AvBuyer Magazine May 2015

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AVBUYER May 2015

™

B U S I N E S S

A V I A T I O N

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

THIS MONTH TRAVEL FASTER, FARTHER IN COMFORT & STYLE

GULFSTREAM G650 S/N 6076 SEE PAGES 15-17 FOR FURTHER DETAILS

International Aircraft Transactions Finding a Happy Maintenance Home Aircraft Comparative Analysis: BBJ Dassault Profile www.AVBUYER.com

MESINGER JET SALES BROKERAGE & ACQUISITIONS +1 303 444 6766 JETSALES.COM

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P004 AC Index May15.qxp 23/04/2015 16:05 Page 1

Aircraft For Sale • AIRCRAFT • HELICOPTERS AIRCRAFT

PAGE

AIRBUS A318 Elite . . . . . 26, A319 . . . . . . . . . . 159, A320 VIP . . . . . . 42,

BOEING/MCDONNELL DOUGLAS BBJ . . . . . . . . . . . 30, 48, 54, 164, DC-8-62 VIP . . . 54, 727-200 . . . . . . . 54, B737-200 . . . . . . 54, 737-800 . . . . . . . 152

BOMBARDIER CRJ-100 . . . . . . . 12, CRJ-200 LR . . . . 164, Global 5000 . . . . 10, 26, 87, 138, 159, . . . . . . . . . . . . . . . 164, Global 6000 . . . . 42, 99, 164, Global 7000 . . . . 40, Global 8000 . . . . 40, Global Express . 10, 42, 54, 164, Global Express XRS 15, 25, 26, 30, . . . . . . . . . . . . . . . 40, 43, 164,

Challenger 300 . . . . . . . . . . . 12, 25, 40, 42, 55, . . . . . . . . . . . . . . . 115, 600 . . . . . . . . . . . 34, 53, 601-3A . . . . . . . . 50, 99, 153, 601-3R . . . . . . . . 12, 101, 604 . . . . . . . . . . . 27, 30, 42, 47, 87, . . . . . . . . . . . . . . . 101, 115, 605 . . . . . . . . . . . 7, 40, 42, 87, 99, 164, 850 . . . . . . . . . . . 42, 115, 164,

Learjet 31A . . . . . . . . . . . 51, 115, 31ER . . . . . . . . . . 57, 35A . . . . . . . . . . . 115, 159, 36A . . . . . . . . . . . 160,, 40XR . . . . . . . . . . 103, 145, 45 . . . . . . . . . . . . 13, 30, 47, 99, 115, . . . . . . . . . . . . . . . 154, 45XR . . . . . . . . . . 13, 49, 99, 103, 164, 55 . . . . . . . . . . . . 51, 55C . . . . . . . . . . . 149, 60 . . . . . . . . . . . . 19, 53, 99, 115, 60XR . . . . . . . . . . 18, 25, 99, 151, 164,

CESSNA Citation ISP . . . . . . . . . . . 23, II . . . . . . . . . . . . . 23, 51, 83, 147, V. . . . . . . . . . . . . . 23, X . . . . . . . . . . . . . 12, 19, 49, 50, 99, . . . . . . . . . . . . . . . 163, XLS . . . . . . . . . . . 91, 109, XLS+ . . . . . . . . . . 12, 137, CJ. . . . . . . . . . . . . 19,

AIRCRAFT

PAGE

AIRCRAFT

PAGE

CJ1. . . . . . . . . . . . 37, 87, CJ1+ . . . . . . . . . . 13, 19, CJ2. . . . . . . . . . . . . 13, 37, 91, CJ3. . . . . . . . . . . . 23, 57, 81, 87, 99, . . . . . . . . . . . . . . . 136, Bravo . . . . . . . . . 37, 50, Grand Caravan . 55, Excel . . . . . . . . . . 13, 23, 47, 56, 91, . . . . . . . . . . . . . . . 109, 143, Encore +. . . . . . . 13, Jet . . . . . . . . . . . . 51, 87, Mustang . . . . . . . 19, 55, 109, M2 . . . . . . . . . . . . 23, Sovereign 12, 40, 109, 163, SII . . . . . . . . . . . . 56, Ultra . . . . . . . . . . 37, 156, 400 . . . . . . . . . . . 23, 500 . . . . . . . . . . . 91, 414A . . . . . . . . . . 23,

GULFSTREAM

DORNIER

HAWKER BEECHCRAFT

328-310 . . . . . . . 164,

Beechcraft

EMBRAER EMB-135 . . . . . . 54, 55, EMB-145 . . . . . . 54, Legacy 600 . . . . 50, 54, Legacy 650 . . . . 40, 159, 164, Lineage 1000 . . 43, Phenom 100 . . . 51, 99, Phenom 300 . . . 99, 103,

FALCON JET 7X . . . . . . . . . . . . 3, 11, 26, 40, 47, 56, . . . . . . . . . . . . . . . 162, 163, 10 . . . . . . . . . . . . 50, 50 . . . . . . . . . . . . 12, 15, 34, 53, 99, . . . . . . . . . . . . . . . 101, 162, 50-40 . . . . . . . . . 163, 50EX . . . . . . . . . . 3, 15, 25, 80, 81, . . . . . . . . . . . . . . . 139, 162, 900B . . . . . . . . . . 11, 12, 15, 47, 50, 53, . . . . . . . . . . . . . . . 55, 87, 99, 146, 162, . . . . . . . . . . . . . . . 164, 900C . . . . . . . . . . 3, 56, 162, 900DX. . . . . . . . . 26, 900EX . . . . . . . . . 15, 31, 148, 162, 900EX EASy . . . 3, 43, 141, 162, 163, . . . . . . . . . . . . . . . 164, 900LX . . . . . . . . . 162, 2000 . . . . . . . . . . 11, 27, 47, 50, 55, 56, . . . . . . . . . . . . . . . 99, 2000 EX EASy . . 164, 2000LX . . . . . . . . 3, 11, 19, 34, 43,164, 2000S . . . . . . . . . 3, 11,

FOLLAND Gnatt . . . . . . . . . . 50,

III . . . . . . . . . . . . . 115, IV . . . . . . . . . . . . . 11, 99, IVSP . . . . . . . . . . 49, 95, 117, 164, V. . . . . . . . . . . . . . 10, 15, 87, 123, 142,\ . . . . . . . . . . . . . . . 147, 161, 100 . . . . . . . . . . . 109, 163, 150 . . . . . . . . . . . 99, 109, 200 . . . . . . . . . . . 10, 11, 18, 27, 40, . . . . . . . . . . . . . . . 51, 53, 109, 115, . . . . . . . . . . . . . . . 155, 163, 164, 280 . . . . . . . . . . . 144, 450 . . . . . . . . . . . 10, 27, 29, 40, 43, . . . . . . . . . . . . . . . 51, 95, 109, 140, 550 . . . . . . . . . . . 7, 10, 15, 26, 29, 40, . . . . . . . . . . . . . . . 49, 87, 95, 99, 109, . . . . . . . . . . . . . . . 117, 164, 650 . . . . . . . . . . . 1, 15, 16, 17, 34, 40, . . . . . . . . . . . . . . . 49, 81, 95, 164,

Premier I . . . . . . 37,

AIRCRAFT

PAGE

Meridan . . . . . . . 14, 57, Saratoga II. . . . . 83, Seneca IV. . . . . . 83, Seneca V . . . . . . 83,

SOCATA TBM 700B . . . . . 51, TBM 700 C2. . . . 51, TBM 700C32 . . . 47,

WESTWIND Westwind I . . . . . 57,

HELICOPTERS AGUSTAWESTLAND A109 . . . . . . . . . 55, A109C . . . . . . . . 115, A109E Power . . 14, AW109SP. . . . . . 40, 87, A119 KE . . . . . . . 87, AW139 . . . . . . . . 14, Koala. . . . . . . . . . 109,

King Air 200 . . . . . . . . . . . 50, D200 . . . . . . . . . . 37, 300 . . . . . . . . . . . 37, 160, 350 . . . . . . . . . . . 13, 23, 109, B90 . . . . . . . . . . . 50, B200 . . . . . . . . . . 19, 109, B200C. . . . . . . . . 91, C90 . . . . . . . . . . . 13, 91, 109, E90 . . . . . . . . . . . 57, F90-1 . . . . . . . . . 57,

Hawker 400XP . . . . . . . . . 34, 109, 750 . . . . . . . . . . . 109, 164, 800A . . . . . . . . . . 56, 800SP. . . . . . . . . 161, 800XP . . . . . . . . . 7, 18, 101, 109, 115, . . . . . . . . . . . . . . . 115, 146, 850XP. . . . . . . . . 109, 900XP . . . . . . . . . 7, 109, 150, 4000 . . . . . . . . . . 115,

IAI Astra SP . . . . . . . 101, Astra SPX. . . . . . 99,

SABRELINER 65 . . . . . . . . . . . . 50,

PILATUS

BELL 206 BIII . . . . . . . 14, 206 L4. . . . . . . . . 160,, 212 . . . . . . . . . . . 160, 407 GX . . . . . . . . 14, 412 EMS . . . . . . 160, 427 . . . . . . . . . . . 99,

EUROCOPTER AS 350 B3 . . . . . 87, AS 350 B3e . . . . 87, AS355 F2 . . . . . . 55, BK 117C1. . . . . . 87, EC120 . . . . . . . . . 115, EC 120B . . . . . . . 87, EC 130 B4 . . . . . 19, EC 135 P2+ . . . . 109, EC 135 T1 . . . . . 87, EC 135 T2i . . . . . 14,

MCDONNELL DOUGLAS MD900 . . . . . . . . 109,

SIKORSKY S-76C++ . . . . . . 14, 31, S-76D . . . . . . . . . 31, S-92A . . . . . . . . . 31,

PC 12 . . . . . . . . . 83,

PIPER Archer DX. . . . . . x, Cheyenne II . . . . 87,

THE WORLD’S LEADING

AIRCRAFT DEALERS & BROKERS find one today 4

AVBUYER MAGAZINE – May 2015

www.AvBuyer.com

Editor Welcome Final.qxp_JMesingerNov06 21/04/2015 15:54 Page 1

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

Editor’s

Welcome

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

One Market

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

T

echnology and education have changed the market for business aircraft. It was once common to hear the Aviation Manager for a Fortune 100 company say he’d never recommend taking delivery of a new aircraft until the first 50 units were manufactured. They wanted some other operator to work out the early-adoption issues.

Today, there’s a stampede to take early delivery when a new model is announced.

Likewise, consider the qualifications of an Aviation Manager. Not long ago, the individual selected to run the department was the most senior pilot. Now candidates are evaluated on their management skills and may have no experience piloting a business jet.

Only recently, however, has one of Business Aviation oldest notions begun to change.

Classic wisdom stated that there were two distinct markets for business aircraft. One was limited to new aircraft supplied by the manufacturer and the other was the pre-owned aircraft market. The Fortune 500 companies never considered pre-owned equipment. That’s no longer the case, according to one Fortune 100 Aviation Manager considering a major fleet upgrade.

“New vs. Used” reasoning is changing, due largely to the technology of aircraft design and maintenance as well as the sophistication of today’s Aviation Manager. Buyers of business aircraft realize that there is one distinct market for business aircraft, driven by the need for effective, efficient and safe air transportation.

That demand can be satisfied by pre-owned, as well as new equipment.

Although they operate far fewer flight hours per year than aircraft used by the Scheduled Airlines, business jets must meet the same safety certification and manufacturing standards— there’re built to last. Computerized maintenance scheduling and tracking provide detailed insight into the condition of a pre-owned aircraft, and in-depth pre-buy inspections assure buyers of what they will be obtaining. A cadre of specialists exists to research the background of any aircraft a prospective buyer might consider.

It requires an expert with an eye for minute differences to tell a new aircraft from one that’s been operated for several years. For purchasers desiring a new livery or interior, very

experienced shops are available. Even the most insecure purchaser needn’t worry about appearances, and the company’s CFO will be pleased.

Responding to a readership survey, AvBuyer readers stated they absorb the magazine’s content when they’re considering an aircraft purchase—either new or pre-owned. They also read AvBuyer regularly to keep abreast of the Business Aviation community. Our readers need business aircraft transportation, and know that both new and pre-owned aircraft can satisfy that demand. There is one market for Business Aviation, and AvBuyer is pleased to serve the informational needs of that single market.

In this Issue Business Aviation is truly global and within the contents of this issue of AvBuyer, we review the latest worldwide market trends, Dave Higdon addresses global transactions, and Ali Cotton reviews currency issues. Insights are presented regarding managing the growing demands of today’s Aviation Departments, and Ken Elliott reviews the avionics mandates associated with TCAS 7.1. Look, too, for our coverage of aircraft maintenance, and aviation safety.

We believe today’s decision maker, whether a corporate Board Member or an aviation professional, benefits from an appreciation of the advanced engineering and technology that are incorporated in today’s business aircraft. With this issue, AvBuyer launches a comprehensive study of the industry’s efforts to produce purpose-built business aircraft, beginning with Dassault Aviation’s belief in Business Aviation and its generational commitment embodied in today’s Falcon 2000S, 2000LXS, 900LX and 7X, and the forthcoming 8X and 5X. Our editorial content is designed to keep you informed with need-to-know intelligence. We trust you’ll enjoy this edition.

Jack Olcott Editorial Director & Publisher, AvBuyer - your source for Business Aviation Intelligence Probably the world’s most recognized expert on the value of Business Aviation, Jack Olcott was President of the NBAA from 1992 through 2003, and today Jack’s network and personal knowledge of Business Aviation uniquely qualifies him as Editorial Director and Publisher, AvBuyer. Jack@avbuyer.com

Mechanicsburg, PA 17055 Advertising Enquiries see Page 5

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May 2015 – AVBUYER MAGAZINE

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Editorial Focus 38

Considering an International Aircraft Transaction?

Don’t let currency fluctuations bring

turbulence to your plans to buy or sell an aircraft internationally –

understand the markets…

60

High Flyers

Rani Singh discusses the European

Business Aviation flying trends with Robert Baltus, associate director,

Executive Jet Management (Europe).

90

Finding a Happy Home

Who should perform your company's

aircraft maintenance? Dave Higdon runs

through key guidelines to selecting the right maintenance home for your aircraft.

122

Aircraft Comparative Analysis – Boeing BBJ

How does the Boeing BBJ square up

against the Airbus ACJ320? Find out in

this month’s Aircraft Comparative Analysis!

8

AVBUYER MAGAZINE – May 2015

www.AVBUYER.com

Aircraft Index see Page 4

Contents Layout May15.qxp 22/04/2015 15:48 Page 2

Contents May 2015 Volume 19, Issue 5

T BizAv Intelligence 20

Market Indicators: Analysis, Reflections, Trends and Comment

44

Exporting or Importing: Do you know the international aircraft transaction touch-points?

52

International Season in Bloom: Jay Mesinger’s thoughts on the international BizAv markets…

T Boardroom 62

66

68

72

76

New or Used Aircraft: How can you know which option is best for you?

Unexpected Curves: Road Map for the desired resolution of an insurance claim The Legacy of a Bad Experience: Learn to tell a good broker from a bad…

Like Kind Exchanges: Keith Swirsky investigates current IRC Section 1031 trends Dassault (Part 1 of 4): Profiling a century of innovation from one of BizAv’s leading OEMs…

T Flight Department 82

Aviation Mandates (Part 5): What you should know about TCAS 7.1

94

Maintenance the EASA Way: Everything you need to know about CAMO…

98

The Multi-Choice Question: When you dance with elephants, who leads?

102 New Flight Department Manager: Taking the lead of your new team…

106 Effective Training: There’s much more required than a routine schedule 108 Retail Price Guide: Twenty-year Turboprop price guide from Bluebook 112 Specifications: Turboprop performance and specifications comparisons

T Community 129 BizAv Review: Turbine Trends, News, Appointments & Events

Next Month

Paperless Cockpits GAMA 1Q Shipment Analysis Aircraft Comparative Analysis

Advertising Enquiries see Page 5

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May 2015 – AVBUYER MAGAZINE

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FOR SALE • NEW TO MARKET

FOR SALE • NEW TO MARKET

FOR SALE

2000 Falcon 900EX

2010 Global XRS

2014 Gulfstream G650

Serial Number: 74 Asking Price: $12,250,000 Hours: 5,585 TTAF Landings: 2,148

Serial Number: 9320 Please Call for Pricing Hours: 2,560 TTAF Landings: 745

Serial Number: 6076 Asking Price: $72,500,000 Hours: 45 TTAF Landings: 19

• • • • • •

• • • • •

• • • •

Excellent Pedigree Wing Tank Modification TCAS 7.1 Aircell ATG-5000 Gogo Biz Broadband Engines on JSSI Premium Plus APU on JSSI

Rolls Royce Corporate Care APU on MSP Batch 3 FANS 1/A, ADS-B Out, TCAS 7.1 Aircell Gogo Biz Broadband Internet

Delivered September 25, 2014 Ferry Time Only Factory Warranty Predictive Windshear, SWIFT Broadband & More

• Fwd Galley, Fwd & Aft Lavs, 4 Seating Sections — 17 Passenger Configuration

FOR SALE

FOR SALE

FOR SALE

2011 Gulfstream G550

2001 Gulfstream V

1994 Falcon 900B

Serial Number: 5316 Asking Price: $40,950,000 Hours: 2,498 TTAF Landings: 772

Serial Number: 642 Asking Price: $12,900,000 Hours: 11,151 TTAF Landings: 4,223

Serial Number: 134 Asking Price: $7,395,000 Hours: 5,018 TTAF Landings: 2,387

• Engines enrolled on Rolls-Royce Corporate Care, APU enrolled on Honeywell MSP • ASC 910 w/ Enhanced Navigation • TCAS 7.1, ADS-B Out, FANS 1/A, CPDLC Capabilities • Aircell Gogo Biz ATG-4000 high speed internet

• Two Owners Since New • FAR Part 91 Professionally Operated and Maintained • Engines enrolled on Rolls-Royce Corporate Care, APU enrolled on Honeywell MSP • Honeywell Avionics Protection Plan (HAPP)

• • • •

FOR SALE

FOR SALE

Two Operational Owners Excellent Pedigree Professionally Maintained and Operated Engines Enrolled on Honeywell MSP Gold & APU Enrolled on Honeywell MSP • Low Time/Cycles for Model-Year

WANTED Our clients pay our commissions.

Sellers will contract directly with our clients.

Global 6000 • New or like-new • 13 passengers or more

1997 Falcon 50EX

1994 Falcon 50

Serial Number: 260 Asking Price: $4,950,000 Hours: 4,739 TTAF Landings: 1,887

Serial Number: 242 Asking Price: $2,495,000 Hours: 9,102 TTAF Landings: 6,720

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

• Professionally Maintained & Operated • Wing Tank Modification (SB 496) Accomplished • Engines Enrolled on Honeywell MSP Gold • APU Enrolled on MSP • Aircell Gogo Biz Broadband Internet with Wi-Fi • Duncan interior with LED lighting

Mesinger Jet Sales • Brokerage & Acquisitions Read our industry blog at jetsales.com/blog • Follow us on twitter @jmesinger Watch airplane videos at jetsales.com/inventory

Gulfstream G550-Two Buyers • One for a Forward Galley • One for an Aft Galley • 2007 or newer • Forward Crew rest area preferred • 2,500 hours total time or less

+1 303 444 6766 • Fax: + 1 303 444 6866 jetsales.com

GET THERE...FAST

FEEL REFRESHED

Once-distant cities can now be a part of your work day.

The Gulfstream G650 can comfortably and quietly fly at mach 0.90, allowing you to get from San Francisco to Tokyo in just 9 hours and 40 minutes, or from New York to Istanbul in just over 8 hours.

The Gulfstream G650 has the lowest cabin pressure in its class, twice as low as most commercial aircraft. And when your body doesn’t have to work as hard to oxygenate the blood, you arrive feeling more refreshed and alert.

…the G650 is the biggest, fastest, most luxurious, longest range and most technologically advanced jet — by far — that Gulfstream has ever built.”

—ROBERT GOYER Flying Magazine, Sept. 2013

Mesinger Jet Sales • Brokerage & Acquisitions Read our industry blog at jetsales.com/blog • Follow us on twitter @jmesinger • Watch airplane videos at jetsales.com/inventory +1 303 444 6766 • Fax: + 1 303 444 6866 • jetsales.com

Travel faster, farther in comfort & style

GULFSTREAM G650 SERIAL NUMBER: 6076 ASKING PRICE: $72,500,000

GET THERE IN MAXIMUM SPACE & COMFORT The interior of the G650 S/N 6076 was created with a Gulfstream floorplan to maximize space and comfort, leveraging the true value of the G650’s size and passenger experience. With four separate seating sections, and room for up to 17 passengers, there is plenty of room to spread out. Six passengers can comfortably sleep in berthed seats and divans while leaving the conference group available for use. On extended flights, the extra space can be the difference between a cramped, tedious experience and enjoyable travel. With many trips lasting fewer than 10 hours, according to Gulfstream, the primary motivators for buyers of G650s is speed and comfort. Don’t settle for anything less than the best—in space and travel experience.

AIRCRAFT FEATURES • Ferry Time Only • Full Factory Warranty • Forward Galley, Forward & Aft Lavatories •4 Seating Sections — 17 Passenger Configuration • XM Weather • Predictive Windshear • Aircraft Health Monitoring • SWIFT Broadband Data with Wireless LAN • Synthetic Vision, HUD II & EVS • Certified Part 135 Aft Crew Rest Area

WATCH A VIDEO OF THIS G650 AT G650.JETSALES.COM

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2002 Gulfstream G200

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

New Company, Same Trusted Resource

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

2008 Bombardier Learjet 60XR

S/N: 351 2,579 Hours since New Engines enrolled on ESP Collins Proline 21 Avionics Airshow 4000 Sundstrand Auxiliary Power Unit

2002 Hawker Beechcraft 800XP

1-720-477-1204 hattaviation.com

S/N: 258564 8,524 Hours since New Engines enrolled on MSP Aircell Wi-Fi Part 135 No Damage History

Hatt & Associates: Unique in Experience, Global in Scope.

Acquisitions Brokerages Consulting Pre-Buy Management Contract/Legal Services

Scottsdale | Denver | Breckenridge | Wichita | San Jose | Dubai

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BIZAV INTELLIGENCE T MARKET INDICATORS

A Mosaic of Indicators In May 2015, indications show that Business Aviation markets are performing at a variety of climb rates and airspeeds, notes Rollie Vincent, Editor, Market Indicators. Performance is very much dependent on the specific market segment, region or country.

W

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

20

orldwide, the volume of pre-owned business jet transactions (whollyowned retail sales) approached 2,400 units in 2014, representing about 12% of the installed fleet and surpassing the level of available jet inventory for the first time since 2007.

Practically speaking, this is broad-based evidence of a return to a more balanced worldwide marketplace, where the numbers of buyers and sellers moved closer to equilibrium.

The trends point to a further decline in the jet fleet available ‘for sale’ (hovering close to 11% at press time). Sales of young, single-owner, ‘ferry-time only’, and similar assets are holding up well, although pricing softness across almost all models is the order of the day. The overall mood was decidedly cautious last month at the National Aircraft Finance Association’s annual meeting in Arizona.

The good news is that sources of customer financing appear to be varied and widespread, with a fresh sprinkling of new entrants to keep everyone watching their assets. On the other hand, there appears to be a consensus forming that we are in a new era of diminished aircraft values, with a noticeable (some say permanent, although we wouldn’t) shift downwards in the residual value curve.

Value diminution rates, which some had pegged at 3.5-4% per year, have apparently doubled, necessitating an adjustment in mind-set, at least for the time being.

AVBUYER MAGAZINE – May 2015

www.AVBUYER.com

Market-wide intelligence on actual transaction prices for deals that are being written now remains the Holy Grail. Transaction price proxies such as Vref and Bluebook provide some very helpful insights, but typically reflect markets that happened months ago. In this vacuum of hard data, pre-owned asking prices are about as good as it gets, with most indications being that year-over-year market prices are declining.

Looking at JETNET, year-over-year asking prices for pre-owned jets were down 10% from year-end 2013 to year-end 2014, but this gross calculation is not overly helpful or even indicative as it doesn’t account for the underlying mix of aircraft at each point in time. With new annual jet deliveries representing only about 3% of the current fleet today, we should absolutely expect year-over-year asking and even transaction prices to decline.

In essence, with such long-lived assets (business aircraft never seem to retire) almost all of the aircraft in the fleet – and in pre-owned resale inventory - get another year older each year.

Regionally Speaking…

At a regional and national level, the most robust market for business aircraft sales in May 2015 is in the US, as it has been for some time. Transaction volumes and flight cycles in FAA-controlled airspace are both up YOY, in line with forecasted growth in real GDP in 2015 of 3.2%. US business jet cycles Aircraft Index see Page 4

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have increased by about 4% YOY, in sharp contrast with Europe, where flights have slipped by 5% in 1Q 2015 YOY (dragged down by weak EU economic performance and a 35% drop in flight activity to and from the CIS region).

Euro Area real GDP growth in 2015 is forecast to be a modest 1.3%; the UK economy is expected to grow by 2.6%, to lead the main European national economies.

Macro factors that underpin much economic activity include a strong US$, the currency in which most aircraft transactions are valued. In situations where aircraft loans were written in currencies other than the US$ (for example, the Euro, which is trading 20% lower than the US$ over the past year), currency swings could work in favour of owners and lessors to ease the diminution in residual values they have experienced since 2008/2009.

Other macro-factors, like the price of oil and other commodities, also play a role in the fortunes – up or down – of international Business Aviation. At press time, crude oil was trading just above US$50 per barrel, less than half the price sustained over a recent three-year period.

The drop in oil prices has been an unwelcome cold shower to the energy sector, historically a big user of Business Aviation. As oil and gas companies collectively step back from aircraft purchase negotiations, at least for the time being, all is not lost. In fact organizations that benefit from lower energy costs are stepping forward, a trend that should be a net positive to the industry to buoy longdormant sales prospects of Light and Medium jets.

Although slowdowns in the white-hot Chinese Business Aviation market were inevitable, the Asia Pacific fleet still grew by an estimated 15% in 2014. Large cabin jets continued to dominate the static display at ABACE 2015, but a significant change is occurring… With a dramatic downshift in aircraft orders and OEM backlogs from China, a flock of pre-owned B-registered jets are now on the market.

Whether they will stay in-country (a likelihood, given that high import duties and taxes have already been paid) remains to be seen.

What is crystal clear is that today’s Asia Pacific market is dependent more than ever on effective industry advocacy.

History tells us that this and other soft markets will bounce back, probably a lot faster than most people think. Watch this (air)space!

MI www.rollandvincent.com Advertising Enquiries see Page 5

BizAv Activity - US & Canada from February. The Fractional and Part 135 markets also posted impressive gains of 14.3% and 12.9% respectively.

Looking at the aircraft categories, flight activity was led by small cabin aircraft which posted an increase of 15.8%.

Turboprop flight activity followed with a monthly increase of 15.1%. Mid-size and large cabin aircraft posted gains of 13.5% and 10.7%. All individual segments posted double digit gains for the month with the exception of Part 91 large cabin aircraft, which posted an increase of 9.7%. Part 91 turboprops recorded the largest monthly gain for an individual segment, up 17.7%.

Year-Over-Year Reviewing year-over-year flight activity (March 2015 vs. March 2014), TRAQPak data indicates that March 2015 posted an increase of 2.6%. The results by operational category were strong for the Part 91 and Part 135 markets, up 3.8% and 3.2% in that order. The Fractional market finished the period down -3.8%.

Flight activity by aircraft category was up across the board with large cabin aircraft leading the way, up 4.9% from March 2014. The small and mid-size cabin markets posted gains of 2.3% and 2.0% respectively, while the turboprop market posted a gain of 2.1%. The largest yearover-year gain for an individual segment occurred in the Part 135 large cabin market, which saw an increase of 10.3%.  MI www.argus.aero

According to ARG/US, March Business Aviation flight activity followed its usual path and posted a significant increase from February to finish the month up a substantial 14.1%.

All operational categories recorded double digit monthly gains, with Part 91 posting the largest increase, up 14.9%

March 2015 vs February 2015 Part 91

Part 135

Fractional

All

Turboprop

17.7%

11.2%

11.6%

15.1%

Small-Cabin Jet

16.7%

14.7%

15.2%

15.8%

Mid-Size Jet

12.6%

13.6%

14.9%

13.5%

9.7%

12.3%

11.8%

10.7%

14.9%

12.9%

14.3%

14.1%

Large Cabin Jet All

March 2015 versus March 2014 Part 91

Part 135

Fractional

All

Turboprop

2.1%

2.8%

-3.9%

2.1%

Small-Cabin Jet

4.0%

-0.9%

5.3%

2.3%

Mid-Size Jet

5.2%

4.4%

-5.5%

2.0%

Large Cabin Jet

5.5%

10.3%

-9.4%

4.9%

All

3.8%

3.2%

-3.8%

2.6%

www.AVBUYER.com

May 2015 – AVBUYER MAGAZINE

21

MarketIndicators .qxp_Layout 1 21/04/2015 17:01 Page 3

BIZAV INTELLIGENCE T MARKET INDICATORS

FAA GA Fleet Projection According to a newly-released FAA forecast, the active business jet fleet is expected to experience strong growth over the next two decades, writes Wichita Eagle’s Molly McMillin.

Recovery in the business jet market has been slow, but 2014 marked the first year of shipment increases by US manufacturers since 2008. “The forecast calls for robust growth in the long-term outlook, driven by higher corporate profits and the growth of worldwide GDP, though at rates slightly lower than those predicted last year,” the FAA noted. ”Continued concerns about safety, security and flight delays keep Business Aviation attractive relative to commercial air travel.”

However, the piston-powered aircraft fleet is expected to decline slightly over

the same period, the FAA projects. “We predict business usage of General Aviation aircraft will expand at a faster pace than that for personal and recreational use,” the report predicted, noting a significant portion of piston aircraft flight hours are used for business purposes too. “Increased demand for turboprop aircraft also contributes to increased turbine fleet and hours.”

