations The Case for the Executive Helicopter Some operations benefit from vertical-lift technology wrapped around a business cabin, notes Dave Higdon. What are the unique advantages of an executive helicopter?

he helicopter landed at the local airport, its occupants exited, crossed the ramp and boarded a business jet. Far from being dressed for the suit-and-tie world of an executive suite, these passengers wore jeans or khakis, cold-weather clothing and boots common to the ranch culture of the high plains of the Midwest. Without fanfare they boarded the jet and it left, as the FBO’s ground crew secured the helicopter and tugged it back into a large hangar. The entire scene highlighted the versatility of the helicopter. Take off from a patch, fly fast, and land almost anywhere. Since its invention in the 1930s, the helicopter has grown the serve a diversity of missions. Versatility remains the common core of a helicopter’s attraction. Yet there are sufficient differences in base traits between fixed- and rotary-wing aircraft to keep helicopters a

AVBUYER MAGAZINE – March 2016

relative niche player in the world of Business Aviation operators.

Special Traits for Special Missions

According to a report by Flight Global, the worldwide fleet of helicopters totals fewer than 35,000 with about 60% (24,000) being turbine powered. The largest share of that global fleet – approximately 35% - is based in North America. While their potential for going to where they're needed – regardless of the presence of an airfield – serves operators well in most missions, it's the rapid shuttling of people between urban offices and remote airports that dominates much of the executive-use helicopter missions. Estimates vary, but fewer than one-third of the turbine helicopter fleet in North America operate as executive transports.

www.AVBUYER.com

Aircraft Index see Page 145

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Military experiences also enlightened many an American firm to the business potential of the helicopter – with surplus ships coming into the market along with a huge population of militarilytrained helicopter pilots, many eager to continue their flying careers in rotorcraft. According to information from the Helicopter Association International, the biggest barrier to more expansive use of rotorcraft is the difficulty in establishing heliports where they could be most useful. But heliports are established, nonetheless – most often in places where they're considered the least disruptive. For those businesses that find value in using helicopters – or adding one or more to their fleets – the decision hangs on mission definition and fulfillment. And that's no different than for fixedwing aircraft. If helicopters bring to the equation such unique capabilities, they also bring with them narrower performance parameters than what most people think of when you mention “business aircraft”.

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

Chicago, NYC, LA, London, Paris, Rio... The ‘go-anywhere’ ability pays smaller dividends for many because of the paucity of heliports available to the public. Similarly, a helicopter’s relatively limited speed and range makes it no threat to fixed-wing aircraft for much business travel. Speed and range limitations aside, businesses most often embrace the helicopter for their capability to move executives to remote locales without the need for thousands of feet of pavement. Whether employed as an executive shuttle between urban heliports and Business Aviation airports or as a fast way to a remote construction site, the executive helicopter can deliver most of the trappings of a high-flying executive jet… at least, within those wellrecognized differences in capabilities. Look over the list of heliports in the US and one thing quickly becomes apparent: Medical institutions host most designated heliports in the US. HEMS – Helicopter Emergency Medical Services – began expanding in the US in the 1970s and 1980s, in part because of lessons learned during the US involvement in Vietnam. Just as traumatic-injury protocols were improved by the methods developed to treat combat casualties, so was medical-emergency transportation changed by the experiences of military pilots flying wounded soldiers during the Korean conflict of the early 1950s and, even more so, by the experiences and lessons of treating the tens of thousands of casualties incurred between the mid-1960s and the end of US involvement in Vietnam in 1975. Advertising Enquiries see Page 4

First off, it's important to understand what even the best helicopters won't bring to a company: Global reach (at least, not non-stop); or high speed (at least, speeds faster than a Formula One, IndyCar or NASCAR racer can muster); or the full-blown aerial-office-suite experience… Whether powered by a 100-octane-burning piston powerplant or a Jet A-consuming turboshaft engine – a gas-turbine engine designed to output power through a shaft as opposed to the thrust of a turbojet – helicopters typically fulfill travel needs substantially shorter than those of the average business jet. For travel between 100-250 miles, the 160-180 knot nominal cruise for the fastest helicopters puts these flights in the 40-90 minute time span. Helicopters may fly as low as 1,000 feet for the shorter flights but cruise in the 2,500-5,000ft regions for longer flights. The majority of helicopters employed in executive operations offer interiors comparable to a luxury sedan with seating typically for five to seven (a few larger helicopters carry more). Crew requirements typically are single-pilot, and IFR operations in helicopters are less common than in fixed-wing aircraft. Helicopters can provide operational flexibilities unavailable to even aircraft with the shortest runway requirements. Where a loaded singleengine propjet may be capable to use a 1,500-foot runway, a piston or turbine helicopter only needs a patch as large as its rotor diameter. No wonder helicopters are attractive to businesspeople where they can launch and land using a variety of heliports, the smallest outlying airports, or locales with no permanent, designated landing facilities. www.AVBUYER.com

“Helicopters can provide operational flexibilities unavailable to even aircraft with the shortest runway requirements.”

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March 2016 – AVBUYER MAGAZINE

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FLIGHT DEPARTMENT T HELICOPTERS

of this edition for more helicopter insurance details). Maintenance costs usually run higher too. Ultimately the wider picture must be assessed when it comes to cost considerations. Capabilities: Shorter range than the fixed-wing propjets, but greater utility with greater flexibility and choice in operating locations.

The Consensus?

Beyond Mere Performance Specs

Imagine that your company needs a helicopter to round out its travel requirements. What are some of the key factors that go into preparing for that acquisition? Crew: The note holder and/or insurer may insist on a high-time helicopter pilot – at least initially – and two-crew operations, in the beginning. Singlepilot is the most-common crew solution. Many rated helicopter pilots also fly fixed-wing aircraft. Finding someone experienced in the helicopter make and model of your choice would be ideal, but it's possible to add a helicopter rating with an existing crew member if your Flight Department can afford the cost and time required. Costs: Helicopters range in price from under $400,000 (piston) to several million dollars (turbine). The lowest-cost turbine model sells for about $700,000 – a fraction of the cost of the leastexpensive propjet single. However, fuel costs tend to be higher per seat, as will insurance (see Stuart Hope’s article on p68

Speaking with helicopter pilots and owners, opinions differ regarding what constitutes the best argument for using a helicopter in Business Aviation operations. But a clear picture of how the different firms take advantage of a helicopter’s capabilities did emerge. For example, one cattle broker uses his helicopter to conduct on-site, unannounced visits to his feedlots and suppliers; to manage his time so he can appear at far-flung cattle auctions; and, on occasion, to help round up cattle in the spring. “It's a little like what sheepherders do with their dogs,” he illustrates. “And it’s a lot easier on me than doing the same thing on horseback. “In the helicopter, I can climb to just 250 feet and scout miles of prairie – and then make it home 150 miles away in just under an hour. Driving home would require three hours.” A regional real-estate broker, meanwhile, uses a company-owned helicopter to hop between meetings in cities 100, 200, sometimes 300 miles away. “The helicopter lets me scout properties, check on developments underway, and meet with clients, other sellers and prospective buyers in one day,” he explained. Before he bought the helicopter, this broker needed two, sometimes three days to cover the same ground. “When we're working with a prospective buyer of a ranch or large acreage, it helps me show off the property. “Now we tour it by air first, then land and let the prospects walk the property before showing it again from up there.” Several other business owners and executives lauded their helicopter for giving them the ability to work later in the office than they could if taking a limo or cab to the airport. “A trip to the JFK helipad from the west side of Manhattan takes one quarter the time it takes in a cab or by limo,” summarized a former executive who worked near Union Square in west Manhattan. “A short ride - sometimes a walk - to the West 30th Heliport (Air Pegasus), and fly right around the south end of the island to Kennedy. It doesn't get easier than that,” he concluded. T Are you looking for more articles on Helicopter Ownership? Visit www.avbuyer.com/articles/category/ helicopter-ownership

The best aircraft for sale search anywhere, everywhere - on pc, smartphone and tablet. 76

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BUSINESS AVIATION INTELLIGENCE

Aircraft Index see Page 145

IBA February.qxp 20/01/2016 14:38 Page 1

1988 Eurocopter BK117 B-1 • Price: On application • S/N: 7142 • Reg: N150KF • TTAF: 13,492 • Cycles: 55,639 • Location: USA

1990 Airbus/Eurocopter AS332 L1 Super Puma

• Price: On application • S/N: 2317 • Reg: VH-LHG • TTAF: 17,502 • Cycles: 25,405 • Location: Australia

2006 Airbus/Eurocopter AS332 L1

1990 Airbus/Eurocopter AS332 L1 Super Puma • Price: On application • S/N: 2319 • Reg: VH-LAF • TTAF: 21,411 • Cycles: 31,503 • Location: Canada

• Price: On application • S/N: 9008 • Reg: VH-LYP • TTAF: 4,539 • Cycles: 6,741 • Location: Australia

International Bureau of Aviation

Tel: +44 (0)1372 224488

Email: Ken.Sewell@ibagroup.com

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FLIGHT DEPARTMENT T CONNECTIVITY

Aircraft Connectivity (Part 3)

Connecting On Board - 1 of 2 Helping you understand the technology, integration and advances of

aircraft avionics and equipage, Ken Elliott continues a five-part series on aircraft connectivity, this month with a review of on-board connectivity. n last month’s aircraft connectivity article we reviewed providers of communication and data as well as a breakdown of the services they offer. Moving to the aircraft this month, we will see how on-board connectivity is associated with a multitude of external resources, many with minimal pilot intervention. In fact, while the pilot(s) concentrate on flight plan execution, a whole other spectrum of activity may be unfolding between cabin and cockpit systems and the world outside. Today, a number of flight departments are able to provide a ‘company in the sky’ experience to their corporate teams, enabling minimal interruption to time-critical business activity and all taking place aft

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

AVBUYER MAGAZINE – March 2016

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of the cockpit door. Meanwhile the pilot(s) can run a real-time travel management and operations business up front, with an aviation department flight attendant also playing an important role. On the aircraft itself, there are systems that can ‘see’ and select from the broader information traversing the ocean of airspace. These same systems as well as others provide the means of communication to the crew, passengers and directly to aircraft avionics. Some communication components, often as single ‘boxes’, focus on conversion, and others simply display the information provided to them. Part 2 of ‘Connecting on Board’ will concentrate on conversion and  display of information within aircraft. Aircraft Index see Page 145

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FLIGHT DEPARTMENT T CONNECTIVITY

Figure 1: An outline of the primary aircraft sub-systems that connect it to the external airspace and in turn to its internal work space

“An aircraft may have a significant number of antennas, each looking for and radiating at a specific atmosphericpenetrating frequency.”

In order to see external information, an aircraft uses antennas tuned to seek out minute signal levels of information carrying waves radiated at different frequencies. These carrier frequencies carry information modulated as voice, data and video. For efficiency, the modulation signals are sometimes compressed and scrambled. An aircraft may have a significant number of antennas, each looking for and radiating at a specific atmospheric-penetrating frequency. Those that need to communicate with satellites look for, lock on and then track the satellites’ movement, executing exotic hand-offs as the earth rotates below the satellites’ stationary or orbital flight paths. Satellites often perform multiple tasks, one of which may be acting as a transponder. In this manner the satellite receives ground-sourced information, boosts it and then resends amplified signals to aircraft satellite antennas. Cables within the aircraft route the carrier signal to and from transceivers that access and process the audio, data or video information being transported by its carrier. Typically airborne systems have a control, processor and an output. The control may be automatic or via human interface. The processor, in essence, is directed to perform its specific function. Then selected and processed information is provided as an output in digital (data), audio or video form.

Onboard Information Seeking/ Providing External Information

Weather: For an aircraft, weather is derived several different ways. Instruments using atmospheric probes detect the atmospheric conditions. A weather radar, mounted in the nose, provides 80

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real-time precipitation and (by analogy) turbulence, albeit with limited range and field. Satellites, via Satcom, provide detailed nearterm weather, and ADS-B In provides the same. Sirius/XM, using a dedicated antenna, may also be providing weather. Even stand-alone lightning sensors are installed in some aircraft. Traditionally, and still available, is weather information at airports and elsewhere, provided via VHF and HF. Satcom, FANS & Data: Primarily focused on oceanic operations, where satellites boost and relay service-provider information, aircraft Satcom serves as the transceiving device for communications and digital data to and from the aircraft. Future Air Navigation System (FANS) uses the Satcom and includes aircraft surveillance via ADSC. High rates of bi-directional digital data may be transferred between aircraft and the orbiting or geostationary satellites. Passenger and some crew voice communication is also routed through the Satcom. Companies such as FLYHT Aerospace Solutions, Ltd. offer streaming data capability using their stand-alone onboard AFIRS and ACARS-overIridium service. These onboard processors also connect to portable devices used by the flight crew. However, data can be shared via the internet to corporate VPNs. Examples of aircraft and fleet performance data are Health & Usage Monitoring Systems (HUMS) and Engine Trend Monitoring (ETM). Streams of real-time aircraft diagnostic and performance data can be sent via the same Satcom used for voice. In fact, we live in the age of the Internet of Things (IoT), where for example, an Aircraft Index see Page 145

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Figure 2: How the aircraft interacts with external technologies

aircraft on an average flight can now produce performance data measured in Terabytes, (e.g., the new Bombardier C-Series). Transferring all these data, in real time, to the ground becomes ever more an issue of bandwidth, where all the technology involved must have the capacity to handle the volume of information. Below is additional guidance with respect to Satcom’s satellites, and the frequency of the carrier waves used: • L-Band uses frequencies between 1 to 2GHz. L-Band provides narrower bandwidth and is used to meet light business jet requirements. • Ku-Band utilizes approximately 12-18GHz range. The legacy Ku-Band is still widely used and has a medium bandwidth adequate for most applications where data capacity requirements are not so critical. • Ka-Band services operate between 26.540GHz. Ka-Band is being used by newer satellites and has very high data capacity and transfer rates, due to greater bandwidth.

VHF & HF Communications/Data: Traditionally and yet still in use, lower frequency transmission activity takes place over land and sea using VHF and HF. Controller Pilot Data Link Communication (CPDLC) is one current use of data over VHF. For HF this is known as High Frequency Data Link (HFDL). Popular for flight clearances, these legacy technologies will be around for some time to come.

Broadband: Speaking of bandwidth and the need to connect via the internet, OEMs and operators are equipping their aircraft more and more with dedicated systems that link to broadband services. Viasat, with its high capacity satellites, is just one of the broadband providers. Its use of both Ka- and Ku-Band satellites, along with its aircraft equipment and service plan, provides flexibility and single source accountability for operators. With broadband capability, operators can easily conduct high-definition video conferences, stream music and video, connect live to their corporate VPNs and do much more while airborne.

Emergency & Tracking: This is an information area that is truly booming, especially with air carriers and for aircraft operating in remote regions. Emergency equipment has been around for many years, but new to the market is equipment that tracks, monitors and frequently relays the aircraft flight status, for real-time use by a variety of interested parties. Many traditional service providers, including wellknown names, have added dedicated flight tracking service to their portfolios. Some examples of companies that specialize in flight tracking are; Spidertracks, Skytrac, Flightaware and Blue Sky Network.

Advertising Enquiries see Page 4

ADS-B Out/In & Transponders: Leaping to the present, bi-directional and automated aircraft flight surveillance data flow between different aircraft and air traffic control facilities. The ADS-B technology includes the use of updated Transponders, Flight Management Systems (FMS) and other onboard equipment to facilitate this capability. Weather, for display and useful en route flight information, is further provided when aircraft are ADS-B In equipped. For those with Satcom, ADS-C provides for similar ADS-B Out capability in Oceanic regions.

www.AVBUYER.com

“With broadband capability, operators can easily conduct high-definition video conferences, stream music and video... and do much more while airborne. ”

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March 2016 – AVBUYER MAGAZINE

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FLIGHT DEPARTMENT T CONNECTIVITY

Figure 3: Summary of the typical ‘externally-focused’ information systems found onboard today’s business jet

“Advancements such as highdefinition video and low-noise digital audio are only limited by the capacity of both external and internal systems to handle bandwidth requirements.”

Emergency Locator Transmitters (ELTs), located in the rear of the aircraft and near the tail, are activated by excessive G forces, or may be switched to transmit, manually. Operating at 121.50, 234.00 and 406.00 MHz, they provide aircraft location and identification. 406 MHz ELTs can also provide the aircraft location via internal GPS.

Onboard Information Systems Primarily For Aircraft/Crew

Video & Audio: Once demodulated from the antenna signal by the system processor, video and audio can be distributed across both the cockpit and cabin. Advancements, such as high-definition video and low-noise digital audio, are only limited by the capacity of both external and internal systems to handle bandwidth requirements. As more automated data information is visually displayed to flight crews, there is less reliance on audio. Voice & Data Recording: Currently on many business aircraft a history of each flight is being recorded. Today voice and data are combined in single recorders. Flight Data Acquisition Units (FDAUs) collect thousands of data parameters representing the aircraft’s in-flight performance and interfacing those quantities of information to the Digital Flight Data Recorder (DFDR), as well as Quick Access Recorders (QARs). QARs speedily access raw flight data and downlink them, via Satcom, to flight departments and operations centers. Sampling and refresh rates of QARs are different than FDRs because, although they are systems using similar technology, they perform different functions.