The business jet fleet is projected to grow at an average rate of 2.8% per year from 2014 through 2035, growing to a total of 20,815 aircraft. Overall, the active GA fleet is expected to grow at an average annual rate of 0.4% over the 21year forecast, from an estimated 198,860 aircraft in 2014 to 214,260 by 2035.

The fixed wing turbine aircraft fleet is expected to grow 2.2% per year, while fixed-wing piston-powered aircraft are expected to decline -0.6% on average per year. The rotorcraft fleet, however, is expected to grow an average of 2.5% per year. Fixed-wing turbine aircraft hours flown are expected to grow 2.9% per year, while fixed-wing piston aircraft hours flown are projected to decline at a rate of -3% per year. The FAA projects faster growth in hours will occur after 2023, with increases in the fixed-wing turbine fleet and increasing utilization of single and multi-engine piston as the aging fleet starts to slow down.

MI www.kansas.com or www.faa.gov

BizAv Market: Could Do Better?

cautious. Brokers say that new models are hitting pre-owned prices; they’re worried about leased aircraft coming on to the market and also foreign sellers lowering values (as they take advantage of the strong dollar). Another issue that lenders and brokers are focused on is the need to upgrade avionics and a danger of older aircraft fleets being split between domestic US aircraft and international aircraft.

As well as being the easiest place to operate an aircraft, the US is also the easiest place to finance. This is largely thanks to the large number of regional banks that are keen to finance business jets and are financially strong. There’s certainly no shortage of capital at the moment.

MI www.tealgroup.com 

Certainly no one was getting carried away at the recent 44th National Aircraft Finance Association Annual (NAFA) Meeting.

Richard Aboulafia from the TEAL Group presented what he called “an embarrassingly conservative forecast” of 9,416 business jets worth $285 billion delivering 2015-2024. Aboulafia’s central theme was that the market should be doing better than it is. The title of his speech was: 'The recovery is definitely here (as long as you stay in the US, anyway).'

Although the US has seen some increased demand, the market is still 22

AVBUYER MAGAZINE – May 2015

www.AVBUYER.com

BizAv Activity Europe The recent WINGX Business Aviation Monitor reports that there were 63,917 Business Aviation flights in Europe in March, a -0.6% decline Year-on-Year.

The -0.6% decline for March is an improvement on the January-February trend, and March activity also indicates a slight YOY pick-up in charter flights.

Growth in Western Europe, with strong performance in France, UK and Spain offset declines in Switzerland, Germany and Italy. Meanwhile, activity continues to drain out of Ukraine and Russia, weighing down the Eastern European market. The stand-off with Russia explains the 35% fall in flights from Europe to the CIS so far this year.

Elsewhere, flight connections with the Middle East have wobbled, with regional insecurity also hampering Turkey’s Business Aviation market.

Transatlantic flights picked up again in March, mostly with the burgeoning US market, and flights between Europe and Africa remain on a strong growth trend. Further afield, flights to/from China continue to slow down this year.

Charter activity bounced back in some markets, with AOC flights up in France by 13%; in Spain by 9%; and 15% in the UK. Most growth in France came from Piston activity, whereas in UK and Spain, business jet flights increased the most MI www.wingx-advance.com

Aircraft Index see Page 4

Eagle May.qxp 23/04/2015 11:52 Page 1

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

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

1999 KING AIR 350, S/N FL-258

2014 CITATION M2, S/N 525-0822

2000 CITATION EXCEL, S/N 560-5119

1992 CITATION V, S/N 560-0177

1982 CITATION II, S/N 550-0343

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

2008 CESSNA 400, S/N 411076

ALSO AVAILABLE: 1982 CESSNA 414A, S/N 414A-0844

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

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

MarketIndicators .qxp_Layout 1 21/04/2015 17:02 Page 4

BIZAV INTELLIGENCE T MARKET INDICATORS

China: What Is Market Normalcy?

Since being introduced to China in the relatively recent past, Business Aviation has already experienced a full market cycle from frothy peak to today’s quiet trough, observes Brian Foley. So what is market normalcy there?

There hasn’t yet been a steady period of sales normalcy and predictability, only extremes. The heady sales of large, expensive business jets in the 2009 timeframe proved to be unsustainable yet timely for an industry already suffering from the worldwide financial crisis. Today it’s China that’s in economic recovery mode, putting a damper on recent sales there.

It seems to be a universal axiom that when a country’s economy is in a down cycle, political leaders and shareholders deprecate Business Aviation. At the worst of the last US financial meltdown, politicians were quick to denounce autoindustry executives for flying their private jets to Washington “hat in hand” for bailouts. Business leaders in general were denigrated for using their corporate jets.

China’s current austerity movement is essentially the same reaction, just presented a little differently.

In general, once economic recovery firmly takes hold denunciations are eventually forgotten and buyers no longer feel the need to take cover. There’s reason to believe that China will move beyond the current slow patch and begin to see some improvement in 2016. One leading indicator, the Shanghai Composite index, has nearly doubled in the past year to a

seven-year high with a favourable environment for further government stimulus. As investors and companies gain confidence in financial market vitality and stability we’ll begin to see more discretionary income move into General Aviation.

In summary, the Chinese market will continue to be a nice adjunct to industry sales. As a whole it can be viewed that the region will offset sales that the industry lost to the worldwide decline in the fractional segment, helping to diversify and sustain the global business jet market.

MI www.brifo.com

Total worldwide Business and General Aviation avionics sales for 2014 amounted to more than $2.5 billion in 2014, according to AEA, representing a 4% increase in sales compared to the previous year.

Of the more than $2.5 billion in total sales, 51.4 percent came from forward-fit (avionics equipment installed by airframe manufacturers during original production) sales. That’s a decline from 54 percent of total sales at Year-End 2013. The retrofit (avionics equipment installed after original production) market amounted to 48.6 percent of total sales for the year, a slight increase from the 46 percent in 2013.

According to the companies that separated their total sales figures between North America (US and Canada) and other international markets, 62.6 percent of the 2014 sales volume occurred in North America, while 37.4 percent took AVBUYER MAGAZINE – May 2015

According to Markets and Markets’ recent report, the flight navigation system market is expected to grow at a CAGR of 7.10% during the period 2014-2020.

The report by Product (Avionics systems, Communication systems), Flight Instrument (Altimeter, Gyroscope, Autopilot, Sensors), Application (Commercial, Military) & by Geography- Forecast & Analysis presents the complete analysis and information about the global flight navigation systems market. A complete analysis of the global flight navigation systems market for North America, Europe, Asia-Pacific, the Middle East and Rest of the World regions has been presented.

The flight instruments considered within the report are altimeter, gyroscope, autopilot, magnetic compass, and sensors. The product type is segmented on the basis of avionics systems and communications systems.

MI www.marketsandmarkets.com

View the latest prices for jets for sale at

2014 Year-End Avionics Market Report

24

Flight Navigation System Market

place internationally.

Acknowledging the modest year-over-year growth in sales for a second consecutive year, AEA President Paula Derks noted, "This is only the third year of the report's existence, but it’s beginning to establish a solid baseline to better evaluate and compare data in the years ahead…of note is the fact that the first six months of 2014 contributed to a little more than half of the year's total sales volume. This may be worth watching in future years to determine if there exists some seasonality in sales trends within the course of a single year.”

Note: The dollar amount reported above (using net sales price) for all electronic sales includes all component and accessories in cockpit, cabin and software upgrades, portables, certified & non-certified aircraft electronics, all hardware (tip-totail), batteries, and chargeable product upgrades from the participating OEMs, but does not include repairs/overhauls, extended warranty or subscription services.

MI www.aea.net/marketreport

www.AVBUYER.com

 continued on page 28

Aircraft Index see Page 4

DASSAULT FALCON 50EX - SN 295 ASKING: $5.250M!!!

BOMBARDIER GLOBAL XRS - SN 9189 ASKING: $27M

BOMBARDIER CL300 - SN 20079 ASKING: $9.8M

BOMBARDIER LEARJET 60XR - SN 347 ASKING: $4.9M!!!

CONTACT Florian van der Cruyssen florian.vandercruyssen@globaljetmonaco.com M +33 6 12 44 2916 T +377 97 77 0104

WWW.GLOBALJETMONACO.COM

GENEVA LUXEMBOURG LONDON PARIS MONACO MOSCOW BEIJING HONG KONG

GJ_exclusif_inventory_205x270_APRIL_15.indd 1

14.04.15 08:59

Project3_Layout 1 30/04/2015 14:59 Page 1

Project3_Layout 1 30/04/2015 15:00 Page 1

MarketIndicators .qxp_Layout 1 21/04/2015 17:02 Page 5

BIZAV INTELLIGENCE T MARKET INDICATORS

In-Service Aircraft Technical Condition and Price An Asset Insight Index analysis conducted on February 28, 2015 covering 80 fixedwing models and 1,564 aircraft listed ‘for sale’ revealed the following trends relative to asset quality...

Maintenance Rating (ATC Score): Asset Technical Condition Score (an aircraft’s rating relative to its Optimal Maintenance Condition – achieved the day it came off the production line) deteriorated slightly, falling 1.2 AI 2 basis points, registering 5.480 from January’s 5.492. The Rating remained comfortably above the MidTime/Mid-Life 5.000 level – on the ATC Score scale of -5 to 10.

Financial Rating (ATFC Score): Asset Technical Financial Condition Score (evaluating scheduled maintenance event cost based on the aircraft Maintenance Rating) improved substantively, increasing 26.0 AI2 basis points, climbing above the Mid-Time/Mid-Life 5.000 level – on the 010 ATFC Score scale – for the first time since November, and registering 5.163 versus January’s 4.903.

Asset Exposure (ATFE Value): Asset Technical Financial Exposure Value (an aircraft’s accumulated maintenance financial exposure) was also favorably impacted, with the figure decreasing by $42k to $1.887 million, from last month’s record high/worst figure.

Exposure to Price (ETP Ratio): Spread in the ratio of maintenance Exposure to Ask Price (ETP Ratio) for the aircraft we track widened for the fifth consecutive month – this time by 5.2 percentage points (see Table B).

The average ETP Rating improved from last month’s record 64.5% to 58.8%, primarily due to a 12-month high average Ask Price, but the figure pointed out the continued challenge faced by Sellers. Any Ratio over 40% represents excessive Asset Exposure in relation to Ask Price, and the figure has been exceeded each month for the past year (see Table C).

By asset group, our findings were: - Large Jets: Excellent asset quality; lower Ask Price; improved but high Asset Exposure; slightly improved ETP Ratio and the best among all four groups.

28

AVBUYER MAGAZINE – May 2015

-

-

-

Medium Jets: Excellent asset quality; slightly lower but above average Ask Price; improved but high Asset Exposure; improved but high ETP Ratio.

Small Jets: Very good asset quality; 12month high Ask Price; much improved but still high Asset Exposure; improved ETP Ratio, but still very high and worst among all groups.

Turboprops: Very good asset quality; average Ask Price; improved but still high Asset Exposure and ETP Ratio.

A closer examination of the ETP Ratio for each market segment follows: - Large Jets: the only group to register an ETP Ratio below 40% during the past nine months, the group’s figure improved slightly to 38.9% from 39.7%. Large Jet average Ask Price fell once again this month, from $15.9 to $15.7m, but continued to record the highest asset quality amongst all market segments.

- Medium Jets: placed second relative to asset quality, registering an ETP Ratio improvement of 60.2% versus last month’s 64.8%, even though average Ask Price fell yet again this month, from $3.74 to $3.71m (the lowest figure since July 2014).

- Small Jets: the segment’s ETP Ratio of 88.0% was substantively better that last month’s 101.1% (the worst figure we have recorded for any group). The Ratio was favorably impacted by the segment’s 12-month record high Ask www.AVBUYER.com

-

Price of $1.98m, from last month’s $1.89m, and it helped Small Jets capture third place relative to asset quality.

Turboprops: generated the second best ETP Ratio, although the figure was still high at 51.9%. The segment did register an Ask Price increase equating to the average for the last twelve month, $1.61m versus last month’s $1.57m, but remained in fourth place relative to overall asset quality.

On balance, overall asset quality this month earned an “Excellent” rating, with all groups showing an improvement over last month’s figures. While Large and Medium Jets saw an Ask Price decrease this month, figures improved sufficiently for Small Jets and Turboprops to create an overall market improvement. The cumulative effect of improved asset quality and increased Ask Price (see Table D) was a substantially favourable impact on the maintenance ETP Ratio, although the figure was still 47%, above the 40% level considered excessive.

There clearly are high quality assets available for sale, for which Sellers should be able to secure a decent price. However, Sellers marketing below average aircraft will have a problem realizing anything resembling good value, and may wish to consider early maintenance to improve marketability and reduce holding costs.

MI www.assetinsightinc.com T

continued on page 32

Aircraft Index see Page 4

Freestream May.qxp 22/04/2015 11:02 Page 1

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

2010 Gulfstream G450 S/N: 4190 • US$24,900,000 • Total Time: 954 hrs • Landings: 435 • Engines Enrolled on RRCC • Synthetic Vision • Broadband High Speed Data System • Forward Galley • 14 Passenger Interior

Gulfstream G550 S/N: 5176

• US$29,950,000 • Total Time: 3466.5 hrs • Landings: 953 • Engines on RRCC • APU on MSP • Honeywell APP & Parts Programs • BBML • Securaplane External Camera System • Airshow 4000 • 18 passenger interior • Fwd Crew Rest • Aircraft C of A: 11/27/2007 • Aircraft in Service: May 5th 2008

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

Freestream May.qxp 22/04/2015 11:03 Page 2

Challenger 604 S/N: 5426

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

2006/2007 Global Express XRS • Make offer • Total Time: 3658:07 hrs • Landings: 1177 • Engines on 100% JSSI • Enrolled on JSSI Tip-to-Tail • Triple FMS • FANS 1/A+ and RNP 4 • SBAS with LPV APRH • Batch 3 • ADS-B • Forward and Aft lavs

Learjet 45 S/N: 167

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

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

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

Freestream May.qxp 22/04/2015 11:03 Page 3

Falcon 900EX S/N: 87

• $11,950,000 • TTAF: 5,016 • Landings: 2,805 • Honeywell Avionics Protection Plan (HAPP) • Engines & APU: JSSI • All three Engines: 3000/6000 • Fresh MPI Eng No. 2 • New 3rd Stage high pressure turbine ENG No. 2 • Fresh 2A, Fresh 2A+ • Dual GPS Honeywell HG2021GD02 • Airshow 400/Genesis • Securaplane Back up Batteries

2012 S76D

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

2012 Sikorsky S-92A S/N: 920193

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

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

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

MarketIndicators .qxp_Layout 1 21/04/2015 17:03 Page 6

BIZAV INTELLIGENCE T MARKET INDICATORS

2015 European BizAv Fleet Report Table A - World Fleet of Business Jets & Turboprops 876554368210/.-236,1+*)-62.*-+(+*').&4.(62)-212). *# !.

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32

AVBUYER MAGAZINE – May 2015

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www.AVBUYER.com

This month, with eyes turning to Geneva, Switzerland for EBACE2015, Mike Chase asks ‘What is the health of the European Business Aviation fleet today?’ The European economy is growing again, but at a modest pace. Further efforts are required to strengthen the region’s economy. The European capital market is significant and many of its segments are working well. Some parts, however, are facing a crossroad according to the European Commission Winter 2015 report.

A key feature of European financial markets is the predominance of bank financing relative to other sources of financing. For example, banks provide 70% of European firms’ external financing through loans. This differs from the US market where consumers, small-to-medium sized enterprises (SMEs) and larger corporates all benefit from raising financing through the capital markets.

Half of European employees work at firms employing fewer than 50 people. This is why broadening the funding options available to SMEs goes to the heart of ensuring that the European economy grows.

EU GDP rose 0.1% in 2013, while growth in the euro area (which was -0.4% for 2013) improved in 2014. GDP growth this year is forecast to rise to 1.7% for the EU as a whole and to 1.3% for the euro area. By 2016, economic activity should grow by 2.1% and 1.9% respectively.

The initial misalignment between the euro and US$ that has existed since the middle of 2014 placed the European exporter in a disadvantageous position. Expensive European-made goods were too expensive for US buyers. However, US export to Europe flourished due to the relatively inexpensive US$.

Now, with the appreciation of the US$ (1.0600 EUR/US$ or 0.9433 US$/EUR as of April 10th, 2015) European export to the US stands a better chance, while US export to Europe faces challenges due to the relatively high value of the US dollar.

After documenting two years of contraction, the European Commission’s economic report is very good news for Business Aviation in Europe. With that established, let’s consider the current European business jet and turboprop fleet.

Fleet Percentages In March 2015, Europe accounted for 2,454 (13%) of the global wholly-owned business jet fleet in operation and 1,234 (9%) of the total turboprop fleet (see Table A). That’s a decline of 65 (-2.5%) business jets in Europe in 2015 versus 2014. However, European business turboprops increased by 29 aircraft (2.4%) in 2015, compared to 2014. Overall, Europe ranks Aircraft Index see Page 4

MarketIndicators .qxp_Layout 1 22/04/2015 09:34 Page 7

Chart A - Business Jets - Europe (March 2015)

Chart B - Business Turboprops - Europe (March 2015)

Other

Embraer 123 105 5% 4%

Gulfstream 179 7%

Falcon, 438 18%

Textron 1,041 42%

Avanti 84 7%

Textron Bombardier

Source: JETNET

second for the total number of business jets, behind North America, and third for the total number of business turboprops, behind North & South America.

In March 2011 business jets based in Europe reached a peak with 2,714 units, and have since declined by 260 units (per March 2015 data). In the same period, business turboprops have increased by just 12 units.

Top Ten Models The Citation Mustang and Dassault Falcon 7X (92 units each) and King Air B200 (99 units) lead the Top 10 business jets and business turboprop models in Europe respectively (see Table B). Also, included are the worldwide totals of the business jets and turboprops by model.

Business Jets & Turboprops (By OEM) Textron (Cessna and Hawker) lead all manufacturers of business jets in operation in Europe, as represented in Chart A, followed by Bombardier and Dassault. These ‘Top Three’ OEMs account for 83% of the 2,454 business jets in Europe.

Of the Turboprop OEMs, Textron (Hawker and Cessna) again lead the way with 539 units (44%) of the total 1,234 units in operation. Piper and Pilatus comprise the remaining OEMs that hold more than a 10% share of the business turboprops in Europe. Combined, the ‘Top Three’ account for 65% of the European turboprop fleet (see Chart B).

Top Ten Operating Nations As depicted in Tables C and D, Germany has the largest number of business jets and turboprops in Europe. The total numbers of aircraft that are wholly-owned, shared and fractionally owned are also shown in each table, along with the numbers leased.

MI www.mdchase.com T Advertising Enquiries see Page 5

Textron

Piper

Textron 539 44%

Cheyenne 87 7%

Falcon

Gulfstream Embraer

Bombardier 568 23%

Other 158 13%

Socata 101 8%

Other

Pilatus Socata Cheyenne Avan

Pilatus 124 10%

Other Piper 141 11%

Total 1,234

Total 2,454

Source: JETNET

Table C - Top Ten Operating Countries, Jets (W.#-(/'+3WI,'(II+J(0I+ P84+56+789:;+<=>?Q+ !;5CCX&+ 05B8C+ I;89ES+ #YFES+ "%#! "%)! %!

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www.AVBUYER.com

May 2015 – AVBUYER MAGAZINE

33

O'Gara May.qxp_Layout 1 22/04/2015 11:13 Page 1

O'Gara May.qxp_Layout 1 22/04/2015 11:14 Page 2

Elliot March_Layout 1 16/02/2015 16:44 Page 1

FROM LIGHT TO LARGE AND EVERYTHING IN BETWEEN

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InterTransactions 1.qxp_Layout 1 21/04/2015 15:00 Page 1

BIZAV INTELLIGENCE T INTERNATIONAL TRANSACTIONS

Considering an International Aircraft Transaction?

Avoid Foreign Exchange Turbulence

The aviation industry is by nature an international one and, as is the case with all cross-border businesses, foreign exchange has become an important issue notes Alistair Cotton, Senior Corporate Dealer at Currencies Direct.

38

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

www.AVBUYER.com

Aircraft Index see Page 4

InterTransactions 1.qxp_Layout 1 22/04/2015 09:37 Page 2

Sterling and the UK General Election

he first three months of 2015 saw extremely high levels of volatility across the foreign exchange markets. These unprecedented movements in the value of major currencies are unlikely to settle and, as a result, businesses and individuals who regularly exchange one currency for another are at risk of severe financial blows.

Protecting against adverse currency movements will be crucial over the next six months for those engaging in international aircraft transactions. Below, we examine just a few of the occurrences in early 2015 that have sent shockwaves across the financial markets within Europe.

T

The UK election this month looks set to be the closest in a generation. A simple two-party coalition appears an unlikely outcome and the exact make up of any new government is highly uncertain.

Looking back to the 2010 election, Sterling deprecated significantly in the run-up, but regained ground once the new government was in place. Expect a similar outcome this time around, potentially more pronounced because of the additional multi-party negotiations needed.

Making the Most of Foreign Exchange

Shaky Start to 2015

Monetary authorities are the key global players in financial markets in times of government austerity.

Their policies have a huge impact on both the prices of financial assets and the overall direction in which money flows around the world.

A quantitative easing program in Europe and the Swiss National Bank’s shock decision to unpeg from the euro earlier this year are but two examples to hit the headlines and dramatically change the value of major currencies.

The unpegging of the Swiss franc from the euro triggered the largest movement in a major currency since 1971, and was catastrophic for many businesses whose ability to trade competitively was reliant on the relationship between the two currencies. In the space of 24 hours, Swiss exporters saw an 18% increase in the cost of their goods to the European market.

FX markets are constantly fluctuating and anyone who plans to exchange large quantities of currency should try to protect against an adverse movement resulting in an unplanned loss.

“Minimising the foreign exchange risk posed by these upcoming events is

Minimising the foreign exchange risk posed by these upcoming events is an important consideration. Taking a proactive approach to managing your currency transactions can reduce your exposure to market volatility, and allow you to seize the opportunity when changes in currency values move in your favour.

An experienced foreign exchange provider will be able to help you, and there are many useful tools that will enable you to make the most of your international transfers.

Are you looking for more articles on Finance?

Visit www.avbuyer.com/articles/category/ business-aviation-finance/ T

an important consideration”

Alistair Cotton helps a portfolio of corporate clients to manage their foreign exchange exposure. Alistair provides regular market commentary in the press including appearances on BBC News 24.

He is FSA approved and is a member of the Chartered Institute for Securities and Investment.

A Weaker Euro Ahead

The European Central Bank has chosen to pursue aggressive monetary easing aimed at reviving economic activity across the Eurozone.

One of the immediate effects has been the sharp depreciation of the euro on world markets.

The quantitative easing policy is set to last for two years, and during this time we can expect the euro’s weakness to continue.

As though trying to second-guess what central banks might do next wasn’t hard enough, there’s the possible exit of Greece from the Eurozone to consider. This would move exchange rates significantly in the near future. Negotiations between Greece and its creditors continue, and the existing bailout expires in June.

The euro will be negatively affected as debate over the terms of the bailout continues, and uncertainty over the fate of the Eurozone prevails.

Advertising Enquiries see Page 8

Currencies Direct has almost two decades of experience in overseas payments for personal and business customers. Taking the time to understand your individual foreign exchange requirements and provide you with informed market updates to help you avoid potential risks, Currencies Direct enables you to manage transactions easily online or speak to its currency experts. Clients range from SMEs to large corporates, and services for personal clients are offered. The aim is to make foreign exchange easy, efficient and informed. For more information please visit currenciesdirect.com/avbuyer or call +44 (0) 20 7847 9446

www.AVBUYER.com

May 2015 – AVBUYER MAGAZINE

39

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BIZAV INTELLIGENCE T INTERNATIONAL TRANSACTIONS

Exporting or Importing?

International Aircraft Transaction Touch-Points

Just as currency fluctuations will always be with us, notes Dave Higdon, so too will multiple other factors impact international aircraft transactions.

But what are the fundamentals to consider? emand for all variety of businessturbine aircraft has been swinging towards a higher proportion of international operators, eroding the traditional dominance of the combined North American/Western Hemisphere markets.

However, increasing international demand for business aircraft – especially from Africa, Asia, Europe, India, South America and China requires significantly more attention from a buyer and seller than for a hand-off between citizens of the same nation.

Buyers and sellers alike face internationaltransaction fundamentals before they can close on a deal to change an aircraft's registry from one nation to another. With that in mind, consider the following to be the basics of most international transactions.

D 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

44

AVBUYER MAGAZINE – May 2015

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Experience & Expertise According to one US-based broker we spoke with who regularly handles international aircraft transactions, “Experience and expertise save you time, hassle and money.” Conversations with multiple Business Aviation professionals on this topic produced a remarkably consistent thread: Seek help, preferably from someone qualified to coordinate the entire process.

Rollie Vincent of Rolland Vincent Associates explains: “Pre-owned international transactions are (in my view) best left in the hands of experts who know the ins-and-outs - the ‘gotchas’. The considerations are many. Appraisals and pre-buy evaluations can be more expensive; log books can be incomplete – or written in Mandarin. The conditions in which the aircraft was operated and maintained can be difficult to determine.”

Aircraft Index see Page 4

InterTransactions 2.qxp_Layout 1 21/04/2015 15:08 Page 2

• •

(including crew), or transport goods in excess of 990 lbs.

Piston or turboshaft engines rated equal to or greater than 550 horsepower (or equivalent).

Turbine engines with 1,750 lbst or more.

Owners of aircraft meeting these points have been required, since March 1, 2006, to conduct searches and register interests in aircraft and engines at the CTIR, in addition to conducting searches and filing documents at the FAA. Registry searches became a requirement after the US ratified the Convention creating the CTIR.

Documentation Aplenty

Changing market demands for Light and Medium jets in different regions at different times translate into more opportunities to buy and sell. Resolving, fulfilling or meeting concurrence on many common points to all transactions becomes, as Vincent noted, more complicated because of the international diversity of the parties. Aside from international transaction protocols, those of each individual state also apply.

Laws & Regulations Vary Consider it a given that regulations, laws and customers vary around the world, and that buyers and sellers bring their own customs and expectations to the table when buying or selling an aircraft across international borders. Whether sold and exported to a new owner outside the US or purchased and imported from a foreign owner, country-by-country specifics require their individual solutions.

Then there's the Cape Town International Registry (CTIR) to consider. The CTIR protects financial interests in aircraft and engine transactions. If certain criteria are met, domestic and international aircraft and engine transactions are subject to the registry. These conditions include: • Aircraft certificated to transport at least eight persons (including crew), or transport goods in excess of 6,050 lbs.

• Helicopters certificated to transport at least five persons Advertising Enquiries see Page 8

Ensuring a clean, lien-free title depends on documentation and a belief in the reliability of the documents’ sources. The documents should be confirmed against the aircraft (the normally straight-forward act of inspecting the aircraft).

When the deal is of an international nature (with international finance and registration changes), confirming the documentation on an aircraft and submitting them for inspection could be as straight-forward as in the US when international registries are used, and standards are followed but that's not 100 percent guaranteed for aircraft registered and operated in another nation.

The same applies to logbooks (airframe, avionics, powerplants), maintenance records, aircraft title, home-state registration papers, and all applicable finance paperwork that will all need to be present and correct.

Another factor that can complicate the transaction is whether the deal is a sale or a lease; and, if it’s a lease, whether it’s a wet or dry lease contract.

Import, Export and Embargo Laws Laws and regulations relating to international aircraft transactions ultimately fall under the purview of Export Administration Regulations (EAR) and are administered by the US Department of Commerce Bureau of Industry and Security (BIS). Those rules control foreign-made goods containing 10% or more US-content by value; govern licensing requirements based on the export classification of the goods and the destination (end-user/country); and the Export Control Classification Number (ECCN), and more.

Essentially, most goods can be shipped to most countries without a license, or under license exceptions – but where sophisticated turbine-aircraft are concerned, it pays to check.

So if you’re considering a transaction that involves moving an aircraft from one nation to another, shop for expert help.

Questions inevitably arise when dealing with an aircraft transaction across international borders (where US export and embargo laws are concerned) as to who is subject to US jurisdiction. A recurring NBAA Convention presentation generally covers these details as follows: 

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May 2015 – AVBUYER MAGAZINE

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BIZAV INTELLIGENCE T INTERNATIONAL TRANSACTIONS

“U.S. Persons”: - US citizens and permanent resident aliens (green card holders) wherever located; or - Any entity organized under the laws of the US; - Any person or entity in the US; - Entities owned or controlled by US entities, including foreign subsidiaries - Cuba, Iran (as of Oct. 9, 2012); - Anyone in possession of US-origin goods or technology (in rem jurisdiction over the US-origin good); - Anyone flying an “N” registered aircraft; - Anyone engaging in certain barred activities involving terrorists, proliferators of weapons of mass destruction, etc.

(NBAA's Aircraft Transactions Guide helps make sense of the different factors in play. Visit www.nbaa.org. Additionally, AOPA offers its “Guide to Aircraft Exporting & Importing” – www.aopa.org.)

While we’ve merely scratched the surface on international aircraft transactions, in list form the topics a buyer or seller will need to consider include: For Import: • Airworthiness Certification • Registration • Pilot Certification, Requirements & Limitations • Transporting the Aircraft into the US • Customs • Using an Escrow Service • Title Searches 46

AVBUYER MAGAZINE – May 2015

For Export: • Export Certificate of Airworthiness • Registration • Pilot Certification, Requirements & Limitations • US Department of Commerce Export Control Administration • Transporting the Aircraft From the US • Customs • Using an Escrow Service • References • European Insurance.

Separately, Costs & Expenses for Both Sides of a Transaction: • Import Duties/Taxes • De-Registration/Re-Registration Fees • Ferry Costs • Export Duties/Taxes • Financing Complexities (lease vs. loan issues/escrow accounts/“know your customer”/laundering concerns) • Aircraft title insurance requirements.

“All of these (elements) all add to the puzzle,” Vincent summarized. Without the necessary expertise on your team, the list of considerations can be daunting. From the perspective of one operator, who found a buyer for his company’s former light aircraft in Canada, finding that expertise smooths the rough spots significantly. T Are you looking for more articles on aircraft ownership?

Visit www.avbuyer.com/articles/category/business-aircraft-ownership.

www.AVBUYER.com

Aircraft Index see Page 4

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Avjet FP left-hand page April_Layout 1 25/03/2015 11:10 Page 1

Avjet multi right-hand May.qxp_Layout 1 22/04/2015 15:36 Page 1

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JMesinger MAY15.qxp_JMesingerNov06 22/04/2015 09:47 Page 1

BIZAV INTELLIGENCE T AVIATION LEADERSHIP ROUNDTABLE

The International Season Spring is in full flow, marking the start of the International season for our aviation industry, notes Jay Mesinger. So what’s going on within the emerging regions, and what does it spell for the wider used aircraft marketplace?

F

or so many of us who work as consultants, brokers, providers of goods and services, and OEMs, ABACE which took place in Shanghai, China in April, is a key gathering as it connects the global industry with the Asia Pacific region specifically. If we look at this emerging market and the corresponding trends, we see that although the region is experiencing a slowing in growth, there is a sense of maturity occurring too…

When the Chinese market began to allow for the ownership and operation of business aircraft, it like many other emerging markets - only wanted to buy and operate new aircraft. The idea of a preowned market taking hold was out of the realm of possibility for the region’s buyers. A few years have passed, and today the confidence in the safety and operational assurances of older aircraft has helped broaden the marketplace in Asia.

This is a huge factor in the sustainability of any market. If the appetite remained for only new jets, there would never be as keen a view of record keeping and maintenance of the fleet. Owners and operators would not understand or appreciate the need to keep the asset in a condition that would allow for residual value retention. Once a market embraces the value of the aging aircraft, however, that market grows organically.

The next International event on the calendar will be EBACE, scheduled to take place in Geneva, Switzerland, this month. Drawing from the entire European region as well as the Middle East, this is a great venue and it will be very interesting to hear first-hand how the economic impact of lower oil prices and a stronger US dollar, coupled with the sanctions on Russia are affecting the marketplace in those regions. From afar it does not take much to know the impact is significant.

Both markets have slowed dramatically, and these factors will have destabilizing effects on pricing as supply increases and a general nervousness settles in across the regions.

There is no doubt that the economic uncertainty worldwide is taking its toll, too.

how strong our economy is, it’s not big enough or strong enough to absorb all of the inventory that the rest of the world wants to shed.

As I speak to my counterparts in the industry it leaves us all scratching our heads as to when an equilibrium – a new balance can be reached.

Another fall-out from this slowdown in the emerging markets is the category shifts in aircraft segments that are selling. Many of the companies and individuals that have been affected are those seeking airplanes that fly the farthest distances. There has been a shift recently towards strong activity in the Light to Medium jet segments that are older and less expensive to purchase. This category has always found more acceptance within the US than within the emerging markets, and now the spotlight seems to be back on this jet type.

This is not to say that interest and sales will not shift back; it’s just a snapshot of the effect of the lower oil prices and global political instability on a very specific segment of the buying market. As a matter of fact, we never seem to have a global stable moment.

While I certainly do not mean to over simplify, our world is complicated and due to the globalization of our economies there is no such thing as events occurring in a vacuum.

As we try to connect the regional dots, let’s just say that it has never been more important to price your aircraft correctly if you are selling. If you’re buying, it has never been as important to look carefully at the available inventory and not to just focus on price, but really understand thoroughly the offerings. The opportunity to buy a great airplane at a great price makes being a buyer all the more beneficial.

The benefits of using an aircraft to further your business’ growth has never been as important and never as affordable in the grand scheme of things. See you abroad! T

“ Once a market embraces the value of the aging aircraft, however, that market grows organically...”

Joining the Global Pieces

So what does all of this mean for the world’s markets in general? It means that the transaction focus has, and will continue to shift back to North America. Yet regardless of 52

AVBUYER MAGAZINE – May 2015

www.AVBUYER.com

Jay Mesinger is the CEO and Founder of Mesinger Jet Sales. With 40 years’ experience in the aircraft resale market, Jay also serves on the Jet Aviation Customer and Airbus Corporate Jets Business Aviation Advisory Boards (BAAB).

Contact him at jay@jetsales.com Aircraft Index see Page 4

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BOARDROOM T MAY 2015

Business Aviation and The Boardroom What The Boardroom Needs To Know

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BOARDROOM T CASE STUDY

High Flyers Robert Baltus Notes some European Flying Trends

As associate director of Executive Jet Management (Europe), Robert Baltus is well positioned to discuss the European Business Aviation flying trends with Rani Singh during her latest ‘High Flyers’ interview.

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.

60

P

reviously on the sales team at NetJets Europe, Robert Baltus then joined a German aircraft management company, focussing on the management of aircraft throughout Europe and supporting the Stella Aviation Group. Recently, AvBuyer caught up with him as he returned to his roots with Executive Jet Management.

“There are two different brands,” Baltus clarifies. “There is NetJets, and there is Executive Jet

AVBUYER MAGAZINE – May 2015

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Management (EJM). In the US, there are about 400 aircraft with NetJets and 200 with EJM. In Europe, the ratio is 100 to 10. Because all the services required to operate an aircraft are supplied by either company, we can spread our knowledge and experience over a bigger number of aircraft.”

Baltus has some observations on European flying trends. For example, when the economic crisis hit, the large cabin jets continued to do well Aircraft Index see Page 4

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ROBERT BALTUS

while the bottom-end of the market – the older aircraft with smaller cabins - suffered the most in terms of residual and usage.

“The upside of the market is still doing well,” Baltus notes. “Shortly before 2008 lots of people who had never flown decided to start flying, and so many people who shouldn’t have, bought aircraft. They didn’t buy Bombardier Global 6000s; they began with the smaller Citations.”

Today, some EJM clients that previously had multiple aircraft are streamlining their fleets down to just one, and they want to be able to call a single number for their every solution. “They are disposing of their other aircraft, and we manage the remaining one. We are tasked to make sure we make their operation as efficient as possible and Advertising Enquiries see Page 5

“Baltus essentially sees the European market as moving towards consolidation which makes sense from an operational and a financial perspective.”

make that remaining aircraft fly as much as possible,” Baltus shares.

He points to one shared-ownership scenario in which two owners share one aircraft. “These two owners are completely separate entities that don’t wish to contact each other to figure out the best time to use the airplane,” Baltus elaborates. Executive Jet Management acts as the main liaison for the asset and manages the schedule to ensure that the aircraft is being optimally used between the two owners.

In some regions of Europe, the story is different. “We also see people upsizing today,” Baltus continues. “If you looked at a Russian apron 10 years ago, a Challenger 604 was a big aircraft, and the favourite aircraft of Russia was the Hawker 800. Now if you go to that region, anything smaller than a Challenger 604 or 605 is deemed too small. It is a matter of emotion. Size does matter there.”

Readjustment

However, the broader picture reveals that Europe is readjusting. “A lot of aircraft are being sold or moved to a larger operator, all of which is natural within a maturing market,” Baltus explains. “Also, new regulations from the European Aviation Safety Agency ensure there will be fewer, but more professional operators in the market moving forward, which will ultimately help both owners and users of Business Aviation aircraft here.”

Baltus essentially sees the European market as moving towards consolidation which makes sense from an operational and a financial perspective.

And according to Baltus, European clients today appreciate the role of a professional operator much more, while adjustments have been seen within a lot of professional flight departments on the continent, either through a move away from aircraft altogether, or seeking access to more of the services or support offered by management companies.

What Makes Europe Tick?

“In the US flying is more commonplace,” Baltus summarizes. “There is less pressure on corporations using Business Aviation regarding negative PR, which shows by the higher uptake of private aviation by US corporates that appreciate the efficiency of Business Aviation.”

European owners, meanwhile, are very price conscious but at the same time want a very personal service, he adds. “We are well positioned to meet that demand, but it requires a very specific approach for each aircraft owner.”

More from www.executivejetmanagement.com T Are you looking for more Business Aviation Case Studies?

Visit www.avbuyer.com/articles/categories/businessaviation-interview-case-studies

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May 2015 – AVBUYER MAGAZINE

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BOARDROOM T OWNERSHIP

New or Used Aircraft How can you Know which Option is best for You? (Part 2 of 3)

David Wyndham continues his three-part series on evaluating options for achieving the benefits of Business Aviation. Last month he considered new aircraft, and this month his focus is on used.

A

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. Heâ&#x20AC;&#x2122;s formerly an instructor pilot with the US Air Force.

Contact him via david@conklindd.com

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cquisition price is the biggest reason for selecting pre-owned versus new.

Since the 2008 recession, the spread between new and used prices has increased. For example, one popular mid-size business jet sells for $26.6 million in 2015. According to Vref Aircraft Value Reference, the 2010 model currently sells for under half that price, at $13 million, and a 10-Year old model value is $7 million (see Table A, below).

Rather than buying the same model aircraft new, another option is to upgrade to a large preowned aircraft using the same $26 million. We do

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

not normally recommend this option, however.

You should buy the aircraft that meets your needs and that you can afford to operate. Operating a large aircraft will cost more, sometimes much more.

Another advantage of the pre-owned aircraft is the time to put the acquisition into service. Popular new aircraft can have waiting times of 12 or more months between order and delivery. Even if the new aircraft is in stock, selecting interior appointments and equipment options will take time.

A pre-owned aircraft can be put into service relatively quickly, depending on the time needed for

Table A MID-SIZE BUSINESS JET Price (New)

Five-Year Old Model

Ten-Year Old Model

$26.6million

$13 million

$7 million

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Aircraft Index see Page 4

JSSI May.qxp_Layout 1 22/04/2015 11:31 Page 1

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BOARDROOM T OWNERSHIP

the financial, legal and contract processes, plus scheduling and accomplishing a pre-buy inspection. For a cash deal it may be possible to put an aircraft into service in a matter of weeks.

Budget to Refurbish You may spend $300,000 to $500,000 in new avionics, repainting the aircraft, and perhaps refurbishing the interior, so budget accordingly. Paint is cosmetic and easy to change. As long as the interior is in good physical condition, new soft-goods (leathers, fabrics, carpets, etc.) are relatively inexpensive.

New avionics for an aircraft manufactured in the past 15 years or less, while not inexpensive, tend to be technologically feasible and able to meet all the future air navigation requirements. These upgrades to the used aircraft also add value when it comes time to resell.

Operating costs will be higher for the pre-owned aircraft compared with new. The used aircraft probably is no longer in warranty. If an item needs an unscheduled repair or replacement, you are likely to bear the full cost. New parts do come with warranties, but they are far shorter than the new aircraft warranty coverage. An aircraft's life is measured in flight-hours and cycles (or landings). Even a 10-year old aircraft with 4,000 hours is still young if it has been maintained properly.

Aging Effects As aircraft age, they tend to require more maintenance. For example, one large business jet has routine scheduled checks every six months or 300 hours. These are relatively minor. Every six years there is a major inspection that costs upwards of $500,000. The likelihood for unscheduled maintenance also

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increases with age. Conklin & de Decker data suggest that the maintenance costs for an older aircraft can be 25% to 50% higher if it has been in service for 5-10 years.

For a mid-size business jet, maintenance costs (excluding the engines) can add about $200-400 per hour to the averaged maintenance cost reserves, compared with a new aircraft of the same design. So for our hypothetical medium-cabin business jet, purchasing used adds about $300 per hour to the operating costs and requires $500,000 expense to put it into service.

How is this cost package still an advantage? Let’s consider.

The $13.6 million saved by purchasing pre-owned will easily cover the extra maintenance and refurbishment costs over the next ten or more years! The differences in the operating costs by themselves do not negate the pre-owned option. Part of the higher expense of the new aircraft does get returned when the aircraft is sold, however.

Do not overlook the fact that the well-maintained used aircraft also loses less in terms of absolute dollars in its market value. When looking at the costs to acquire, operate and dispose of the aircraft, a “clean” pre-owned aircraft can often have a significant cash advantage.

So in terms of cash, the pre-owned aircraft in the example presented here should stimulate thought, but the devil is in the detail. We always recommend a thorough life cycle cost analysis as the numbers can be very different for each case.

Next month, we’ll bring together our discussions of advantages for buying new and pre-owned to conclude this series on intelligently assessing the options available to the prospective buyer of a business aircraft. T Are you looking for more Business Aviation Ownership articles? Visit www.avbuyer.com/articles/category/business-aviation-ownership

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Aircraft Index see Page 4

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BOARDROOM T INSURANCE

Understanding Unexpected Curves: Road Map for the Desired Resolution of an Insurance Claim

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Aircraft Index see Page 4

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There are curves in the course of the claims process that if not explained properly can lead to a less than desirable claims experience.

Stuart Hope recommends educating yourself regarding the most common areas of misunderstanding.

et’s imagine an insured calls to report that an engine seized-up in flight due to a mechanical issue and will need to be replaced. His broker may be happy to turn in the claim, but mechanical breakdowns are simply not covered. It is no different than your car’s engine seizing due to some issue, such as lack of oil. When you pull over on the side of the road, you wouldn’t call your insurance broker and expect your policy to pay for the repair. If you can show the last service facility that worked on your car was negligent, you might have an action against the shop for a new engine; otherwise it’s simply an unpleasant maintenance bill you will be responsible for paying.

I suspect most clients understand this scenario, and it’s a case of wishful thinking that maybe the misfortune is somehow covered by insurance.

Cracked windscreens are common claims that often are not covered by insurance. If it can be shown that the crack resulted from a single occurrence rather than normal wear and tear, coverage would apply; otherwise it’s a no-go. You might ask how you could prove or not prove a crack was the result of a single occurrence, such as a bird strike.

There are labs that will analyze windshields to determine if the crack was due to a single event.

L

Betterment is Not Covered

Consider an owner’s aircraft is involved in a propstrike and the engine manufacturer recommends a complete engine teardown to look for internal damage. Engines have certain time-life components that are not to the end of their life cycle but are required to be replaced with new or ‘0’ time parts once the engine has been disassembled.

Since the aircraft owner is receiving new parts for old, he/she will come out ‘better’. This is the principle of betterment and is not covered by insurance.

This situation often creates an expensive surprise to an unsuspecting owner if not explained up front before the repair begins. For example, assume a certain time-life item forms a part of the engine, has a life cycle of 1,000 hours and at the time of the loss had 500 hours on it. As part of the repair, the required ‘0’ time replacement part cost is $15,000.

Once the repair is complete, the insurer will pay Advertising Enquiries see Page 5

50% and the owner will be responsible for the other half.

The Bank Must Endorse

“This situation often creates an expensive surprise to an unsuspecting owner...”

The owner has a lien on the aircraft with a bank. As part of the loan agreement, the owner agreed to add the bank as a loss payee to the policy. In the event of a loss, this simply means in addition to the first named insured (e.g., the aircraft owner), the bank will also be listed as a payee on any check that is issued for a physical damage loss. What seems benign at first glance can turn into a major hassle.

Typically the shop completing the repair requests payment prior to releasing the aircraft back into service. The insurance company issues the check for the claim amount to the owner/named insured AND to the lienholder of record listed on the policy. The lienholder could be located in another city and time zone. In order to cash the claims check, the owner would be required to forward the check to the lienholder to endorse first.

Meanwhile the aircraft continues to be held hostage. A simple explanation to the owner at the beginning of the claims process with the suggestion the lienholder write a letter to waive their loss payee rights on partial claims, can save the claim holder considerable time. Everyone comes out much happier as a result.

Your aviation insurance broker can help guide you through the curves of the claims process. Often a good claims adjuster will also help educate you early on. The goal is for you to come away feeling you got a fair shake on your claim. T Are you looking for more Business Aviation Insurance articles? Visit www.avbuyer.com/articles/category/ business-aviation-insurance

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

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BOARDROOM T BUYING & SELLING

The Legacy of a Bad Experience

How Decision Makers can pick the Good Broker over the Bad...

Jay Mesinger finds himself holding so many conversations with clients and prospects about bad experiences recently that he outlines some steps a buyer or seller can use in choosing a professional service.

S

Jay Mesinger is the CEO and Founder of Mesinger Jet Sales. Jay serves on the Jet Aviation Customer and Airbus Corporate Jets Business Aviation Advisory Boards (BAAB).

Contact Jay at jay@jetsales.com

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uch conversations as I’ve been having recently are very disheartening. Like so many of my friends in the dealer/broker industry, I am dedicated to delivering high-quality, transparent services. It is frustrating to be lumped into one bucket labelled ‘Bad Experiences’. I am in no way shying away from the discussion—just sorry it is happening so often these days.

In penning my thoughts, I seek to lay open for all how the conversations surrounding an aircraft transaction are being couched. For too many it will be an all-too-familiar discussion.

“Usual and Customary” practices: In the case of brokers it works best on the basis of exclusive listings. Whether clients are buying or selling, they will engage, hire and pay their broker. This allows for a very transparent process. There is no need for

AVBUYER MAGAZINE – May 2015

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‘back-to-back’ transactions or the opposite side of the transaction being asked to pay for both sides’ brokers.

Having said that, these practices do occur.

Typically a back-to-back transaction is proposed for strictly economic reasons, often facilitating a lessthan-transparent transaction for the ultimate buyer and seller. These are very hard to contract and can lead to failed deals and highly disappointed participants, which in turn leads to an erosion of the overall confidence in the dealer/broker segment of the industry. By and large, however, the majority of transactions in our industry are completely transparent, and conducted in the most ethical and professional manner.

So what can I say to the person who states emphatically, “I will never hire a broker again!”? It’s certainly true that one bad apple can spoil the Aircraft Index see Page 4

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BOARDROOM T BUYING & SELLING

bunch. That one bad apple ensures the rest of our segment has to work harder to re-establish confidence in the profession rather than do what it is we do best, which is buying and selling aircraft.

disappointed with the low-cost provider. Selecting representation solely on price leads clients to a wrong conclusion—that poor service is what you get when you hire a broker in the Business Aviation industry. They generalize that no matter how low the cost of service, the broker simply is not worth it.

Thus, the dealer/broker industry bar gets set lower for the client’s next sourcing project.

Spring Cleaning

As our industry works towards recovery, it may be a good time for all of us to take a hard look at the possible causes and solutions to what is sounding Beware the like an epidemic Impostor for our Another very profession. There troubling and is no doubt that serious as business gets distraction is the more difficult broker who due to reduced contacts another numbers of broker’s client transactions, during the listing those less-thanperiod with the stellar industry only goal being participants that to persuade the present seller to switch themselves as representation. professionals get Worse still is the more desperate broker who to grab a piece sends out email of the pie. campaigns to the I wish I could market featuring say that our other broker’s segment had a listings as they high barrier to fish for a buyer, entry. It simply or put someone’s does not. Before hard fought cell phones I listings on their used to say TAKE THE TIME TO QUIZ A PROSPECTIVE BROKER ABOUT PAST TRANSACTIONS & EXPERIENCE site to convince a anyone with a market they have stack of quarters some relationship with the inventory. and a business card could represent themselves as a These behaviors are all difficulties associated with broker. Today you don’t even need the stack of slower times in our industry. My best advice to all quarters! That’s a sad testament to the industry so buyers and sellers is, don’t lose faith in this segment many of us hold dear. of our industry. Good brokerage is a very credible So what is it that separates a transparent, and valuable component. Follow the steps above: professional broker from one who merely Take the time to know a prospective broker who can masquerades as an industry professional? What represent you – find out about other buyer/seller should Board Members and their professional staff experiences, and only then let price become a seek when their company needs representation? consideration.

Like anything else, source your partners with your • Take the time to ask the broker about his or her eyes wide open and set very high expectations. If length of time in the business; you have embraced the right partner you will not be • Obtain references from past clients who can disappointed. T confirm that transactions were real and Are you looking for more Business Aviation Ownership recognizable, and conducted in a professional, articles? Visit www.avbuyer.com/ efficient and transparent manner; articles/business-aircraft-ownership • Look beyond the price of the broker’s services.

All too often, a prospect is lured on price alone.

View the latest This differentiator can be very problematic and lead to disappointment. In most cases you get prices for jets what you pay for. for sale at As a matter of fact, often a client will be hugely 70

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Aircraft Index see Page 4

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Tax May15.qxp_Layout 1 22/04/2015 11:16 Page 1

BOARDROOM T TAX

Like Kind Exchanges What are the Current IRC Section 1031 Trends?

Keith Swirsky describes in layman’s terms the benefits and complications of deferring taxable gains from selling an existing business aircraft and replacing it with another business aircraft. ypically business aircraft remain suitable for service longer than the time allowed to fully depreciate their purchase price.

When sold, gains resulting from the difference between sale price and depreciated value are taxable, although the timing of when those gains must be taken is extended if the owner replaces the aircraft with another model according to the provisions of Internal Revenue Code (IRC) Section 1031.

Also known as a like kind exchange, transactions covered by IRC Section 1031 permit the current owner of a business aircraft to defer recognition of gain, such as tax depreciation

T

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

Email kswirsky@gkglaw.com

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recapture, on the sale of its current aircraft (heretofore ‘relinquished aircraft’) and the purchase of a replacement aircraft.

In its simplest format, an aircraft owner agrees to sell its relinquished aircraft, enters into an agreement with a qualified intermediary to hold the sales proceeds, identifies a replacement aircraft within 45 calendar days of the sale of the relinquished aircraft, and closes on the acquisition of such replacement aircraft within 180 days of the sale of the relinquished aircraft. The qualified intermediary will apply any funds it holds, to be used in connection with the purchase of the replacement aircraft.

Aircraft Index see Page 4

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BOARDROOM T TAX

Exchanges structured in this simplest format are referred to as ‘forward exchanges’. In today’s business aircraft market, very few forward exchanges are structured, as most aircraft owners will identify and acquire their replacement aircraft prior to selling their relinquished aircraft.

Reverse Exchange

For such situations we utilize what is called a reverse exchange, which has many of the very same procedural/mechanical requirements as a forward exchange. In this structure, either the relinquished aircraft or the replacement aircraft is transferred to a third party known as the exchange accommodation title (EAT) holder.

The EAT is typically the same party as the qualified intermediary, and this aspect of the structure is seamless to an aircraft owner. However, it is important that whichever aircraft is transferred to the EAT is then leased to the aircraft owner, so the aircraft owner may operate such aircraft.

If the relinquished aircraft is transferred to the EAT, the transaction is structured as a sale with a lease of the relinquished aircraft back to the owner. If the replacement aircraft is acquired by the EAT, the transaction is structured as an assignment of the purchase contract for the replacement

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“...it is important that whichever aircraft is transferred to the EAT is then leased to the aircraft owner...”

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aircraft to the EAT, who then acquires the replacement aircraft and leases it to the aircraft owner.

For purposes of this article, we will refer to the acquisition of the relinquished aircraft by the EAT as a “front end exchange,” because the 1031 exchange technically occurs at the time of closing on the replacement aircraft, and we will refer to the transaction where the EAT acquires the replacement aircraft as a “back end exchange,” because the 1031 exchange technically occurs at the time the relinquished aircraft is sold to a third party buyer. [Although conducting a reverse exchange is complex, the attorneys at GKG Law who provide reverse exchange and EAT services have structured and implemented 1031 exchanges for almost 31 years, and understand the nuances of reverse exchanges prescribed by the Internal Revenue Code and regulations promulgated thereunder.]

Tax Planning

What’s new and interesting about reverse exchanges is coordinating federal income tax structuring requirements with state sales and use tax planning techniques, such as a sales tax trade-in credit strategy. A state law trade-in credit statute, in general, allows for an aircraft owner to reduce

Aircraft Index see Page 4

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the amount of sales or use tax due on the acquisition of the replacement aircraft, by netting the sale proceeds from the relinquished aircraft against the purchase price of the replacement aircraft. As more states clamp down on utilization of “sale for resale” leasing structures as means for minimizing sales and use tax, trade-in credit tax strategies have become more compelling, however.

State sales and use tax law, like Internal Revenue Code Section 1031, is mechanically and procedurally oriented, and requires strict adherence to the statutory methodology. In many cases the statutory methodology may require the use of a “retailer” who holds a sales tax license or permit, as well as other procedural requirements. Reconciling the procedural requirements of federal tax law with state tax law rules is challenging. A single set of exchange documents must accomplish all of the tax structuring.

In many cases, the requirements of the federal law and the state tax law are simply not harmonious, thus an aircraft owner must choose to structure the transaction to comply more squarely with one or the other. It is also true that state sales and use tax statutes and regulations tend to be vague on many procedural points, requiring an experienced “guess” on the structuring requirements.

In connection with the decision to structure the reverse exchange as either a front end exchange or a back end exchange, it is also necessary to consider federal income tax and state sales and use tax issues. For example, if the replacement Advertising Enquiries see Page 5

“State sales and use tax law ...requires strict adherence to the statutory methodology.”

aircraft is newly manufactured, in order to preserve the entitlement for bonus depreciation, a front end exchange must be structured. Even without the consideration of bonus depreciation, it is generally preferential to structure the exchange as a front end exchange, to enhance overall depreciation deductions.

Conversely, in the event that sales or use tax had been paid in full on the relinquished aircraft, structuring the reverse exchange as a front end exchange may be less desirable, as an additional sales tax can result on the transfer of the relinquished aircraft to the EAT. Existing debt and new debt issues also heavily factor in the structuring analysis.

These are just a few of the nuances of structuring 1031 exchanges in a manner that meets all of the aircraft owner’s tax objectives. These subtleties create a melting pot of competing issues that must be identified, analyzed and considered before engaging in the exchange. Therefore, it is important to consult an experienced aviation tax advisor early in the process. T Are you looking for more Business Aviation Tax articles?

Visit www.avbuyer.com/articles/category/business-aviation-tax

Search for the worlds best jets at

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BOARDROOM T OEM PROFILE

Dassault: A Century of Innovation (Part 1 of 4) In this first part of our overview of Dassault Aviation, Rod Simpson looks back at the early days of Marcel Dassault and his many achievements during the formative days of what is now one of the world’s major providers of business aircraft.

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Aircraft Index see Page 4

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A

s Business Aviation became accepted as a necessary form of transportation for corporations and entrepreneurs, airframe OEMs embraced advanced technology to serve the growing demand for ondemand mobility. Today’s sophisticated business aircraft are testimony to Business Aviation’s role as a respected and reliable travel option.

That has not always been the case, however. To appreciate the integral role Business Aviation plays in today’s fast-paced domestic and global marketplace, it’s important to understand how far business aircraft have progressed in the past 50 years.

Today’s business aircraft reflect their evolution from unique to necessity. Prior to World War II, manufacturers of aircraft for the military and scheduled airlines seemed disinterested in what became known as General Aviation. Consequently, most aircraft available to companies and entrepreneurs prior to the 1950s possessed little new technology and were limited in performance.

As war-surplus aircraft were converted to civilian use, however, companies found access to fast transportation available on demand to be an effective business tool. Thus the arena we know as Business Aviation came into being. Eventually major manufacturers entered the market for business aircraft, thereby introducing a level of technology and sophistication previously available only to the military and airlines.

Bold Moves into BizAv

DASSAULT’S FALCON 7X, 2000S AND 900LX BUSINESS JETS AND (INSET) THE MAN WHO STARTED THE STORY, MARCEL DASSAULT

Advertising Enquiries see Page 5

One of the first providers of airframes to address the needs of Business Aviation was Dassault Aviation. Under the visionary leadership of Marcel Dassault, the French manufacturer introduced the Falcon 20 in the early 1960s and set the stage for a series of business aircraft that embody advances in aerodynamics. Today’s Dassault designs such as the 5X and 8X are heirs to the culture of technology that shaped earlier models.

During the years following World War II, however, Dassault was primarily a manufacturer of military jet fighters with little experience of the civil market, although the company had manufactured airliners prior to the war.

In many ways, the emergence of Dassault’s first Mystere 20, which was announced in January 1962 and would become the Falcon 20, was astonishing - and represented a huge gamble for the company. While the Jetstar and Sabreliner, both designed originally as military liaison aircraft, were starting to establish the modern corporate jet concept, the market for this class of aircraft was still uncertain. Grumman, for example, would not proceed with the Gulfstream II for another three years, and first flight of the Hawker Siddeley 125 did not occur until August 1962. Despite this, Dassault had the vision to launch a costly development program that would have a decisive influence on the whole of Business Aviation.

Subsequently, Dassault’s wide range of civil and military jet aircraft has consistently moved aviation engineering to new levels - and today’s Falcon family are the legacy of a man whose first manufacturing activities started a century ago.

This series will trace the history of Dassault’s commitment to Business Aviation and document the passion and technology implemented in today’s Falcon 2000 Series, 900LX, 7X, 8X and 5X business aircraft. The involvement of aerospace OEMs such as Dassault is testimony to the importance of Business Aviation and the acceptance of this form of transportation by industry leaders and aviation policy-makers, worldwide.  www.AVBUYER.com

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BOARDROOM T OEM PROFILE

SAVE THE DATE The latest milestone in the impressive Dassault story will take place on June 2 at Dassault’s Bordeaux-Merignac facility when the Falcon 5X will be rolled out for its first public appearance.

Visit www.falconjet.com for further details!

The Rise of Mr. Dassault Marcel Dassault was born in Paris on 22 January, 1892 as Marcel Bloch (he changed his name to Marcel Dassault just after the end of World War II). As a young man, he trained as an electrical and mechanical engineer and, after a period at the Ecole Superieure d’Aeronautique in Paris, his compulsory military service saw him based at the Aeronautical Laboratory at Chalais Meudon.