AVBUYER MAGAZINE – March 2016

www.AVBUYER.com

Cockpit Voice Recorders (CVR), designed or upgraded for FANS, need to be data capable to enable the recording of data link and digital messages in flight. Because these CVRs and FDRs (or CFDRs) are designed for survivability, they include emergency location transmitters. While not operating during flight, beacons on recorders are very much communicating devices when the situation dictates. Deployable DFDRs, equipped with GPS and activated upon deployment, may be located more quickly; even if they cannot be immediately recovered, they will transmit recent flight data, recorded prior to activation. Wi-Fi: Often Wi-Fi is a subset of a broader Satcom system working with either Inmarsat or Iridium satellites and associated on-board equipment. So either as a subset or a stand-alone system capability, the processor output for Wi-Fi will go to a routing system for the aircraft. When the aircraft is on the ground, routers may also connect directly to cellular systems, enabling even ground maintenance operations that require connectivity. Routers provide a method for passengers and crews to connect via Wi-Fi and Ethernet for laptops, smartphones, personal electronic devices and electronic flight bags. Live Communications & Data: As opposed to recording of voice and data, existing radios, ACARS, VHF data link (VDL) or HFDL and the use of Satcom are employed primarily for live communication and transfer of information data. Several independent systems, each with their own antennas, fulfill this role. Communication and flight management devices are often on dual Aircraft Index see Page 145

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American Aircraft Sales March.qxp_Layout 1 17/02/2016 14:19 Page 1

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2002 Lear 45BR 45 #183 & #199 2002 Lear #199

2000 Hawker5000 800XP #258459 2013 Global

2012 Falcon 7x

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FLIGHT DEPARTMENT T CONNECTIVITY

Figure 4: Summarizes the typical ‘internally-focused’ information systems found onboard today’s business jet

“Cabin crews and passengers need to connect to the cockpit and visa-versa.”

Are you looking for more articles on Avionics? Visit www.avbuyer.com/ articles/category/ business- aviationavionics 84

configuration. Data are transferred between devices, as well as to outside the aircraft. As a reliance on HF slowly fades into the sunset, so may the use of VHF. This is in line with a more automated and direct data (or digitized voice) approach to communications. Of course, as unmanned aircraft migrate into the NAS, communication will become digital and automated, machine to machine.

databases and the use of many mobile applications—all being additional and useful tools in the technician’s tool kit. Systems on board may be connected via modems, USBs or dedicated ports, to portable devices. iPads, Androids and Laptops are used in most flight departments and hangar operations today, reducing downtime, cost and misdiagnosed faults.

Crew Information: For crews, there is the need to provide information in a number of different ways. The most immediate form is alerting and advisory information, provided both aurally and visually. Important notifications can originate from outside the aircraft. An example of this will be weather and flight information alerts for the flight plan in use. Crews need to know the status of their systems and be able to react to any abnormal conditions. Cabin crews and passengers need to connect to the cockpit and visa-versa. The flight crew are able to control to some degree what is shared within the cabin. Flight departments and others may communicate directly with the crew via messages and voice, while service providers continuously update the trip planning and arrival services. Flight crews are reliably connected to other aircraft and the ground via today’s cockpit technology. Clearances, passenger plan changes, route amendments, and so much more can be accommodated in the modern connected cockpit.

Summary

Other Aircraft Systems: For maintenance personnel and flight crew on the ground, having connectivity enables the downloading of performance data, virtual live troubleshooting by remote field service representatives, uploading of

AVBUYER MAGAZINE – March 2016

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Across the preceding paragraphs, we have outlined the layer of ‘information-platforms’ communicating in and out of the aircraft. Between the information that satellite and ground networks transfer and what is managed for operators by service providers, it is clear there is an ever expanding amount of data going back and forth. The next article in this series will drill down even further within the aircraft to address onboard services. It will focus on how information is transferred, converted and displayed within both the cabin and the cockpit. There are different protocols and specialists in this area. Above all there is a lot to consider, because free enterprise and competition have provided us with many choices and, therefore, the potential for many issues. While a good thing, the expansion of choices opens up opportunities for different technology integrations, each with a unique path and a potential risk of incompatibility. Equally, aircraft OEMs increasingly favor single avionic suites and branded cabin management systems, presumably safe from these integration risks, secured by their proprietary software networks. As you may discover your aircraft may be designed and outfitted either way. T Aircraft Index see Page 145

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

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Maintenance Jan16.qxp_Finance 16/02/2016 16:31 Page 1

FLIGHT DEPARTMENT T MANAGEMENT

Creating a Flight Department (Part 10)

Presenting a Compelling Plan & Asking for the Order Fred Haap and Jack Olcott conclude their 10-part series on Flight Department creation by summarizing the elements addressed in a Flight Department Business Plan. reating a Flight Department requires approval by a firm’s top management or owner. The key to securing approval is presenting a convincing business plan that addresses the issues and concerns management might have regarding operation of a company aircraft and also embraces the advantage of Business Aviation. Most company executives and entrepreneurs, even those seriously considering the acquisition of a business aircraft and the formation of a flight department, have limited knowledge of Business Aviation. Perhaps they have flown on a customer’s aircraft, or they serve on the Board of firms that operate a business aircraft. But their detailed understanding often is minimal and their concern is huge, and what they think they know often is negative. They know, for example, that an aircraft represents a significant capital commitment and if operated improperly the safety and security of the firm’s top people could be at risk. Directors and executives asked to approve the creation of a Flight Department also assume that they will be criticized by shareholders if the acquired aircraft is poorly managed. A prime objective of the business plan, therefore, is reducing management’s anxiety about aircraft acquisition and operation. A secondary objective is providing a reference point for promoting the creation of a Flight

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

AVBUYER MAGAZINE – March 2016

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Department. A new business unit nee ds a champion. Presumably the senior officer seeking approval for the department will be that champion, advocating the value of Business Aviation, socializing the concept among key decision makers within the company and lobbying for implementation. Executives in favor of obtaining a business aircraft require a solid plan to understand and eventually support creation of a Flight Department. Over the past ni ne months, we’ve addressed key elements of the Flight Department Business Plan (FDBP). In this summary, we fold the essence of each article into the outline of a complete plan to be presented to top management.

Cover and Contents

The FDBP is a formal document with a Title Page, identification of the plan’s author and a Table of Contents that lists each subject addressed in the presentation. Hard copies should be available for all executives who will participate in the go/no-go decision, and a digital version of the Plan is recommended.

Executive Summary

While it’s tempting to write the Executive Summary first, it should be generated only after all elements of the FDBP have been prepared. As the name implies, the Executive Summary captures the essence of why the company needs a business aircraft and distills Aircraft Index see Page 145

Maintenance Jan16.qxp_Finance 16/02/2016 16:33 Page 2

how it will be managed to assure safe and efficient operations. This element of the Plan is concise—no more than half a page, if possible—and leaves the specifics of implementation to subsequent elements contained in the body of the Plan. This is the place to emphasize that Business Aviation will support the overall objectives of the company and should be included as a business unit within the firm’s organizational structure.

General Description of the Flight Department

This element of the Business Plan presents the Flight Department’s Vision Statement—namely the benefit that Business Aviation will bring to the company when the department is fully functional—as well as the department’s Mission Statement, which is more focused and less conceptual than the overarching Statement of Vision but is highly useful in guiding day-by-day operations. Governing Principles (also known as ‘Values’) are presented in this section. These three concepts—Vision, Mission and Governing Principles—shape how Business Aviation will serve the company and its shareholders. Applying Vision, Mission and Governing Principles as the guide, the Department’s structure and its place within the corporation’s overall organization is presented within the General Description section. The proposed aircraft is identified (if not by specific make and model, at least by category such as light jet), its primary base of operations is specified, and the Flight Department’s personnel complement and organization are shown in sufficient detail to leave no doubt regarding the unit’s size and position within the corporation. Advertising Enquiries see Page 4

Departmental specifics a re used subsequently in the Business Plan to budget funds for creating and implementing the Flight Department. This section describes how the business aircraft will be scheduled, including the identification of users who can be transported (preferably by job classification), who can request trips, and who has the authority to approve or deny such requests. Procedures for booking trips (i.e., how users c ommunicate with the Flight Department) as well as resolving scheduling conflicts are presented. The mechanics of scheduling are described in detail, stating clearly how the company aircraft will be booked for flights.

Department Deliverables

In the words of the late business guru Peter Drucker, “What’s measured improves”. From the onset, a Flight Department needs a means for measuring its output, which basically is transportation that benefits the corporation. The Flight Department Business Plan describes a system for measuring what the Flight Department produces and assigns a value to that product. For example, in addition to tracking classic measures such a passenger miles traveled, the value related to what is accomplished as a result of travel on the company aircraft is documented. When a series of c ustomer visits results in a contract being awarded, the value of that contact is a measure of value for the Flight Department’s deliverable. Similarly, the Flight Department delivers value when it transports the firm’s service specialists to a customer’s factory to address an emergency breakdown. Placing the right person or team at the right spot and at the right time has great value. Performance measure s of such value should be established, 

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March 2016 – AVBUYER MAGAZINE

Maintenance Jan16.qxp_Finance 16/02/2016 16:34 Page 3

FLIGHT DEPARTMENT T MANAGEMENT

recorded for each flight, reviewed by the Flight Department Manager and included in ad hoc or annual reviews of the department. Each company will have its own rules for tracking the productivity of aircraft activity, and those rules should be included in the Flight Department Business Plan. Although somewhat controversial, establishing measures of value and efficiency (such as David Wyndham presented in his October 2015 AvBuyer article ‘MOVE Documentation’ p64) demonstrate insightful management.

Operational Plan and Adherence to Industry Standards

The purpose of the Flight Department Business Plan is to convince top management that a Flight Department should be formed, and that once created it will be well managed. Management should understand that an Operations Manual specifying day-to-day flight and maintenance procedures will be prepared and will be followed by department personnel. Details of how the company aircraft will be operated are not necessary or appropriate for the FDBP. It is sufficient to state that the department’s Ops Manual will be written and in use prior to an aircraft being placed in service, and that procedures presented in the Ops Manual will adhere to the regulations of the aviation authority where the aircraft is registered. Furthermore, industry best practices—such as those specified in International Standards—Business Aircraft Operations (IS-BAO)— will be incorporated in the department’s Ops Manual and will be followed without fail. The business plan should state, however, how the Ops Manual will be generated—either by the Aviation Manager/Chief Pilot or by engaging specialists in generating Ops Manuals.

Safety & Security

Top management expects—indeed demands—that operation of the company aircraft will be safe and secure. The department’s Ops Manual addresses those concerns with detailed prescriptions of how flight and maintenance procedures will be handled. Nevertheless, it is wise to reference the role that safety and security of a company’s most valuable assets—its employees—play in the Flight Department’s daily operations. Whether expressed or simply lingering in the background, the topic of safety and security is an ever-present issue on the mind of executives who are asked to approve creation of a Flight Department. Leave no doubt that the wellbeing of passengers will always be priority number one.

Management Plan

Describe how the Flight Department will be integrated into the overall management structure of the company in a manner similar to other business units. This section of the Flight Department 88

AVBUYER MAGAZINE – March 2016

Business Plan describes the reporting structure of the Aviation Manager to his or her direct supervisor, be that person the CEO, CFO, head of corporate transportation or other responsible party within the company’s hierarchy. Human Resources and Personnel protocols that apply to other employees must be applicable to Flight Department staff, even though they work away from the firm’s headquarters or major facilities.

Financial Plan

While providing great value, Business Aviation requires a significant investment. The Flight Department Business Plan must identify acquisition and operational costs, and outline a system for departmental cost accounting that is consistent with the company’s system of financial management. For example, because the useful life of a business aircraft usually is longer than the limited time allowed to depreciate that type of capital asset, care must be taken to convey how the unique aspects of aircraft finance fit within the firm’s overall systems for valuing its assets. Hence the importance of having a system for measuring the benefits that accrue from using a business aircraft, such as covered in the section above dealing with Department Deliverables. It is wise to consult with specialists in the CFO’s office when preparing the financial aspects of the business plan.

Launch Plan

A well-presented Flight Department Business Plan expresses the benefits that will accrue to the company by acquiring a business aircraft. Be positive. Assume that top management will say yes. Convey that when they do give the go-ahead, the personnel tasked with implementing the Plan are ready and fully able to proceed. Describe how an aircraft would be acquired and placed into service. Show that the newly formed Flight Department has a clear path to follow once top management makes the decision to proceed.

Appendix & Supporting Documentation

Even the best business plan will be challenged—such is the nature of launching something new within a company. Thus statements of fact should be supported by credible references.

Final Thought

A well-crafted Business Plan for the Flight Department addresses each element of the operation and leaves nothing to chance — a concept that is well understood by the experienced aviator. T Are you looking for more articles on Flight Department Management? Visit www.avbuyer.com/articles/flight-department-management/

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Aircraft Index see Page 145

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Safety 1 March16.qxp_Finance 16/02/2016 11:22 Page 1

FLIGHT DEPARTMENT T SAFETY

Reasons to Customize Your Operations Manual

Practical Steps to Reduce the Likelihood of Human Error under Pressure… Drawing from the report from a fatal 2008 accident of a Citation 500, Mario Pierobon highlights the essential value of Flight Departments customizing their Ops Manuals.

he case study highlighted in last month’s column referenced the March 30, 2008 crash of a Bermuda-registered Cessna Citation 500 at London Biggin Hill airport. Having departed Biggin Hill, the aircraft was forced to return due to reported engine vibration. The situation escalated before the jet crashed into the side of a nearby house, killing all occupants on board. We highlighted the findings of the UK Air Accident Investigation Branch (AAIB) that identified 90

AVBUYER MAGAZINE – March 2016

a series of contributory factors, but no probable causes were given owing to an absence of FDR/CVR in the cockpit. This month we will look specifically at one of the accident’s contributory factors. AAIB’s accident report noted that a relight attempt on the second engine “was probably started before the relit first engine had reached idle speed, resulting in insufficient time for enough thrust to be developed to arrest the aircraft’s rate of descent before ground impact”.

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Safety 1 March16.qxp_Finance 16/02/2016 16:53 Page 2

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

“One of the main responsibilities of flight department In essence, the analysis related to the engine relight procedure highlights that an assisted relight of one engine may have been successful in the time available, but a near simultaneous double engine relight was less likely. The report notes that the aircraft manufacturer’s ‘Emergency Restart – Two Engines’ checklist states: ‘If No Start in Ten Seconds: Either Start Button – Press Momentarily’. “Had the pilots been using the manufacturer’s checklist it is possible that they misinterpreted the requirement to only start one engine at a time or did not realise the significance of the need to do so,” says the accident report. “A sense of urgency due to the proximity of the ground or confusion over the problems they were dealing with might equally have led to a deliberate attempt to start the second engine before the first engine had reached idle speed. “The effect of doing this would have been to delay the start of both engines. It is probable that, although both engines were operating at impact, they were in the process of accelerating to their demanded output and unable to provide sufficient thrust for the aircraft to climb away.” Advertising Enquiries see Page 4

Check the Checklist…

management is

Emphasis in the checklist on completing the restart on one engine before commencing the start of the second may have assisted the pilots in the case of this accident, according to the report. Operational documentation (including checklists) play a very significant role in aligning as closely as possible the behaviour of pilots to a safe standard of practice. Some items of documentation, such as aircraftspecific checklists, are supplied directly by aircraft OEMs and are developed taking into account the technical systems for operation and principles of man-machine interaction. A flight department, however, must not only use documents that come fully-customized and approved for the aircraft, but also must understand how such information will be applied in practice— especially when crews are faced with an emergency. One of the main responsibilities of flight department management is to thoroughly document the operation so that line operators receive clear guidance as to the expected operational standards. www.AVBUYER.com

to thoroughly document the operation so that line operators receive clear guidance...”

March 2016 - AVBUYER MAGAZINE

Safety 1 March16.qxp_Finance 16/02/2016 16:54 Page 3

FLIGHT DEPARTMENT T SAFETY

“The requirement for documentation to be easily understood and developed in accordance with human factors principles often is overlooked, however.”