With the Great War in full swing, Bloch was tasked with design development of the Caudron G3 biplane before working with Maurice Farman on flight testing of his new military aircraft. By 1915, Bloch had amassed considerable experience in aircraft design and he turned his attention to improving the performance of aircraft propellers. With the help of furniture manufacturer, Marcel Hirch, he produced his Eclair propeller; obtained approval from the French test centre at Villacoublay; and launched his first manufacturing venture with a contract for 50 propellers.

The furniture workshop became the first of several factories and his “Helice-Eclair” went on to equip many types of combat aircraft, including the famous SPAD flighter. By 1917, Bloch and his friend Henri Potez moved on to aircraft manufacture, building a two-seat combat aircraft, the SEA.IV, at a factory in Suresnes.

The end of the war in 1918 found the French people with other things on their minds, and there was little demand for Bloch’s aircraft design skills - so the young entrepreneur turned his efforts to house-building, allowing him to accumulate capital. But his love of aviation persisted and in 1930 - aged 38 - he negotiated a French Government contract for a three-engined mail-carrying aircraft for use in the French colonies.

Forming Avions Marcel Bloch, he assembled a small team of designers and engineers. Existing light transport aircraft of that time such as the Potez 29 and the de Havilland Dragon were built of wood with fabric covering, but Bloch realized metal construction would be the future in aviation and his MB120 proved to be a strong and effective performer.

transport in Europe was starting to take-off, Bloch designed the new modern 16-seat twin-engine Bloch 220 for service with Air France, followed by larger transports (including the three-engine Bloch 300 and the luxurious four-engine Bloch 160), which would ultimately become the Sud-Est Languedoc.

By 1938 the company had been nationalized, coming under the SNCASO (Sud-Ouest) umbrella. It incorporated Bloch’s factories at Villacoublay, Courbevoie and Chateauroux together with the Bleriot and Liore-et-Olivier plants - with Marcel Bloch in overall charge.

With war on the horizon, he and his team designed and built aircraft such as the MB.174 multi-role bomber/reconnaissance aircraft and the MB.152 single-engine fighter. While these were sophisticated aircraft for their time, few were actually produced before the German occupation.

Marcel Bloch refused approaches from the Germans to work for them, as a result of which he was arrested and sent to the concentration camp and factory at Buchenwald where prisoners were forced to build V-1 and V-2 rockets.

Marcel recounted that this was the occasion when his “Talisman” was created. Just before the war he found a four-leaf clover that he put in his wallet. The wallet was confiscated at Buchenwald - but returned to him after the war, still with the clover inside, which explains why a four-leaf clover is the Dassault trade mark symbol to this day.

Bloch was eventually liberated and returned to Paris - and a new chapter opened in the life of this extraordinary designer.

The post-war years were to bring him rich rewards in both civil and military aviation, as we’ll explore next month as we trace the legacy of Marcel Dassault that lives today in the technology of the Falcon 900LX and 7X, in production for the foreseeable future, and the imminent emergence of the 8X and 5X. T Are you looking for more Business Aviation Profile articles? Visit www.avbuyer.com/articles/category/business-aviation-interviews-case-studies/

Building on Success Bloch had a rare talent for motivating and inspiring his small design teams that made his factories very productive. As air 78

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

Contact him via rod@aeroplan.freeserve.co.uk Aircraft Index see Page 4

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FLIGHT DEPARTMENT T AVIONICS MANDATES

Avionics Mandates (Part 5): What you Should Know about TCAS 7.1 Helping you understand avionics advances and related mandates for equipage, Ken Elliott reviews aviation technologies within the NextGen/SESAR architecture, this month focusing on TCAS 7.1.

T

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

82

he midair collision over the Grand Canyon between two airliners in 1956 spurred the collaboration of industry and government in the development of a collision warning system. After a number of years using passive avoidance systems, industry realized the need for a predictive system, involving complimentary avoidance interaction between conflicting aircraft. In other word, if one aircraft decides to avoid another by climbing, the other aircraft needs to correspondingly descend. This necessary evolution eventually became TCAS II, with TCAS I being an advisory-only version of collision avoidance.

While technological advancements flourished, there was still a need for a practical solution that would avoid nuisance alerts in high-density traffic areas around busy commercial airports. In the early

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

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1960s a scientist from Bendix Corporation touted an algorithm based on closure rate and time, rather than distance for predicting collision between aircraft.

In the 1980s Bendix-King (with United Airlines) and Honeywell (with Northwest Airlines) introduced the first commercial TCAS II. Ironically, Honeywell absorbed Bendix-King (as Allied Signal) at a later date, gaining significant avionics expertise from the acquisition. Another midair collision in California in 1986 prompted Congress to require FAA to mandate TCAS II in commercial aircraft, leading to a 1991 (subsequently delayed to 1993) requirement.

Initially the version of TCAS II adopted was labeled 6.0, which after several iterations became 7.0 in 1997. While TCAS II 7.0 incorporated a number of improvements over 6.0, one primary upgrade Aircraft Index see Page 4

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FLIGHT DEPARTMENT T AVIONICS MANDATES

was to accommodate the requirement for reduced vertical separation minima (RVSM). Close separation of aircraft in the oceanic tracks and elsewhere introduced anomalies and nuisance alerts with TCAS II version 6. Today, versions of TCAS II are required worldwide in larger aircraft, including business jets.

Target Aircraft Equipment

TCAS Versions for ACAS Traffic Alert & Collision Avoidance Systems (TCAS) are designed to meet the ICAO standard for significantly reducing the risk of midair collision. The system functions independently of groundbased air traffic control (ATC). For TCAS to be effective, however, all users of the different airspace sectors need to be transponder equipped and reporting, at a minimum, Mode C altitude.

All TCAS systems provide collision threat information, alerting both audibly and visually, and displaying traffic on either a dedicated display or on a multifunction display. The two levels of traffic alerting—TCAS I and TCAS II—differ primarily by a function of their alerting capability (Table A).

TCAS I: Providing real time traffic advisories (TAs) that assists pilots in visual acquisition of other aircraft that may become a threat, TCAS I is mandatory for US turbine powered passengercarrying aircraft having more than 10, and less than 31 seats.

TCAS I has a range approximately of between 3-5nm, and consists of one antenna and a cockpit display.

Typically installed on General Aviation fixed-wing aircraft and helicopters, TCAS I is not a passive system as it interrogates, by design, other transponders. A less expensive version of TCAS 1 is Traffic Advisory System (TAS).

TCAS II: Introduced as a safety net to avoid potential mid-air collisions, TCAS II works independent of separation standards.

Based on secondary surveillance radar (SSR) transponder signals, TCAS II interrogates Mode C and S transponders of nearby aircraft (‘intruders’). From the replies, TCAS II tracks intruder altitude and range, issuing alerts to the pilots, as appropriate. Aircraft that do not carry transponders are not detected. It should be noted that while TCAS II assesses threats from intruders, it does not take into account ATC clearance, pilot intentions or autopilot status.

TCAS II provides both traffic advisories and resolution advisories (RA). RAs provide recommended escape maneuvers, allowing the pilot to modify or regulate the vertical speed to either increase or maintain existing vertical separation between aircraft.

It is the pilot who makes the final decision in the response to a resolution advisory, which provides a clear climb or descend (rate-based) command. RAs also sense the direction of other TCAS - equipped aircraft.

TCAS II is mandated by the US for commercial aircraft (including regionals) with more than 30 passenger seats or a MTOW greater than 33,000 lbs. Although TCAS II is not mandated domestically for Business and General Aviation, many turbine-powered aircraft and some helicopters are equipped with TCAS II. In Europe, TCAS II version 7.0 has been mandated for over a decade on all aircraft with a take-off weight exceeding 5,700 kilograms, or if approved for a passenger seating configuration of more than 19 seats. ICAO mandated TCAS II version 7.0 in 2003 in all aircraft with greater than 30 passenger seats.

TCAS II requires two antennas mounted top and bottom of the aircraft, and is capable of both identifying and resolving traffic 14 miles ahead and 7 miles behind the aircraft. The system can process up to 30 aircraft simultaneously and has a one 84

AVBUYER MAGAZINE – May 2015

TABLE A: TCAS Levels of Protection

Own Aircraft Equipment TCAS I

TCAS II

Mode A XPDR Only

TA

TA

Mode C or Mode S XPDR

TA

TA & Vertical RA

TCAS I

TA

TA & Vertical RA

TA

TA & Coordinated Vertical RA

TCAS II Source: FAA

second process cycle. TCAS II Minimum Operations Performance Specifications (MOPS) were developed by RTCA as DO-185B and by EUROCAE ED-143.

Before we move on in our discussion of TCAS, it’s worth outlining the current status of Airborne Collision Avoidance System (ACAS) and Traffic Collision Alert Device (TCAD) technology: - ACAS II: This is effectively an ICAO (Annex 10) standard.

- ACAS III: This system of the future was to be designed for horizontal and well as vertical alerting. However, a different concept - ACAS-X - is under development for introduction in the 2020 timeframe.

- TCAD: A purely passive unit that only listens to transponders is labeled TCAD. Transponders within range all need to be active, responding to other interrogations, in order to be sensed. TCADs and their active cousin TAS are mostly found on smaller GA aircraft.

TCAS: Traffic Advisory/Resolution Advisory As we outlined above, there are two types of TCAS II aural and visual alerts, including Traffic advisory (TA), and Resolution Advisory (RA). The traffic advisory function (TA) prepares the pilot visually and aurally for a potential resolution. A resolution advisory (RA), however, immediately provides the pilot with the plus/minus range of vertical speed at which the aircraft needs to be flown to avoid a collision.

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

Aircraft Index see Page 4

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FLIGHT DEPARTMENT T AVIONICS MANDATES

Diagram 1

Honeywell owns Bendix-King, which supplies business jet versions of TCAS systems within the Honeywell family.

Even if an RA is contrary to an ATC clearance or instruction, the pilot is required to immediately comply with its command provided he/she deems the action to be safe. Under ICAO standards, a pilot is obliged to follow resolution advisories unless doing so would endanger the aircraft. In the US a pilot may disregard an RA if the pilot has made a definitive visual acquisition of the other aircraft. Complying with the RA, however, will in many instances cause an aircraft to deviate from its ATC clearance. In this case, the controller is no longer responsible for separation of the aircraft involved in the RA. Unless ATC receives the RA downlink, the controller will be unaware of RAs being commanded between conflicting aircraft.

The pilot should communicate the RA and its resultant flight level to the controller so that a new flight path can be generated.

ICAO has no RA downlink provisions at this time. (Note that TCAS II as installed will communicate the equipage and operational status to ADS-B.)

Diagram 2

TCAS II version 7.1

RTCA DO 185B and EUROCAE ED-143 provide TCAS II version 7.1 guidance. Primarily TCAS 7.1 enables mitigation of the risk for a mid-air collision in situations where aircraft flight tracks are closer, such as with FANS 1A airspace. There are three significant issues addressed by TCAS II version 7.1: • Reversal logic enhancement • “Level off” aural alert • Change to descend RAs at low altitude If a dedicated display is used, the RA is displayed on an outer ring representing vertical speed. Inside the rings are the individual targets: • • •

Blue for situational awareness traffic Yellow for traffic advisory, and Red for resolution requirement traffic. (The same red is used to indicate the vertical range on the outer ring.)

After traffic aural warnings are provided and “climb” or “descend” appropriately responsive action taken, a “clear of conflict” message is provided to the crew. The goal of the aircraft TCAS communications is to ensure that one aircraft’s resolution complements the other’s. If one aircraft receives a climb command, the other is commanded to descend, and a safe separation RA of between 300 and 700 feet can be expected.

Imagine that each aircraft surrounds itself with a constantly changing protective bubble, the shape and size of which is dictated by the virtually instantaneous performance or movement status of the aircraft. RAs vary based on the aircraft’s speed, heading, altitude and apparent intention, with urgent RA’s being issued without prior TA warning. The TCAS II will update the situation every second.

TCAS II is designed to a Technical Standard Order (TSO) C119c and all TCAS manufacturers are required to follow that standard in performance capability of their equipment. There are three major suppliers of TCAS II today; Honeywell, Rockwell Collins and ACSS (a division of L-3 Aviation Products). Note that 86

AVBUYER MAGAZINE – May 2015

There are four additional minor issues addressed by TCAS II version 7.1: • It corrects an issue that occurs as an aircraft descends through 1,000’ above ground level (AGL); • It transmits the TCAS II processor part number and level of software; • It corrects for multi-aircraft logic concerns, reducing the risk of close encounters within RVSM airspace; • It modifies the status report sent to the aircraft’s Mode S transponders informing of its 7.1 Hybrid Surveillance capability.

Problems with Adjusting Vertical Speed: The “Adjust vertical speed, adjust” RA command has been replaced by “Level off, level off” to prevent the problem of pilots increasing rather than decreasing the vertical speed, as a natural response to the original command format (see Diagram 1 ‘TCAS II Version 7.1 Level Off’, courtesy of SKYbrary.)

Problems with Reversal Logic: In certain instances version 7.0 TCAS II failed to reverse an RA when two converging aircraft remained within 100ft. This was because version 7.0 allows for reversal of RAs when the current RA is no longer predicated to provide sufficient vertical spacing. A feature has been added in version 7.1 that monitors RA compliance in coordinated encounters. Thus, when a version 7.1 TCAS detects that an aircraft is not responding correctly to an RA, it will issue a reversal RA to the aircraft that will then maneuver in accordance with the RA (see Diagram 2, ‘TCAS II Version 7.1 reverse logic’, courtesy of SKYbrary.)

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Aircraft Index see Page 4

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FLIGHT DEPARTMENT T AVIONICS MANDATES

Figure 1 - No RA

Figure 2 - Preventative RA - no vertical speed change is required when the following are issued.

(a) Preventive Aural: MONITOR VERTICAL SPEED Pilot Response: No action required.

Maintain the vertical speed within the green arc.

Incorporating Version 7.1

On March 18, 2014 the FAA issued a Revision B to Advisory Circular 20-151 for the airworthiness approval of TCAS systems and associated transponders. The Advisory includes significant changes to the previous ‘A-version’ and mostly centers on hybrid surveillance functionality.

The latest TCAS II TSO Standard, TSOC119d, requires RTCA/DO-300A Hybrid Surveillance functionality. This requirement has been added to the TSO and airworthiness approval guidance to reduce congestion on the 1090 MHz frequency while the system is airborne and when on the ground.

From a pilot’s perspective, when airborne there will be no difference in operation of a TSOC119d traffic display verses earlier variants. However, when the aircraft is on the ground and TCAS is in the TA or TA/RA mode, traffic advisories will not be annunciated. This reduces the burden on the 1090 MHz frequency during ground operations, as the TCAS systems are essentially passive.

Figures 1-4 (left and far right) depict a typical set of RA vertical speed responses from the Advisory Circular showing the modified system.

A GA Problem (B) Preventive Aural: MONITOR VERTICAL SPEED Pilot Response: No action required.

If a descent is initiated, it must be limited to less than 500 fpm.

(c) Preventive Aural: MONITOR VERTICAL SPEED Pilot Response: No action required.

Decent rate cannot be greater than 2,000 fpm.

Figure 3 - Initial corrective RAs - pilot response is expected within five seconds. The pilot should promptly and smoothly fly to the green arc.

In 2011 the FAA issued a Safety Alert for Operators (SAFO) centered on both the occurrence and response to RAs. GA operators with TCAS II will likely be flying business jets; TCAS I, TAS and TCAD equipment meet the needs of most GA applications. These business aircraft are more likely to conflict with VFR traffic at lower altitudes, creating more TA and RA occurrences than Part 121 traffic. Also, Part 121 crews have a better track record of compliance with the operating requirements of TCAS II. Most business aircraft RAs occur in the Northeast US and within Class C or D airspace. Pilots are likely to see other aircraft when close and therefore ignore an RA. The FAA advises that operators review their training programs and follow Advisory Circular AC 120-55 guidance.

Pilot Operating Handbooks should be updated.

Accomplishing the Upgrade (a) Corrective Aural: DESCEND, DESCEND Pilot Response: Smoothly establish a descent rate between 1,500 fpm and 2,000 fpm.

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AVBUYER MAGAZINE – May 2015

(b) Corrective Aural: CLIMB, CLIMB Pilot Response: Smoothly establish a climb rate between 1,500 fpm and 2,000 fpm. www.AVBUYER.com

For most existing TCAS 7.0 systems, the upgrade to TCAS 7.1 involves a software change to the TCAS processor itself.

However, there may be some wiring considerations if upgrading is part of Aircraft Index see Page 4

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an ADS-B installation, depending on the specific aircraft type and overall ADS-B equipment. The bigger concern is the amendment requirement of the TC or STC that installed the existing TCAS II Version 7.0 currently in the aircraft.

Although the software upgrade to the TCAS II processor may be ready, the aircraft approval to use it may not be. If the STC was completed by a third-party, it is highly recommended that operators discuss the amendment with the STC holder, who may not be your preferred MRO. Even STC amendments can take considerable time as STC applicants and holders join the line of those waiting for approvals. With ADS-B/FANS STC applications mounting, delays may be extended.

If an upgrade pertains to recent aircraft, the factory solution is likely to be ready or well underway. For legacy aircraft the solution may be an MRO option and not yet tackled by the existing aircraft OEM. The OEM tends to work backwards from later models to earlier, while MROs seize the opportunities existing in legacy aircraft where no OEM solution is likely to offer competition. In essence, MROs tend to look for the sweet-spot of aircraft models, where residual value still justifies the expense of upgrading and a healthy demand exists.

When last checked, all the Dassault Honeywell EASy II cockpits with TCAS 2000 have the 7.1 upgrade available to meet the December 2015 requirement for operators flying in and out of Europe. For the Dassault Falcon 900B using Honeywell CAS 81A, the solution was well underway in late 2014, and for Falcon 900EX and 900C with Honeywell Elite II there is no current factory solution.

For Gulfstream’s G450 and G550 the TCAS upgrade is serial number-specific, while for GIV and GV the upgrade is equipment-specific. Bombardier, Embraer, Cessna and Hawker Beechcraft models outfitted with TCAS II have 7.1 capability available, but check with the OEM for specific readiness based on aircraft model, serial number range and TCAS II equipage. T View the latest prices for jets for sale at

Advertising Enquiries see Page 5

Figure 3 - Initial corrective RAs - pilot response is expected within five seconds. The pilot should promptly and smoothly fly to the green arc.

(c) Corrective Aural: LEVEL OFF, LEVEL OFF Pilot Response: Smoothly reduce vertical speed to zero fpm.

(b) Reversal Aural: CLIMB, CLIMB NOW Pilot Response: Reverse descent rate and immediately start a climb between 1,500 fpm and 2,000 fpm.

Figure 4 - Modifications to initial corrective RAs. Pilot response to these modified RAs is expected within 2.5 seconds.

Pilots should promptly and smoothly fly to the green arc.

(a) Increase Aural: INCREASE DESCENT, INCREASE DESCENT Pilot Response: Increase the descent rate, fly to the green arc, 2,500 fpm to 3,000 fpm.

(c) Weakening Aural: LEVEL OFF, LEVEL OFF Pilot Response: Smoothly reduce vertical speed to between 0 and -250 fpm.

Eurocontrol has issued several very useful and informative TCAS documents, including: • Jan 2012 #14 – ACAS II Bulletin Version 7.1 is coming…

• July 2014 – ACAS II Guide incorporating 7.1.

• July 24, 2014 Version 3.2 - Overview of ACAS II incorporating 7.1.

• July 24, 2014 Version 1.2 - TCAS II Version 7.1 Overview for ATC. • July 24, 2014 Version 1.2 - TCAS II Version 7.1 Overview for Pilots.

- SKYbrary: Offers a wealth of excellent and recent TCAS data for pilots and air traffic controllers covering TCAS in general, and specifically the 7.1 upgrade. SKYbrary also has guidelines for regulations and procedures useful for pilots.

- NBAA: Online under Aircraft Ops, CNS (subject to Membership log-in privileges) NBAA has several key TCAS documents to help pilots and others understand the complexities of both TCAS and the 7.1 upgrade.

- FAA: Apart from its Advisory Circulars the FAA has an informative document ‘Introduction to TCAS II Version 7.1’. www.AvBuyer.com

May 2015 – AVBUYER MAGAZINE

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FLIGHT DEPARTMENT T MAINTENANCE

Finding a Happy Home Who Should Perform Your Company’s Aircraft Maintenance?

The Boss has a home; flight and cabin crew have homes - even the company airplane has a home-base, notes Dave Higdon. Just as important, however, is that a regular maintenance home be found for your aircraft.

W

hy would any operator try to get by fulfilling their aircraft's maintenance needs on an ad-hoc basis? According to flight crews sampled, the reasons vary from owners who try to be frugal in all things; owners that change shops on a per maintenancecost estimate basis - ever shopping for the “best deal”; and shops picked for convenience purposes.

“Whoever is available on the boss’ schedule,” one pilot whispered.

These approaches may come at the expense of familiarity, trust and consistency (the things that make people stick with one doctor). To top it all, taking the airplane to a different shop each time may Dave Higdon is a cost the owner more over the long run. highly respected aviation One pilot told us how his aircraft's owner stuck journalist who has covwith factory service centers – but only until the factoered all aspects of civil ry maintenance deal expired. He then balked at the aviation over the past 35 cost of enrolling in an hourly priced service plan, years. Based in Wichita, believing he was smart enough to save money using he has several thousand an “as-needed” approach and awarding the work to flight hours, and has piloted pretty much whichever shop bid lowest each time. everything from footFlying an airplane maintained per the ‘lowest-bid’ launched wings to combat philosophy provides precious little comfort – particujets. Contact him via larly when something goes wrong. It's the pilot, not Dave@avbuyer.com the mechanic, who arrives first at the scene of the 90

AVBUYER MAGAZINE – May 2015

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event, and may have been the person who accepted the aircraft from maintenance and is technically responsible for its airworthiness.

A maintenance home brings stability and regularity to the aircraft's wellbeing, much as a good home helps human development.

Who's in Charge?

The Boss is rarely the best choice for maintenance manager. “First he started missing deadlines for recurrent work – like 100-hour inspections,” a former contract pilot for a Light Jet owner told AvBuyer.

“Next, he started losing jobs because his ad hoc approach didn't account for the lead-time of a major shop. So when he needed to show up for a bid conference or to sign papers, he found himself arguing with the A&P that he should have anticipated the owner's need. We never went back there.”

When the owner failed to schedule an inspection far enough ahead to keep the airplane available, he finally listened to his flight crew's input. “We make less when we don't fly,” the pilot said. “So his failures hit us, too. Now the aircraft goes back to its maintenance home. They can't handle everything, but at least we have one place - a single person who helps us stay ahead of upcoming needs, Aircraft Index see Page 4

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FLIGHT DEPARTMENT T MAINTENANCE

whether that relates to airframe, avionics or powerplants.”

This pilot and others stressed that the key criteria for shopping for a maintenance home was finding the right match between a shop's expertise and the aircraft and its systems.

When the Fleet Grows…

Perhaps your operation already has a maintenance home for its existing aircraft. Let’s imagine the operation gains an aircraft. Don’t assume that a new aircraft automatically fits at the existing maintenance home…

If a jet operator adds another version of the same make, it may well fit perfectly with the existing maintenance home – but only if the models are related, the engines are of a similar line, and avionics of the same make and type.

On the other hand, if you add a propjet to a jet operation (for example) or vice-versa, you can see why searching for a second home is necessary.

Priority 1: Airframe Knowledge & Experience Most turbine operators learn from their vendors that maintaining their aircraft takes specialized knowledge and experience; a shop experienced in Pratt & Whitney propjet powerplants still needs knowledge specific to the airframe. Far more than the number of engines differentiates King Airs from TBMs, Pilatus PC-12s, Piper Meridians and P-180 Avantis.

In advising clients, a long-time pilot/A&P turned broker suggested that the airframe is the home to all the other components and systems. “Find a shop experienced in the airframe,” he emphasized.

“Expertise in the other systems can be elsewhere, but the maintenance home should know the make, model, type and its overall needs and peculiarities.”

The shop may not perform hot-section inspections, but you can bet it works with a service provider that does. Ditto for the avionics.

Priority 2: Accommodating Every aircraft flying should have a ‘last inspection’ note in the airframe and engine logs, a date from which the clock starts running to the next inspection.

Finding the desired expertise may come at the expense of adjusting a next inspection if the shop is popular with other owners of the same type.

“We get calls from owner/operators, in particular, who want to bring their airplane here,” said the owner and chief technician of a Midwest shop.

“They've heard through the owners' organization that their model is our primary focus.”

But these operators don't always become customers; some hang-up, angered or frustrated that their next inspection is due on a date before the shop's next opening. “When we suggest we could work them in if they don't mind resetting their inspection cycle to a few weeks earlier, some of them become upset,” he revealed. “‘But it's not due until...’, they tell me.” Time is a 92

AVBUYER MAGAZINE – May 2015

“Expertise in the other systems can be elsewhere, but the maintenance home should know the make, model, type and its overall needs and peculiarities.”

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finite commodity, however. “We don't ever promise what we can't deliver.”

Priority 3: Depth of Knowledge While any shop you select should hold the approvals and training appropriate to the aircraft and its systems, there's no rule that says all of those needs have to come through the same maintenance facility.

While the home should be trained and approved on the airframe, supplemental homes can be established separately to deal with avionics and powerplant systems.

As mentioned above, many specialty shops exist, many of which already work closely with airframe-oriented shops. As for the shops with the airframe experience, those supplemental homes should be current in training and approvals for the specific avionics and engines.

That said, consider the opportunities inherent in finding a maintenance home that handles all three areas under the appropriate approvals. They'll typically not only have the training and approvals you want, but they'll already be equipped with the tools and testing equipment needed to return those systems to service.

Aircraft Index see Page 4

Maintenance 1 May15 final.qxp_Finance 21/04/2015 15:30 Page 3

Building Blocks for Your Home-Sweet-(Maintenance)Home A) Airframe Knowledge & Experience This can be checked through the certificates held by the shop (both FAA and factory-training documentation).

B)

Accommodating Schedule Timing is critical to avoid missing deadlines; consider an earlier visit if it helps get you into your preferred shop. From there, you're a long-term customer.

C) Depth of Expertise Ideally, your maintenance home covers all your needs for the airframe, avionics and powerplants. If that’s not a viable option, find an airframe shop with established arrangements to cover the otherneeds.

Priority 4: The Best Deal “Cost obviously has to be a consideration,” our broker conceded. “It just shouldn't be the first concern, or the dominant concern. It goes last on my list.”

If you fail to pick a knowledgeable shop, you risk a) finding required work missed; b) work performed unnecessarily; and/or c) work taking longer than it would have at an experienced shop. These can all add up to a higher bill than a knowledgeable shop would have charged, even with a higher hourly rate.

“...be sure to watch for some of the warning signs of an unhappy 'maintenance' home.”

Costs Competitive costs can be determined by shopping around – but remember, the lowest bid may not always deliver the highest quality.

and/or include them with the logs should be another sign to look more closely.

Signs of sloppy work: scratches; mixed-up fasteners; even foreign objects left in the aircraft. All should trigger a deeper examination of the aircraft and work performed.

Invoices that don't match up with the logs and other paperwork from the shop visit.

A maintenance shop that declines to fly with you on the acceptance flight. You should require the shop's pilot(s) to perform the shake-down flight – before they present you with the aircraft. Best of all is to have them deliver the airplane and then do your acceptance check.

Any of the above issues should raise an instant warning signal that the shop you’re with isn’t going to be a long-term, happy home for your aircraft’s maintenance needs. T

Failure to properly complete paperwork before returning the aircraft to the operator. (Relating invoices to log entries as proof of compliance with maintenance, service and airworthiness directives should trigger an inquiry by the operator.)

The operator should have access to the inspection document, work orders, parts receipts and other documentation. Failure to present those

Advertising Enquiries see Page 5

•

•

Finally, be sure to watch for some of the warning signs of an unhappy 'maintenance' home. Among those offered by veteran A&P technicians are:

•

E)

•

Maintenance Red Flags

•

D) Convenience We'd all like to find the ideal shop covering all the bases right at home, but don't overlook excellent options because they may require taking – and leaving – the aircraft while you return home by another vehicle.

View the latest prices for jets for sale at

www.AVBUYER.com

May 2015 – AVBUYER MAGAZINE

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Maintenance 2 May15.qxp_Finance 21/04/2015 15:33 Page 1

FLIGHT DEPARTMENT T MAINTENANCE

Maintenance the EASA Way: Everything you need to know about CAMO Continuing Airworthiness Management Organization (CAMO) is a term originating in Europe, but today is used across continents, according to Gamit’s Nadeem Muhiddin. So what is it, and what could it mean to an aircraft operator?

E

Nadeem Muhiddin is the General Manager at Gamit, which specializes in Aviation Asset Management.

Specifically, Gamit is an industry leader in aircraft and engine auditing and comprehensive technical management.

Contact Nadeem via n.muhiddin@gamit.co.uk or visit www.gamit.co.uk

94

ssentially CAMO is an approval given by a National Aviation Authority (NAA) to a maintenance company within its region that demonstrates the firm meets certain criteria.

The CAMO designation, also referred to as Part-M, was introduced in 2003 and slowly it became mandatory for all EU-registered aircraft to be supported by a CAMO-approved company.

The role of a Continuing Airworthiness Management Organization ultimately requires handling liaisons with authorities on behalf of an aircraft owner; finding solutions to maintenance problems with OEMs; delving into the aircraft manuals; assessing Airworthiness Directives and Service Bulletins; tendering management for maintenance input; and performing on-site aircraft surveys as well as record audits.

In certain scenarios the CAMO may be on-site during heavy maintenance as the aircraft representative overseeing the technical aspects. It’s common for aircraft owners to refer to a technical representative - the back office engineering department handling all of the planning and paperwork for engineering - as CAMO. Only a decade ago, any semi-retired aircraft engi-

AVBUYER MAGAZINE – May 2015

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neer could take on the engineering planning and maintenance management for a client with a private aircraft in Europe. The introduction of CAMO has helped to regulate this niche, and today in order for an engineer to offer such services for an EASA-registered, mid-weight turbine aircraft, they must gain CAMO approval.