Ops Manual

This concept holds increasingly true even for noncommercial operators. One of the requirements of new EASA regulations for non-commercial operators of complex aircraft (deadline for implementation, August 2016) concerns the need for an Ops Manual, albeit a simplified one compared to the manual that an AOC holder must have. According to regulations, the content of the Ops Manual must be presented in a way that can be used without difficulty with due consideration of human factors principles. The requirement for documentation to be easily understood and developed in accordance with human factors principles often is overlooked, however. Frequently, Ops Manuals are developed so as to barely repeat the content of the applicable regulations, yet there’s a significant difference between regulatory requirements and operational procedures (the actual ‘items’ of Ops Manuals). Specifically, a regulatory requirement contains little more than a safety objective that must be met; an

AVBUYER MAGAZINE – March 2016

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effective Ops Manual presents procedures to be followed in practice that will achieve the safety objective. The manual must state the task to be accomplished, by whom, with the support of which tools, and when. While there’s a significant degree of commonality among different operators for procedures that are aircraft (type) specific, typespecific procedures do not require customization from the flight department. (Indeed, Part B of an Operations Manual includes the aircraft flight manual and all its checklists). The more general procedures are documented in Part A of the Ops Manual; these are the ones that require customization from a specific Flight Department. Even checklists that are thorough – such as the one used aboard the ill-fated Cessna Citation 500 – are not fail-proof. Clearly, not properly customizing an Ops Manual increases risk and needs to be considered. T Are you looking for more articles on Safety? Visit www.avbuyer.com/articles-guides/business-aviation-safety Aircraft Index see Page 145

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March 2016 – AVBUYER MAGAZINE

Values Intro.qxp_Finance 16/02/2016 16:46 Page 1

FLIGHT DEPARTMENT T RETAIL PRICE GUIDE

Small & Entry-Level 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 Small & Entry-Level Jets.

s business jets increase in size from Entry-Level & Small 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 & Small jet category - the value and flexibility offered to those who typically fly shorter legs. Fully-fuelled, an Entry-Level or Small 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 Small 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 & Small jets and Large jets to fly a typical 75 0nm 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 Small 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 hea vyweight value of the Entry-Level & Small jet. So what exactly is a Small jet? Today we consider a jet “small” when its MTOW falls between 10,000 and 20,000 pounds. About a decade ago the Small 94

AVBUYER MAGAZINE – March 2016

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 & Small Jet Price Guide The following Entry-Level & Small 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 1996 through assistance and interest, winter 2015, and covers 32 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 correspon ding calendar year. For these Entry-Level example, the Hawker 400XP average value & Small Jet models reported in the winter 2015 edition of Bluebook can be referred to, shows $2.05 million for a 2007 model, $1.85 million beginning on page 98 of this issue. for a 2006 model and so forth.  www.AVBUYER.com

Aircraft Index see Page 145

Aviation Advisors March.qxp_Layout 1 18/02/2016 13:01 Page 1

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Retail Values.qxp_RPG 16/02/2016 16:49 Page 1

FLIGHT DEPARTMENT T RETAIL PRICE GUIDE

Entry Level & Small Jets Average Retail Price Guide MODEL YEAR $

2015 US$M

2014 US$M

2013 US$M

2012 US$M

2011 US$M

2010 US$M

2009 US$M

2008 US$M

2007 US$M

2006 US$M

2.8

2.6

2.3

2.0

1.8

1.7

1.6

6.7

6.2

5.8

5.3

4.8

4.2

3.8

3.5

3.0

2.6

2.8

2.4

4.5

MODEL BEECHCRAFT PREMIER 1A BEECHCRAFT PREMIER 1 BOMBARDIER LEARJET 45XR BOMBARDIER LEARJET 45 BOMBARDIER LEARJET 40XR

5.3

4.8

4.2

3.5

3.2

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

6.0

5.5

CESSNA CITATION XLS 560

12.0

10.0

8.0

7.5

7.0

6.5

5.5

5.0

4.8

CESSNA CITATION ENCORE+ 560

4.7

4.3

4.0

CESSNA CITATION V ENCORE 560

3.7

CESSNA CITATION EXCEL 560-XL CESSNA CITATION V ULTRA 560 CESSNA CITATION BRAVO 550

2.7

CESSNA CITATION CJ4 525C

9.0

CESSNA CITATION CJ3+ 525C

7.7

8.0

7.6

7.2

6.8

6.5

CESSNA CITATION CJ3 525B

7.5

6.8

6.1

5.8

5.4

5.1

4.8

4.6

4.4

4.2

CESSNA CITATION CJ2+ 525A

7.0

6.1

5.8

5.3

5.0

4.5

4.2

4.0

3.7

3.4

CESSNA CITATION CJ2 525A CESSNA CITATION M2 525

3.0 4.7

4.2

4.0

CESSNA CITATION CJ1+ 525

3.3

3.1

2.9

2.7

2.5

2.3

CESSNA CITATION CJ1 525 CESSNA CITATIONJET 525 CESSNA CITATION MUSTANG 510

3.4

2.8

ECLIPSE 550

2.995

2.750

ECLIPSE 500 EMBRAER PHENOM 300

8.995

8.7

EMBRAER PHENOM 100E

4.161

3.8

EMBRAER PHENOM 100

2.4

2.2

2.1

2.0

1.9

1.8

1.7

1.6

2.6

1.9

1.8

1.1

0.9

0.7

8.1

7.6

7.3

6.8

6.7

3.5

3.3

3.0

2.7

2.4

2.2

2.550

2.350

2.150

2.050

1.850

HAWKER 400XP HAWKER BEECHJET400A NEXTANT 400XTI

5.150

4.7

4.0

3.4

3.2

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

AVBUYER MAGAZINE – March 2016

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Aircraft Index see Page 145

Retail Values.qxp_RPG 16/02/2016 17:12 Page 2

RETAIL PRICE GUIDE T FLIGHT DEPARTMENT

What your money buys today

Winter 2015 2005 US$M

2004 US$M

2003 US$M

1.5

1.4

1.3

3.4

3.3

3.0

3.2

3.0

2.6

2002 US$M

2001 US$M

1.2

1.I

2.4

2.3

2000 US$M

1999 US$M

1998 US$M

1997 US$M

1996 US$M

MODEL YEAR $ MODEL BEECHCRAFT PREMIER 1A BEECHCRAFT PREMIER 1 BOMBARDIER LEARJET 45XR

2.2

2.1

2.0

BOMBARDIER LEARJET 45

2.2 2.0

BOMBARDIER LEARJET 40XR 1.8

BOMBARDIER LEARJET 40 1.550

1.450

1.350

1.250

1.150

1.050

1.0

0.950

BOMBARDIER LEARJET 31A CESSNA CITATION XLS+ 560

3.9

3.7

CESSNA CITATION XLS 560

3.5

3.3

3.0

2.8

2.7

2.6

3.4

3.3

3.1

2.9

2.6

CESSNA CITATION ENCORE+ 560

2.5

2.3

2.1

1.9

1.8

CESSNA CITATION V ENCORE 560 2.4

1.7

2.2

CESSNA CITATION EXCEL 560-XL

1.7

1.6

1.5

1.6

1.5

1.4

CESSNA CITATION V ULTRA 560 CESSNA CITATION BRAVO 550 CESSNA CITATION CJ4 525C CESSNA CITATION CJ3+ 525C

4.0

3.8

CESSNA CITATION CJ3 525B

3.2 2.9

CESSNA CITATION CJ2+ 525A 2.8

2.7

2.6

2.5

2.4

CESSNA CITATION CJ2 525A CESSNA CITATION M2 525

2.1 1.9

CESSNA CITATION CJ1+ 525 1.8

1.7

1.6

1.5

1.4

CESSNA CITATION CJ1 525 1.3

1.250

1.2

1.150

CESSNA CITATIONJET 525 CESSNA CITATION MUSTANG 510 ECLIPSE 550 ECLIPSE 500 EMBRAER PHENOM 300 EMBRAER PHENOM 100E EMBRAER PHENOM 100

1.650

1.450

1.350 1.350

HAWKER 400XP 1.250

1.150

1.050

1.0

0.950

0.900

0.850

HAWKER BEECHJET 400A NEXTANT 400XTI

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

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March 2016 – AVBUYER MAGAZINE

ACSpecs Intro.qxp_AC Specs Intronov06 16/02/2016 16:45 Page 1

FLIGHT DEPARTMENT T SPECIFICATIONS

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

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

AVBUYER MAGAZINE – March 2016

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

•

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

Balanced Field Length BFL is the distance obtained by determining the decision speed (V1) at which the take-off distance and the accelerate-stop distance are equal (fixed-wing multi-engine aircraft only). This is based on four passengers and maximum fuel on board (turbine aircraft). For single-engine and all piston fixed-wing aircraft, this distance represents the take-off field length at Maximum Take-off Weight (MTOW). Landing Distance (Factored) For fixed-wing turbine aircraft, landing distance is computed using FAR 121 criteria. This takes the landing distance from 50/35 feet (depends on certification criteria) and multiplies that by a factor of 1.667. No credit is given for thrust reversers. Configuration is with four passengers and NBAA IFR Fuel Reserve on board. For fixed-wing piston aircraft, this figure is the landing distance over a 50 foot obstacle. Rate of Climb (Ft/Min) The rate of climb, given in feet per minute, is for all engines operating, at MTOW, ISA conditions. One Engine Out rate of climb is for one engine inoperative rate of climb at MTOW, ISA. Cruise Speed (Knots True Air Speed - KTAS) Max Cruise Speed - is the maximum cruise speed at maximum continuous power. This may also be commonly referred to as High Speed Cruise. Normal cruise speed is the recommended cruise speed established by the manufacturer. This speed may also be the same as Maximum Cruise Speed. Long Range Cruise is the manufacturer’s recommended cruise speed for maximum range. Engines The number of engines, manufacturer and model are shown. Aircraft Index see Page 145



Corporate Concepts 2 March.qxp 18/02/2016 12:44 Page 1

Corporate Concepts International, Inc. Global Express – Sale, Lease, Lease/Purchase ■ Fresh 180 / 60 Month and 500 Hr Inspections ■ $900,000 Primus Elite Deck Upgrade ■ 14 passenger, Forward and Aft Lav, Office in the Sky ■ Engines on RRCC - Airframe / APU on Smart Parts ■ Batch 3, ADS-B In/Out & FANS-1/A Upgrades

Embraer EMB-135LR ■ 16 Passenger Interior with Airstair Door ■ Fresh 144 Month Inspection and ■ Fresh Landing Gear Overhaul by Embraer ■ Engines on RRCC - Airframe on EEC ■ Low Total Time - Sale, Lease, Lease Purchase

Off Market Citation Sovereign ■ Priced to sell – Lease Possible ■ Less than 2,000 hours total time ■ Eight passenger configuration ■ Enrolled in ProPart, PowerAdvantage and AuxAdvantage ■ Call for details or see www.flycci.com

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Global 5000 for lease See www.flycci.com

Also Available - Global 6000, Challenger 300, Eurocopter AS355F-2, Citation Mustang, Eurocopter EC-120B, Agusta AW109

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Chris Zarnik +1 919 264 6212

Shailon Ian +55 (21) 982 -010605

Fernando Garcia +52 55 54077686

Dennis Blackburn +1 832 647 7581

AircraftPer&SpecMarch16.qxp_PerfspecDecember06 16/02/2016 16:19 Page 1

SMALL & ENTRY LEVEL JETS

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 R BEE 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 BOM R BAR DIER LEA RJET 45

FLIGHT DEPARTMENT T SPECIFICATIONS

$2,142.86

$2,111.52

$1,740.51

$1,635.61

$1,622.23

$2,348.04

$2,348.63

$2,255.37

$2,267.54

$2,301.38

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

1351

850

1211

1480

1573

1778

1423

MAX. RANGE N.M. (4 PAX)

1318

1817

1072

1251

1480

1631

1601

1889

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

JT15D-5

JT15D-5R

FJ44-4A-32

FJ44-2A

TFE 731-2

TFE 73120AR

TFE 73120BR

TFE 73120AR

VARIABLE COST PER HOUR $

ENGINES # ENGINE MODEL

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

100

AVBUYER MAGAZINE – March 2016

www.AVBUYER.com

Aircraft Index see Page 145



General Aviation March.qxp_Layout 1 16/02/2016 11:17 Page 1

AircraftPer&SpecMarch16.qxp_PerfspecDecember06 16/02/2016 16:23 Page 2

CES SNA CITA TION CJ3 CES SNA CITA TION CJ3+

CES SNA CITA TION CJ2+

CES SNA CITA TION CJ2

CES SNA CITA TION CJ1+

CES SNA CITA TION CJ1

CES SNA CITA TION BRA VO CES SNA CITA TION JET

SMALL & ENTRY LEVEL JETS

BOM BAR DIER

LEA RJET 45X R

FLIGHT DEPARTMENT T SPECIFICATIONS

$2,341.09

$1,739.04

$1,534.70

$1,435.60

$1,457.15

$1,520.36

$1,601.03

$1,700.73

$1,680.03

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. (4 PAX)

1841

1610

865

887

1022

1331

1452

1748

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

102

AVBUYER MAGAZINE – March 2016

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Aircraft Index see Page 145



Hatt & Associates March.qxp_Layout 1 16/02/2016 11:18 Page 1

2006 Gulfstream G200

S/N: 0150. Reg: EC-KCA 1,978.5 Hours since New

Honeywell Laserref V IRS Airshow 4000 Equipped with a Jump seat

Unique in Experience, Global in Scope.

2008 Hawker 900XP

S/N: HA-21. Reg: N889QS 4,823 Hours since New Airshow 410 AirCell ATG5000 High Speed Internet Enrolled on MSP Partial Interior Refurbishment May-2015 Paint Touch up in 2014

2009 Hawker 4000

S/N: RC-19. Reg: N163DK 1,448 Hours since New Block Point Inspections / Load 20 Mod-Output Completed Lump Inspections cw. Feb. 2015 Honeywell-Primus Avionics Suite

1-720-477-1204 hattaviation.com

1999 Hawker 800XP

S/N: 258416. Reg: N895TM 11,787.9 Hours since New Engines enrolled on MSP Aircell Wi-Fi Part 135 No Damage History

Hatt & Associates: Global Aviation Sales

Acquisitions Brokerages Consulting Pre-Buy Management Contract/Legal Services

AircraftPer&SpecMarch16.qxp_PerfspecDecember06 16/02/2016 16:24 Page 3

CIRR US V ISIO N SF 50

CES SNA CITA TION MUS TAN G CES SNA CITA TION M2

CES SNA CITA TION XLS +

CES SNA CITA TION XLS

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

SMALL & ENTRY LEVEL JETS

CES SNA CITA TION CJ4

FLIGHT DEPARTMENT T SPECIFICATIONS

$1,970.13

$2,067.63

$2,021.11

$2,416.04

$2,343.14

$2,302.54

$1,015.37

$1,395.31

$661.53

CABIN HEIGHT FT.

4.75

5.7

4.5

4.75

4.07

CABIN WIDTH FT.

4.83

5.5

4.58

4.83

5.08

CABIN LENGTH FT.

17.3

17.33

18.5

9.8

11.48

CABIN VOLUME CU.FT.

293

314

422

163

201

170

DOOR HEIGHT FT.

4.25

4.54

4.5

3.8

4.25

4.12

DOOR WIDTH FT.

2.05

BAGGAGE VOL. INT. CU.FT.

BAGGAGE VOL. EXT. CU.FT.

43.1

23.5

CREW #

SEATS - EXECUTIVE #

MTOW LBS

17110

16630

16830

20000

20200

8645

10700

6000

MLW LBS

15660

15200

18700

8000

9900

5550

B.O.W. W/CREW LBS

10350

10525

10460

12500

12800

5550

7000

3730

USEABLE FUEL LBS

5828

5400

6740

2580

3296

1980

PAYLOAD WITH FULL FUEL LBS

1052

905

1170

960

860

600

504

330

MAX. PAYLOAD LBS

2150

2075

2390

2500

2300

1200

1400

1170

RANGE - SEATS FULL N.M.

1667

1410

1494

1449

1539

1528

718

694

747

MAX. RANGE N.M. (4 PAX)

2022

1695

1712

1786

1871

1896

800

1074

BALANCED FIELD LENGTH FT.

3500

3920

4060

3910

3380

3250

LANDING DIST. (FACTORED) FT.

3978

4195

4182

4917

4738

3683

4125

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

3858

4740

4620

3790

3500

3010

3698

2000

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

1248

1440

1400

699

800

870

1075

MAX. CRUISE SPEED KTAS

454

430

433

440

340

404

300

NORMAL CRUISE SPEED KTAS

454

430

433

440

340

379

295

L/RANGE CRUISE SPEED KTAS

380

372

373

319

331

210

FJ44-4A

PW535A

PW535B

PW545A

PW545B

PW545C

PW615F

FJ44-1AP

FJ33-5A

VARIABLE COST PER HOUR $

ENGINES # ENGINE MODEL

104

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Aircraft Index see Page 145



Jeteffect Inventory March.qxp 18/02/2016 09:43 Page 1

EXCLUSIVELY OFFERED

LOS ANGELES 562.989.8800

DALLAS 214.451.6953

ATLANTA 334.502.0500

PALM BEACH 561.747.2223

WASHINGTON DC 571.933.7393

Year

Model

Serial No.