To obtain that CAMO approval an organization must establish that it has the required NAAapproved caliber of employees with the relevant level of training and experience; plan a training program for the staff; have adequate office facilities; and have a secure IT infrastructure with all necessary protocols in place - all of which may mean the semiretired engineer may want to reconsider how and when they retire!

Not Just for Europe Since its inception, the concept of CAMO has been catching on, and slowly the authorities of other countries are following EASA’s lead, including the United Arab Emirates. In fact, most regulatory authorities are starting to align themselves with EASA rulemaking in this area.

Aircraft Index see Page 4

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Maintenance 2 May15.qxp_Finance 21/04/2015 15:33 Page 2

FLIGHT DEPARTMENT T MAINTENANCE

Having received approval from the UKâ&#x20AC;&#x2122;s CAA, Gamit can take responsibility of any EASA-registered aircraft within its approval list, and its CAMO approval is also recognized by many other National Aviation Authorities around the world that have followed the EASA rulemaking of Part-M. As an example, the Bermuda and Cayman Islands authorities have followed EASA with CAMO, and broadly speaking are very similar in their rules regarding Continued Airworthiness.

The fact that CAMO is mandatory for EASA-registered

aircraft does not mean that an N-Registered aircraft (for example) cannot have its engineering responsibilities covered by a CAMO-approved organization. The CAMO approval in this instance would simply show that the company that is handling the responsibility for the airworthiness of the N-Registered aircraft has been formally approved by EASA, while providing the operator peace of mind that there is an NAA performing regular audits on the service provider ensuring its practices remain at a satisfactory level.

Diagram A

Aircraft Owner

Operat or/ Aircraft Management

CAMO

Maintenance Provider 1

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

Maintenance Provider 2

Maintenance Provider 3

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Operat ional Responsibilities

Aircraft Index see Page 4

Maintenance 2 May15.qxp_Finance 22/04/2015 09:55 Page 3

Swiss Excellence in Business Aviation

Corporate and private aircraft maintenance, refurbishment and completion services, aircraft management and charter operations.

AMAC Aerospace Switzerland AG Henric Petri -Strasse 35 4051 Basel, Switzerland

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

14:44

Are All CAMOs Equal?

Not all CAMOs around Europe operate the same, and consequently different service-levels exist. Ultimately it’s up to the NAA to audit the CAMOs as often as required to ensure that a minimum acceptable level of support is provided by an approved organization. An operator interested in placing their aircraft with a CAMO should be asking how a facility not only meets the requirements set by the NAA, but looks to exceed them.

One factor that is becoming clear to the technical team at Gamit is the growing reliance on IT systems within aircraft maintenance. There are mainstream maintenance tracking systems in the Business Aviation industry that provide a very important tool.

As with all IT systems, however, the information is only as good as the last piece of data inputted.

We’ve found on occasion, when taking over the CAMO from previous providers, that quality control and attention to detail is sometimes lacking; never to a critical extent, but when operating an aircraft, maintenance is often one of the three most-expensive elements of operation. If maintenance tasks become redundant or can be consolidated into bigger checks, this will make for far more efficient maintenance input, and result in a cost and time saving to the aircraft operator.

As an example, last year we took on two aircraft for which we could amend the Maintenance Program to offer the customer a cost-saving. This was something the previous provider could have offered, but being a CAMO is a time-intensive requirement, and unless the time put into the maintenance planning and constant assessment is justified, maintenance costs can rise unnecessarily.

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Summary of CAMO

The CAMO is employed by either the aircraft owner directly or by the operator, depending on how the owner wishes to handle their aircraft. In regards to the CAMO, it is their responsibility to plan and coordinate all maintenance activities and to keep the aircraft airworthy as much as possible. Broadly speaking this means: • Forecasting planned maintenance work; • Reliability assessment; • Ensuring the maintenance provider can begin and finish works within the planned down-time.

All of the above keeps the owner happy, safe in the knowledge they can use their aircraft as much as they like outside of maintenance downtime.

The CAMO should always maintain contact with preferred maintenance providers (Part 145 organizations) of which it is typical to have at least three-optional companies to go to at any one time (see Diagram A, left). In the event there is a fault on the aircraft, the CAMO should be in a position of knowledge as to where the aircraft can be referred to efficiently rectify the issue.

Ultimately, a good CAMO-approved company should be the eyes and ears for an aircraft operator, and know exactly what’s going on technically with the aircraft - past, present and future.

Significant levels of trust are afforded a company looking after the maintenance of an aircraft. If you choose to place your aircraft with a CAMO, you should ensure that your trust is well placed. T Are you looking for more articles on maintenance?

Visit www.avbuyer.com/category/business-aviation-maintenance

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97

FD M 1 May15.qxp_Finance 21/04/2015 15:38 Page 1

FLIGHT DEPARTMENT T MANAGEMENT

Multi-Choice Question: When you Dance with Elephants, who Leads?

Having “walked with the elephants” in Botswana, Pete Agur offers wise advice for all Aviation Managers who must communicate effectively with those who possess ultimate authority…

M

y wife and I just returned from Africa, where we were in close contact with native elephants. They were not tame or trained, however, they were socialized. The power of these massive creatures was awesome. They could do anyPeter Agur is Chairman & Founder of VanAllen - thing they wanted…with amazing tenderness or with brutal power. Our experience with the elea leading Business Aviation consultancy firm. phants reminded me of the dance we must do He is a member of the with C-suite executives.

Flight Safety Foundation’s Our firm works for Fortune 1000 C-suite execAdvisory Committee, NBAA’s Safety Committee utives, billionaires, and a few royal families. Like most Aviation Managers, I must dance with powand NBAA’s CAM Committee (emeritus). erful personalities—the elephants of their Contact him via domain, so to speak. Early on, I learned there pagur@vanallen.com. are three choices of who leads the dance…

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A) Elephant Leads The best case exists when the elephant is a great dancer and he or she leads. There is no question about power, intent or direction.

One of my favorite examples was when I was asked to attend a Board of Directors meeting for a company. They had declared their goal was to grow by a multiple of 10 times over the coming years. They hired a new CEO, David, to lead this dramatic growth. David had very few preemployment demands. A company jet was one of them.

David had a number of strategies and tactics he intended to use to achieve his goals. Business Aviation played a critical role in many of them.  Their primary target was revenue. The Aircraft Index see Page 4

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Year

Model

Serial No.

1998

Astra SPX

91

1990

Challenger 601-3A

5066

2008

Challenger 605

5754

2008

Citation CJ3

525B-0263

2002

Citation X

750-0178

1981

Falcon 50

79

1999

Falcon 900B

174

1998

Falcon 2000

75

2014

Global 6000

9541

2008

Gulfstream G150

256

1987

Gulfstream GIV

1021

2007

Gulfstream G550

5149

2010

Gulfstream G550

5332

2000

Learjet 45

079

2009

Learjet 45XR

385

2001

Learjet 60

229

2007

Learjet 60XR

320

2010

Phenom 100

50000218

2011

Phenom 100

50000223

2015

Phenom 300

505-TBD

2010

Bell 427

56080

FD M 1 May15.qxp_Finance 21/04/2015 15:38 Page 2

FLIGHT DEPARTMENT T MANAGEMENT

use of Business Aviation services in support of the company’s adapting strategies. He recommended growth of the Aviation Department when the bank needed greater travel capacity.

He recommended downsizing when he foresaw it was necessary. He led and the elephants followed…because he took them where they needed to go.

C) No One Leads

“At least 80% of companies and Aviation Departments are not great dance partners.”

100

airplane became an accelerator of deals and a competitive advantage in a crowded market. It was essential for their growth success.

David also saw the business aircraft as an effective tool for cost management. By getting his current team of leaders more places, more quickly, and more often, he was able to avoid hiring an additional cadre of high-cost executives and their entourages. David saved more than the Aviation Department’s budget by not having to hire all those new people.

There is no question that David was the elephant and he had the lead in the dance. In fact, the Aviation Manager reported directly to David and closely followed David’s directions. However, a CEO like David is extremely rare. Very few CEOs have the vision, knowledge, and imagination to truly maximize the benefits their company can gain from their aviation services.

B) Elephant Follows The second best case is when the elephant is a great dancer and he or she follows. This requires the leader (the Aviation Manager) to be extremely competent in the company of elephants. How do you lead a 15,000 pound dance partner? Very carefully…you take them where they want to go…figuratively.

Don was the Director of Aviation for one of the country’s largest banks. The banking industry has gone through some amazing transformations in recent years. Don successfully guided his company’s ownership and use of business aircraft throughout those changes.

Don was an aviation professional who knew he was in the banking business. He got himself invited to corporate staff meetings. He learned the business. He earned a place at the table. He saw the trends. He guided the highest and best

AVBUYER MAGAZINE – May 2015

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The worst case scenario is dancing with an elephant when the two of you are not in synch. It is easy to get stepped on. And with an elephant, that can be terminal.

At least 80% of companies and Aviation Departments are not great dance partners. Think about it. Do you have a David providing clear strategic direction for your aviation services? If not, do you have a Don guiding the company’s highest and best use of Business Aviation services from the inside? If not, your aviation services are under-led and probably not in perfect rhythm. When no one leads, serious missteps are easily made.

•

•

Can you assume that the better your Aviation Department dances, technically, the better you will dance with the company? Not likely.

Better take-offs and landings, finer catering, or lower fuel costs are not critical. They are important, but they are not the dance.

Can you assume the C-suite will proclaim the highest and best use for the Aviation Department in order to create the greatest overall corporate benefit? You could be wrong. Different executives have different views on success. One executive may see revenues as the answer. Another may see senior team efficiency and quality of work life as being the goal. Another may see saving every nickel possible as crucial, because savings have a direct improvement on profitability. All can be wrong, or in direct conflict.

The lack of synchronicity created when no one leads is a principal cause of the tension often experienced amongst companies, Boards of Directors and Aviation Departments.

The odds are against being blessed with a visionary CEO like David who knows the strategic impact he wants from Business Aviation.

What should you do? Like Don, the Aviation Manager who perceived where his company executives wanted to go and led them there, you’d better learn how to be a great leader in your dance with elephants because being out of step is not an option. T Are you looking for more articles on Flight Department Management? Visit www.avbuyer.com/articles/flightdepartment-management/ Aircraft Index see Page 4

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

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

FD M 2 May15.qxp_Finance 21/04/2015 15:40 Page 1

FLIGHT DEPARTMENT MANAGEMENT

Taking the Lead of Your Jodie Brown reviews several basics of team dynamics that new team leaders are well advised to address.

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

Contact Jodie via Jodie@summitsolutions.com

102

A

team exists to achieve a goal.

Working within a high performance team is one of the biggest satisfactions members can experience when they are part of its success. They know that a lot of effort goes on behind the scenes among the leader and the other team members to create that apparent seamless coordination.

Recently we experienced a flight department that was made up of two warring factions battling each other. Each side knew how to dismantle their manager and did so with regularity.

Manager after manager attempted to deal with the situation, which got worse and worse.

With this revolving door, team members became more at odds and the department suffered. Important tasks slipped through the cracks, and the service level deteriorated to the

AVBUYER MAGAZINE – May 2015

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point that the owner decided to sell the aircraft.

Resentment on all sides grew rapidly and deeply.

What we discovered in a site review was that under previous leadership, people who wanted a sense of purpose became bored by the lack of direction and vision. When people get bored they start making mischief. They started creating demands to suit their preferences such as wanting to fly only when the chairman was on board.

They created fires so they could put them out.

Teams are dynamic and fluid entities. The following advice will help you get more out of your people and create a happier place for everyone on your team.

Become their Leader Managers who inherit a team should assess the strength of the members. This requires an open Aircraft Index see Page 4



Sojourn Aviation May.qxp_Layout 1 23/04/2015 10:45 Page 1

2002 Gulfstream G200 8200.9 Hours

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2008 Bombardier Learjet 60XR 2,579 Hours Since New

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2006 Learjet 40XR. S/N 40-2065. Registration number: N617FX • Honeywell Primus 1000 System includes: • Dual AZ-850 Air Data Computers • Dual AHZ-800 AHRS Computers • Dual IC-600 Auto Pilot Computers • Will2002 beHawker delivered with fresh CZI 800XP S/N: 258564 2008 Bombardier Challenger 605 8,524 Hours

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2001 Hawker 800XP S/N: 258499 7,862.3 Hours Since New / 5,470 Landings (as of April 1, 2014)

1,657Hours

S/N: 5746 Honeywell GTCP36-150 / 1,326 Hours / Enrolled on MSP

2006 Lear 40XR TT 5683 since new

S/N: 2051 Engines Enrolled on MSP Gold

2011 Embraer Phenom 300. S/N 50500059. Registration number: N317FL • Three 12" Garmin Displays • GFC-700 Automatic Flight Control System • Dual Solid State AHARS • Dual Garmin Radio Modules( Inlcuding COM,GPS,VOR,ILS) • 697Hrs Time Since Hot Section for both engines • Aircell Axxess ATG-4000 Phone and WiFi 2009 Hawker 4000 S/N: RC-32 917 Hours Since New / 652 Landings (as of August 20th 2014)

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

S/N: 258554

2003 Citation CJ2

2007 Hawker 850XP

S/N: 258858

S/N: 525A-0170

Hours TTAF 45XR. S/N 45-341. Registration 1,342 Landings number: 439FX 1,309 Hours Two Honeywell TFE 731-5BR-1H Turbo-fan Engines 20072,102Learjet • Honeywell Primus 1000 Avionics Suite • New Carpet, Seat Leather, and Window Shades April 2015 • 2400hr Inspections including 8 year Landing Gear Inspection completed April 2015 • 647 Hours since CZI. Engines and APU MSP Gold

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FD M 2 May15.qxp_Finance 21/04/2015 15:40 Page 2

FLIGHT DEPARTMENT T MANAGEMENT

mind and a willingness to assist employees fit into the new structure. Make it crystal clear, however, that you will help them only if they empower themselves. You may have inherited an “untouchable” employee who has connections to the owners. Create a workable situation for this person that can support your goals in some capacity.

In rare situations, managers are hired to build a team from scratch. The new team should expect a big part of their job to fall under “other duties as assigned”, as policies and procedures are defined and SOPs established. Make it clear that teams support the goal. Period.

Global teams require more of a manager’s time to communicate and reinforce clear definitions of expectations and terms. Spend time ensuring that messages and concepts are understood throughout the team. For example, the concept of being “on time” differs in various cultures.

Make a definite point of including your global members in your feedback and praise.

Take Risks Some cultures and individuals are not as aggressive in resolving an issue as the team leader might expect. Not everyone is comfortable with taking risks at their level. Be clear on the level of responsibility and authority that you expect.

Support your team as they stretch from their comfort zone.

Confront the Human Element The team exists to achieve goals, and people serve goals better when they work together better. The problem is that the team is seldom together physically. Therefore, understanding human dynamics is essential for leaders. Coach your members and help them interact with different personalities, even when they are physically separated. Sometimes there are difficult personalities with conflicting agendas. Remember, you cannot communicate enough. Information is essential in aviation and must be shared. How you present something is just as important as the content itself.

Baby boomers (i.e., people born between 1946 and 1964) are characteristically outspoken and ready to voice their opinions. They like clearly defined lines of authority and aren't comfortable when their positions are not clearly articulated.

Generation Y (i.e., people born between 1980 and 2000) wants independence. They want to get something sooner than later. They are faster moving into technology, and they are good on virtual teams. They are innovative, technologically adept, flexible, adaptable, and they bring creative, fresh ideas. Pairing a boomer with first104

AVBUYER MAGAZINE – May 2015

hand experience with a Gen-Y enhances not only mutual understanding but depth of knowledge.

“Leaders have to be engaged and support the perceived value of what's being done.”

Support Expectations Leaders have to be engaged and support the perceived value of what's being done. Some managers may not be willing to listen patiently to opposing points of view. They have to make a special effort to remain open to input from others. They must include their people if they want coordination and support.

As with any initiative, the results of efforts need to be measured and everyone must be held accountable. When a pattern of concern begins to arise, address it immediately through open and honest dialogue. Follow through. Tell the team that you considered their request, and say if it does or does not fit into the budget or support the overall goal of the department at this time.

The goal is the glue that binds the individual parts of a team together. Through feedback and reward the leader is responsible for continual maintenance and reinforcement of the goal. T Are you looking for more articles on Flight Department Management? Visit www.avbuyer.com/articles/flightdepartment-management/

www.AVBUYER.com

Aircraft Index see Page 4

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16/04/2015 14:25

Safety 1 May.qxp_Finance 22/04/2015 17:02 Page 1

FLIGHT DEPARTMENT T SAFETY

Effective Training There’s Much More

Required Than a Routine Schedule

S

uch is the eminence of training in aviation that curricula are thoroughly structured and regulated. Commercial air carriers are required by law to have a specific professional within the organization assuming overall responsibility for managing training. In larger organizations, often the head of training’s only task is that of overseeing the training programs within that company.

In non-commercial Business Aviation, operators of business jets and larger turboprop aircraft must take systematic recurrent training, often from a service provider that employs ground-based simulators.

Whether operating for hire or supporting a company’s private business, flight departments have a responsibility as well as a legal obligation to provide effective crew training.

Social scientists studying the economics of education have produced evidence supporting the financial justification for investing in training. Investing in education indefinitely, however, does not make sense, because at a certain stage a ‘break-even’ point is reached. So, how do you reach equilibrium and get the most out of training?

“...short-term training commitments can easily be overlooked...”

Short-Term Commitments

While training towards an organization’s long-term performance is often a focus, short-term training commitments can easily be overlooked because the time taken to train can be perceived as detracting from otherwise productive duties of a flight crew (e.g.

Complacency and Frequency

First, safeguard against becoming complacent about training. You need to believe in the value of training to your flight department, and not just manage training 106

AVBUYER MAGAZINE – May 2015

as though you were performing a bureaucratic exercise (we discussed the dangers of box-ticking in our April safety feature).

The frequency of recurrent training modules varies depending on the applicable regulations and on the subject matter. As a general rule of thumb, effectiveness can be maximized by optimizing the training frequency of individuals in the hierarchical structure. This is the experience of NetJets, which, according to spokesperson Christine Herbert, “has a very robust program and trains every six months.”

She outlines, “If flight department managers train more frequently, they are able to enhance and expand the type of training offered. In other words, while safety and compliance are always core to these programs, more frequent training offers the ability to put forward a greater effort toward customer service and meeting the needs of those who fly with us.

“Managers are also able to adjust training around things that are happening in real time. It is equally important that the training be thorough and based on data-driven metrics,” Herbert concludes.

www.AVBUYER.com

Aircraft Index see Page 4

Safety 1 May.qxp_Finance 21/04/2015 15:42 Page 2

Line operator proficiency is one of the main strategies implemented for the purpose of assuring aviation safety. Yet proficiency can only be achieved by means of thoughtful initial and recurrent training, cautions Mario Pierobon.

flying hours). In this instance, the challenge of the training manager centers on scheduling recurrent training modules to ensure that unproductive time for flight crews is kept to a minimum. With this regard Herbert notes, “It’s important to put models and systems in place to allow training to be a continuous process.

“Whether it’s communication of a new rule, a bulletin coming from the FAA, or a new maintenance requirement, managers can communicate real-time information, thus enhancing training efforts. They can also focus crewmembers by using e-learning, separating non-aircraft-specific training, and aircraftspecific simulator training”.

Selection of Training Contents Another important strategy to maximize training effectiveness is to have the operator’s personnel involved in the definition of training contents, both for internally and externally delivered training modules. The organization should commit effort to ensure that certain areas be addressed or emphasized by training providers in accordance with the operator’s specific needs, and not simply accept whatever curriculum is provided.

As an example, let’s consider training on ‘Human Factors’. Oftentimes trainers in their recurrent training modules for Business Aviation crews refer to very famous and highly publicized air carrier accidents Advertising Enquiries see Page 5

such as Tenerife (1977). Examples pertaining to scheduled commercial fixed-wing operations may not be the most effective to ensure the assimilation of training contents for helicopter maintenance technicians (as an example). An organization should oversee training content and ensure that suitable examples are relevant to the audience.

“Every curriculum should be customized to the specific needs of the flight department and in turn the passengers of that flight department,” Herbert notes.

Keep it Fresh!

Training should also be kept fresh to avoid complacency. By keeping the material current, senior pilots who have been through the training drill multiple times in their career can continue to engage.

Curricula “should be updated every six months and remain relevant to industry changes and trends,” adds Herbert. “There is always opportunity for improvement in a flight department – so no matter how senior a pilot may be, there may always be new information introduced that can be applicable to his/her very next flight.”

In short, to run an effective training system you should be proactive about your Flight Department’s training. Be intensely involved in the definition of training content, and be sure to update the syllabus to remain fresh and relevant always. T www.AVBUYER.com

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

May 2015 – AVBUYER MAGAZINE

107

Values Intro.qxp_Finance 22/04/2015 15:57 Page 1

FLIGHT DEPARTMENT RETAIL PRICE GUIDE

Business Aircraft Values: The Large Cabin Choice

There are occasions when the operator’s mission dictates an aircraft of larger capacity. This month our value study focuses on our

definition of Large Cabin and Ultra-Long-Range business jets.

T

he average Large Cabin and UltraLong-Range jets share more in common than they differ, with similar cabin sizes and comparable cruise speeds ranging roughly between 450-500kts. For the purpose of this month’s focus, we’ll categorise Large Cabin and Ultra-Long-Range jets under the generic category of ‘Large Cabin jets’, on the basis of their shared characteristics, and MTOWs that generally range between 38,000-100,000 pounds.

Large Cabin jets have much in their favor. Seatsfull range capabilities typically go up to, and into the 6,000nm range, making these effective non-stop continent and ocean-crossing machines. The fewer the stops, the shorter the overall trip time!

One disadvantage the Large Cabin jets have over their smaller Light and Medium jet kin is their need for runways longer than 6,000ft, which restricts the number of airports they can use by comparison.

Nevertheless, for the trans-oceanic traveller, the advantages offered by these airplanes far outweigh the negatives.

Where the Large Cabin airplanes really excel (as the name would suggest) is in their cabin capacities.

A cabin will typically stretch from 30-40 feet or more, enabling operators to enjoy a wider array of finishing options and office capabilities than jets in the smaller segments can provide. Cabin heights in excess of six feet guarantees stand-up cabin comfort, while seating capacity of 8-18 is typical.

Naturally, the size and range capabilities of Large Cabin jets don’t come cheaply, and you’ll need a larger fuel budget, more hangar space and a larger maintenance budget. Yet for the company with the need, the Large Cabin jet will rarely prove too small, and only occasionally be too large for an airport you’d prefer to access. In these situations, supplemental charter is the answer.

LARGE CABIN JET PRICE GUIDE

The following Large Cabin Jets’ Average Retail Price Guide represents current values published in the 108

AVBUYER MAGAZINE – May 2015

Aircraft Bluebook–Price Digest. The study spans model years from 1996 through Spring 2015. Each reporting point represents the current average retail value published in the Aircraft Bluebook by its corresponding calendar year.

For example, the Falcon 7X values reported in the Spring 2015 edition of the Bluebook show $31.0m for a 2009 model, $29.0m for a 2008 model and so forth. Aircraft are listed alphabetically. With the reader’s knowledge of aircraft, equipment, range and performance, the following Guide allows the reader to determine the best value aircraft for consideration.

Note: We have included 39 aircraft models in the following Large Cabin average price guide, and for additional assistance, Conklin & de Decker’s Performance and Specifications data for these models can be referred to, beginning on page 112.

www.AVBUYER.com

 Aircraft Index see Page 4

Aradian May.qxp 22/04/2015 15:01 Page 1

File photo

2007 Gulfstream 150

2008 Citation Mustang

2350TT. EU Ops complaint. Satcom.

Also 2008 available

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

2008 Hawker 750

2013 Gulfstream 450

1900TT. Beige leather. Satcom. MSP Gold

File photo

Gulfstream 550

2002 Gulfstream 200

Several aircraft including 2013

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

1996 MD900

2007 Eurocopter EC135P2+

5525TT, SP IFR, High spec.

Excellent condition.

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

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

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

Retail Values.qxp_RPG 22/04/2015 17:25 Page 1

FLIGHT DEPARTMENT T RETAIL PRICE GUIDE

Large Cabin Jets Average Retail Price Guide YEAR OF MANUFACTURE $ MODEL

2014 US$M

2013 US$M

26.0

21.0

BOMBARDIER CHALLENGER 850ER BOMBARDIER CHALLENGER 605

2012 US$M

2011 US$M

2010 US$M

2009 US$M

2008 US$M

2007 US$M

2006 US$M

18.9

17.1

16.2

15.3

14.4

13.5

12.8

18.0

17.0

16.0

15.0

14.0

13.0

BOMBARDIER CHALLENGER 604 BOMBARDIER CHALLENGER 350

25.0

BOMBARDIER CHALLENGER 300

23.0

19.0

17.0

BOMBARDIER GLOBAL 6000

53.0

47.0

44.0

BOMBARDIER GLOBAL 5000

42.0

37.0

BOMBARDIER GLOBAL EXPRESS XRS

16.0

15.0

14.0

13.0

12.0

11.0

10.0

12.0

11.5

11.0

33.0

30.3

28.3

27.3

25.3

22.3

20.3

18.3

39.0

36.2

34.2

32.2

30.3

27.1

25.5

24.0

41.0

38.0

35.0

31.0

29.0

27.0

25.0

22.5

21.5

19.5

19.0

17.7

17.5

15.5

14.5

18.9

18.0

BOMBARDIER GLOBAL EXPRESS DASSAULT FALCON 7X

2005 US$M

22.4 52.0

45.0

DASSAULT FALCON 2000S

26.5

25.0

DASSAULT FALCON 2000LXS

32.0

29.0

DASSAULT FALCON 2000LX

29.0

DASSAULT FALCON 2000DX EASY DASSAULT FALCON 2000EX EASY

16.5

15.3

14.7

10.7

10.2

9.7

DASSAULT FALCON 2000EX DASSAULT FALCON 2000 DASSAULT FALCON 900LX

40.0

34.0

32.5

30.5

DASSAULT FALCON 900EX EASY

28.5 26.5

25.5

23.0

22.0

21.0

20.0

21.0

20.0

19.0

18.0

17.0

15.5

DASSAULT FALCON 900EX DASSAULT FALCON 900DX DASSAULT FALCON 900C

14.0

DASSAULT FALCON 900B EMBRAER LINEAGE 1000E

50.0

EMBRAER LINEAGE 1000

44.0

40.0

39.0

38.0

EMBRAER LEGACY 650-135BJ

30.0

26.0

22.0

21.0

19.0

EMBRAER LEGACY 600-135BJ

25.0

21.0

18.1

15.4

37.0

12.8

11.0

10.0

EMBRAER LEGACY 135BJ

9.0

EMBRAER LEGACY 500

19.995

GULFSTREAM G650

73.0

71.0

GULFSTREAM G550

52.0

49.0

GULFSTREAM G500 GULFSTREAM G450

38.0

31.0

8.5

69.0 44.0

41.0

40.0

38.0

36.0

34.0

32.0

30.0

36.0

35.0

34.0

31.0

30.0

27.0

24.0

22.0

30.0

27.0

25.0

24.0

23.0

20.0

17.0

16.0

25.0

22.0

20.0

19.0

18.0

15.0

12.0

11.0

GULFSTREAM G400 GULFSTREAM G350 GULFSTREAM G300 GULFSTREAM G280

25.0

24.0

22.0

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

110

AVBUYER MAGAZINE – May 2015

www.AVBUYER.com

Aircraft Index see Page 4

Retail Values.qxp_RPG 22/04/2015 16:08 Page 2

What your money buys today

SPRING 2015 2004 US$M

2003 US$M

2002 US$M

2001 US$M

2000 US$M

1999 US$M

1998 US$M

1997 US$M

1996 US$M

1995 US$M

YEAR OF MANUFACTURE $ MODEL BOMBARDIER CHALLENGER 850ER BOMBARDIER CHALLENGER 605

9.1

8.1

7.4

6.7

6.4

5.9

5.7

5.4

5.0

BOMBARDIER CHALLENGER 604 BOMBARDIER CHALLENGER 350

10.5

10.250

BOMBARDIER CHALLENGER 300 BOMBARDIER GLOBAL 6000 BOMBARDIER GLOBAL 5000 BOMBARDIER GLOBAL EXPRESS XRS

19.9

18.2

17.5

16.0

15.3

14.5

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

13.8

DASSAULT FALCON 2000EX EASY

12.0

11.0

9.5

8.4

DASSAULT FALCON 2000EX 7.7

7.4

6.9

6.2

5.7

5.4

5.1

4.5

DASSAULT FALCON 2000 DASSAULT FALCON 900LX

19.0

18.5 15.5

DASSAULT FALCON 900EX EASY 14.5

13.3

12.5

12.2

11.0

10.5

10.0

9.2

8.7

10.5

9.7

9.2

10.7

10.2

9.7

DASSAULT FALCON 900EX DASSAULT FALCON 900DX

13.0

12.0

11.5

DASSAULT FALCON 900C 8.7

8.2

7.7

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

8.0

7.5

7.2

EMBRAER LEGACY 135BJ EMBRAER LEGACY 500 GULFSTREAM G650

27.0

26.0

GULFSTREAM G550

21.0

20.0

GULFSTREAMG500

11.0

GULFSTREAM G400

15.0 12.0

GULFSTREAM G450

10.0 8.0

GULFSTREAM G350 7.0

GULFSTREAM G300 GULFSTREAM G280 18.0 9.9

17.0

16.0

15.0

14.5

14.0

13.5

13.0

9.2

8.7

8.2

7.7

7.2

6.8

6.3

GULFSTREAM GV GULFSTREAM GIV SP

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

www.AVBUYER.com

May 2015 – AVBUYER MAGAZINE

111

ACSpecs IntroMay14_AC Specs Intronov06 21/04/2015 17:24 Page 1

FLIGHT DEPARTMENT T SPECIFICATIONS

Aircraft Performance & Specifications Ultra Long Range & Large Cabin Jets

T

he AvBuyer Magazine Guide to Aircraft Performance and Technical Specification Data is updated by Conklin & de Decker on a regular basis. The Guide is much more comprehensive and informative, providing more aircraft types and models and including variable cost numbers for all models.

This month’s category of aircraft - Ultra Long Range & Large Cabin Jets – appears overleaf, to be followed by Medium Jets next month.

Please note that this data should be used as a guide only, and not as the basis on which buying decisions are taken. The data presents aircraft aged below 20 years of age only, but Conklin & de Decker provides details of older airplanes too.

If there are any other ways in which we can improve the content or presentation of this information, please let us know.

Tel: +44 (0) 20 8391 6770; Email: editorial@avbuyer.com. © 2011 Conklin & de Decker Associates, Inc., P.O. Box 1142, Orleans, Massachusetts, 02653, Tel. 508-255-5975, www.conklindd.com

Description of Cost Elements The following describes the content of each cost element used in The Aircraft Cost Evaluator. There are no sales taxes included in these costs.

VARIABLE COST PER HOUR Includes fuel, maintenance reserves for routine maintenance, engine/ propeller/APU reserves, and miscellaneous expenses.

Specifications - General CABIN DIMENSIONS Cabin Height, Width, and Length are based on a completed interior.

On “cabin-class” aircraft, the length is measured from the cockpit divider to the aft pressure bulkhead (or aft cabin bulkhead if unpressurized). For small cabin aircraft, the distance is from the cockpit firewall to the aft bulkhead.

Height and width are the maximum within that

112

AVBUYER MAGAZINE – May 2015

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

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

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

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

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

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

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

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

Specifications Performance Range: • Range - Seats Full is the maximum IFR range of the aircraft with all passenger seats occupied. This uses the NBAA IFR alternate fuel reserve calculation for a 200 N.Mi. alternate. This is used for jet and turboprop aircraft.

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

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

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

•

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

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

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

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

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

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

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

Aircraft Index see Page 4



P113.qxp 23/04/2015 11:22 Page 1

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MAY 2015

May 2015 – AVBUYER MAGAZINE

113

AircraftPer&SpecMay15.qxp_PerfspecDecember06 22/04/2015 09:27 Page 1

BOM BAR DIER GLO BAL EXPR ESS BOM XRS BAR DIER GLO BAL 500 0 BOM BAR DIER GLO BAL 600 DAS 0 SAU LT F ALC ON 200 0

GLO BAL EXP RES S

BOM BAR DIER

BOM BAR DIER

CHA LLEN GER 850

CHA LLEN GER 605

BOM BAR DIER

CHA LLEN GER 604

BOM BAR DIER

CHA LLEN GER 350

BOM BAR DIER

ULTRA LONG RANGE & LARGE CABIN JETS

BOM BAR DIER

CHA LLEN GER 300

FLIGHT DEPARTMENT T SPECIFICATIONS

$3,349.10

$3,333.51

$3,915.62

$3,639.28

$3,808.69

$5,748.79

$5,720.46

$5,470.92

$5,531.75

$4,111.01

CABIN HEIGHT FT.

6.08

6.08

6.08

6.08

6.08

6.25

6.25

6.25

6.25

6.2

CABIN WIDTH FT.

7.17

7.17

8.17

8.17

8.17

8.17

8.17

8.17

8.17

7.7

CABIN LENGTH FT.

23.7

23.7

28.4

28.4

48.42

48.35

48.35

42.47

48.35

31

CABIN VOLUME CU.FT.

930

930

1146

1146

1964

2002

2002

1889

2002

1028

DOOR HEIGHT FT.

6.22

6.22

5.83

5.83

5.8

6.16

6.17

6.17

6.17

5.6

DOOR WIDTH FT.

2.5

2.5

3.08

3.08

3.08

3

3

3

3

2.6

BAGGAGE VOL. INT. CU.FT.

106

106

115

115

202

190

195

195

195

134

BAGGAGE VOL. EXT. CU.FT.

-

-

-

-

-

-

-

-

-

-

CREW #

2

2

2

2

2

2

2

2

2

2

SEATS - EXECUTIVE #

8

8

10

10

15

13

13

13

13

10

MTOW LBS

38850

40600

48200

48200

53000

95000

98000

92500

99500

35800

MLW LBS

33750

34150

38000

38000

47000

78600

78600

78600

78600

33000

B.O.W. W/CREW LBS

23850

24800

27100

27150

34618

50300

51200

50861

52230

22750

USEABLE FUEL LBS

14045

14150

19850

19852

18274

43158

44642

38959

44716

12155

PAYLOAD WITH FULL FUEL LBS

1105

1800

1263

1298

358

1792

2408

2930

2804

1095

MAX. PAYLOAD LBS

3350

3400

4815

4850

9382

5700

4800

7139

5770

5910

RANGE - SEATS FULL N.M.

3065

3200

3756

3756

2456

5940

6055

5200

5890

2841

MAX. RANGE N.M.

3340

3600

4119

4123

3096

6125

6226

5350

6080

3130

BALANCED FIELD LENGTH FT.

4810

4853

5765

5840

6305

6170

6170

5540

6476

5440

LANDING DIST. (FACTORED) FT.

3833

3850

3833

3833

4120

3667

3667

3667

3667

4333

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

4240

-

4345

4345

3395

3450

3300

3450

3300

3730

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

474

-

680

581

443

522

474

704

474

377

MAX. CRUISE SPEED KTAS

470

470

488

488

459

505

511

511

511

475

NORMAL CRUISE SPEED KTAS

459

459

459

459

442

488

488

488

488

459

L/RANGE CRUISE SPEED KTAS

459

459

425

425

425

459

471

471

471

430

2

2

2

2

2

2

2

2

2

2

HTF 7000

HTF 7350

CF34-3B

CF34-3B

CF34-3B1

VARIABLE COST PER HOUR $

ENGINES # ENGINE MODEL

BR710-A2-20 BR710-A2-20 BR 710-A2-20 BR710-A2-20 CFE 738-1-1B

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

114

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

Southern Cross May.qxp_Layout 1 22/04/2015 15:51 Page 1

GLOBALLY INTIMATE. BROKERAGE | ACQUISITIONS | SALES | MANAGEMENT

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

2007 CL850 • s/n 8056 • OE-ISF

2009 Hawker 4000 • s/n RC-14

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

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

2006 Beechjet 400XP • s/n 448 • N488SC

2000 Lear 31A • s/n 203

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

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

1985 Gulfstream G III • s/n 472

1993 Lear 35A • s/n 674 • LV-BIE

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

MSP Gold • TR’s • Cargo Door • New Paint 2014 • 8,000 TT • Asking 1,195,000

2000 Eurocopter EC 120 • s/n 1121

1990 Agusta 109C • s/n 7613

1100 TT • Dual Controls • Rotorbrake 12 year by Eurocopter Munich, ready to go!

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

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

FT. LAUDERDALE

CHARLOTTE

SÃO PAULO

LONDON

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

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

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

Conway House - Cranfield MK43 0FQ - United Kingdom

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

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

Tel: +55 (11) 3588-0311

Tel: +44 (1234) 817-770

(Invoicing/Contracting Address)

OFFICES WORLDWIDE

AircraftPer&SpecMay15.qxp_PerfspecDecember06 22/04/2015 09:28 Page 2

ULTRA LONG RANGE & LARGE CABIN JETS

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

FLIGHT DEPARTMENT T SPECIFICATIONS

$3,399.11

$3,489.14

$3,372.57

$3,310.04

$3,310.04

$3,379.59

$4,347.69

$4,151.90

$3,904.44

$4,172.75

CABIN HEIGHT FT.

6.2

6.2

6.2

6.2

6.2

6.2

6.2

6.2

6.2

6.2

CABIN WIDTH FT.

7.7

7.7

7.7

7.7

7.7

7.7

7.7

7.7

7.7

7.7

CABIN LENGTH FT.

31

31

31

31

31

31

33.2

33.2

33.2

33.2

1028

1028

1028

1028

1028

1028

1218

1218

1218

1218

DOOR HEIGHT FT.

5.6

5.6

5.6

5.6

5.6

5.6

5.7

5.7

5.6

5.6

DOOR WIDTH FT.

2.6

2.6

2.6

2.6

2.6

2.6

2.7

2.7

2.6

2.6

BAGGAGE VOL. INT. CU.FT.

131

131

131

131

131

131

127

127

127

127

BAGGAGE VOL. EXT. CU.FT.

-

-

-

-

-

-

-

-

-

-

CREW #

2

2

2

2

2

2

2

2

2

2

SEATS - EXECUTIVE #

10

10

10

10

10

10

12

12

12

12

MTOW LBS

41000

42200

42200

42800

42800

41000

45500

45500

46700

48300

MLW LBS

39300

39300

39300

39300

39300

39300

42000

42000

42200

44500

B.O.W. W/CREW LBS

23190

23190

23190

24750

24750

24750

25275

25275

25800

24700

USEABLE FUEL LBS

14600

16660

16660

16660

16660

14600

19165

19165

18830

21000

PAYLOAD WITH FULL FUEL LBS

3410

2550

2550

1590

1590

1850

1260

1260

2270

2800

MAX. PAYLOAD LBS

6510

6510

6510

4950

4950

4950

2945

2945

5064

6164

RANGE - SEATS FULL N.M.

3378

3378

3878

3864

3817

3432

3450

3450

4100

4500

MAX. RANGE N.M.

3440

4045

4045

4186

4255

3673

4080

4080

4290

4725

BALANCED FIELD LENGTH FT.

5300

5585

5585

5850

5850

5310

5144

5144

4890

5215

LANDING DIST. (FACTORED) FT.

4333

4333

4333

4450

4450

4450

3633

3633

3633

3750

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

4575

4375

4375

4350

4350

4350

3755

3755

3880

3880

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

490

490

490

490

490

490

645

645

796

755

MAX. CRUISE SPEED KTAS

482

482

482

482

482

482

500

500

482

482

NORMAL CRUISE SPEED KTAS

459

459

459

459

459

459

466

466

459

459

L/RANGE CRUISE SPEED KTAS

442

442

442

442

442

442

428

428

430

430

2

2

2

2

2

2

3

3

3

3

PW308C

PW308C

PW308C

PW308C

PW308C

PW308C

1C

1C

TFE 731-60

TFE 731-60

VARIABLE COST PER HOUR $

CABIN VOLUME CU.FT.

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.

116

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

Tempus Jets May.qxp_Layout 1 23/04/2015 10:46 Page 1

luxury aircraft for sale

2008 Gulfstream G550

Aircraft features include:

Serial Number: 5206 Registration Number: N469SD Total Time: 3145 Total Cycles: 1338

t 14 Passenger Executive Interior t Forward Cabin Galley t Securaplane 50 t Gulfstream BBML System

1998 Gulfstream IV-SP Serial Number: 1356 Registration Number: N970KG Total Time: 4400 Landings: 3164

CONTACT PHIL JORDAN pjordan@tempusaircraft.com +1 214.213.7469

Aircraft features include: t HAPP Avionics t CMP t APU - MSP Coverage t 15 Passenger Executive Interior t RRCC t Forward Cabin Galley t Securaplane 500 t MSC 600 Satcom

+1 303.784.7505 303.799.9999 tempusjets.com tempusjets.com

AircraftPer&SpecMay15.qxp_PerfspecDecember06 22/04/2015 09:29 Page 3

G35 0 GUL FSTR EAM

ULTRA LONG RANGE & LARGE CABIN JETS

DAS SAU LT F ALC ON 900 EX E DAS ASy SAU LT F ALC ON 900 LX DAS SAU LT F ALC ON 7X EMB RAE R LE GAC Y 60 0 EMB RAE R LE GAC Y 65 0 EMB RAE R LI NEA GE 1 000 EMB RAE R LI NEA GE 1 000 E GUL FSTR EAM G28 0 GUL FSTR EAM G30 0

FLIGHT DEPARTMENT T SPECIFICATIONS

$3,843.07

$3,766.66

$4,176.26

$4,021.16

$4,157.95

$6,257.33

$6,257.50

$3,352.91

$5,299.51

$5,174.92

CABIN HEIGHT FT.

6.2

6.2

6.2

6

6

6.58

6.58

6.25

6.2

6.2

CABIN WIDTH FT.

7.7

7.7

7.7

6.92

6.92

8.75

8.75

7.2

7.3

7.3

CABIN LENGTH FT.

33.2

33.2

39.1

49.8

49.8

84.32

84.32

32.25

45.1

45.1

CABIN VOLUME CU.FT.

1218

1218

1506

1656

1656

3914

3914

888

1658

1658

DOOR HEIGHT FT.

5.6

5.6

5.6

5.6

5.6

5.97

5.97

6

5

5

DOOR WIDTH FT.

2.6

2.6

2.6

2.5

2.5

2.46

2.46

2.75

3

3

BAGGAGE VOL. INT. CU.FT.

127

127

140

286

286

323

323

34

169

169

BAGGAGE VOL. EXT. CU.FT.

-

-

-

-

-

120

120

120

-

-

CREW #

2

2

2

2

2

2

2

2

2

2

SEATS - EXECUTIVE #

12

12

12

13

13

19

19

8

13

14

MTOW LBS

49000

49000

70000

49604

53572

120152

120152

39600

72000

70900

MLW LBS

44500

44500

62400

40785

44092

100972

100972

32700

66000

66000

B.O.W. W/CREW LBS

24700

26400

36600

30081

31217

71044

70748

24150

43700

43000

USEABLE FUEL LBS

21000

21000

31940

18170

20600

48217

48217

14600

26700

25807

PAYLOAD WITH FULL FUEL LBS

3500

1800

1660

1507

1910

1330

1626

1000

2000

2493

MAX. PAYLOAD LBS

6164

4464

4400

5193

4939

9423

9719

4050

5300

6000

RANGE - SEATS FULL N.M.

4500

4800

5490

3091

3661

4198

4242

3420

3486

3680

MAX. RANGE N.M.

4725

5000

5870

3485

3980

4592

4629

3735

3820

3900

BALANCED FIELD LENGTH FT.

5215

5215

5600

5440

5840

6076

6076

4800

4700

5065

LANDING DIST. (FACTORED) FT.

3750

3833

3583

3835

3910

3402

3402

5083

4417

4417

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

3880

3880

-

2639

3022

2464

2464

5000

3805

3960

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

703

703

615

761

757

720

720

846

767

736

MAX. CRUISE SPEED KTAS

482

482

-

455

459

472

471

482

500

500

NORMAL CRUISE SPEED KTAS

459

459

488

447

447

459

459

470

476

476

L/RANGE CRUISE SPEED KTAS

430

430

459

424

425

455

-

459

445

445

3

3

3

2

2

2

2

2

2

2

TFE 731-60

TFE 731-60

PW307A

AE 3007A1E

AE 3007A2

HTF 7250G

TAY 611-8

TAY 611-8C

VARIABLE COST PER HOUR $

ENGINES # ENGINE MODEL

CF34-10E7-B CF34-10E7-B

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.

118

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

Conklin & de Decker May_Layout 1 23/04/2015 10:47 Page 1

AircraftPer&SpecMay15_PerfspecDecember06 21/04/2015 17:49 Page 4

G65 0ER GUL FSTR EAM

GUL FSTR EAM

G65 0

G55 0 GUL FSTR EAM

G50 0 GUL FSTR EAM

GUL FSTR EAM

GUL FSTR EAM

GV

G45 0

G40 0 GUL FSTR EAM

ULTRA LONG RANGE & LARGE CABIN JETS

GUL FSTR EAM

GIVSP

FLIGHT DEPARTMENT T SPECIFICATIONS

$5,476.72

$5,302.49

$5,172.95

$5,670.94

$5,024.83

$5,051.63

$5,443.19

$5,447.77

CABIN HEIGHT FT.

6.2

6.2

6.2

6.2

6.2

6.2

6.4

6.4

CABIN WIDTH FT.

7.3

7.3

7.3

7.3

7.3

7.3

8.5

8.5

CABIN LENGTH FT.

45.1

45.1

45.1

50.1

50.1

50.1

53.6

53.6

CABIN VOLUME CU.FT.

1658

1658

1658

1595

1812

1812

2421

2421

DOOR HEIGHT FT.

5

5

5

5

5

5

6.28

6.28

DOOR WIDTH FT.

3

3

3

3

3

3

3

3

BAGGAGE VOL. INT. CU.FT.

169

169

169

226

226

226

195

195

BAGGAGE VOL. EXT. CU.FT.

-

-

-

-

-

-

-

-

CREW #

2

2

2

2

2

2

2

2

SEATS - EXECUTIVE #

13

13

14

13

18

18

18

18

MTOW LBS

74600

74600

74600

90500

85100

91000

99600

103600

MLW LBS

66000

66000

66000

75300

75300

75300

83500

83500

B.O.W. W/CREW LBS

43700

43700

43000

48400

47900

47900

54000

54000

USEABLE FUEL LBS

29281

29281

29281

41000

34940

41000

44200

48200

PAYLOAD WITH FULL FUEL LBS

2019

2019

2719

1500

2660

2500

1800

1800

MAX. PAYLOAD LBS

5300

5300

6000

6100

6600

6600

6500

6500

RANGE - SEATS FULL N.M.

3880

3880

4070

6250

5620

6360

6520

7095

MAX. RANGE N.M.

4166

4166

4425

6675

5991

6975

7130

7685

BALANCED FIELD LENGTH FT.

5700

5700

5615

6200

5385

6170

6285

6765

LANDING DIST. (FACTORED) FT.

4458

4417

4417

3750

3667

3667

4167

4167

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

3640

3640

3760

3610

3950

3650

3570

-

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

701

701

712

820

707

594

467

-

MAX. CRUISE SPEED KTAS

500

500

500

508

508

508

516

516

NORMAL CRUISE SPEED KTAS

476

476

476

488

488

488

-

-

L/RANGE CRUISE SPEED KTAS

445

445

445

459

459

459

488

488

2

2

2

2

2

2

2

2

TAY 611-8

TAY 611-8

TAY 611-8C

BR 710-A1-10

BR 710-C4-11

BR 710-C4-11

BR 725 A1-12

BR 725 A1-12

VARIABLE COST PER HOUR $

ENGINES # ENGINE MODEL

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.

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AirCompAnalysis May15.qxp_ACAn 22/04/2015 15:14 Page 1

FLIGHT DEPARTMENT T AIRCRAFT COMPARATIVE

AIRBUS ACJ320

Aircraft Comparative Analysis: Boeing BBJ

GULFSTREAM G650

In this month’s Aircraft Comparative Analysis, Mike Chase provides information on a selection of pre-owned business jets for the purpose of valuing the Boeing Business Jet (BBJ).

A

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

122

new 2015-model Boeing BBJ has a list price of $73.5m (2014). We’ll consider the productivity parameters (payload/range, speed and cabin size) of the BBJ, and address its current and future market values.

The field in this study includes the Airbus ACJ320 and the Gulfstream G650. Perhaps you have ultralong-range needs, but there are other considerations when deciding to select an aircraft as large as a BBJ...

Brief History

The market for large executive-cabin class aircraft began in the late 1950s with the introduction of the Boeing 707. Aftermarket conversions of Boeing, McDonnell Douglas, Airbus and BAC have been occurring ever since.

The demand for airliner-sized business jets pressed two leading commercial OEMs to address the market

AVBUYER MAGAZINE – May 2015

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specifically with the BBJ (Boeing Business Jet) and ACJ (Airbus Corporate Jet) in the late 1990s. Boeing reacted to the ‘Bizliner’ demand in 1998 when it delivered the first Boeing Business Jet using the fuselage of the 737-700 with the strengthened wings and landing gear of the larger 737-800. Airbus followed with the Airbus Corporate Jet (ACJ) a year later.

Fast-forward into 2015, and Bizliners number 254 units in operation (per JETNET) with 153 (60%) of the total fleet made up by Boeing-built aircraft.

These spacious jets are commonly used by sports teams, governments and various global corporations worldwide. Of the 153 wholly-owned BBJs in operation worldwide (none are in shared- or fractional ownership) Asia has the largest percentage of the fleet (40%), followed by North America (35%), accounting for a combined total of 75%. An additional 12 (9.4%) of the BBJs are leased, according to JETNET.  Aircraft Index see Page 4

Leading Edge May.qxp_LEAS 22/04/2015 15:55 Page 1

Price: $12,995,000

1997 Gulfstream V s/n 524

• 12 passenger, Forward & aft lavs, Forward crew rest w/ galley annex, Aft main galley • Engines on RR Corporate Care and On Condition • APU on MSP • Honeywell avionics on HAPP • Aircraft on Honeywell MPP Mechanical Protection • ADS-B Out • Aircell Axxess Data Interface Unit for Data Over Water • Aircell Axxess II Iridium 8-channel SATCOM Phone w/6 Handsets • Electronic Flight Bags • EGPWS with RAAS • Triple IRS, FMS, VHF Comms, & Air Data Computers • All seats reupholstered Aug. 2011 • 12- 24- 48- 96- 192-month CMP Codes c/w April 9, 2014

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

Leading Edge Aviation Solutions

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

aircraftsales@leas.com

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

AirCompAnalysis May15.qxp_ACAn 22/04/2015 12:01 Page 2

FLIGHT DEPARTMENT T AIRCRAFT COMPARATIVE

Table A - Payload & Range

Payload & Range

MTOW (lb)

Max Fuel (lb)

Fuel Usage (GPH)

Max Payload (lb)

Avail Payload w/Max Fuel (lb)

Boeing BBJ

171,000

71,737

682

30,960

2,023

6,229

3,291

Airbus ACJ320

169,785

52,830

809

40,136

10,400

3,852

2,100

Gulfstream G650

103,600

48,200

453

6,500

1,800

7,000

5,980

Model

Max Fuel Range (nm)

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

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

Chart A - Cabin Cross-Sections Boeing BBJ

Airbus ACJ320

Gulfstream G650

Souce: UPCAST JETBOOK

Chart B - Range Comparison Airbus 320 Boeing BBJ Gulfstream G650

4826.250 Nm 5987.000 Nm 6800.000 Nm

The data contained in Table A (left) are sourced from Conklin & de Decker and B&CA’s May 2014 edition. A potential operator should focus on payload capability. The ‘Available payload with Maximum Fuel’ for the BBJ is 2,023 lbs, which is considerably less than the ACJ320 (10,400 lbs). However, it is greater than the G650 (1,800 pounds).

Also depicted is the fuel usage by each aircraft model in this field of study. The G650 at 453 gallons per hour (GPH) leads the other competitors as most fuel frugal. However, comparing the BBJ to the ACJ320 the average fuel usage shows 682 GPH (16% less fuel burn than the ACJ) per Aircraft Cost Calculator.

Ed Note: When viewing performance data for the aircraft contained within this Comparative Analysis, readers should be mindful of the several versions of ACJ and BBJ models available from the manufacturer and within the preowned marketplace. The ACJ suite includes the ACJ318, ACJ319 and ACJ320. Boeing’s models include the BBJ1, 2 and 3. Different models from the same manufacturer have different performance figures.

Since these Bizliners are custom outfitted, empty weight and thus useful load may differ for identical models. Also, identical models also may be fitted with different fuel tanks, thereby offering different range performance.

Cabin Cross-Sections

According to Conklin & de Decker, the cabin volume of the BBJ (5,396 cubic feet; length 79.2 feet) and the ACJ320 (6,825 cubic feet; length 91 feet) are more than twice the cabin volume and more than 48% greater than the cabin length of the Gulfstream G650 (2,421 cubic feet; 53.6 feet). The respective cabin cross-sections are represented in Chart A (left), courtesy of UPCAST JETBOOK.

Source: Aircraft Cost Calculator

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AVBUYER MAGAZINE – May 2015

www.AVBUYER.com

Aircraft Index see Page 4

AirCompAnalysis May15.qxp_ACAn 22/04/2015 12:09 Page 3

Chart C - Cost per Mile*

As depicted by Chart B (left), using Shanghai, China as a starting destination, according to Aircraft Cost Calculator the BBJ shows more range coverage than the ACJ320, but less than the Gulfstream G650, which can connect citypairs 6,800nm apart. The map should illustrate what makes the BBJ attractive to the Chinese market.

Note: For jets and turboprops, ‘Seats-Full Range’ represents the maximum IFR range of the aircraft at LongRange Cruise with all passenger seats occupied. ACC assumes NBAA IFR fuel reserve calculation for a 200nm alternate. The lines depicted do not include winds aloft or any other weatherrelated obstacles.

US $ per nautical mile $0.00

$5.00

$10.00

ACJ320

Q $13.60

Q $11.15

BBJ Not Available

G650

*1,000 nm mission costs, 1,600 lbs payload

Chart D - Variable Cost

Powerplant Details

US $ per hour

The BBJ is powered by two CFM International CFM56-7 engines, each offering 27,300 pounds of thrust (lbst). The ACJ320 uses CFM56-5B4 powerplants, each offering less thrust at 23,600 lbst while the Gulfstream G650 is powered

by Rolls-Royce BR725-A1-12 engines, each offering 16,900 lbst.

$3,000.00

$0

$6,000.00

ACJ320

$8,000.00

Q $8,745.00

Q $7,489.00

BBJ

Q $5,448.00

G650

Cost Per Mile

Using data published in the May 2014 B&CA Planning and Purchasing Handbook and the August 2014 B&CA Operations Planning Guide we will compare our aircraft. The nationwide average Jet-A fuel cost used from the August 2014 edition was $6.18 per gallon at press time, so for the sake of comparison we’ll chart the numbers as published.

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

‘Cost per Mile’ (depicted in Chart C) factors direct costs and with all aircraft flying a 1,000nm mission carrying a 1,600 pound (eight passengers) payload. The ACJ320 shows the highest cost per nautical mile at $13.60 compared to the BBJ at $11.15.

Advertising Enquiries see Page 5

Table B - Comparison Table Long Range Speed (kts)

Cabin Volume (cu ft.)

Max Payload w/avail fuel range (nm)

Used Vref Price $m

In-Operation

% For Sale

Sold*

Boeing BBJ

445

5,396

5,990

$73.50

127

11.8%

12

Airbus ACJ320

445

6,825

4,830

$95.00

11

9.1%

3

Gulfstream G650

488

2,421

6,800

$64.50

103

5.8%

58

Model

Data courtesy of Conklin & de Decker; JETNET; Vref; ACC

 www.AVBUYER.com

May 2015 – AVBUYER MAGAZINE

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AirCompAnalysis May15.qxp_ACAn 22/04/2015 12:24 Page 4

FLIGHT DEPARTMENT T AIRCRAFT COMPARATIVE

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

1

2

3

4

5

6

-

-

20.00 %

32.00 %

19.20 %

11.52 %

11.52 %

5.76 %

-

-

1

2

3

4

5

6

7

8

14.29 %

24.49 %

17.49 %

12.49 %

8.93 %

8.92 %

8.93 %

4.46 %

MACRS SCHEDULE FOR PART 135 Year Deduction

Source: NBAA

TABLE D - MACRS Depreciation Schedule 2014 Boeing BBJ - PRIVATE (PART 91) Full Rate Price - Million Year

$73.5 1

2

3

4

5

6

20.00 %

32.00 %

19.2 %

11.5 %

11.5 %

5.8 %

Depreciation ($M)

$14.7

23.5

14.1

8.5

8.5

4.2

Depreciation Value ($M)

$58.8

35.3

21.2

12.7

4.2

0

Cum. Depreciation ($M)

$14.7

38.2

52.3

60.8

59.3

73.5

Full Rate Price - Million

$73.5

Rate (%)

2014 Boeing BBJ - CHARTER (PART 135) Year

1

2

3

4

5

6

7

8

Rate (%)

14.3 %

24.5 %

17.5 %

12.5 %

8.9 %

8.9 %

8.9 %

4.5 %

Depreciation ($M)

$10.50

18.00

12.86

9.18

5.56

5.56

5.56

3.28

Depreciation Value ($M)

$53.00

45.00

32.14

22.96

15.40

9.84

3.28

0.00

Cum. Depreciation ($M)

$10.5

28.5

41.4

50.5

57.1

53.7

70.2

73.5

Source: Vref

Total Variable Cost

Meanwhile, the ‘Total Variable Cost’ as reported by Conklin & de Decker, illustrated in Chart D (previous page), is defined as the Cost of Fuel Expense, Maintenance Labor Expense, Scheduled Parts Expense and Miscellaneous Trip Expense.

The Total Variable Cost for the BBJ shows a cost of $7,489 per hour, which falls between the two competitors.

126

AVBUYER MAGAZINE – May 2015

Aircraft Comparison Table

Table B (previous page) contains the used retail prices from Vref for each aircraft. The average speed, cabin volume and maximum payload values are from B&CA and ACC while the number of aircraft in-operation and percentage ‘For Sale’ are as reported by JETNET. The ACJ320 and G650 have less than 10 percent of their respective fleets currently ‘For Sale’

while the BBJ fleet sees 11.8% for sale, averaging a sale per month at present.

Depreciation Schedule

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

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depreciation of assets by taking a greater percentage of the deductions during the first few years of the applicable recovery period (see Table C, 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 commercial charter service (i.e. Part 135) are normally depreciated under MACRS over a seven year recovery period or under ADS using a twelve year recovery period.

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

Table D (left) depicts an example of using the MACRS schedule for a 2014 model Boeing BBJ in private (Part 91) and charter (Part 135) operations over five- and seven-year periods, assuming a used retail value of $73.5m as sourced from B&CA.

Asking Prices vs Range, Age and Quantity

Chart E (opposite), sourced from the Multi-dimensional Economic Evaluators Inc. (www.meevaluators.com) shows a Value and Demand Aircraft Index see Page 4

AirCompAnalysis May15.qxp_ACAn 22/04/2015 12:24 Page 5

chart for the pre-owned BBJ and several other Large Cabin & Ultra-Long-Range Business Jet models including the ACJ320 and Gulfstream G650.