2000

Astra SPX

130

1990

Challenger 601-3A

5066

1991

Challenger 601-3A/ER

5086

1997

Challenger 604

5349

2002

Challenger 604

5549

2011

Citation CJ3

525B-0357

1996

Citation X

750-0011

2000

Falcon 900EX

2006

Global 5000

9176

1987

Gulfstream GIV

1008

2002

Gulfstream GIVSP

1495

2009

Gulfstream G150

255

2008

Gulfstream G150

266

2009

Gulfstream G450

4148

2010

Gulfstream G450

4188

2012

Gulfstream G450

4235

2015

Gulfstream G650

TBA

2001

Hawker 800XP

258507

2000

Learjet 45

079

2005

Learjet 45XR

282

2001

Learjet 60

211

2011

Phenom 100

50000223

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

SMALL & ENTRY LEVEL JETS

ONE AVIA TION ECL IPSE 500 ONE AVIA TION ECL IPSE 550 ONE AVIA TION TOTA L EC LIPS E 50 EMB 0 RAE R PH ENO M1 00

FLIGHT DEPARTMENT T SPECIFICATIONS

HON DA A IRCR AFT HA420 HON DAJ NEX ET TAN T AE ROS PAC E 40 0XT NEX TAN T AE ROS PAC E 40 0XT i

AircraftPer&SpecMarch16.qxp_PerfspecDecember06 16/02/2016 16:27 Page 4

$923.94

$888.59

$927.22

$1,151.71

$1,151.84

$1,757.53

$1,134.90

$1,678.92

$1,623.06

CABIN HEIGHT FT.

4.16

4.92

4.94

4.92

4.94

4.75

CABIN WIDTH FT.

4.66

5.08

4.92

CABIN LENGTH FT.

7.6

17.17

15.5

CABIN VOLUME CU.FT.

109

212

324

305

DOOR HEIGHT FT.

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

6000

10472

10582

17968

9963

16300

MLW LBS

5600

9766

9877

16865

15700

B.O.W. W/CREW LBS

3834

7132

7220

11783

10531

10950

USEABLE FUEL LBS

1698

2804

5353

4912

PAYLOAD WITH FULL FUEL LBS

502

580

602

942

1057

638

MAX. PAYLOAD LBS

1088

1312

1334

2216

2469

2050

RANGE - SEATS FULL N.M.

574

915

917

1811

1035

1527

MAX. RANGE N.M. (4 PAX)

574

1045

1974

1716

BALANCED FIELD LENGTH FT.

2898

3040

3479

3138

4600

4030

LANDING DIST. (FACTORED) FT.

5173

4068

4110

3700

4045

5237

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

2575

3061

3335

3990

5000

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

780

702

1044

995

845

MAX. CRUISE SPEED KTAS

371

390

444

420

471

460

NORMAL CRUISE SPEED KTAS

369

371

430

420

460

447

L/RANGE CRUISE SPEED KTAS

330

333

383

405

406

PW610F-A

PW617F-E

PW535E

HF120

FJ44-3AP

VARIABLE COST PER HOUR $

ENGINES # ENGINE MODEL

106

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Aircraft Index see Page 145

SCA March.qxp_Layout 1 16/02/2016 11:21 Page 1

GLOBALLY INTIMATE. BROKERAGE | ACQUISITIONS | SALES | MANAGEMENT

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

2015 Gulfstream G650ER • s/n 6152 • VP-CMM

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

36.8 TT • Engines on RRCC APU on MSP Gold • Over 1M in optional equipment

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

2008 Falcon 2000LX • s/n 0157 • N107RG

1996 Falcon 2000 • s/n 6 • N954SC

2250 TTSN • Engines on ESP • APU on MSP • Easy II upgrade • HUD • Fwd and Aft Lavs

All new woodwork and metal plating • Upgraded FMS’s with WAAS / LPV • ADS-B / USB Data Loader • Recent C check and Paint by Falcon in 2013 • PPI in Progress at Falcon • AVIATOR 200 Swift Broadband and Hotboxx Media Server

2002 Citation X • s/n 185 • N750DD

2000 Falcon 50EX • s/n 286 • N286ZT

2900 TTSN • Engines on Rolls Royce Corporate Care • Cessna Maintained • Cescom • NDH

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

2007 Lear 45XR • s/n 353

2008 Lear 60XR • s/n 343 • N343EC

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

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

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

1998 Lear 31A • s/n 157 • N800CK

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

6675 TT • MSP Gold • Fresh A/B/C Inspections • New Paint / Partial Interior Refurbishment December 2015 • TRs • Raisebeck Locker

FT. LAUDERDALE

CHARLOTTE

SÃO PAULO

LONDON

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

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

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

Conway House - Cranfield MK43 0FQ - United Kingdom

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

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

Tel: +55 (11) 3588-0311

Tel: +44 (1234) 817-770

(Invoicing/Contracting Address)

OFFICES WORLDWIDE

9:15 AM

AirCompAnalysis March.qxp_ACAn 16/02/2016 11:58 Page 1

FLIGHT DEPARTMENT T AIRCRAFT COMPARATIVE

Aircraft Comparative Analysis: Bombardier Challenger 605

In this month’s Aircraft Comparative Analysis, Mike Chase provides information on two popular large cabin business jets for the purpose of valuing the Bombardier Challenger 605.

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

108

ver the following paragraphs, we’ll consider productivity parameters (payload/range, speed and cabin size) and cover current and future market values for the Bombardier Challenger 605. The field in this comparative study includes Dassault’s Falcon 2000LX business jet.

Brief History

Bombardier introduced its Challenger 604 in 1996 as a major upgrade on the Challenger 601 design, incorporating more powerful engines, larger fuel supply, a completely new undercarriage, structural improvements to its wings and tail, and a new electronic flight instrumentation system. Ten years later the Challenger 605 was introduced with an avionics and structural upgrade over the Challenger 604. The structural improvements included larger cabin windows, while cockpit instrumentation was

AVBUYER MAGAZINE – March 2016

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updated and electronic flight bag capability added. This model can be visually identified by a new, rounded tailcone. Today there are an aggregated total of 648 Challenger 605 and 604 aircraft in service. The Challenger 605 ceased production in 2014 when Bombardier introduced the Challenger 650. 

Table A - Challenger 605

Aircraft Index see Page 145

Leading Edge March.qxp_LEAS 18/02/2016 09:48 Page 1

Beautiful, Modern and Well-Equipped Perfect Adjectives to Describe Challenger 605 S/N 5746 • New Paint and Interior June 2015 • On Smart Parts • Engines on GE OnPoint, APU on MSP • Triple FMS, Triple IRS • ADS-B Out Equipped • Collins TCAS 7.1, • Link 2000+, • Aircell ATG-5000 Wi-Fi • Datalink with Inmarsat SatCom Interface • 2400-Hr. & 96-Mo. Inspections c/w June 2015 • Currently Operating Part 135 • 12 passenger, 2,075 Hours TTAF

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

Leading Edge Aviation Solutions aircraftsales@leas.com

Te l i n U S : 2 0 1 - 8 9 1 - 0 8 8 1 w w w. l e a s . c o m

AirCompAnalysis March.qxp_ACAn 16/02/2016 11:59 Page 2

FLIGHT DEPARTMENT T AIRCRAFT COMPARATIVE

Table B - Payload & Range

Worldwide Appeal

Max Payload (lb)

Avail Payload w/Max Fuel (lb)

Max Fuel Range (nm) 4 Pax

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

Model

MTOW (lb)

Max Fuel (lb)

Fuel Usage (GPH)

Challenger 605

48,200

19,852

310

4,850

1,298

4,063

3,010

Falcon 2000LX

42,800

16,660

252

4,950

1,590

4,095

2,905

Source: Data courtesy of Conklin & de Decker, Orleans, MA, USA; JETNET; ACC – Aircraft Cost Calculator; B&CA May 2015 Purchase Planning Handbook and Aug. 2015 Operations Planning Guide

Chart A - Cabin Cross-Sections Bombardier Challenger 605

Payload & Range

Dassault Falcon 2000LX

Source: UPCAST JETBOOK

Chart B - Range Comparison Bombardier Challenger 605 Dassault Falcon 2000LX

There are 279 wholly-owned Challenger 605 aircraft in operation globally. In addition there are three CL605s in shared-ownership and three in fractional-ownership (aggregated total 285 units). Within the operational fleet, 33 (11.8%) are leased, according to JETNET. By continent, North America has the largest fleet percentage (53%), followed by Asia (22%) and Europe (20%) accounting for a combined total of 95% of the world’s fleet. The data contained in Table B (top, right) are published by Conklin & de Decker, but also sourced from the May 2015 issue of B/CA. As we have mentioned in past articles, a potential operator should focus on payload capability as a key factor. The CL605 ‘Available Payload with Maximum Fuel’ at 1,298 lbs is less than the Falcon 2000LX at 1,590 lbs of payload capability. In addition, fuel usage by each aircraft is depicted. The Challenger 605 burns more, at 310 gallons per hour (GPH). The Falcon 2000LX by comparison is the more frugal (252 GPH), according to data sourced from Aircraft Cost Calculator.

Cabin Cross Sections

3662.100 Nm 3721.580 Nm

According to Conklin & de Decker, the CL605 cabin volume is 1,146 cubic feet (length, 28.4 ft.). The Falcon 2000LX is smaller in cabin volume (1,028 cu. ft.) but greater in length at 31.2 ft. Chart A, middle left (courtesy of UPCAST JETBOOK) offers a cross-section comparison, and reveals the CL605 has a wider cabin, while the Falcon 2000LX offers a slightly taller cabin.

Range Comparison

As depicted by Chart B (left) and using Witchita, Kansas as the origin point, the CL605 shows almost identical range coverage compared to the Falcon 2000LX, per Aircraft Cost Calculator (ACC) data. Both Aircraft easily cover all of North America non-stop. Note: For jets and turboprops,

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Aircraft Index see Page 145

AirCompAnalysis March.qxp_ACAn 16/02/2016 17:26 Page 3

Chart C - Cost Per Mile

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

US $ per nautical mile $0

$4.00

$2.00

$6.00

Q $6.28 Q $5.56

Challenger 605

Powerplant Details

Falcon 2000LX

The CL605 is powered by two General Electric CF34-3B engines with a thrust rating of 8,929 lbst. The Falcon 2000LX business jet is powered by two Pratt & Whitney Canada PW308C engines each offering less thrust (7,000 lbst).

Cost Per Mile

Using data published in the May 2015 B&CA Planning and Purchasing Handbook and the August 2015 B&CA Operations Planning Guide, we will compare our aircraft. The nationwide average Jet A fuel cost used from the August 2015 edition was $5.25 per gallon at press time, so for the sake of comparison we’ll chart the numbers as published. Note: Fuel price used from this source does not represent an average price for the year. Chart C (top, right) details ‘Cost per Mile’ and compares the CL605 to its competition, factoring direct costs and with each aircraft flying a 1,000nm mission with a 1,600 lbs (eight passengers) payload. The CL605 shows the highest cost per nautical mile at $6.28 compared to $5.56 for the Falcon 2000LX. This is a difference of 72 cents per nautical mile.

Chart D - Variable Cost US $ per hour $0

$1,000

$2,000

Challenger 605

Q $2,772

Q $2,365

Falcon 2000LX

Table C - Aircraft Comparison

Total Variable Cost

The ‘Total Variable Cost’ illustrated in Chart D (middle, 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 CL605 computes at $2,772 per hour, 17.2% more than the Falcon 2000LX at $2,365 per hour.

Aircraft Comparison Table

Table C (right) contains the preowned prices from Vref Pricing Advertising Enquiries see Page 4

Long Range Speed (kts)

Cabin Volume (cu ft.)

Max Max P/L Payload w/avail fuel w/avail fuel VFR range range (nm) (nm)

Used Used Vref Price $m2012 US$m

In-Operation

% For Sale

New & Pre-owned Sold*

Gulfstream 605 GV Challenger

459 425

1595 1,146

5,416 3,010

$16.5 $16.0‘02

191 285

12.0% 7.0%

20 5

7X Falcon 2000LX

459 441

1506 1,028

5,000 2,905

$25.0 $22.5‘07

236 131

9.3% 10.7%

36 2

Model

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

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FLIGHT DEPARTMENT T AIRCRAFT COMPARATIVE

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

Deduction

20.00 %

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 %

Table E - Part 91 & 135 MACRS Schedule

Depreciation Schedule

2012 Bombardier Challenger 605 - PRIVATE (PART 91) Full Retail Price - Million Year

$16 1

20.00 %

32.00 %

19.2 %

11.5 %

5.8 %

Depreciation ($M)

$3.2

5.1

3.1

1.8

0.9

Depreciation Value ($M)

$12.8

7.7

4.6

2.8

0.9

Cum. Depreciation ($M)

$3.2

8.3

11.4

13.2

15.1

16.0

Full Retail Price - Million

$16

Rate (%)

2012 Bombardier Challenger 605 - CHARTER (PART 135) Year

14.3 %

24.5 %

17.5 %

12.5 %

8.9 %

4.5 %

Depreciation ($M)

$2.29

3.92

2.80

2.00

1.43

0.71

Depreciation Value ($M)

$13.71

9.80

7.00

5.00

3.57

2.14

0.71

0.00

Cum. Depreciation ($M)

$2.3

6.2

9.0

11.0

12.4

13.9

15.3

16.0

Rate (%)

Chart E - Value & Demand The Market for a Used Challenger 605 Compared to Falcon 2000LX

112

AVBUYER MAGAZINE – March 2016

Guide for a 2012 production model of each aircraft. The average speed, cabin volume and maximum payload values are from Conklin & de Decker and Aircraft Cost Calculator, while the number of aircraft in-operation and percentage ‘For Sale’ are as reported by JETNET. The CL605 has 7% of its fleet currently ‘For Sale’ and the Falcon 2000LX has 10.7% ‘For Sale’. Additionally, the average number of pre-owned transactions (sold) per month is higher at 5 per month for the CL605 than the Falcon 2000LX (2 per month).

www.AVBUYER.com

Aircraft that are owned and operated by businesses are often depreciable for income tax purposes under the Modified Accelerated Cost Recovery System (MACRS). Under MACRS, taxpayers are allowed to accelerate the depreciation of assets by taking a greater percentage of the deductions during the first few years of the applicable recovery period (see Table D, top, left). In certain cases, aircraft may not qualify under the MACRS system and must be depreciated under the less favorable Alternative Depreciation System (ADS) where depreciation is based on a straight-line method, meaning that equal deductions are taken during each year of the applicable recovery period. In most cases, recovery periods under ADS are longer than recovery periods available under MACRS. There are a variety of factors that taxpayers must consider in determining if an aircraft may be depreciated, and if so, the correct depreciation method and recovery period that should be utilized. For example, aircraft used in charter service (i.e. Part 135) are normally depreciated under MACRS over a seven year recovery period or under ADS using a twelve year recovery period. Aircraft used for qualified business purposes, such as Part 91 business use flights, are generally depreciated under MACRS over a period of five years or by using ADS with a six year recovAircraft Index see Page 145

AirCompAnalysis March.qxp_ACAn 16/02/2016 12:01 Page 5

Asking Prices vs Age, Airframe Total Time & Quantity

Chart E, sourced from the Multidimensional Economic Evaluators Inc. (www.meevaluators.com), shows a Value and Demand chart for the pre-owned CL605. The current pre-owned market for the CL605 aircraft shows a total of 24 aircraft ‘For Sale’ with nine displaying an asking price, thus we have plotted them. We also added the used Falcon 2000LX and CL604 business jets in our study group with asking prices ranging from $5-24m. The equation that we derived from these asking prices and other criteria used should enable sellers and buyers to compare, and perhaps adjust their offerings, if necessary. While each serial number is unique, the airframe total hours (AFTT) and age/condition will cause great variations in price. For example, Chart E shows one Falcon 2000LX ’For Sale’ with 948 hours AFTT, and one CL605 with 2,194 hours AFTT. The objective is to determine how to use the demand curve when no asking prices are provided. These two estimated prices suggest that one is underpriced and the other

Chart F - Productivity Price (Millions)

ery period. There are certain uses of the aircraft, such as non-business flights, that may have an impact on the allowable depreciation deduction available in a given year. Table E (center left), meanwhile, depicts an example of using the MACRS schedule for a 2012 Challenger 605 aircraft in private (Part 91) and charter (Part 135) operations over six and eight-year periods, assuming a used retail value of $16m, per Vref Pricing guide.

$30.0 2012 Falcon 2000LX $20.0 2012 Challenger 605 $10.0 $0.0 0.0000

2.0000

1.0000

3.0000

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

is overpriced. (Of course, the final negotiated price remains a matter between the seller and buyer prior to sale completion). Demand and Value are on opposite sides of the same Price axis. Thus, the market for used CL605 and Falcon 2000LX jets responds to at least four features: Years, Airframe Total Time (AFTT), Quantity and Asking Prices. Our calculations indicate that each airplane in our study loses about $498 for every hour that it flies.

Productivity Comparisons

The points in Chart F (above) are centered on the same aircraft. Pricing used in the vertical axis is as published in the Vref Price Guide. The productivity index requires further discussion in that the factors used can be somewhat arbitrary. Productivity can be defined (and it is here) as the multiple of three factors: 1. Range with full payload and available fuel;

2. The long range cruise speed flown to achieve that range; 3. The cabin volume available for passengers and amenities. Others may choose different parameters, but serious business aircraft buyers are usually impressed with Price, Range, Speed and Cabin Size. After consideration of the Price, Range, Speed and Cabin Size, we can conclude that the Challenger 605 displays a high level of productivity. Popular attributes of the Challenger 605 are a larger cabin volume and significantly lower purchase price compared to the Falcon 2000LX. As mentioned above, while each jet offers similar range, the CL605 exhibits a higher fuel usage (GPH), cost per mile and cost per hour. Compared with the Falcon 2000LX, the CL605 also has a lower available payload with full fuel.

Operators should weigh their mission requirements precisely when picking the option that is the best for them.

Summary

Within the preceding paragraphs we’ve touched upon several of the attributes that business aircraft operators value. There are other qualities such as airport performance, terminal area performance, and time to climb that might factor in a buying decision, however. The Bombardier Challenger 605 continues to be very popular today. Those operators in the market should find the preceding comparison useful. Our expectations are that the CL605, which started delivering in 2006 and ceased production in 2014, will continue to do very well on the used jet market for the foreseeable future. T

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There’s Life in the Old Falcon 50 Yet…

What are the Pros and Cons to Consider Before Buying One? Because of its popularity and the steady demand for the Falcon 50 since its 1980 introduction, there have been several upgrades developed for this versatile business jet, notes John Koltes, President & Owner, Jet Trader Group... John Koltes is the founder of Jet Trader Group, based in North Texas. As an experienced Chief Pilot with jet aircraft management expertise, John’s passion is helping others find the right aircraft for their mission with the highest level of service and integrity. John formerly served in the Texas Air National Guard.

114

he performance of its three TFE731-31D engines allows this midsize Falcon 50 to take off from most airports with runways of 5,000’ or longer, and once airborne, carry its passengers an impressive 3,147nm, providing transcontinental reach within the US. However, when purchasing a Falcon 50 there are several factors for a buyer to consider. “A key consideration for prospective Falcon 50 owners is checking the maintenance status of the airplane,” reveals John Koltes, Jet Trader Group.

AVBUYER MAGAZINE – March 2016

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“The maintenance status of an aircraft can make the value fluctuate by as much as $1.0m. The two big maintenance expenses on the Falcon 50 are the 12-year gear overhaul requirement and the 6-year ‘C’ check airframe inspection. A prospective buyer should be aware of these as well as when they will come due on a prospective purchase.” Koltes also encourages prospective buyers to consider purchasing a Falcon 50 that has upgraded engines and avionics. These aircraft will sell for around $600-800k more than the unimproved models and offer new owners a turn-key solution to Aircraft Index see Page 145



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COMMUNITY NEWS T BIZAV REVIEW

executive club seats, and aft two-place club seats across from a three-place divan. “The most desirable configuration also includes a lavatory located in the aft cabin,” Koltes adds. “Occupants’ baggage is never an issue when you consider the extra-large external baggage compartment.”

Market Summary

modern avionics. “As new avionics mandates are required, the more modern avionics suites will invoke less downtime and expense to meet those mandates,” noted Koltes. The original Falcon 50 was delivered with an analog Collins avionics package, but has since gone through several changes to include Collins EFIS 86, Proline II, Proline IV and most recently – and still readily available – the Proline 21 avionics suite, which provides flight crews the advantages of a modern, fully integrated glass flight deck. “Pilot situational awareness is dramatically improved with the Proline 21 suite, therefore improving safety, and making it a must-have for any purchaser considering a Falcon 50,” Koltes outlines.

Powerplants

Similar to the avionics, there have been several engine upgrades made available for the Falcon 50. The original engines are Honeywell TFE731-3-1D series engines, which provide 3,700lbs of thrust and require hot section inspections (MPI) every 1,400 hours and an engine overhaul (CZI) every 4,200 hours. The -3D-1C, -4-1C, and TFE731-40 engine upgrades offer the Falcon 50 owner better performance, increased fuel efficiencies, longer range, and reduced maintenance costs while changing the inspection requirements for the MPI inspection to a 2,100-hour interval. Thus only one hot section inspection is 116

AVBUYER MAGAZINE – March 2016

required between engine overhauls, saving a prospective owner significant maintenance outlay. The -3D-1C engine upgrade was performed on several early Falcon 50s, while the TFE731-40 was a standard installation on Falcon 50EX models. Most engines are either enrolled on the Manufacturer’s Service Plan (MSP) or Jet Support Services, Incorporated (JSSI) engine plans. A summary of the differences in the engine performance parameters can be seen in Table A (below).

Cabin Configuration

With an interior measuring 23.5ft (length) x 6.1ft (width) x 5.9ft (height), the typical cabin for a Falcon 50 model accommodates nine passengers. Configurations vary, but most consist of a forward galley, forward four-place

Falcon 50s are available in a wide price range from around $1.0-7.4m, and from the details posted above, you can see what contributes to the variation in price from one model to the next. Early model Falcon 50 prices appear to have leveled off in the market while the later models continue to see quarterly price declines, according to Vref. “With the upgrades available for the early models, prospective owners can find great value in an early model Falcon 50 with engines upgraded to the -3D-1C status, and a Proline 21 avionics suite can be purchased for under $2.0m,” summarizes Koltes. “At that price point, a new owner can purchase a great aircraft, add some more value to the jet with winglet options and advanced cabin entertainment systems, and still pay less than they would for a late model Falcon 50. “During its lifetime, the Falcon 50 has proven to be a reliable, stable platform with a great following,” Koltes concludes. “Owners continue to prove the value of the airplane, and charter companies continue to see the demand for the benefits that the Falcon 50 has to offer their clientele. The Falcon 50 is an aircraft with plenty of life left in it yet.” T More information from http://jettradergroup.com/



Engine data source: FAA.gov, Type Certificate Data Sheets E6WE and E1NM; Performance source: JETNETevolution.com; Valuation source: Vrefonline.com

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Aircraft Index see Page 145

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OEM Bites Cirrus’ Vision Jet program continues its march towards first customer delivery as progress continues on systems testing and integration of the Cirrus Airframe Parachute System (CAPS). Numerous significant milestones were accomplished in 2015. Cirrus also unveiled the Perspective Touch by Garmin flight deck and opened new facilities in Duluth for Vision Jet production. With over 550 orders, certification is planned for the first half of 2016 with deliveries set to begin shortly thereafter. www.cirrusaircraft.com Comlux The Aviation Group has announced a firm order for three Airbus ACJ320neo aircraft, becoming the largest customer for Airbus’ new corporate jet family. Comlux has chosen CFM International LEAP-1A engines to power the aircraft. Cabin outfitting will be by Comlux America, in Indianapolis; the first independent authorised Airbus corporate jet service centre. www.comluxaviation.com

Cirrus

Embraer

Dassault Aviation confirmed a two-year delay and production standstill on its all-new Falcon 5X because of ongoing problems with the Snecma Silvercrest engine. The long-range, large-cabin jet which was rolled out in June last year is now not expected to fly until 2017, with first deliveries in early 2020. 5X customers have been informed and though the company will not reveal backlog details for the aircraft, chief executive Eric Trappier says he expects “some order erosion” and states the company will try to offer “other solutions” to buyers expecting an aircraft before 2020. www.dassaultfalcon.com Embraer announced Jackie Chan has become the first customer in China to take delivery of a Legacy 500. Jackie Chan’s connection with Embraer Executive Jets dates to 2012, when he received an Embraer Legacy 650 as China’s launch customer and became Embraer’s brand ambassador. www.EmbraerExecutiveJets.com

Gulfstream

Gulfstream completed G500 flutter testing, achieving another milestone in the new aircraft’s flight-test program. The first G500 test aircraft, T1, performed the tests over the course of more than 50 flights. T1’s longest flight to date lasted more than five hours. The G500 is expected to receive type certification from the US FAA and EASA in 2017. www.gulfstream.com Nextant Aerospace has completed delivery of the second 400XTi aircraft to PlaneSense, Inc., a fractional operator based out of Portsmouth, NH. The original order from PlaneSense called for the purchase of five Nextant aircraft. The PlaneSense program will take delivery of the third aircraft later this quarter and is slated to take the final two deliveries in 2017. www.nextantaerospace.com

Textron Aviation

Textron Aviation delivered more jets and recorded a higher profit in 2015, and it expects to see higher sales and profitability in 2016, despite a Q4 revenue decline in 2015. Textron Inc.’s revenue was $3.9bn in Q4 2015, down 4.2% compared with $4.1bn in revenue in Q4 2014. This year, Textron is expected to see 6% growth in revenue, to $5.1bn, which largely reflects an increase in Latitude deliveries. www.txtav.com  118

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Aircraft Index see Page 145

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BizAv Associations

ATC Reform: With the US Congress preparing to consider FAA reauthorization legislation this session, a host of GA Association leaders joined together to send letters to US House Transportation leaders underscoring ‘real and longstanding concerns’ regarding ATC governance and funding. FAA: Is paving the way for new Stage 5 noise requirements to align US and international standards. FAA released a proposal recently that would require entities submitting applications after 12/31/17, for approval of new aircraft weighing >121,254 lbs MTOW to meet Stage 5 requirements. Applicants for new aircraft weighing <121,254 lbs must meet the standard after 12/31/20. GAMA: General Aviation Manufacturers Association has approved Astronautics Corporation of America, Bloomington Corporate Holdings, Click Bond and HondaJet as new members. ICAO: Business Aviation groups welcomed the International Civil Aviation Organization’s agreement to establish the first-ever standard for aircraft CO2 emissions. The standard would cover all but the smallest of new-production business jets and most new-production large turboprops beginning in 2023. The CAEP also recommended a phase-out of production of aircraft that do not comply by 2028.

BizAv People

Kevin Crowley has been named by Jeppesen to succeed Mark Van Tine, the long-time CEO of Jeppesen and vice president of digital aviation at parent company Boeing. Van Tine retires on June 30.

plan for new owners, including acquisition, crew staffing, training, insurance, finance and maintenance. Lorrissa Lippi joins Gama Aviation as marketing and media coordinator. Dennis Neumann was appointed Chief Commercial Officer on behalf of OHS Aviation Services. Neumann has previously served with Jet Aviation Basel, Lufthansa Bombardier Aviation Services, Altenrhein Aviation and Lufthansa Private Jet.

Sascha Gammeter joined Swiss Aviation Consulting as COO. He is responsible for overseeing business operations and expanding the service portfolio. Robert Leduc is appointed President, Pratt & Whitney. Leduc, who most recently served UTC as President of Sikorsky Aircraft prior to its sale, succeeds Paul R. Adams, who retired at the end of February. David Lee, Greg Oswald & Matt Stringfellow, teamed up to launch a new aircraft brokerage firm, Soljets, providing a complete ownership

Jeff Pino, former Sikorsky Aircraft president, died with one other in a fatal P-51D Mustang crash in Maricopa, Arizona. He was named president of the Stratford, Conn.-based helicopter manufacturer in 2006, and was the recipient of the 2010 Collier Trophy. Scott Sweeney was hired by Constant Aviation as VP, operations for Birmingham and Las Vegas. T

Janine K. Iannarelli

founder and president of Par Avion Ltd., has been re-appointed to the Texas Aerospace and Aviation Advisory Committee by Governor Greg Abbott for a four-year term. The Office of the Governor also named Iannarelli as the presiding officer of the committee. The current committee of 10 appointed members volunteer their time and expertise to assist in the state’s economic development efforts to recruit and retain aerospace and aviation jobs and investments. The committee is supported by the Director of Aerospace, Aviation & Defense Department within the Economic Development & Tourism Division, Office of the Governor.

NBAA: The State Tax Working Group has assembled a State Aviation Tax Report, summarizing the key points in each state’s laws, and providing contact information for up-to-theminute changes and information. The report is maintained online, and is regularly updated by volunteer members of the working group. NARA: National Aircraft Resale Association’s Business Aviation Scholarship program has announced the award of $25,000 in scholarships to six extraordinary students. Funds come from the members of the Association.

BizAv Events 2016 HAI HELI-EXPO 2016 Abu Dhabi Air Expo European Corporate Aviation Summit Int’l Women in Aviation Conference India Aviation 2016 Corporate Jet & Helicopter Investor Dubai 2016 NBAA: International Operators Conference Nigerian Business Aviation Conference 2016 FIDAE

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Mar 1 – 3 Mar 8 – 10 Mar 9 Mar 10 – 12 Mar 16 – 20 Mar 21 – 22 Mar 21 – 24 Mar 24 – 25 Mar 29 – Apr 3

Louisville, Ky, USA Abu Dhabi, UAE London, UK Nashville, TN, USA Hyderabad, India Dubai, UAE San Diego, CA, USA Lagos, Nigeria Santiago, Chile

www.AVBUYER.com

www.heliexpo.rotor.org www.abudhabiairexpo.com www. aeropodium.com www.wai.org www.india-aviation.in www.corporatejetinvestor.com www.nbaa.org www.nbac.com.ng www.fidae.cl Aircraft Index see Page 145

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S/N: 20079 Compliant with EU-OPS 1 for commercial operation Certified for 9 passengers The 96th month inspection was performed in April/May 2014 at Jet Aviation in St. Louis The engines are enrolled with JSSI platinum on-condition program APU is enrolled on the JSSI program No Damage history Not in storage

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5217 N550DU 4,105 3,254

• World Ready • APU, TCAS II, Flight Data Recorder • On MSG 3 and Pro Parts • All Service Bulletins Complied With • Recent High Speed Turbine Blade Replacement on Both Engines ($400,000) • $2,695,000 Engines P&W 545A Left Engine Hours: 4,104 Cycles: 3,256 Right Engine Hours: 4,104 Cycles: 3,256 APU Allied Signal RE100XL -- Hours - 2,005 Avionics Honeywell Primus 1000 Traffic Alert Collision Avoidance System: TCAS-94D TCAS II with change 7.1 EFIS: Dual Honeywell P-1000 EFIS Air Data Computer: Dual Honeywell ADC-850D Air Data Computers FMS: NZ-2000 Automatic Direction Finder: Dual Honeywell ADF DF-850 Cockpit Voice Recorder: Fairchild FA 2100 CVR Communications: Dual Honeywell VHF TR-833 Distance Measuring Equipment: Dual Honeywell DME DM - 850

Navigation: Dual Honeywell NAV NV-850 Transponder: Dual Honeywell XS-852B with Mode S Radar: Honeywell 880 Weather Radar ELT: Artex C406 FDR: Honeywell FDR Features Enrolled in ProParts. TCAS II Change 7.1 New Hi Speed Turbine Blades ($400,000) MSG-3 Maintenance Program EU - OPS compatible Airshow 400. Enrolled in CESCOM Two Corporate Owners since new All SB's c/w. R.V.S.M. Capable Precise Pulselight system. Based in Dayton, Ohio Interior Forward two seat divan in the forward area. Four Single "club seat arrangement", and two single aft seats. Two heated liquid containers, right hand forward storage cabinet, aft left hand storage cabinet and toilet. Aft centerline closet with aft bulkhead mirror. Aft cabin dividers with wood veneer doors Exterior Overall White with Green and Beige Accent Striping Maintenance All Mandatory, Recommended, Optional and Discretionary Service Bulletins Complied with. Fresh Pre-buy along with a Doc 1-4, Doc 7, 16, 34, 35, 37, 40, 43, 44, 50 -- All C/W at TAG Aviation in Geneva. Fresh Import and US Standard Certificate of Airworthiness

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

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

Aircraft Index see Page 145

Jet Sense Aviation, LLC Citation Jet March.qxp_Empyrean 17/02/2016 14:42 Page 1

S H O W C A S E

Asking price $1,195,000 1998 Cessna Citation Jet Serial Number: Registration: Airframe TT: Landings: Engines FJ44-1A TAP ELITE L Total Hours: 5,071 Engine Cycles: 4,964 TSO: 1828.7

525-0264 N550CM 5,163 5,031

R 5,134 5,002 1918.6

Maintenance  100% on TAP ELITE  Aircraft on CAMP  All maintenance done  DOC10 in August 2014  Fresh Pre-buy and US C of A Avionics Collins Proline Avionics System includes:  Dual COM Allied Signal KY-196B  Dual NAV Allied Signal KN-53  VHF/UHF Dual DME King Radio KN-63  ADF King Radio KR-87  Dual Mode S Transponders Garmin GTX330D  Dual Encoder Honeywell AM-250  Radio Altimeter Allied Signal KRA-450B  Weather Radar Allied Signal RDR-2000  Stormscope WX1000 + BRNAV  Honeywell GNS-XLS  2nd GPS Allied Signal KLN90B  ELT Artex C450-2  Autopilot Honeywell IC-500

Interior Brand New 2016 Five (5) plus one (1) seat configuration: Four (4) place forward club, One (1) side facing seat at the entrance. *** Interior photos are the original - aircraft is currently underway receiving the updated Interior Exterior Brand New Paint 2016 (buyer still has time to pick out colors and scheme) Features  N-Registered, but also World Ready  Engines 100% on TAP ELITE  On CAMP  Refurbished in 2008  TAWS  Belted Lav

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

Advertising Enquiries see Page 4

www.AvBuyer.com

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

March 2016 – AVBUYER MAGAZINE

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Jet Sense Aviation, LLC 1993 Lear 60 March.qxp_Empyrean 18/02/2016 09:44 Page 1

S H O W C A S E

Price Reduced to $1,395,000 1993 Bombardier Lear 60 Serial Number: Registration: Airframe TT: Landings:

0014 N862PA 7,915 5,297

This early model Lear 60 comes with some recent upgrades ATG-5000 Wi-Fi [$130,000], Dual UNS 1E's, Engines on ESP Gold. Recent A,B,C Inspections - Recent Paint and Interior. Asking price $1,395,000 Engines Serial No.: PCE-305134 PCE-305135 TSN: 7749 7880 Engines Enrolled On ESP GOLD Avionics  TCAS II: ALLIED SIGNAL  EGPWS: BENDIX/KING KGP 860  FMS: 2 UNS 1E's  HF: KHF 950/SELCAL  ADF: 2 COL ADF 462  COMMS: 2 COL VHF 422A  DME: 2 COL DME 442  TXPR: COLLINS TDR 94D  RADAR: COL TWR 850  ALT: COL ALT 55  GPS: 2 GPS 4000

Features  ATG-5000  Wi-Fi [$130,000]  Dual UNS 1E's  Refurbished interior items 2013  New Paint 2012  Part 135  3 owners always US Interior New 2012 - Very good condition. Fwd 2 Pl Divan, 5 Executive Chairs, Lav, Expanded Baggage Area, Built-in Liquor Cabinet, 10.4 Monitor, DVD, Airshow 200, Map Package, 110 Volt Outlet, Fireblocked Exterior New 2012. White, Red, Grey Stripes Maintenance Fresh A,B,C Complied With - Precision Jet Florida. 12 Year Due 11/17

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

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

Aircraft Index see Page 145

Jet Sense Aviation, LLC Premier 1A January.qxp_Empyrean 17/02/2016 14:44 Page 1

S H O W C A S E

2007 Beechcraft Premier 1A Serial Number: Registration: Airframe TT: Landings:

RB-166 N36866 2,573 2,676

• On TAP ELITE • $2,095,000 Factory Optional Equipment TCAS 4000 TCAS II Collins Traffic Alert and Collision Avoidance System with Dual Collins (Mode S) TDR-94D’s Transponders Collins XM Satellite Graphical Weather Collins ECH-5000 electronic charts software Sidewall Armrest: Laminate covered with wood trim

WXR-800 Radar Dual CDU-3000 Control Display Units WXR-800 Radar CVR- L3-Communications FA2100 RJ-45 FMS and file server access jack Interior Beautiful Six Passenger Interior High Gloss laminate cabinetry Light Tan leather seats, sidewalls and carpet Aged Brass Plating Exterior Overall white with Red and Green Accent striping Notes **No Damage History **Always Beech maintained

Avionics Collins Proline 21 w/ 3-Tube 10x8 Inch EFIS Displays Dual VHF-4000 digital VHF Comm transceivers Single Nav-4500 Nav Receiver Dual TDR-94D Mode S transponder ALT-4000 Radio Altimeter Flight Guidance System FGC-3000 autopilot DME-4000 MD-3110 Maintenance Diagnostic Computer Single Nav-4000 VHF Nav Receiver Honeywell Mark V EGPWS FMS-3000 w/ GPS 4000A

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

Advertising Enquiries see Page 4

www.AvBuyer.com

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

March 2016 – AVBUYER MAGAZINE

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CAI 2010 Premier 1A March.qxp 16/02/2016 12:07 Page 1

S H O W C A S E

2010 Premier 1A Serial Number: Registration: Airframe TT:

RB-280 N722NB 720

• Dual Collins FMS-3000 • Single Point Refueling/Defueling System • RVSM Certified • Engines on Williams TAP Advantage Blue Engine Program • Avionics on Collins Avionics Service Program CASP • Collins ECH-5000 Electronic Charts • XM Real Time Weather • No Damage History The Premier 1A is known to be one of the biggest private jets of its size, capable of comfortably carrying six (6) passengers in its luxurious cabin. The 315 cubic-foot cabin is outfitted with foldout tables on both sides, LED lighting and fully reclineable, extra wide, contoured seats. This Aircraft can take off in 3,792 ft. and climb to 37,000 ft. in seventeen minutes when fully loaded (12,500 lbs.). Furthermore, its cruise speed can reach 451 KTAS Engine WILLIAMS/RR FJ44-2A (ON TAP ADVANTAGE BLUE) 695 SNEW Avionics • Collins Pro Line 21 Integrated Avionics System • Dual Collins VHF-4000 Digital VHF Communication • Collins NAV-4000 Digital Navigation Receiver

• Collins NAV-4500 Digital Navigation Receiver • Collins Integrated Three Tube AFD-3010E Electronic Flight Instrumentation System • Collins FGC-3000 Automatic Flight Guidance System • Dual Collins ADC-3000 Air Data Computers • Dual Collins AHC-3000 Altitude Heading Reference System (AHRS) • Dual Collins FMS-3000 Flight Management System with Database • Collins TCAS 4000 Traffic Alert and Collision Avoidance System (TCAS II) • Honeywell Mark V Enhanced Ground Proximity Warning System • Collins DME-4000 Digital Distance Measuring Equipment (DME) • Collins ALT-4000 Radio Altimeter • Collins GPS-4000A Global Positioning System (GPS) • Collins WXR-800 Weather Radar • L3 Communications FA2100 Cockpit Voice Recorder with 2 Hour Recording Interior Excellent Condition! Six (6) passenger executive interior (not including the two (2) pilot seats.) Exterior Excellent Condition! This Premier 1A is completed in Overall Matterhorn White with the bottom half in Blue with Nevada Tan and Blue Accent Striping. • The 4th Window Painted: Post Delivery Modification

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

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

(561) 433-3510 (561) 433-3842 (561) 289-3355 jp@caijets.com www.caijets.com Aircraft Index see Page 145

Welsch Aviation King Air March.qxp 16/02/2016 12:09 Page 1

S H O W C A S E

Price Reduced to $3,850,000 2009 Beechcraft King Air 350 Serial Number: FL-0636 Airframe TT: 1,640 Landings: 1,706 Engines Model PT6A-60A ... s/n PCE-PK1080 ... 1640 Hours Since New... 1800 MPI ... 3600 TBO Intervals Model PT6A-60A ... s/n PCE-PK1079 ... 1640 Hours Since New... 1800 MPI ... 3600 TBO Intervals Props Hartzell 4 blade ... HC-B4MP-3 ... s/n FWA-4678 ... 1640 HSN ... Due 12-20-2018 Hartzell 4 blade ... HC-B4MP-3 ... s/n FWA-4679 ... 1640 HSN ... Due 12-20-2018 Avionics Collins Pro Line 21 - W/ Triple Adaptive Flight Displays (2 AFD-3010s AFDs and 1 AFD-3010E) Dual Collins VHF-4000 Comms W/8.33 Spacing Dual Collins NAV-4000/4500 Navs Dual Collins AHRS-3000 Attitude Heading Reference Syetem Dual Collins DME-4000 DMEs Dual Collins ADC-3000 Air Data Computers Dual Collins TDR-94D Transponders Enhanced Surveilance Collins NAV-4000 ADF Collins FMS-3000 FMS Flight Management System W/ Wide Area Augmentation System (WAAS) Localizer Performance & Vertical Guidance (LPV) Collins 4000A GPS Collins FGC-3000 Autopilot Collins IFIS Integrated Fight Information System Collins ECH-5000 Electronic Charts

Collins TWR-85O Turbulance Wx Radar Artex ELT C406-2 ELT L3 CVR FA2100 Collins ALT-4000 Radio Altimeter ACSS TAWS+ Terrain Awareness Warning System Aircell ST-3100 Satelite Communication System W/ Dual hand sets Collins TCAS 4000 Traffic Alert Collision Avoidance System Interior 9 Passenger Interior with 8 passenger double club and aft belted flushing lavatory seat done in soft gray leather. Cabin has tasteful with blue and grey accents on upper dado, Gloss Mahogany woodwork throught the interior. 4 Pyramid Cabinets, two forward with water tank, coffee warmer, cup dispensers, storage drawers and ice.Two mid-cabin cabinets with general storage drawers, large ice chest. Solid gloss mahogany wood forward and aft partition pocket doors. Four 115V AC electrical outlets for computers and charging. Large aft baggage area. Brushed nickel hardware Exterior Matterhorn White with Blue and Gray Metallic stripes on Fuselage and Tail Additional Features Former Demonstrator Collins MDC-3110 Maintenance Diagnostic Computer Collins ESIS Electronic Standby Instrument System Collins XM Graphical Weather System Guardian 3 GPS Tracking System

Welsch Aviation K. Hunter Weiss, President & Partner 447 Carlisle Drive, Suite 202, Herndon, VA 20170, United States Advertising Enquiries see Page 4

www.AvBuyer.com

PWI LED Lighting System Overhead & Under Floor New Raisebeck Dual Aft Body Strakes Raisbeck Crown Wing Lockers “Quiet Cabin” Passive Noise System w/ Electronically Tuned Dynamic Vibration Absorbers. RVSM capable Dual white strobes on tail and belly Logo lights

Tel: +1 703-787-8800 Office +1 703-966-0936 Cell Email: Hunter@welschaviation.com www.welschaviation.com March 2016 – AVBUYER MAGAZINE

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AeroSmith Penny Hawker 125 March.qxp 16/02/2016 12:10 Page 1

S H O W C A S E

1990 Hawker 125-800A Serial Number: Registration: Airframe TT: Landings:

258158 N800AF 10,054 5,710

THIS AIRCRAFT IS THE MOST UP TO DATE MAINTENANCE HAWKER 800A IN THE WORLD AND BEST EQUIPPED HAWKER 800A FOR SALE.

THE 48 MONTH (E,F,G) INSPECTIONS, 4 & 8 YEAR X-RAYS, 10,000 HR & GEAR OVERHAUL – AT WEST STAR HAS BEEN COMPLETED.

ALL NEW CABIN WINDOWS

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

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Tel: +1 (713) 649-6100 Fax: +1 (713) 649-8417 Email: aspinfo@aerosmithpenny.com www.aerosmithpenny.com Aircraft Index see Page 145

Mente March.qxp 16/02/2016 15:55 Page 1

S H O W C A S E

1998 Hawker 800XP

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

Serial Number: Registration: Airframe TT: Landings:

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

258369 N621WH 6274.6 5400

Engines Honeywell TFE731-5BR-1H Engine Program: MSP Gold Left Engine s/n P107350 Current Time: 6162 hrs, 5292 cycles - MPI c/w 4191 hours (07/08) next due 6291 hours - CZI c/w 4191 hours (07/08) next due 8391 hours Right Engine s/n P107311 Current Time: 6078 hours, 5249 cycles - MPI c/w 4226 hours (11/08) next due 6232 hours - CZI c/w 4226 hours (11/08) next due 8400 hours APU Honeywell GTCP36-150 (W) APU Program : MSP 4290 Hours 5400 Cycles

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

2012 Falcon 7X Serial Number: Registration: Airframe TT: Landings:

162 N17XX 858.2 322

Engines Pratt & Whitney PW307A Engine Program: ESP Platinum Engine #1 Current Time: 858.2 hours, 322 cycles Engine #2 Current Time: 858.2 hours, 322 cycles Engine #3 Current Time: 858.2 hours, 322 cycles APU Honeywell 36-150 (FN) APU Program : MSP Gold

Delray Dobbins, Cell: +1 (214) 551-5151 Tel: +1 (214) 351-9595 E-mail: ddobbins@mentegroup.com 471.5 Hours 694 Cycles Avionics ADF Dual Honeywell Avionics Package Honeywell Primus Epic AFCS DME Dual Honeywell FMS Triple Honeywell FMS GPS Dual Honeywell GPS WAAS/LPV Flight Director Dual Honeywell Primus Epic AFCS Navigation Radios Dual Honeywell TAWS Honeywell EGPWS w/windshear TCAS ACSS TCAS-II w/change 7.1 Transponder Dual Honeywell Mode S Weather Radar Honeywell color Autopilot Dual Honeywell Primus Epic AFCS Communication Radios Triple Honeywell EFIS Honeywell 4-tube 14-inch LCD

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

Advertising Enquiries see Page 4

www.AvBuyer.com

IRS Triple Honeywell LASEREF Stormscope Honeywell Additional Features Aircraft is enrolled on ESP Platinum, MSP Gold and Falconcare Aircraft is Easy II+ with the following options: Baseline upgrades WAAS LPV CPDLC FANS 1A / ATN B1 ADS-B Out Interior Seating: 4-place club, mid-cabin 4-place dining group, dual aft 3-place facing divans Refreshment Equipment: Forward LS galley Business Equipment: High speed broadband connectivity Passengers: 14 Configuration: Executive

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

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CAAP G280 March.qxp 17/02/2016 12:02 Page 1

S H O W C A S E

Asking price $20.995 Million

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

2054 N186RW 55 15

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

Corporate Aviation Analysis & Planning Inc 97 Village Lane, Suite 100, Colleyville, TX 76034, USA

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

Aircraft Index see Page 145

Hawkeye Aircraft Acquisitions March.qxp 16/02/2016 12:39 Page 1

S H O W C A S E

2013 Legacy 650 Serial Number: Airframe TT:

14501181 775

• Embraer Executive Care Enhanced • All major maintenance done by Embraer Service Centers • Fresh 24 month inspection 10/15 • High Speed Sat data and independent GoGo Biz • 13 passenger interior with forward and aft lavatory • Galley includes microwave, convection oven, refrigerator, coffee maker Engines Engines on Rolls Royce Corporate Care

Interior 13 passenger interior with forward and aft lavatory Galley includes microwave, convection oven, refrigerator, coffee maker Inspection All major maintenance done by Embraer Service Centers Fresh 24 month inspection 10/15 Additional Features Honeywell Ovation Cabin entertainment system 2 HD Monitors, 2 Blue Ray DVD’s Sat phone Irridium and Imarsat High Speed Sat data and independent GoGo Biz

APU APU covered by EEC Avionics Honeywell Primus Elite 6.1 with latest updates LPV/WAAS, RNP FANS 1/A CPDLC, Datalink, ADS-B out 2 EFB’s with Electronic Charts

Best equipped on market - Competitively priced

This plane not what you are looking for - Call us to help you find the right aircraft. Hawkeye Aircraft Acquisitions LLC Mike McCracken, President P.O. Box 345 Safety Harbor, Florida 34695, USA "See the Difference" Advertising Enquiries see Page 4

Tel: +1 727.796.0903 Email: info@hawkeye-aircraft.com

Acquisitions/Certified Appraisals/Aircraft Valuation www.AvBuyer.com

March 2016 – AVBUYER MAGAZINE

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IAG Cessna Citation CJ3 March.qxp 17/02/2016 12:04 Page 1

S H O W C A S E

Price $4,795,000 USD 2009 Citation CJ3 Serial Number: Registration: Airframe TT: Landings:

0298 N298CJ 1452.3 892

• US Registered, Always Hangared, Full Time Maintenance Manager • TAP Elite • Cessna Pro-Parts • 7 Passenger Main Cabin Seating Plus Belted Lavatory • TCAS 7.1 • WAAS • RAAS • Single FMS Plus Garmin GPS500W Option • XM Satellite Weather • AirCell ST-3100 Iridium Phone

Manhattan Seattle Silicon Valley 134

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Cass Anderson or Jeff Habib Managing Partners +1 212 888 7979 info@iagjets.com www.iagjets.com Aircraft Index see Page 145

Albinati Aeronautics February.qxp 16/02/2016 12:44 Page 1

S H O W C A S E

2012 Beechcraft King Air 250 Serial Number: Airframe TT: Landings:

BY-142 412 363

Warranties (started June 2012): Airframe & Avionics – 5 years Engines – 5 years or 2500 hours Engines Pratt & Whitney PT6A-52 LH: S/N PCE-RX0412. 412 TT / 363 CSN RH: S/N PCE-RX0411. 412 TT / 363 CSN Avionics Collins Proline 21 Avionics System with 3 (8x10 inc) color, active matrix liquid crystal displays AHRS 2 Collins AHC-3000 ADC 2 Collins ADC-3000 FMS 2 Collins FMS-3000 (incl. DME II) GPS 1 Collins GPS-4000S RTU 1 Collins RTU-4220 NAV 2 Collins NAV-4000 and NAV-4500 ADF 1 Collins ADF DME 1 Collins DME-4000 VHF 2 Collins VHF-4000 w/8.33KHz spacing XPDR 2 Collins TDR-94D Mode S with Enhanced Surveillance and Flight ID TCAS II 1 Collins TTR-4000 TCAS EGPWS Mark V EGPWS with TAWS+ Radar 1 Collins WXR-850 ESIS GH-3100 ESIS MDC 1 Collins Maintenance Diagnostic System MDC-3110 ESIS ESIS L3 Communications GH-3100

Additional Equipment ACARS Worldwide Graphical Electronic Charts Cockpit Voice Recorder L3 Communications FA2100 Crew Seat Sheepskin Slipcovers Interior Configuration: Two (2) Cockpit, nine (9) Cabin passengers seats comprising • two (2) facing forwards seats • Club 4 with two (2) fold-out executive tables • two (2) jump seats in the aft cabin • one (1) Aft Potty belted seat LH Fwd Refreshment Center Colors: Satin finished wood veneer – Parchment Leather Exterior Overall white with black and light saddle metallic stripes Asking price: make offer