The current pre-owned market for Boeing BBJ aircraft shows a total of 15 aircraft ‘For Sale’ with four displaying an asking price, thus we have plotted those four. We also added to the mix other pre-owned business jets of a similar ilk with asking prices ranging from $72.5m down to $24.5m. 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.

Demand and Value are on opposite sides of the same Price axis. Thus, the market for used Boeing BBJs responds to at least four features: Years (age), Cabin Height, Price and Quantity.

Chart E - Value & Demand

The Market for Used Boeing BBJ Compared to Several Other Used Large Cabin & Long Range Jets

Productivity Comparisons

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.

After consideration of the Price, Range, Speed and Cabin Size, we can conclude that the Boeing BBJ, as shown in the productivity index, is productive compared with its competitors - largely due to the fact that the Boeing BBJ competes head-on with the Airbus ACJ business jets while offering a lower variable cost per hour.

However, it does burn more fuel (GPH) than a purpose-built Advertising Enquiries see Page 5

Chart F - Productivity Price (Millions)

The points in Chart F (right) are centered on the same group of aircraft. Pricing used in the vertical axis is as published in Vref. 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:

$125.0

Airbus ACJ320

$100.0 $75.0 $50.0

Gulfstream G650

Boeing BBJ

$25.0 $0.0 0.0000

4.0000

8.0000

12.0000

16.0000

20.0000

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

Ultra-Long-Range business jet.

So there are good reasons for those who are in the market to consider a BBJ. One of the primary reasons is cabin and cargo baggage hold space, which is very large. Typical interiors include seating for 14 to 27 passengers, conference tables, additional conference rooms, sleeping quarters, bathroom with showers and gourmet galleys. Operators should

evaluate their mission requirements precisely when picking which option is the best for them.

Summary

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

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time-to-climb performance that might factor in a buying decision, too, however.

The Boeing BBJ continues to be popular in the pre-owned market today.

Those operators in the market should find the preceding comparison of value. Our expectations are that the BBJ will continue to do well in the pre-owned market for the foreseeable future. T

May 2015 – AVBUYER MAGAZINE

127

NewAMSTAT_WACS.F_Layout 1 4/3/2015 1:49 PM Page 1

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Turbine Trends.qxp_Layout 1 23/04/2015 10:28 Page 1

TURBINE TRENDS T COMMUNITY NEWS

Snap-Shot Guide to Turbine Trends

Business Jets of the Future Today, every major Business Aviation OEM has an extensive program of aircraft in development, notes Rod Simpson. Find out more about them here…

C

ustomers continually demand more speed, range, cabin space - and better operating costs, from the jets they buy. The avionics manufacturers are frequently adding new features and capability, while engine manufacturers are using increasingly sophisticated materials and have found ways of reducing fuel burn and offering more thrust for less weight. Consequently, the research and development of the aircraft OEMs is essential to keep up with rapidly advancing technology and demand.

All of this means there are some exciting new business jets getting ready for market. The impressive range offered by ultra-long-range jets is set to stretch even further. The aircraft structures and systems are becoming more complex with widespread use of composite materials and new fly-by-wire systems. Cabins are getting wider, and higher – offering

improved comfort with flat cabin floors and more than six feet of head clearance.

Also, today’s business jets need to provide the latest cabin technology to cope with the demand for connectivity via iPads, iPhones, Blu-Ray and all the other in-flight communications expectations.

For the future, Textron’s Cessna unit is working hard on larger cabins to its smaller jets. Pilatus seeks to bring utility turboprop features to its new jet. Dassault promises exceptional economy through advanced Silvercrest engines combined with lightweight structures. And Honda is on the brink of first deliveries. Finally, the days of the Personal Jet may be about to arrive with serious development of the Cirrus Vision now moving forward. All of these developments, and more are outlined below.

Bombardier Global 7000

Bombardier Global 8000

Bombardier Challenger 650

The $72.8m Global 7000, one of two new versions of the Global series, has a stretched fuselage allowing an extra cabin zone and larger windows. It also has longer range.

The Global 8000 is designed for exceptional range requirements. At $69m, it does not have the extra cabin length of the Global 7000 but is longer than the Global 6000. This jet cruises at Mach 0.9.

www.bombardier.com

www.bombardier.com

The Challenger 650 is an improved version of the Challenger 605 with new engines for improved takeoff performance, Bombardier Vision flight deck, a restyled cabin with wider seats, ergonomic sideledge design and new in-flight entertainment system.

Price, $32.35m. www.bombardier.com

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

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

Ultra Long Range 2016 2016 4+17 6ft 3in 54ft 7in 8ft 2in 2,637 cu.ft N/A 7,300nm 516 kts 51,000 ft Bombardier Vision 2 x GE Passport 20

Advertising Enquiries see Page 5

Ultra Long Range 2017 2017 4+13 6ft 3in 45ft 7in 8ft 2in 2,236 cu.ft N/A 7,900nm 516 kts 51,000 ft Bombardier Vision 2 x GE Passport 20

www.AVBUYER.com

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

Long Range 2015 2015 3+10 6ft 0in 25ft 7in 7ft 11in 1,150 cu.ft 48,200 lb 4,000nm 470 kts 41,000 ft Bombardier Vision (ProLine 21) 2 x GE CF34-3B 

May 2015 – AVBUYER MAGAZINE

129

Turbine Trends.qxp_Layout 1 23/04/2015 10:30 Page 2

COMMUNITY NEWS T TURBINE TRENDS Cessna Citation Latitude

Cessna Citation Longitude

Cirrus Vision SF50

The Citation Latitude, at $16.25m, is broadly based on the Citation Sovereign but with a much larger stand-up, flat floor cabin. Accommodating up to nine passenger seats - including a 2-seat divan – the cabin incorporates a rear restroom.

This will be Cessna’s flagship business jet, costing $26m. It is rumoured that the Longitude, which has a T-tail, a new swept wing and fly-by-wire systems, will be larger than originally announced. It will be among the fastest in the Super Mid-Size category.

With the third of three flight test aircraft hav-

www.cessna.com

www.cessna.com

www.cirrusaircraft.com

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

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

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

ing flown in January, 2015, Cirrus is heading towards certification of its single-engined, $1.96m personal jet at the end of 2015. Targeted at owner-pilots the Vision will also appeal to small business users.

Mid-Size 2H 2015 2H 2015 2+9 6ft 0in 21ft 9in 6ft 5in 816 cu.ft N/A 2,700nm 446 kts 45,000 ft Garmin G5000 2 x PW306D1

Super Mid-Size 3Q 2017 3Q 2017 2+12 6ft 0in 28ft 11in 6ft 5in N/A N/A 4,000nm 490 kts 45,000 ft Garmin G5000 2 x Snecma Silvercrest SC-2C

CIRRUS VISION SF50

GLOBAL 8000

Entry Level 4Q 2015 4Q 2015 1+6 4ft 1in 11ft 6in 5ft 1in 182 cu.ft N/A 1,200nm 300 kts 28,000 ft Garmin G3000 1 x Williams FJ33-4A-19

DASSAULT FALCON 8X

Dassault Falcon 5X

Dassault Falcon 8X

Embraer Legacy 450

The $45m Falcon 5X is Dassault’s new genera-

The Falcon 8X is a development of the Falcon

The Legacy 450 is a shorter version of the

tion, fuel-efficient, twin-engined business jet

7X with a longer cabin and 500nm more

Legacy 500, offering less range but a similar

offering lower operating costs. It has a signifi-

range. The aircraft also has a completely new

cruising speed and a shorter takeoff distance.

cantly larger cabin than the Falcon 2000, a

cockpit incorporating the new generation

Priced at $15.25m, it provides a very comfort-

much longer range and 100kts more cruise

EASy system including a head-up display.

able stand-up cabin for up to nine passengers.

speed.

See fuller profile on page 120 of this issue.

www.falconjet.com

www.falconjet.com

www.embraerexecutivejets.com

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

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

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

130

Super Large 4Q 2016 1Q 2017 3+16 6ft 6in 39ft 0in 8ft 6in 1,770 cu.ft 69,600 lb 5,200nm 595 kts 51,000 ft EASy III Flight Deck 2 x Snecma Silvercrest

AVBUYER MAGAZINE – May 2015

Ultra Long Range 3Q 2016 4Q 2016 3+16 6ft 2in 42ft 8in 7ft 8in 1,695 cu.ft 73,000 lb 6,450nm 595 kts 51,000 ft EASy III Flight Deck 3 x PW307D

www.AVBUYER.com

Mid-Size 2H 2015 2H 2015 2+9 6ft 0in 24ft 0in 6ft 10in N/A N/A 2,500nm 542 kts 45,000 ft ProLine Fusion 2 x HTF7500E

Aircraft Index see Page 4

Turbine Trends.qxp_Layout 1 23/04/2015 10:53 Page 3

TURBINE TRENDS T COMMUNITY NEWS Gulfstream G500

Gulfstream G600

Honda HA420 HondaJet

Gulfstream has established a new family of air-

Gulfstream’s $54.5m G600 is a stretched ver-

After 15 years of development the $4.5m

craft between the G450/G550 and the

sion of the G500 with a longer range. The

HondaJet is in production with first deliveries

G650/G650ER with its G500 and G600. The

G600 fits between the G550 and G650/

due in 2015. The fastest of the Entry Level jets

$43.5m G500 is larger than the G450 and flies

G650ER, with a wider, longer and taller cabin

offers a 1,200 mile range and a spacious

farther. The first G500 has already been built

than that of the G550 yet smaller than the

four/five seat cabin.

and will fly in 2015.

G650/G60ER. Development will follow on

www.gulfstream.com

after the G500.

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

Long Range 2017 2018 3 + up to 18 6ft 4in 41ft 6in 7ft 11in 1,715 cu.ft 76,850 lb 5,000nm 516 kts 51,000 ft Gulfstream Symmetry/ Primus Epic 2 x PW814GA

www.gulfstream.com Category Ultra Long Range Certification 2018 First Delivery 2019 Crew + Pax 3 + up to 18 Cabin Height 6ft 4in Cabin Length 45ft 2in Cabin Width 7ft 11in Cabin Volume 1,884 cu.ft MTOW 91,600 lb Range 6,200nm Max Cruise 516 kts Flight Ceiling 51,000 ft Avionics Gulfstream Symmetry/ Primus Epic Engines 2 x PW815GA

EMBRAER LEGACY 450

HONDA JET

Pilatus PC-24

SyberJet SJ30i

The PC-24 will appeal to owners of the suc-

The latest version of the Swearingen SJ30 will

cessful PC-12 single-engined turboprop who

be sold in two forms - the $7.25m SJ30i and

want more speed but with the flexibility of the

SJ30X (with higher-powered FJ44-3AP-25 en-

PC-12. The $9.3m PC-24 has a large rear

gines). The SJ30i is the fastest of the light jets

cargo hatch and can operate from short

with a cruising speed of 486 kts and the

unprepared airfields.

longest range in the category.

www.pilatus-aircraft.com

www.sj30jet.com

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

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

Light Jet 2017 2017 2+8 5ft 1in 23ft 0in 5ft 7in 502 cu.ft 17,750 lb 1,950nm 425 kts 45,000 ft Pilatus Honeywell Advanced 2 x Williams FJ44-4A

Advertising Enquiries see Page 5

Light Jet 2015 2015 1+7 4ft 4in 12ft 6in 4ft 10in 191 cu.ft 13,950 lb 2,500nm 486 kts 49,000 ft Primus Apex 2.0/SyberVision T 2 x FJ44-2A www.AVBUYER.com

http://hondajet.honda.com Category Certification First Delivery Crew + Pax Cabin Height Cabin Length Cabin Width Cabin Volume MTOW Range Max Cruise Flight Ceiling Avionics Engines

Entry Level 2015 2015 2+5 4ft 10in 17ft 10in 5ft 0in N/A N/A 1,180nm 420 kts 43,000 ft Garmin G3000 2 x GE-Honda HF120

GULFSTREAM G600

Search for the world’s best jets at

May 2015 – AVBUYER MAGAZINE

131

Community News.qxp_Layout 1 22/04/2015 17:28 Page 1

COMMUNITY NEWS T BIZAV REVIEW

OEM Bites

Boeing Business Jets is assessing the potential for a BBJ Combi, allowing customers to have a split configuration of both passengers and cargo at the same time. The BBJ Combi would be a modified version of the current BBJ Convertible, a product based on the 737-700C that also features a large cargo door on the left-hand side of the forward fuselage, enabling the loading of cargo onto the aircraft's main deck. www.boeing.com

Two into ONE

Eclipse 550 & Kestrel 350 Share the Same Roost ONE Aviation Corporation has been formed to design, develop, and manufacture a family of aircraft, each of which will be a ‘market leader in its category and class’. ONE Aviation’s core products include the Eclipse 550 twinengine light jet and the Kestrel K350 single-engine turboprop.

“We are excited to announce the formation of ONE Aviation”, Alan Klapmeier, CEO of ONE Aviation outlined. “I feel privileged to lead this experienced team of aviation professionals as we increase production

of the Eclipse Jet, further the development of the Kestrel turboprop, and build a suite of General Aviation products second to none in the industry.”

Klapmeier is particularly excited about the Eclipse 550. “As our pilot experience and aircraft needs grow, we look to move up to fly higher, faster, and safer,” he noted. “For many pilots and aircraft owners, the Eclipse Jet, with its incredible efficiency and safety record, provides that next step.” www.ONEaviation.aero

JETNET iQ Business Aviation Summit

insights from JETNET iQ’s latest research and 10-year business jet delivery and fleet forecast. www.jetnet.com

JETNET will host its 5th annual JETNET iQ Global Business Aviation Summit in New York City on June 23-24, a fastpaced, data-rich gathering of industry leaders to discuss, deliberate, and predict the state of Business Aviation markets.

Industry veteran Susan Brogan, JETNET iQ Director of Special Programs, returns for the 5th consecutive year to chair an A-list of confirmed speakers, panelists, and attendees representing a virtual “Who’s Who” of Business Aviation. The line-up includes business aircraft OEM leaders, aircraft sales and finance experts, Wall Street aerospace and defense analysts, aircraft owner/operators, aviation trade organization directors and UHNWI research professionals.

Paul Cardarelli, JETNET Vice President of Sales, and Rollie Vincent, JETNET iQ Creator/Director, will present 132

AVBUYER MAGAZINE – May 2015

EBAA and CEPA Collaborate

The European Business Aviation Association (EBAA) and Central European Private Aviation (CEPA) have formed a partnership for the development of Business Aviation in Central and Eastern Europe to create the CEPA EXPO and EBAA Regional Forum, scheduled 14-15 October in Prague.

The CEPA EXPO is the only event of its kind that seeks to promote the growth of Business Aviation and build bridges between Eastern and Western Europe.

The conference has flourished since its inception in 2010, and the 2014 Expo made history by becoming the first aviation body to hold an event in Prague Castle, attracting a record number of delegates. www.cepaexpo.com T www.AVBUYER.com

Cessna’s Grand Caravan EX earned certification for a 14-place configuration from EASA, allowing the newest model of the Grand Caravan to offer higher density seating and greater operational capability for operators in European countries. www.cessna.com Dassault saw a second aircraft join the Falcon 8X flight test campaign as its ultra-long-range trijet continues to pass key development milestones. Falcon 8X s/n 02 took to the skies from Dassault Aviation’s Bordeaux-Mérignac facility on March 30. After initial checks on the digital flight controls and engine system, the pilots took the aircraft to 43,000 feet and Mach 0.8 for performance tests.

Dassault also introduced a new iPad software application allowing pilots to access flight documentation on or offline. Falcon Flight Doc makes it possible to synchronize, download, consult, annotate and share flight documents directly through the Dassault Falcon Portal using iPad, and permits flight crews to download related Falcon Service Advisories (FSAs) and Falcon Service Newsflashes (FSNs) and save their specific documentation in a dedicated file. The app will be offered free of charge to all operators with a subscription to Flight Doc Online. www.falconjet.com Dassault Falcon Service (DFS), a Dassault Aviation company-owned service center, recently completed an initial Ccheck on an in-service Falcon 7X, preparing the way for the start of routine overhauls. Although the fleet leaders on the ultra-long-range trijet have not quite reached the C-check limit yet, it was decided to move up the first inspection at DFS slightly to demonstrate and optimize the quality of the Falcon 7X overhaul process. www.dassaultfalconservice.com Aircraft Index see Page 4

Community News.qxp_Layout 1 22/04/2015 17:28 Page 2

ARRIVALS T COMMUNITY NEWS

Brian Hunter

Ruedi Kraft

Peter Likoray

Doug May

Diana Chou - joins Jetcraft Asia as chairwoman. Based in Hong Kong, Ms Chou brings a wealth of Business Aviation knowledge and experience to the Jetcraft team, and will enhance the company’s already unparalleled local expertise in aircraft sales, transactions and marketing.

Peter Likoray - becomes senior vice president of sales for Business Aircraft at Bombardier. Likoray is replacing Bob Horner, who left the organization to pursue other interests. Most recently, he held the position of vice president, Business Aircraft sales for North America.

Kyle Davis - has been appointed executive director, marketing for FlightSafety International’s Business & Commercial Aviation training activities.

Doug May - is the newly appointed vice president, Piston Aircraft, at Textron Aviation. As vice president of Piston Aircraft, May is responsible for the Beechcraft and Cessna piston aircraft product lines.

Chris Emerson - is to succeed Marc Paganini as president and CEO of Airbus Helicopters Inc. from June 1. Paganini, who has led the European rotorcraft maker’s North American subsidiary since January 2003, has been made head of projects for the Airbus Group.

Tom Moyer - joins the Bell Helicopter North American sales team. Moyer will assume the role of regional sales manager in North America, responsible for marketing and sales activities in the Midwest region.

Brian Hunter - was appointed to the newly created position of vice president, sales & marketing at AMETEK’s Singapore MRO.

Richard Porter - is ExecuJet Aviation Group’s new business development and key account manager. Porter brings to this new role more than 23 years’ experience

Tom Moyer

Richard Porter

in Business Aviation, most recently as key account manager for Flight Operations with ExecuJet in Australia.

Ruedi Kraft and Matthew Woollaston represent two key leadership changes to Jet Aviation’s Basel Completions Sales Organization. Kraft has been appointed as vice president of Completions Business Development and Woollaston succeeds him as vice president of Completions Sales and Marketing. T National Aircraft Resale Association NARA recently announced the addition of four new Broker/Dealer members, including: Guardian Jet; Hatt and Associates; Jet Quest; and Leading Edge Aviation Solutions. In addition, NARA has added seven new Products and Services members, including: Aviation Management Systems (AMS); Aviation Tax Consultants; Global Aviation Navigator; Jet Aviation Flight Services; King Aerospace; UMB Bank; and Wings Insurance.

BizAv Events 2015 AEA (Aircraft Electronics Association Regional) NBAA: Maintenance Management Conference NBAA: Business Aviation Taxes Seminar The Elite London Aviation Africa 2015 Business Aviation Safety Summit (BASS 2015) AOPA Fly – In EBACE: (European Business Aviation Convention) HeliRussia 2015 AeroExpo Heli UK Expo HeliOps Conference France Air Expo AOPA Homecoming Fly – In European Festival of Aviation (EFA) Paris Airshow CBAA 2015 JETNET iQ Global Business Aviation Summit Helicopter Technology Eastern Europe Conference NBAA: Regional Forum NBAA: Flight Attendants/Flight Technicians Conf.

Advertising Enquiries see Page 5

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

Barcelona, Spain Portland, OR, USA Dallas, TX, USA Biggin Hill, London, UK Dubai, UAE Weston, FL, USA Salinas Mun Airport CA, USA Geneva, Switzerland Crocus Expo Moscow, Russia Sywell, UK Sywell, UK London Heliport, UK Lyon-Bron Airport, France Frederick Airport, MD, USA Prague, Czech Republic LeBourget, Paris, France Montreal, Canada New York, NY, USA Prague, Czech Republic Teterboro, NJ, USA Tucson, AZ, USA

www.AVBUYER.com

www.aea.net www.nbaa.org www.nbaa.org www.theeliteevents.com www.aviationAfrica.aero www.flightsafety.org www.aopa.org www.nbaa.org/www.ebace.aero www.helirussia.ru www.aeroexpo.co.uk www.heliukexpo.co.uk www.emeraldmedia.co.uk www.airexpo.aero www.aopa.org www.efaprague.com www.siae.fr www,cbaaconvention.com www.jetnetiq.com www.smi-online.co.uk www.nbaa.org www.nbaa.org May 2015 – AVBUYER MAGAZINE

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Singapore Airshow March_Layout 1 23/04/2015 11:38 Page 1

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Discover how NBAA Membership can help you succeed.

Join today at www.nbaa.org/join/avb or call 1-866-363-4650.

Tim Leacock May.qxp_Layout 1 23/04/2015 11:18 Page 1

FOR SALE

2007 CITATION CJ3 REGISTRATION: G-OMBI SERIAL NUMBER: 525B-0179 MODEL YEAR: 2007

TOTAL TIME SINCE NEW: 1,188 ENGINE CYCLES AND LANDINGS: 694 ENROLLED ON PROADVANTAGE PROGRAMS

AVAILABLE FOR IMMEDIATE DELIVERY

Aircraft Offered Subject to Availability.

Specification to be verified by Purchaser.

Independent Authorised Sales Representative for the United Kingdom

+44 (0) 1258 818181 tim@timleacockaircraft.com jonathan@timleacockaircraft.com

timleacockaircraft.com

Tim Leacock May.qxp_Layout 1 23/04/2015 11:31 Page 2

Global Jet Bombardier Global 5000 May.qxp 22/04/2015 12:40 Page 1

S H O W C A S E

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

9170 2589 1056

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

Airframe BR700-710A2-20 Engine n° 1: 2345 hrs. / 945 cycl.

Engine n° 2: 2345 hrs. / 945 cycl.

TBO: On condition APU RE220 3064 hours / 1597 cycles TBO: On condition Maintenance Aircraft on CAMP 8C Inspection due in May 2016 Last maintenance completed on Nov 2014, including 1A, 2A, 3A, 6A NEW ASKING PRICE: $19.750M OWNER IS VERY MOTIVATED TO SALE! NEXT GLOBAL 5000 TO SELL!

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

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

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AVBUYER MAGAZINE – May 2015

www.AVBUYER.com

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

Global Jet Dassault Falcon 50EX May.qxp 22/04/2015 12:44 Page 1

S H O W C A S E

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

295 5893 3925

• A complete Interior refurbishment and a full exterior paint have been done in 2011.

• The interior has been refurbished with lot of test and harmony.

• The 2C inspection has been done in April 2012.

• No damage history.

• Dry Bay Mod (SB F50-496) incorporated in April 2012.

• Engines and APU are under MSP contract.

• The asking price is $5.230M • The owner is motivated to sell Certification: EU-OPS EASA Delivery date: October 2000 Class: Private Crew: 3 Max. passengers: 9 Max. take off weight: 40 780 lbs Airframe Last major check: April 2012 (year) Next major check: 8774 cycles or April 2018 Last repaint, with new design: January 2011

Maintenance station: Dassault Falcon Service Engines Type: TFE731-40 Manufacturer: Honeywell. Contract: Honeywell Engine 1 P115232 Engine 2 P115300 Engine 3 P115240 APU Type: GTCP36-100A. Serial number: P-406 Manufacturer: Honeywell. Contract: Honeywell Interior A hard work have been accomplished to modernise the aircraft during the refurbishment of Januray 2011. The result is wonderful and the interior sucessfully gives a feeling of comfort and modernity. A great care have been taken into choosing woods and fabrics as well as the best mix in color. The originality of the leather fabric on the panels contributes to the general impression of softness.

LEATHER: Classic Silk CL-548, Toffee RH58, Silk Anasazi ULTRALEATHER: Ultraleather 5222 Chablis TRETFORD: Tretford 623 LEXAN: Lexan Clear GROSPOINT: Marquis 1491-03, 623 with serging thread METAL FINISH: Satin nickel PM23-S The aircraft is equiped with: • One main galley/bar that includes a coffee maker, micro-wave oven • Fwd cabin club 4 seats • One 3 places divans R/H

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

www.AvBuyer.com

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

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

139

Global Jet Gulfstream G450 May.qxp 22/04/2015 12:47 Page 1

S H O W C A S E

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

4122 HB-JGJ 3357 1670

• One owner since new, • Engines on program, • Nicest interior in its category, • EASA certified, • Internet connexion Swift Broad Band Entry into service in April 2008 Certified for 16 passengers for taxi, take-off and landing.

Certification : MNPS, RNP-10, RNP-5 RVSM Avionics : EPIC Plane View Cert F Engines Rolls Royce Tay 611-8c Rolls Royce Corporate Care APU Honeywell GTCP36-150 SN P-237 Avionics Honeywell PlaneViewTM Flight Director Triple Honeywell MAU-913 Modular Avionics Dual Honeywell WC-884 Weather Radar Contr.

Honeywell/Kollsman VGS (HUD/EVS) Triple Honeywell MC-850 Multifunctional CDU Honeywell MT-860 Third Navigation/Comm Dual Honeywell RT-300 Radio Altimeters Triple Honeywell NZ-2000 FMS L3 FDR Flight Data Recorder

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

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

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AVBUYER MAGAZINE – May 2015

www.AVBUYER.com

Exterior White with blue and titanium stripes NEW ASKING PRICE $21,900,000 The Owner is motivated to sell

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

Dassault Falcon 900EX EASy May.qxp 22/04/2015 12:50 Page 1

S H O W C A S E

2007 Falcon 900EX EASy Serial Number: Registration: Airframe Total Time: Landings:

178 N900VQ 3297 1522

Engines Honeywell TFE731-60 (On MSP Gold) #1 Eng (s/n P112687): 3297 Cycles: 1522 #2 Eng (s/n P112701): 3281 Cycles: 1518 #3 Eng (s/n P112690): 3297 Cycles: 1522 APU (s/n P498): Honeywell GTCP36-150(F) (On MSP Gold) Maintenance CAMP. Inspections due: 1C & 2C February 2019; Landing Gear Overhaul May 2019.

Service Bulletin 329-R3 (Dry Bay Mod.) complied with at 1C inspection.

EASy II Cert II: CPDLC with FANS1A & ATN; VDL Mode 2 Radio in 3rd VDR position upgraded by Standard Aero Augusta January 2015 Avionics Flight Display System Honeywell EASy (four 14-inch LCD’s, two Cursor controls & two keyboards) Flight Management System triple Honeywell EASy Global Positioning System dual Honeywell VHF Communication Systems triple Honeywell TR-866B VOR/ILS/Marker Navigation System dual Honeywell NV-875A DME Systems dual Honeywell DM-855 ADF Systems dual Honeywell DF-855 Mode S Transponder System dual Honeywell

XS-857A TCAS II System Honeywell TCAS-3000 (Change 7.1) Color Weather Radar System Honeywell Primus 880 Interior Tan leather seats, Brisa (Cream) Ultra-leather headliner and window panels, custom Chenille fabric divan, suede lower sidewall, Tan and light Brown designer wool carpet, Quarter Fig Mahogany veneer, 24K Satin Gold plating (Original) Exterior Overall White fuselage with Red and Gold custom accent stripes (Repainted by DAS-LIT January 2014) Additional Equipment Honeywell: one (1) each 15 and 20 inch LCD monitor, two (2) DVD-C player, three AV-900 Flight Deck Audio, Selcal. Honeywell EASy: EGPWS, Data Acquisition & Central Maintenance Computer, Uplink Weather, Electronic Jeppesen Charts, Flight Deck Video Interface. Securaplane 500 system: Digital Video Recorder, Video Camera system – VCU05, Video Camera – CMX-01 (vertical fin mount), CAM-11 (belly mount). Miltope printer, Meggitt MK2 Secondary Flight Display, ELTA ADT-406 (tri-frequency), Collins Airshow 4000, Rosen plug-in receptacle for one (1) 7 and three (3) 8.4 inch LCD monitors, 115 cubic feet oxygen bottle, XM Satellite Weather system (receiver and antenna)

www.falconjet.com/preowned

Advertising Enquiries see Page 5

www.AvBuyer.com

Mark Verdesco: Director, Pre-owned Aircraft Sales USA Tel: + (1) (201) 541-4556 Tel: + (1) (201)-541-4620 E-mail: preowned@falconjet.com May 2015 – AVBUYER MAGAZINE

141

Aerosmith Penny 1999 Gulfstream V May.qxp 22/04/2015 12:52 Page 1

S H O W C A S E

1999 Gulfstream V Serial Number: Airframe TT: Landings:

593 5780 3637

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

142

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

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

Prestige Jet Alexandre Le Tourneur

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

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

AVBUYER MAGAZINE – May 2015

www.AVBUYER.com

Aircraft Index see Page 4

Aerosmith Penny Citation Excel May.qxp 23/04/2015 15:58 Page 1

S H O W C A S E

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

560-5244 N898PP 7346 7049

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

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

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

Advertising Enquiries see Page 5

www.AVBUYER.com

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

143

CAAP G280 May.qxp 22/04/2015 13:00 Page 1

S H O W C A S E

Asking price $25,950,000

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

2052 N386RW 55 15

CAAP is pleased to offer this brand-new Gulfstream G280 to the market. This airplane has production test and delivery time only and is available for immediate sale.

G280 S/N 2052 is loaded with over $2 million of the most desirable factory options. This airplane also includes new aircraft training entitlements.