ALBINATI AERONAUTICS SA P.O. BOX 44 1215 GENEVA 15 AIRPORT SWITZERLAND Advertising Enquiries see Page 4

www.AvBuyer.com

Stefano Albinati Tel: +41 (0) 22 306 1060 E-mail: info@albinati.aero Web: www.albinati.aero March 2016 – AVBUYER MAGAZINE

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aviatrax March.qxp_Empyrean 16/02/2016 15:51 Page 1

S H O W C A S E

ASKING PRICE: $7,750,000, including ESP GOLD Program

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

207 M-ILTD 1241 610

AVIATRAX MC Monte Carlo, Monaco, is pleased to offer this beautiful low hours and meticulously maintained jet to the market. Always privately operated, never chartered. The Gulfstream G200 Super-Mid-Size jet has a cabin height of 1.91m and a width of 2.18m, having cabin configuration more common in larger business aircraft. Privately operated by AVIATRAX. Presently located in Luxembourg. Transferable jet management, crew etc. PRICE SIGNIFICANTLY BELOW BLUEBOOK! Airframe Aircraft Hours (TSN): 1241. Aircraft landings (CSN): 610. Aircraft is enrolled on Plane Parts Program Engines Pratt & Whitney Canada PW306A. To be enrolled on ESP GOLD at delivery APU Honeywell GTCP36-150. APU enrolled on MSP Program

Avionics Collins Pro-Line 4 Avionics Suite Collins 5-tube EFIS & EICAS Display 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 AHRS Collins Radio Altimeter ALT-4000 Dual Collins VHF-4000 Comms (8.33 kHz spacing) Collins NAV-4000 Nav (VOR/ADF) Dual Collins DME-4000 DMEs Equipment & Options Jump Seat Mode S Flight ID w/ Enhanced Surveillance Maintenance Diagnostic Computer ICG ICS-200 Iridium SATCOM Airshow 410 Passenger Flight Information System Single 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; woodwork is Redwood Burl woodwork with brushed gold satin metal finish Exterior Base exterior Matterhorn White with Green and Red Striping Passenger Amenities Cabin entertainment includes a multi-region DVD player and Airshow 410 system

AVIATRAX MC

Contact: James Healey

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Tel: +377 9310 5410 Email: james@aviatrax.mc www.aviatrax.com

Aircraft Index see Page 145

JetPro Texas Lear 45 / Caravan February.qxp 16/02/2016 15:52 Page 1

S H O W C A S E

1998 Bombardier Learjet 45 Serial Number: Registration: Airframe TT: Landings:

10 N556JP 4,947 3,538

Airframe • FRESH BOMBARIER PRE PURCHASE • ON CAMP • NEW PAINT Engines MSP Gold Engines: Honeywell TFE731-20AR-1B Engines with 3,500 lbs of thrust each Enrolled on Honeywell’s MSP Gold Engine 1 s/n P-111130-C 4,947 SNEW. 3,538 CSN. 2,527SMPI Engine 2 s/n P-111131-C 4,832 SNEW. 3,445 CSN. 742 SMPI

APU APU: Honeywell RE100 s/n P-180 TTSN 1,423 Enrolled On Honeywell’s MSP Gold Avionics Avionics: Enrolled On Honeywell’s HAAP 4 Tube HONEYWELL PRIMUS 1000 EFIS Universal UNS-1C FMS Garmin 165 2nd IFR GPS Dual Honeywell RCZ-851 Comm Units Dual Honeywell RNZ-851 Nav Units Honeywell PRIMUS 660 RADAR Honeywell PRIMUS 1000 Autopilot Honeywell TCAS II w/Change 7.0 Honeywell CD-850 CLRNC DEL UNIT Artex C-406-2 ELT Universal Class A TAWS

Honeywell CVR-30 CVR L3 Communications FA2100 SSFDR Honeywell RT-300 Radar Altimeter Interior The eight passenger interior is arranged in a center club with an additional 9th belted lavatory seat. Seats are finished in gray leather with new carpet, and Ultra Leather headliner. Amenities include a forward right-hand galley with dry storage and hot coffee dispenser, ice drawer with overboard drain. 110v Outlets in the cabin, galley and aft lav. There is a private aft flushing lavatory with vanity with hot and cold running water, hard partitions and additional baggage storage with the optional flip down baggage shelf. Interior refurbished 7/2015 Exterior All new paint September 2015. Overall white with flight red, black and metallic charcoal stripes

2013 Cessna Caravan 208B Grand EX Serial Number: Registration: Airframe TT: Landings:

208B5048 N248JP 1103 630

• TKS Deice System • Cargo Pod • 11 Passanger Commuter Interior • King KTA-870 TCAS Engines Pratt and Whitney Canada PT6A-140 – 867 SHP s/n PCE-VE0053 Avionics Garmin G1000 Integrated Cockpit System with two Primary Flight Displays and a center Multifunction Display Dual Avionics Master Switch

Dual Garmin Comms Dual Garmin Navs Dual Garmin GDC 74A Air Data Computers Dual Garmin GRS 77 AHRS Garmin GEA 71 Engine/Airframe Unit Garmin GFC700 Autopilot / Yaw Damper Garmin GTX-33 Mode S Transponder Garmin GWX-68 Color Weather Radar Garmin TAWS B Garmin GMA 1374 Audio System King KN-63 DME Receiver King KR-87 ADF Receiver King KRA-405B Radio Altimeter King KTA-870 TCAS Interior 11 place commuter interior with two crew seats, three

Please contact: Don and Sam Starling

Advertising Enquiries see Page 4

www.AvBuyer.com

right hand two place seats opposite three single seats with aft cabin baggage restraint – Excellent Condition Exterior Will be delivered overall white with dove gray cargo pod, vinyl stipes and vinyl registration numbers – Excellent Condition. Call for price in Customer’s Livery Additional Features TKS Deice System Cargo Pod Artex ME-406 2-Freq ELT Dual Avionics Master Switch Cabin PA System Rudder Gust Lock STC FA2100 CVR/FDR Provisions King KHF-1050 HF Radio Provisions

Tel: +1 (254) 848 9192 Mob: +1 (254) 716 2981 E-mail: sales@jetprotexas.com www.jetprotexas.com March 2016 – AVBUYER MAGAZINE

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Florida Jet F900B March.qxp 16/02/2016 15:54 Page 1

S H O W C A S E

1991 Falcon 900B Serial Number: Registration: Airframe TT: Landings:

101 N568L 4583 3876

• No Damage History • Two Owners Since New • Airworthiness: 25 February 1991 • 2C/4C, 3B, Gear O/H, Paint, 7.1 & GoGo WiFi completed 12-2015 by WestStar, East Elton Engines Garret TFE-731-5BR-1C N1 DEEC’s Engine 1 Engine 2 Engine 3 Serial P101147 P101154 P101148 Hours 4498 4498 4498 Cycles 3800 3800 3800 Enrolled on MSP Gold APU Garret GTCP36-150F. Serial: P-209 Hours: 2203 HSI completed at 1,200 hours Dec. 2005 Avionics • Honeywell SPZ-8000 Avionics Suite w/ Collins Proline II • Honeywell DFZ800 • Honeywell EDZ-820 EFIS • Dual Honeywell NZ-2000 w/ 5.2 • Triple Collins VHF-22C w/ 8.33 Spacing • Dual Collins VIR-32 • Dual Collins ADF-60B

• Dual Collins Mode “S” Transponders w/ Flight ID • Dual Collins DME-42 • Dual King KHF-950 w/ SelCal • Sperry Primus WU-870 w/ Dual Controllers • Stormscope • Dual Sperry RT 300 • AFIS w/ Data Management Unit • Dual Honeywell LASEREF II • Fairchild A100 A CVR (120 min) • DFDR Fairchild F800 (40 parameters) • Honeywell EGPWS MK V • Collins TCAS 2000 w/ change 7 • Tri-Band Artex 406-2 ELT • DL-950 Data Loader • Aircell Axxess Iridium Satphone Entertainment Blu-Ray DVD with two 19” HD Rosen Monitors. Airshow 410 Interior/Exterior 14 Passenger interior features a Forward four place club, Mid cabin four place conference group opposite credenza, Aft dual three place divans. Forward Galley, Aft Lavatory. New Paint December 2015 Maintenance 2C/4C, 3B, Gear O/H, 7.1 & GoGo WiFi completed 12-2015 by WestStar, East Elton Asking Price: Make Offer All Trades Considered

Florida Jet Sales, Inc. 1516 Perimeter Road, Suite 201 Palm Beach International Airport West Palm Beach, FL 33406

138

AVBUYER MAGAZINE – March 2016

All Trades T ades Considered Tr

www.AVBUYER.com

Tel: +1 (561) 615-8231 Fax: +1 (561) 615-8232 Email: info@flajet.com www.FlaJet.com Aircraft Index see Page 145

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P141-144 February.qxp 17/02/2016 16:02 Page 1

Marketplace Bombardier Learjet 45XR

Price:

$3,600,000 USD

Year:

2004

S/N:

45-239

Reg:

C-GJCY

TTAF:

3400

Location: Canada

Cessna Citation CJ3

Price:

$795,000 USD

Year:

2006

S/N:

525B-0118

Reg:

C-GKAU

TTAF:

2134.7

Price:

$15,800,000 USD

Year:

2009

S/N:

5786

Reg:

C-FLMK

TTAF:

1365.4

Well-maintained 2006 Citation CJ3. Only 2134.7 total flight time on aircraft. Always professionally flown. This aircraft is equipped with Collins avionics, VIP seating, CAMP maintenance tracking, and much more. Avionics: Collins Pro Line 21 Integrated Autopilot/Flight Director/EFIS. Rockwell Collins Corporate Aircraft Service Program (CASP) coverage. Int: Interior condition 9/10. Ext: Matterhorn white with dual striping accents (silver and burgundy metallic) Exterior condition 9/10. Additional Features: Monorail sun visors. Bravo/Encore entry stairs (replaced CJ3 stairs)

Tel: +1 (877) 759 75985 E-mail: jetsales@skyservice.com Interior re-furbished in 2009, Interior carpet re-done in 2014, Exterior painted in 2014, 10 Passengers, VIP floor plan, 6 single seats in double-club arrangement, 3-place divan (4 seat belts), 3 executive tables, Crew jumpseat, Large full-service beverage and food galley, High-temp convection oven, Microwave, Food tray, Sink cover, Coffee maker, AFT lavatory with vanity (not belted), Dual DVD/CD/MP3 player, Magazine rack, Forward wardrobe curtain, Cockpit night curtain, Collins TRD-94D Mode S, Collins ADC-850E, Collins GPS-4000A Receiver, Collins NAV-4000 VHF Receiver, Collins VHF-4000 VHF Transceiver, Collins HF-9031A Transceiver, Collins DME-4000 Transceiver, Collins CDU-6200, Collins RDC-4002, Collins DBU5000, Collins LDU-4000, Collins TCAS (TCAS II) TTR-4000, Collins FMC6000, Collins FCC-4006, Reduced Vertical Separation Minima (RVSM) certified

Skyservices Jet Sales Price:

Please Call

Year:

1998

S/N:

50-264

Reg:

C-GWFK

TTAF:

5753.7

Location: Canada

Bombardier Challenger 300

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

Skyservice Jet Sales

Location: Canada

Dassault Falcon 50EX

Well-maintained 2004 Learjet 45XR. 3244.4 total flight time on aircraft. Always professionally flown. This aircraft is equipped with Honeywell Primus avionics, Airshow, CAMP maintenance tracking, and much more. Engines: Honeywell TFE-731-20BR-1B. Additional Features: CAMP Enrolled Maintenance Tracking. Reduced Vertical Separation Minima (RVSM) Certified. ARTEX C406-2 Emergency Locator Transmitter (ELT). Iridium ICS-100 SATCOM System. Airshow 400 Network. Cycles 2132

Skyservice Jet Sales

Location: Canada

Bombardier Challenger 605

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

Skyservice Jet Sales

Well-maintained, beautiful 1998 Falcon 50EX. 5753.7 total flight time on aircraft. Always professionally flown. This aircraft is equipped with Collins avionics, VIP seating, executive tables, full galley, entertainment center and much more. Engines: Make / Model: Honeywell TFE-731 (on MSP). APU: Model: Honeywell GTCP36-100A (on MSP). S/N P-383; 2518.0 Hours Since New (as of June 2015). Avionics: Avionics Package: Dual Collins EFIS-4000/Pro Line 4. Flight Director (FD): Dual Collins EFIS-4000 (4Tube). Auto-Pilot: Collins APS-4000

Smart Motion Aviation Price:

$12,750,000 USD

Year:

2009

S/N:

20250

Reg:

N999ND

TTAF:

1732.6

Location: USA- TX

Tel: +1 (877) 759 7598 Email: jetsales@skyservice.com

Tel: +1 (972) 971-1938 drichards@smartmotionaviation.com

AVAILABLE APRIL 2016! 2009 Challenger 300 SN 20250 Registration N999ND. May 2009 Completed Delivery. Currently maintained under Part 135. Smart Parts AND MSP Coverage.Premium Interior Package - 8 passenger cabin accommodation plus a 16G belted Lav seat -giving a 9 pax option. Configuration features a forward and aft 4 place club (recliner leg rests). Premium Interior Package. Equipped with the Rockwell Collins Pro Line 21 avionics suite

www.aircraftsales.com Advertising Enquiries see Page 4

www.AVBUYER.com

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

141

P141-144 February.qxp 17/02/2016 10:21 Page 2

Marketplace Challenger 300

Capital Jet Group Price:

US $11,200,000

Year:

2008

S/N:

20202

Reg:

N360PA

TTAF:

3147

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

Location: USA

Citation Encore+

Capital Jet Group Price:

US $3,950,000

Year:

2007

S/N:

560-0758

Reg:

N83WA

TTAF:

2738

Tel: +1 (703) 917 9000 E-mail: sales@capitaljetgroup.com One U.S. owner since new, recent HSI, no damage history. Start with FADEC, Trailing Link Gear, great runway & cruise performance , great DOC’s, and single pilot capability. Add in WAAS/LPV, Mark VIII EGPWS, TCAS 4000 with Change 7, IFIS 5000 with 6.0 upgrade with XM WX, E-Charts, & Enhanced Map Overlays. Top it off with HID lighting, Stormscope, Aircell Iridium phone, & too many extras to mention. Maintained by a top Citation facility

Location: USA

Cessna Citation Bravo

Eltanin Limited Price:

Please call

Year:

1998

S/N:

550-0846

Reg:

N517AF

TTAF:

2594.3

Location: Greece

Piaggio P-180 Avanti

Exos Aviation Price:

$1,895,000 USD

Year:

2002

S/N:

1062

Reg:

N962JC

TTAF:

2,558

Location: USA, TX

Beechcraft Premier 1A

Tel: +30 210 8952566 E-mail: info.eltanin.limited@gmail.com Total Landings: 1822. RVSM Compliant. Engines: P&W 530a. Total Time Since New: Left – 2594.3 Hours / Right – 2594.3 Hours. Passengers: 7 Seats. Exterior: Overall Snow White with a Top Ocean Blue Stripe, a Tibetan Gold Middle Stripe and an Ocean Blue Bottom Stripe. Interior: Fireblocked Seven Passenger Cream Whiskey Leather with an Additional Belted Aft Flushing Potty, Lh Forward Refreshment Center. Avionics: Primus 1000 Autopilot/Efis Flight Control System w/ Honeywell Primus 1000 Phase III Software Update, Primus 660 Color Radar, Dual King KY-196B Comms (8.33 Spacing Radios)

Tel: +1 (727) 366-4832 E-mail: david@exosaviation.com Total Landings 1,787. 2013 Landing Gear Overhaul. Global AML Wi-Fi. 2013 Paint and Interior performed by Greenpoint. Aerospace in Denton, Texas. 2014 Overhauled Props. TCAS II upgrade. Engines: enrolled on JSSI Contract # JSSI0020306. Avionics: Dual Collins DME-42. Dual Collins VIR-32 NAV. Dual Collins VHF-22C COM. Dual Collins TDR-90 Mode S Transponder. Interior: 2013 8 passenger tan leather interior with belted lav. Exterior: 2013 matterhorn white. w/ no stripes

Tel: +1 (316) 655 8079 E-mail: Jetsale1@aol.com

Thomas Aviation LLC Price:

Make offer

Year:

2007

S/N:

184

Reg:

N368CC

TTAF:

1591

TAP Elite CAMP Excellent Cosmetics Dual FMS Electronic Charts XM Weather Flawless Maintenance

Location: USA- OK

142

AVBUYER MAGAZINE – March 2016

www.AVBUYER.com

Aircraft Index see Page 145

P141-144 February.qxp 17/02/2016 10:23 Page 3

Marketplace Bombardier Learjet 36A

Leonard Hudson Drilling Price:

US $1,375,000

Year:

1977

S/N:

36A-030

Reg:

N160GC

TTAF:

15,600

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

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

Location: USA

BELL 206L4

Leonard Hudson Drilling Price:

US $1,975,000

Year:

2002

S/N:

52265

Reg:

N339MG

TTAF:

1700

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

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

Location: USA

BELL 412EMS

Leonard Hudson Drilling Price:

US $3,875,000

Year:

1981

S/N:

33017

Reg:

N554AL

TTAF:

15265

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

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

Location: USA

BELL 212 (Five Available)

Leonard Hudson Drilling Price:

Please Call

Year:

1991-1996

S/N:

Call for details

Reg:

Call for details

TTAF:

Call for details

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

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

Location: USA

Airbus/Eurocopter EC 130B4

PhilJets Price:

Make Offer

Year:

2011

S/N:

Reg:

TTAF:

500

Location: Asia

Advertising Enquiries see Page 4

www.AVBUYER.com

E-mail: geoffroy.cahen@philjets.com PhilJets is pleased to present this EC 130 B4 in PERFECT condition with LOW HOURS. This aircraft has been maintained by Airbus Helicopters , with no damage history, always hangared, and All AD, SB up to dateVery well equipped with : - Sand Filter- Complete emergency floats ( FP+RP)- Engine Wash - Dual Controls- Airconditioning System with reinforced distribution - ICS Installation - VIP / Stylence configuration- 7 boses headsetAircraft is available for inspection

March 2016 – AVBUYER MAGAZINE

143

P141-144 February.qxp 18/02/2016 10:16 Page 4

Marketplace Bombardier Learjet 35A

Tel: + 1 (850) 213 3218 Email: JETMARKETS@aol.com

International Jet Markets Price:

US $850,000.00

Year:

1987

S/N:

626

Reg:

N21BK

TTAF:

10771.6

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

Location: USA

Nextant

+49 (0) 821 7003 100/145 Email: sales@aas-augsburg.de

Augsburg Air Service Price: Year:

2013

S/N:

TBD

Reg:

TBD

TTAF:

950h

EASA-Reg, Pro Line 21 Avionics (4displays), GPS-4000S Upgrade, WAAS, TCAS II, ELT-406, 2x ATC XPDR/DME/AHRS, L3 COM FDR+CVR Aircell, LED lighting - very good condition!

Location: Germany

Alberth Air Parts

+1 832 934 0055

Par Avion Ltd

Spare Parts

FALCONS • HAWKERS • LEARS

•BUY •SELL •TRADE

www.paravionltd.com

CESSNA LEARJET HAWKER WESTWIND FALCON GULFSTREAM

www.alberthaviation.com

SALES • ACQUISITIONS • CONSULTING

Fax: +1 832 934 0011 AvBuyer (USPS 014-911), March 2016, Vol 20, 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.

Advertiser’s Index 1st Source Bank ...............................................................65 21st Century Jet Corporation......................................146 ABACE .............................................................................140 AeroSmith/Penny ...........................................................130 Air Charter Service...........................................................51 Aircraft Guaranty Corporation .....................................117 Albinati Aeronautics.......................................................135 AMAC ....................................................................................5 American Aircraft Sales...................................................83 Aradian Aviation ................................................................85 Aviation Advisors...............................................................95 Aviatrax .............................................................................136 Avjet Corporation .......................................................28-29 Avpro....................................................................10 - 14, 73 Bell Aviation...............................................................52 - 53 Bombardier ........................................................................55 Boutsen Aviation ............................................................115 CAAP ................................................................................132 Central Business Jets....................................................147 Charlie Bravo .....................................................................27 Conklin & de Decker......................................................121

144

AVBUYER MAGAZINE – March 2016

Corporate AirSearch Int’l..............................................128 Corporate Concepts........................................................99 Dassault Falcon Jet ............................................2 - 3, 123 Donath Aircraft Service ...................................................79 Duncan Aviation ................................................................89 Eagle Aviation ....................................................................31 EBACE .............................................................................140 Elliott Jets ..........................................................................49 Florida Jets.......................................................................138 Freestream Aircraft USA ........................................16 - 19 General Aviation Services ............................................101 Global Jet Monaco.........................................................123 Hatt & Associates ..........................................................103 Hawkeye Aircraft Acquisitions ....................................133 IAG ....................................................................................134 IBA .......................................................................................77 Intellijet International........................................................6-7 Jet Bed ................................................................................71 Jet Sense Aviation...............................................124 - 127 Jet Support Services (JSSI) ...................................FC, 15 JetBrokers ....................................................................38-39

www.AVBUYER.com

Jetcraft Corporation.......................................32 - 33, 148 Jeteffect ............................................................................105 JETNET.............................................................................119 JetPro Texas.....................................................................137 LBAS ...................................................................................63 Leading Edge Aviation Solutions................................109 Lektro ................................................................................121 Mente Group ............................................................. 131 Mesinger Jet Sales ..................................................23 - 25 NBAA Regional Forum..................................................122 OGARAJETS ............................................................36 - 37 Par Avion.............................................................................93 Rolls-Royce ........................................................................59 Southern Cross Aviation...............................................107 Survival Products ...........................................................121 Tempus Jets .......................................................................43 The Elite London ............................................................139 The Jet Business ......................................................44 - 45 VREF Aircraft Values .....................................................121 Welsch Aviation ..............................................................129 Wright Brothers Aircraft Title .........................................67 Aircraft Index see Page 145

P145.qxp 18/02/2016 12:48 Page 1

Aircraft For Sale • AIRCRAFT • HELICOPTERS AIRCRAFT

PAGE

AIRBUS A320VIP . . . . . . . 99, A330 . . . . . . . . . . 99, A340 . . . . . . . . . . 99,

AVIAT Husky A-1C . . . . 39,

BOEING/MCDONNELL DOUGLAS BBJ . . . . . . . . . . . 16, 24, 29, 32, 83, . . . . . . . . . . . . . . . 99, 148, 737-200 . . . . . . . 99, 737-300 . . . . . . . . 29, 757 . . . . . . . . . . . 29, DC-8-62 . . . . . . . 99, Super B-727-200 . .99,

BOMBARDIER Global 5000 . . . . 10, 24, 32, 33, 83, . . . . . . . . . . . . . . . 93, 99, 105, 115, . . . . . . . . . . . . . . . 148, Global 6000 . . . . 33, 99, 148, Global Express . 32, 33, 99, 148, Global Express XRS. .7, 18, 27, 29, 33, . . . . . . . . . . . . . . . 44, 55, 148,

AIRCRAFT

PAGE

AIRCRAFT

XLS . . . . . . . . . . . 12, 27, 49, 85, CJ1. . . . . . . . . . . . 31, 51, CJ2. . . . . . . . . . . . . 25, 51, 52, CJ3. . . . . . . . . . . . 31, 43, 93, 105, 134, . . . . . . . . . . . . . . . 141, Bravo . . . . . . . . . 38, 49, 142, Caravan 208B . . 137, Conquest I . . . . . 31, Conquest II . . . . 53, Excel . . . . . . . . . . 52, 83, 85, 124, Encore . . . . . . . . 52, Encore + . . . . . . 38, 49, 142, Jet . . . . . . . . . . . . 39, 52, 115, 125, M2 . . . . . . . . . . . . 31, Sovereign . . . . . . 33, 39, 44, 51, 85, . . . . . . . . . . . . . . . 99, 148, Stallion . . . . . . . . 95, T206 . . . . . . . . . . 38, Mustang . . . . . . . 83, 85, 89, 99, Ultra . . . . . . . . . . 39, 180 . . . . . . . . . . . 38, 421C . . . . . . . . . . 31, 525 . . . . . . . . . . . 147,

DORNIER 328-310 . . . . . . . 101,

Challenger 300 . . . . . . . . . . . 12, 24, 32, 33, 38, . . . . . . . . . . . . . . . 99, 115, 123, 141, . . . . . . . . . . . . . . . 142, 148, 600 . . . . . . . . . . . 36, 601-1A . . . . . . . . 27, 601-3A . . . . . . . . 105, 601-3A/ER . . . . 105, 604 . . . . . . . . . . . 12, 19, 33, 105, 148, 605 . . . . . . . . . . . 18, 32, 33, 79, 107, . . . . . . . . . . . . . . . 141, 148, 850 . . . . . . . . . . . 33, 148,

Learjet 31A . . . . . . . . . . . 38, 107, 31ER . . . . . . . . . . 52, 35A . . . . . . . . . . . 38, 144, 36A . . . . . . . . . . . 143, 40 . . . . . . . . . . . . 38, 45 . . . . . . . . . . . . 12, 19, 36, 38, 89, . . . . . . . . . . . . . . . 93, 101, 105, 137, 45BR. . . . . . . . . . 83, 45XR . . . . . . . . . . 12, 29, 32, 33, 101, . . . . . . . . . . . . . . . 105, 107, 141, 148, 55 . . . . . . . . . . . . 38, 60 . . . . . . . . . . . . 12, 27, 32, 105, 126, 60XR . . . . . . . . . . 33, 107,

CESSNA Citation II . . . . . . . . . . . . . 39, V. . . . . . . . . . . . . . 27, X . . . . . . . . . . . . . 27, 105, 107, 147, X+ . . . . . . . . . . . . 24,

EMBRAER EMB-135LR . . . . 99, Legacy 600 . . . . 33, 38, 44, 93, 115, . . . . . . . . . . . . . . . 148, Legacy 650 . . . . 44, 115, 133, Phenom 100 . . . 105, Phenom 300 . . . 115,

FALCON JET 7X . . . . . . . . . . . . 3, 11, 24, 33, 44, 83, . . . . . . . . . . . . . . . 89, 115, 131,146, . . . . . . . . . . . . . . . 147, 148, 10 . . . . . . . . . . . . 38, 20F . . . . . . . . . . . 39, 50 . . . . . . . . . . . . 28, 36, 146, 50EX . . . . . . . . . . 3, 11, 107, 141, 146, 200 . . . . . . . . . . . 101, 900 . . . . . . . . . . . 146, 900B . . . . . . . . . . 11, 25, 38, 138, 146, 900C . . . . . . . . . . 146, 147, 900EX . . . . . . . . . 18, 25, 36, 93, 101, . . . . . . . . . . . . . . . 105, 146, 900EX EASy . . . 11, 44, 146, 147, 900LX . . . . . . . . . 3, 11, 146, 2000 . . . . . . . . . . 11, 52, 107, 115, . . . . . . . . . . . . . . . 115, 2000EX EASy . . 11, 2000LX . . . . . . . . 3, 7, 27, 33, 93, 107, . . . . . . . . . . . . . . . 148, 2000S . . . . . . . . . 3,

PAGE

AIRCRAFT

PAGE

FOLLAND

PIPER

Gnatt . . . . . . . . . . 38,

Meridian . . . . . . . 31, 53,

GULFSTREAM

ROCKWELL

IV . . . . . . . . . . . . . 93, 105, IVSP . . . . . . . . . . 10, 36, 89, 105, 147, V. . . . . . . . . . . . . . 28, 33, 44, 115, 100 . . . . . . . . . . . 85, 147, 150 . . . . . . . . . . . 7, 10, 33, 85, 105, 200 . . . . . . . . . . . 10, 25, 28, 36, 85, . . . . . . . . . . . . . . . 103, 136, 280 . . . . . . . . . . . 24, 25, 28, 132, 450 . . . . . . . . . . . 10, 17, 33, 38, 44, . . . . . . . . . . . . . . . 85, 105, 148, 550 . . . . . . . . . . . 7, 10, 16, 17, 24, 25, . . . . . . . . . . . . . . . 28, 45, 83, 85, 95, 650 . . . . . . . . . . . 17, 45, 105, 109, 650ER. . . . . . . . . 45, 107,

Turbo Commander 690B. . 39,

HAWKER BEECHCRAFT

AGUSTAWESTLAND

King Air

A109 . . . . . . . . . . 99, A109 E Power . . 13, AW139 . . . . . . . . 13, Koala. . . . . . . . . . 85,

A100 . . . . . . . . . . 53, 200 . . . . . . . . . . . 13, 38, 250 . . . . . . . . . . . 135, B200 . . . . . . . . . 51, 85, 115, 300 . . . . . . . . . . . 89, 350 . . . . . . . . . . . 13, 49, 85, 107, 129, C90 . . . . . . . . . . . 85, C90A . . . . . . . . . . 115 C90B. . . . . . . . . . 49, F90-1 . . . . . . . . . 53,

Beechcraft 125-800A . . . . . . 130, Duke A60 . . . . . . 38, Premier IA . . . . . 127, 128, 142,

SABRELINER 65 . . . . . . . . . . . . 38,

SOCATA TBM 700B . . . . . 39,

WESTWIND Westwind I . . . . . 95,

HELICOPTERS

BELL 206L4 . . . . . . . . . 53, 143, 212 . . . . . . . . . . . 143, 412 EP . . . . . . . . 38, 412 EMS . . . . . . 143,

EUROCOPTER/AIRBUS

Astra SPX. . . . . . 39, 105,

AS350 B-2 . . . . . 14, AS332L1. . . . . . . 77, AS355-F-2 . . . . . 14, 99, AS355N . . . . . . . 115, AS365N3 . . . . . . 14, BK117. . . . . . . . . 38, BK117B-1 . . . . . 77, EC 120 B . . . . . . 99, EC 130 B4 . . . . . 13, 115, 143, EC 135 P2 . . . . . 19, EC 135 P2+ . . . . 85, EC 135 T1 CDS. 115, EC 135 T2i . . . . . 13, EC 145 . . . . . . . . 14, EC 155 B1 . . . . . 14, H22 . . . . . . . . . . . 13,

NEXTANT

MCDONNELL DOUGLAS

Nextant. . . . . . . . 144,

MD900 . . . . . . . . 85,

Hawker 400A . . . . . . . . . . 12, 27, 49, 750 . . . . . . . . . . . 85, 800A . . . . . . . . . . 38, 95, 800XP . . . . . . . . . 12, 29, 38, 85, 103, . . . . . . . . . . . . . . . 105, 131, 800XP2. . . . . . . . 38, 850XP. . . . . . . . . 33, 85, 900XP . . . . . . . . . 33, 51, 85, 103, 115, . . . . . . . . . . . . . . . 148, 4000 . . . . . . . . . . 103,

IAI

PIAGGIO P-180 Avanti II . 142,

PILATUS

SIKORSKY S-76C+ . . . . . . . . 14, 33, 148, S-76C++ . . . . . . 14, 19,

PC12 NG . . . . . . 24, PC12-45 . . . . . . . 53,

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March 2016 – AVBUYER MAGAZINE

145

21st Century October.qxp 22/09/2015 14:51 Page 1

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' '/ ' % 22 ' & $2

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CBJ February.qxp_CBJ November06 19/01/2016 15:24 Page 1

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2013 Falcon 7X SN 213 Has Been Sold New Paint

Now Actively For Sale 2011 FALCON 7X SN 120 Less than 1000 Hours TT, ESP Gold, Single Owner with Long Standing Falcon History

2002 FALCON 900C SN 194 4300 TT, Recent 2C, 12 Year and Gear Overhaul, Brand New Paint, Refurbished Interior, MSP Gold, Equipped for European Operations

GIVSP SN 1453

GIVSP SN 1487

Single Midwestern US Owner, Only 4600 Hours TT, Aft Galley, 16 PAX, External view Camera

One of the last ever to be built, Averages less than 300 Hours per year, Rolls Royce Corporate Care, Gulfstream PlaneParts, MSP Gold, etcâ&#x20AC;Ś., Extremely Recent 12-Year Heavy Check

LIKE NEW CITATION X SN 207

1999 CITATION X SN N750GM

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

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

2003 GULFSTREAM G100 SN 150

CITATION 525 SN 268

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

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

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

Landing Connections Around The World.

2010 BOMBARDIER GLOBAL XRS S/N 9310 • One Owner Private Operations Only Since Delivered • Well-appointed 13 Passenger Cabin in Immaculate Condition • Fully Programmed with EVS/HUD

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

2015 BOMBARDIER GLOBAL 6000 S/N 9675 • Increase Maximum Take-Off Weight to 99,500 lbs. • Operations at Airports with Maximum Weight Restrictions • Completed at Jet Aviation St. Louis

2006 BOEING BUSINESS JET S/N 35990

File Photo

2010 HAWKER 900XP S/N HA-0151

2010 BOMBARDIER CHALLENGER 605 S/N 5813

ALSO AVAI L ABLE

• Under Engines and APU Programs • New Paint as of 2013 • No Damage History

2008 BOMBARDIER GLOBAL XRS S/N 9250 • 3,473 Hours; 849 Cycles • Bombardier Smart Parts; JSSI; Honeywell MSP • 14 Passenger, Light Interior Refurbishment 2013

I N FO @ JETC RAF T. CO M

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• One Fortune 200 Company Since New • Always Privately Operated • US Registered and Northeast Based

• 1,818 Hours; 484 Cycles • 7 PATS Tanks; Lower Cabin Altitude (8,000 to 6,500 ft) • 15 Passenger with 3 Living Zones

2007 CHALLENGER 300 1999 CHALLENGER 604 2010 CHALLENGER 605 2007 CHALLENGER 850 2012 GLOBAL 5000 2012 GLOBAL 6000 2003 GLOBAL EXPRESS 2011 GLOBAL XRS 2004 LEARJET 45XR 2011 CITATION SOVEREIGN 2011 FALCON 2000LX 2008 FALCON 7X 2008 GULFSTREAM G450 2008 LEGACY 600 2005 SIKORSKY S-76C+

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