Avionics Aircraft equipped with G280 “Intercontinental Package” EVS & HUD Laseref VI IRS Third FMS, Triple VHF NAV Dual ADF & Dual HF Dual Flight Data Recorders & CVR ADS-B Out capability, CPDLC, RVSM Micro QAR for FOQA capability XM Weather & Dual Electronic Charts Interior 10-passenger Gulfstream “Hallmark” interior configuration Forward 4-place club group Aft LH 4-place conference/dining group Aft RH 2-place divan Forward galley Swift Broadband high-speed data (pending certification) Aircell Gogo Biz high-speed internet

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

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AVBUYER MAGAZINE – May 2015

www.AVBUYER.com

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

Aircraft Index see Page 4

Northern Jet Lear 40XR March 22/04/2015 13:01 Page 1

S H O W C A S E

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

40-2100 N959RP 3,733 3,007

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

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

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

Advertising Enquiries see Page 5

www.AVBUYER.com

Tel: 800 462 7709 Tel: +1 616 336 4737 Cell: +1 616 648 2656 Fax: +1 616 336 4709 mserbenski@northernjet.net www.northernjet.net May 2015 – AVBUYER MAGAZINE

145

Mente April.qxp 22/04/2015 14:16 Page 1

S H O W C A S E

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

258641 N513ML 4337.3 3624

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

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

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

Beautiful nine passenger executive interior, featuring a

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

170 3606.5 1909

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

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

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

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AVBUYER MAGAZINE – May 2015

well appointed, spacious forward galley. A forward fourplace club arrangement with foldout tables. The spacious mid cabin boasts another single seat across from a side facing three-placed divan.

Seating is tastefully finished in light earth-tone leathers.

Interior is complemented by luxurious carpeting found throughout the cabin. Forward galley poses ample storage and a microwave oven.

Cabin Entertainment includes: Worldwide Airshow 400, and Airshow briefing system, forward and aft 14inch computer display capable LCD monitors, DVD, CD. The aircraft also has power outlets for laptops and other electronic devices.

Exterior Original Paint 2003 By Hawker Beechcraft Matterhorn white and dark blue base coat with dark and light blue stripes.

Winglets installed November 2010

www.AVBUYER.com

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

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

Aircraft Index see Page 4

Kaiser Air April.qxp 23/04/2015 10:05 Page 1

S H O W C A S E

1998 Gulfstream V Serial Number: Airframe TT: Landings:

550 7039 3,120

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

The AFT cabin area includes left side club seating across from a berth-able four place divan. The galley features a water heater, coffee maker, a cold storage compartment, high temp oven and a microwave oven.

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

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

550-149 8924.8 1909

Engines TSN TSHSI S/N

LEFT 692.6 1136.1 JF0036

RIGHT 112.7 N/A JF0021

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

One owner, loaded with options, first run engine

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

Kaiser Air Oakland Jet Center Otto Wright

Advertising Enquiries see Page 5

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

www.AvBuyer.com

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

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

147

IAG Dassault Falcon 900EX May.qxp 22/04/2015 14:23 Page 1

S H O W C A S E

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

18 N166FB 4365.7 1542

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

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

Manhattan Seattle Silicon Valley 148

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

Aerohead Aviation May.qxp_Heeren Cit Ultra sep 22/04/2015 14:29 Page 1

S H O W C A S E

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

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

Aerohead Aviation Randall G. Corson, Aviation Department Manager 1550 E Missouri, Suite 300 Phoenix, AZ 85014 Advertising Enquiries see Page 5

www.AvBuyer.com

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

May 2015 – AVBUYER MAGAZINE 149

Hawkeye Aircraft Acquistions May.qxp 22/04/2015 14:31 Page 1

S H O W C A S E

2009 Beechcraft Hawker 900XP Serial Number: HA-101 Registration: N15QB Airframe TT: 2050 Landings: 1326 Engines Honeywell TFE731- 50R LH SN#: P122313 RH SN#: P122314 LH TSN: 2050 RH TSN: 2050 LH CSN: 1326 RH CSN: 1326 APU Honeywell GTCP-36-150W APU SN#: P1139. TSN: 1915 Performance Ramp Wt: 28,120 Normal Cruise: 446 kts +-3% MTOW: 28,000 NBAA Range: 2,825NM Max Landing Wt 23,350 Service Ceiling: 41,000ft MZFW: 18,450 BOW: 16,537 Maintenance and Service Plans Engines on MSP @ $239.51per hour APU on MSP @ $68.54 per hour Times and cycles as of 3/20/2015 No known damage history All Major work done by Tampa Hawker Service Center US registry Avionics Collins Pro Line 21 Comm: Dual VHF-4000 digital CNS Radios Nav: #1 NAV-4000/#2 NAV-4500 FMS: Dual FMS-6000's with Dual GPS 4000A Autopilot: FGC-3000 Flight Director: FGC-3000 Radar: TWR-850 Turbulence Detection Radar

ADF: NAV-4000 DME: Dual DME-4000's RMI: Displayed in PFD's Audio Panel: Dual db Systems Model 700's Transponders: Dual TDR-94D with Enhanced Surveillance Radio Altimeter: ALT-4000 TCAS: TCAS-4000 CVR: Universal CVR-120-2 hours of recording HF: Collins HF-9000 with SELCAL Phone: AirCell ST3100 Iridium phone with cordless handsets Equipment Aircell ST 3100, 2cordless handsets and Aircell Axxess ll System Airshow 410 w/Flite Deck Controller Cabin Audio/Video Entertainment System Auxiliary A/V Package Computer Display Capable on Either Monitor 110 VAC/Outlets in cabin and Cockpit Dual 15" Monitors Aerial View Camera 2 Channel XM Radio Custom Galley Drop Down Arm Rests Interior Light wood, medium beigeleather seats, navy blue carpet with beige stripe pattern Exterior Matterhorn White with After burner, Darkblue Metallic and Black Velvet Metallis stripes

Hawkeye Aircraft Acquisitions LLC Mike McCracken, President P.O. Box 345 Safety Harbor, Florida 34695, USA

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Tel: +1 727.796.0903 Mob: +1 813.240.0929 Email: info@hawkeye-aircraft.com

Aircraft Index see Page 4

Jet Sense Aviation, LLC Lear 60XR May.qxp_Empyrean 23/04/2015 11:29 Page 1

S H O W C A S E

Price Reduced to $4,195,000

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

334 N263FX 4,800 3,300

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

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

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

Members of Jet Sense Aviation, LLC’s Team Available to Meet at EBACE To Schedule an in-person appointment at EBACE, please call or email them directly at: Brett Forrester +1-847-910-6846 brett@jetsenseaviation.com - ORPat Mitchell +1-847-409-1675 pat@jetsenseaviation.com

www.AvBuyer.com

Gantt Aviation, Inc. Contact: Jay Gantt 221 Stearman Drive, Georgetown TX 78628 Tel Office: +1 512 863 5537 Email: Jay@ganttaviation.com www.ganttaviation.com May 2015 – AVBUYER MAGAZINE

151

CAI Boeing-737-800 May.qxp 22/04/2015 14:34 Page 1

S H O W C A S E

2014 Boeing737-800 Engines Configuration 186Y Cargo 1,555 cu ft (44 cu m) Engines (maximum thrust) CFMI CFM56-7 27,300 lb Maximum Range 3,115 nautical miles (5,765 km) [2-class with winglets] Typical Cruise Speed (at 35,000 feet) 0.785 Mach Manufacturer CFM CFM Type CFM56-7 CFM56-7 Thrust 27,300 lb 27,300 lb Total Hours Since New TSN 0 TSN 0 Total Cycles Since New TCN 0 TCN 0 TSLSV N/A N/A Basic Dimensions Wing Span with Winglets 117 ft 5 in (35.8 m) Winglets Yes Overall Length 129 ft 6 in (39.5 m) Tail Height 41 ft 2 in (12.5 m) Interior cabin Width 11 ft 7 in (3.53 m) Technical Data Noise Abatement Compliance Stage III iaw ICAO Annex 16 Approach Category Cat III B Lavatory 3 Galleys (with chiller): G1, G2, G4B, G7 (Britax Sell) Weight & Fuel Data Maximum Taxi Weight 168,051 lbs Maximum Take-Off Weight 159,834 lbs Maximum Landing Weight 144,000 lbs Maximum Zero Fuel Weight 136,000 lbs Operational EmptyWeight TBD

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

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

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

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

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

Aviation Consultants of Aspen May.qxp 22/04/2015 14:46 Page 1

S H O W C A S E

Photos: Dan Savinelli

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

5025 N660AF 6303.6 5438

Left Engine CF34-3A, S/N 350207, 6031.7 Hours Since New, 4656 Cycles, 400 Hours Since Overhaul Right Engine CF34-3A, S/N 350198, 6524.5 Hours Since New, 5226 Cycles, 400 Hours Since Overhaul Engines enrolled in JSSI Program APU GTCP 36-100E, S/N P-315, 4520 Total Hours, 1716 Hours Since Hot Section. On MSP Avionics Honeywell EDZ-800 5 Tube EFIS Honeywell DFZ-800 Autopilot Dual Honeywell AZ-810 Digital Air Data Computers Dual Universal UNS-1D Flight Management Systems Dual Twelve Channel GPS’s 3 Honeywell Laseref II Inertial Reference Systems Honeywell Primus 880 Color Radar RT-300 Radio Altimeter Dual Collins HF-9000 HF’s SELCAL Dual Collins VHF-22B Coms Dual Collins VIR-32 Navs Dual Collins DME-42 DME’s Dual Collins ADF-462 ADF’s

Dual Collins CTE-92E Transponders with Enhanced Mode S Enhanced Ground Proximity Warning System with Windshear Alert Honeywell TCAS II with Change 7.1 Fairchild A-100 Cockpit Voice Recorder Fairchild F-8000 Digital Flight Data Recorder AirCell Axxess II SATCOM Gogo ATG-4000 Broadband Wi-Fi Options Engines enrolled in JSSI APU on MSP CAMP Honeywell HAPP coverage for Honeywell avionics RVSM, RNP-5, RNP-10, 8.33 kHz spacing, and FM Immunity mods C/W 3A and 3B Hydraulic Noise Attenuator Hush Kit ELT Artex 406HZ Exterior Aircraft exterior painted in Snow White with Blue and Black stripes. Completed in April 2011 by Duncan Aviation, Battle Creek, MI. Interior Twelve passenger, plus one Tosington jump seat.

Forward two club chairs with foldout table with a four place divan on the right hand side. Aft four place conference group with table on the left and two club chairs with foldout table on the right.

Chairs and divan are finished in Tan Leather.

Woodwork is high gloss. Carpet is brown. Plating is Satin brushed brass. Aft lavatory. Forward 604

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

Advertising Enquiries see Page 5

www.AvBuyer.com

Serpentine style galley includes, microwave oven, and coffee maker. Entertainment system features two 20” flat panel video monitors and two Rosen LCD plug in monitors with Airshow Genesys, DVD, and CD player. Aft lavatory. Completed in April 2011 by Duncan Aviation, Battle Creek, MI Inspection Status 60 Month Inspection complied with March 2013.

Landing Gear Restoration complied with February 2011. 1200 Hour Inspection complied with at 5903.6 hours. All other inspections are current.

CAMP computer maintenance tracking

Tel: +1 720-328-6008 Fax: +1 720-328-5641 Mob: +1 603-930-7575 Email: andy@acajets.com May 2015 – AVBUYER MAGAZINE 153

JetPro Texas 2005 Lear 45 May.qxp_Heeren Cit Ultra sep 22/04/2015 14:47 Page 1

S H O W C A S E

2005 Lear 45 Serial Number: Registration:

280 N145JP

Airframe TT: Landings:

3,608 2,763

Airframe On CAMP and enrolled on Bombardier’s SmartParts+ program Engines Honeywell TFE731-20AR-1B Engines with 3,500 lbs of thrust each Enrolled on Honeywell’s MSP Gold Engine 1 s/n P-116634 3,608 SNEW 2,763 CSN 701 SMPI Engine 2 s/n P-116632 3,608 SNEW 2,763 CSN 701 SMPI APU: Honeywell RE100 s/n P-311: TTSN 1,626 Enrolled On Honeywell’s MSP Gold Avionics 4 Tube HONEYWELL PRIMUS 1000 EFIS Dual Universal UNS-1E FMS Dual Honeywell RCZ-851 Comm Units Dual Honeywell RNZ-851 Nav Units Honeywell PRIMUS 660 RADAR Honeywell PRIMUS 1000 Autopilot Honeywell TCAS II w/Change 7.0 Honeywell CD-850 CLRNC DEL UNIT Artex C-406-2 ELT Honeywell Mk V EGPWS with Windshear Honeywell CVR-30 CVR L3 Communications FA2100 SSFDR Honeywell KTR-953 HF w/SELCAL Honeywell RT-300 Radar Altimeter

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

Please contact: Don and Sam Starling

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

JetPro Texas Gulfstream G200 May.qxp_Heeren Cit Ultra sep 22/04/2015 14:50 Page 1

S H O W C A S E

2007 Gulfstream G200 Serial Number: 159 Registration: N259JP Airframe TT: 2,131 Landings: 827 Engines Pratt and Whitney PW-306A’s with 6,040 lbs of thrust each.

Eng 1 s/n PCE-CC-0328 2,131 SNEW 857 CSN Eng 2 s/n PCE-CC-0330 2,131 SNEW 857 CSN On Pratt and Whitney’s ESP Gold APU Honeywell GTCP36-150 Times: 1,469 Cycles: 1535 On Honeywell’s MSP Avionics 5 Tube Collins Proline-4 Flight Deck Dual Collins FMC-6100 Dual Collins GPS-4000 GPS Receivers Dual Collins RTU-4220 Tuning Heads Dual Collins VHF-4000 Comms Dual Collins NAV-4500 Nav’s Dual Collins DME-4000 DME Dual Collins TDR-94D Mode S Transponders Collins TWR-850 Doppler Weather Radar w/ Turb.

BFG WX1000E Stormscope Collins FCC-4005 Autopilot Collins TCAS-4000 w/ Change 7.0 SUNDSTRAND Mk. V EGPWS (Class A TAWS) Universal Avionics CVR-120 Honeywell AR64 FDR Dual King KHF-950 HF w/SELCAL Collins ALT-4000 Radar Altimeter Dual Collins ADC-850 DADC Dual Collins AHC-3000 AHRS Dual Collins CCP-3310 Cursor Control Panels

Interior Ten passenger interior arranged in a forward club, aft four place conference group opposite a three place divan belted for two during takeoff and landing. The forward right-hand Galley features ample workspace with microwave, draining ice drawer, stemware storage, wine bottle storage, dry goods storage and coffee maker. The Galley and Cabin are divided by a forward pocket door.

Seats are finished in beige leather with complimentary carpet, Ultra Leather headliner and Mahogany woodwork with detailed inlay trim.

Cabin entertainment is provided by Collins Airshow 4000 with Tail Camera, dual DVD players, forward and aft bulkhead monitors and multiple individual seat monitors. Private aft lavatory with large storage closet Exterior Overall White with Blue and Gold Stripes Additional Features Safeflite Auto-Throttles ICS-200 SATCOM with three handsets Dual DVD/CD Players Tail Camera Airshow 4000 JETBED Telescoping Tow Bar Honeywell VHF/SAT AFIS Rosen Monorail Sunvisors EU Ops approved Make offer

Please contact: Don and Sam Starling

Advertising Enquiries see Page 5

www.AvBuyer.com

Tel: +1 (254) 848 9192 Mob: +1 (254) 716 2981 E-mail: sales@jetprotexas.com www.jetprotexas.com May 2015 – AVBUYER MAGAZINE 155

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

Cessna Citation Ultras

20 Sold 5 Remaining that Must Be Sold!

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

INTERIOR Seven Passenger Interior & Belted Lav Seat Aft Tailcone Baggage w/Ski Tube.

Zephyr Air Conditioning.

Recently refreshed Interior EXTERIOR Recently completed Permaguard

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

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

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

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

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

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

Project1_Layout 1 19/02/2015 12:42 Page 1

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PRA PRAGUE GUE

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www.EFAPrague.com Organised by the companies: @EFAPrague

/EFAPrague

P159-160 22/04/2015 14:40 Page 1

Marketplace Airbus A319

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

Comlux Aviation Price:

Make offer

Year:

2001

S/N:

1485

Reg:

VQ-BKK

TTAF:

5469

Location: Switzerland

* This ACJ319 is configured for Head of State or Corporation operations. It can accommodate up to 32 passengers in Executive /First class configuration. The cabin is certificated for public transport. * The cabin completion has been performed by Air France Industries in Paris in 2001. The aircraft has been refurbished in January 2013 to increase comfort on board by reducing seating capacity. * IFE includes Audio video (CD, DVD), Multi-channel Satcom and Airshow. The aircraft is fitted with 4 Additional Center Tanks and it can perform missions of more than 9 Hours (4500 nm).

www.comluxaviation.com

Embraer Legacy 650

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

Comlux Aviation Price:

Make offer

Year:

2011

One owner since delivery · Enrolled in Embraer Executive Care and Rolls Royce Engine Corporate Care programs

S/N:

14501146

·

Reg:

UP-EM007

TTAF:

2076

EASA OPS certificated

Location: Switzerland

www.comluxaviation.com

Bombardier Global 5000

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

Comlux Aviation Price:

Make offer

Year:

2008

S/N:

9249

Reg:

-

TTAF:

3300

IMMEDIATELY AVAILABLE Only one owner and one operator since delivery, Cabin refurbished in 2013, Excellent range and high-speed performance, Cabin features: 13 certified TT&L seats, 4 place conference area, 3 place divan, Fwd and aft lavatories, Certification: Commercial EASA, RVSM, RNAV (GNSS ), NAT-MNPS, RNP 1, RNP 4, RNP 10, CAT II, CAMP tracking program

Location: Switzerland

www.comluxaviation.com

Airbus A319

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

Comlux Aviation Price:

Make offer

Year:

2006

S/N:

2550

Reg:

G-NMAK

TTAF:

4441.19

Location: Switzerland

Cabin certificated for 34 pax: Ideal for Head of State or Corporations · One owner since delivery · 4500 nm of range non-stop · Available for viewings in UK ACJ319 is configured for Head of State or Corporation operations. It can accommodate up to 34 passengers (28 sleeping positions).

The cabin completion has been performed by Lufthansa Tecknik in Hamburg in 2006. The aircraft carpet for renewed in December 2009.

www.comluxaviation.com

Bombardier Learjet 35A

International Jet Markets Price:

$ 995,000

Year:

1987

S/N:

626

Reg:

N21BK

TTAF:

10771.6

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

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

Location: USA

Advertising Enquiries see Page 5

www.AVBUYER.com

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P159-160.qxp 22/04/2015 15:16 Page 2

Marketplace Bombardier Learjet 36A

Leonard Hudson Drilling Price:

US $1,695,000

Year:

1977

S/N:

36A-030

Reg:

N160GC

TTAF:

15,600

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

Learjet 36A, Long range capability, as configured 2,400 nautical miles. Can be upgraded to 2,600 mile range.

Recent paint and interior, RVSM. Competitively priced at $1,695,000 USD, may trade on helicopter

Location: USA

BELL 206L4

Leonard Hudson Drilling Price:

Please Call

Year:

2002

S/N:

52265

Reg:

N339MG

TTAF:

1700

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

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

Location: USA

BELL 412EMS

Leonard Hudson Drilling Price:

US $3,875,000

Year:

1981

S/N:

33017

Reg:

N554AL

TTAF:

15265

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

Full EMS Medical 4 patient and 4 attendant interior.

Recent ‘no expense spared’ airframe refurbishment at Acro Helipro within the last 100 hours.

Both engines are fresh Pratt and Whitney overhauled.

Immediate delivery, Meticulous records.

Current with medical interior and 13 passenger utility interior are included, aircraft is ‘turn-key’ will provide Fresh annual /Export C of A

Location: USA

BELL 212 (Five Available)

Leonard Hudson Drilling Price:

Please Call

Year:

1991-1996

S/N:

Call for details

Reg:

Call for details

TTAF:

Call for details

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

Five, Late Model, Bell 212s In 'Off Shore’.

Available for immediate use.

Asking $3.1M to $3.6M USD. Serial numbers: 35034, 35048, 35060, 35088 and 35096

Location: USA

Beechcraft King Air 300

Adirondack Price:

Make offer

Year:

1988

S/N:

FA-142

Reg:

N304JS

TTAF:

4,255.9

Location: USA

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AVBUYER MAGAZINE – May 2015

www.AVBUYER.com

Tel: +1 (972) 355-2500 E-mail: barry@adirondack.aero Airframe: 4,240.5 Hours Since New (as of 4/9/15). 4,146 Landings Since New. Raisbeck Nacelle Wing Lockers, RVSM Capable, Raisbeck Dual Aft Body Strakes, Raisbeck Composite Exhaust Fairings. Concord Lead Acid Battery.

Engine time since overhaul: LEFT ENGINE (PCE 95290): 561.5 Hours Since Overhaul (Pratt). 447 Cycles Since Overhaul. RIGHT ENGINE (PCE 95292): 561.5 Hours Since Overhaul (Pratt) 447 Cycles Since Overhaul.

Aircraft Index see Page 4

P159-160.qxp 23/04/2015 11:26 Page 3

Gulfstream V

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

Capital Jet Group Price:

$ 16,700,000

Year:

2001

S/N:

640

Reg:

N600JD

TTAF:

6291

2 U.S. corporate owners since new, RR CorporateCare, PlaneDeck cockpit upgrade w/FMS 6.1 software, electronic charts, WAAS, ADS-B out, & XM-WX. Dual lavs, forward crew rest area, HUD/EVS, DFDR, 2010 paint & 13 pax fireblocked interior

Location: USA

Hawker 800SP

Tel: +1 (703) 917 9000 Email: sales@capitaljetgroup.com

Capital Jet Group Price:

$1,550,000

Year:

1993

S/N:

258241

Reg:

XA-CHA

TTAF:

5975

MSP GOLD for engines. API winglets for added range and performance. 2011 paint. 2013 48 month inspection.

Global AFIS. Aircell Iridium satphone. Dual GPS. Digital FDR. HF. TCAS 2000 8 passenger interior with DVD/CD/Airshow system with dual monitors.

Landings: 5154

Location: USA

Par Avion Ltd

Alberth Air Parts

+1 832 934 0055

Spare Parts

FALCONS • HAWKERS • LEARS

•BUY •SELL •TRADE

www.paravionltd.com

CESSNA LEARJET HAWKER WESTWIND FALCON GULFSTREAM

www.alberthaviation.com

SALES • ACQUISITIONS • CONSULTING

Fax: +1 832 934 0011 AvBuyer (USPS 014-911), May 2015, Vol 19, Issue No 5 is published monthly by AvBuyer Ltd, 1210 West 11th Street, Wichita, KS 67203-3517 and has a targeted circulation to decision makers within business and corporate aviation throughout the world. It is also available on Annual Subscription @ UK £40 and USA $65. POSTMASTER: Send address changes to: AvBuyer Magazine 1210 West 11th Street, Wichita, KS 67203-3517. Postage is paid at Wichita, KS and additional mailing offices © Copyright of AvBuyer Ltd. Every effort is made to ensure the accuracy of material published in AvBuyer Magazine.

However, the publishers cannot accept responsibility for claims made by manufacturers, advertisers or contributors. The views expressed are not necessarily those of the Editor or the publishers. Although all reasonable care is taken of all material, photographs, CD & DVDs submitted, the publishers cannot accept any responsibility for damage or loss. All rights reserved. No part of AvBuyer Magazine Advertising, Design or Editorial - may be reproduced, stored in a retrieval system, or transmitted in any other form, or by any other means, electronic, mechanical, photographic, recording or otherwise, without prior written permission of the publishers.

Advertiser’s Index 21st Century Jet Corporation ...............................162 AeroExpo ...................................................................157 Aerohead Aviation ...................................................149 AeroSmith/Penny .........................................142 - 143 Aircraft Guaranty Corporation.................................69 AMAC ...........................................................................97 AMSTAT .....................................................................128 Aradian Aviation .......................................................109 Aviation Consultants Aspen..................................153 Aviation Dynamix ........................................................85 Avjet Corporation ..............................................48 - 49 Avpro ......................................................................10-14 BAM ..............................................................................91 Bell Aviation...........................................................56-57 Bombardier ...............................................................105 Boutsen Aviation ........................................................87 CAAP .........................................................................144 Central Business Jets.............................................163 Charlie Bravo ..............................................................19 Conklin & de Decker ...............................................119 Corporate AirSearch Int’l .......................................152 Corporate Concepts ........................................54 - 55 Dassault Falcon Jet ..............................2 - 3, 59, 141 Advertising Enquiries see Page 5

Dubai Airshow ..........................................................121 Duncan Aviation..........................................................53 Eagle Aviation .............................................................23 EFA Prague...............................................................158 Elliott Jets .............................................................36-37 European Aircraft Sales............................................83 Freestream Aircraft USA....................................29-31 Gamit ............................................................................75 General Aviation Services ........................................47 Global Jet Monaco .......................25 - 27, 138 - 140 Hagerty Jet Group .....................................................95 Hatt & Associates ......................................................18 Hawkeye Aircraft Acquisitions..............................150 IAG..............................................................................148 Intellijet International.................................................6-7 Jet Sense Aviation/Gantt Aviation .......................151 Jet Support Services (JSSI) ....................................63 JetBrokers ...........................................................50 - 51 Jetcraft Corporation ................................42 - 43, 164 Jeteffect........................................................................99 JETNET.........................................................................79 JetPro Texas ....................................................154, 155 John Hopkinson & Associates ....................101, 156

www.AVBUYER.com

Kaiser Air ...................................................................147 Leading Edge Aviation Solutions .........................123 Lektro..........................................................................113 Mente Group ............................................................146 Mesinger Jet Sales ....................................FC, 15 - 17 NBAA Corporate .....................................................135 NBAA Regional Forum ...........................................157 NFS Advisors..............................................................83 Northern Jet Management .....................................145 OGARAJETS .....................................................34 - 35 Par Avion .............................................................80 - 81 Rolls-Royce .................................................................71 Singapore Airshow..................................................134 Sojourn Aviation.......................................................103 Southern Cross Aviation ........................................115 Survival Products.....................................................113 Tempus Jets ..............................................................117 Textron Aviation...........................................................73 The Jet Business ...............................................40 - 41 Tim Leacock Aircraft Sales ........................136 - 137 VREF Aircraft Values.................................................83 Wright Brothers Aircraft Title...................................65 May 2015 – AVBUYER MAGAZINE

161

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

Tri-Jets have earned a stellar reputation among owners and operators and usually command higher resale values than the competition.

With efficient space management the Falcon 900 aircraft have a larger passenger seating area than the Gulfstream IV. These Tri-Jets weigh 15 tons less and are 22 feet shorter, providing a more beneficial ramp presence.

The 900EX can speed across the Atlantic with all seats full at 0.84 IMN; and has 300 NM greater range than the Gulfstream IV-SP. Furthermore, the 900EX can fly from London to Kansas City, Buenos Aires to New Orleans and Anchorage to Seoul at 0.75 IMN with eight passengers and NBAA IFR reserves.

Revolutionary and the world's first purpose built fly-by-wire (FBW) business jet, the Falcon 7X capitalizes on Mach 2 technology.

AVAILABLE: FALCON 900B

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

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

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

INTERNET: WWW.TRI-JETS.COM

E-MAIL: sales@tri-jets.com

CBJ May.qxp_CBJ November06 23/04/2015 11:58 Page 1

General Offices

Mexico office

Minneapolis / St. Paul

TEL: 52.55.5211.1505

TEL: (952) 894-8559

CELL: 52.55.3901.1055

FAX: (952) 894-8569

E-MAIL: Enrique CBJets.com

EMAIL: INFO@CBJETS.COM

Since 1983……

LIKE NEW CITATION X SN 276 Over $1.8M just spent in Cockpit and refurbishment Upgrades, Rolls Royce Corporate Care, Recent Inspections, Cescom

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

CITATION X SN 275

2008 GULFSTREAM G200 SN 199

Winglets, Primus Elite 875 LCD Flight Deck Upgrade, Aircell AGT-4000 GOGO Biz w/ WIFI, RRCC, Cescom, No Damage History

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

1999 CITATION X N750GM

2003 GULFSTREAM G100 SN 150

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

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

2007 CITATION SOVEREIGN SN 156

FALCON 50-40 SN 25

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

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

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

As anyone in aviation knows,

TURBULENCE is an art.

Buying and selling aircraft can be a bumpy business. But for over 50 years, we’ve earned a reputation for delivering the smoothest ride, as well as the best deal. We did it by building our business entirely around our customers’ needs. With transaction specialists who really know aircraft and markets, and an unmatched global network of partners. The result? Faster, easier transactions and lots of repeat clients. So call us and relax. You’ve got the best navigator around. www.jetcraft.com I info@jetcraft.com I Headquarters +1 919-941-8400

I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I

FEATURED INVENTORY

2007 BOEING BBJ - SN 35990

File Photo

1,769 Hours; 476 Cycles; 2C inspection June 2014 Multi-Million Dollar Price Reduction

2013 GLOBAL 6000 - SN 9515

Airframe, Engines and APU Enrolled on Programs 16 Passenger Configuration with Crew Rest

5-2015_AV Buyer_Back Cover_Turbulence_REVISED.indd 1

2014 GULFSTREAM G650 - SN 6046

Immediately Available and Aggressively Priced Delivery and Test Flight Hours Only 2011 Challenger 605 2008 Challenger 850 2002 CRJ 200LR 2009 Global 5000 2012 Global 6000 2003 Global Express 2010 Global XRS 2007 Lear 45XR 2008 Lear 60XR

Download the

2007 Falcon 2000EX EASy 2009 Falcon 2000LX 1987 Falcon 900B 2006 Falcon 900EX EASy 2000 Dornier 328-310 2011 Legacy 650 2005 Gulfstream G550 1998 Gulfstream GIVSP 2009 Hawker 750 - HB-0065

2008 GULFSTREAM G200 - SN 187

Airframe on PlaneParts; Engines on ESP; APU on MSP 10 Passengers Configuration; Collins CMS

2000 GULFSTREAM GV - SN 601

Recent 5,000 Cycle, 2C & 5C Inspections FAR Part 135 Compliant - Equipped with HUD

Jetcraft App

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Scan this QR code to download to your Apple or Android device.

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AVOIDING

4/21/15 12:25 PM