AvBuyer Magazine November 2014

FC Avjet November 2014_FC December 06 22/10/2014 11:37 Page 1

AVBUYER WORLD

November 2014

™

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 Business Aviation & The Boardroom Aircraft Management Considerations

proudly presents

1999 BBJ

Growing your Flight Department

Serial Number 30751 See pages 16 - 17 for further details

Aircraft Comparative Analysis – Citation II/IISP www.AVBUYER.com

Formerly World Aircraft Sales Magazine

Project1_Layout 1 30/10/2014 09:43 Page 1

PRE-OWNED FALCON

A FALCON MAY LEAVE THE NEST, BUT IT NEVER LEAVES ITS FAMILY. No one knows a pre-owned Falcon better than Dassault. We designed and built it. And when the time comes to deliver it to a new owner, we prepare it with the same care and support it with the same commitment as any new Falcon.

Because every Falcon and every Falcon owner are family.

• 10 passengers • EASA / EUOPS1 compliant • Under FalconCare, ESP, MSP • EASy II (SVS, ADS-B out, LPV approaches) • Dual EFB’s, 3 VHF • Iridium Satcom (with data)

Visit falconjet.com/preowned France: +33.1.47.11.60.71 - US: +1.201.541.4556

Project1_Layout 1 30/10/2014 09:44 Page 1

Falcon 50EX 2006 • s/n 346 • 4,665 hrs. total time • 10 passengers (4 Fwd club, 4 places sofa & club 2) • 1 owner 1 operator since new • EASA / EUOPS1 compliant • 2C check due Aug 2018 • Engines & APU under MSP gold • Iridium Satcom

Falcon 2000LX 2012 • s/n 230 • 633 hrs. total time • 8 passengers • EASy II upgrade (SVS, Full CPDLC, ADS-B out) • EASA / EUOPS1 compliant • February 2018 C check • Engines on ESP, APU on MSP • 3 VHF, 3 IRS, 3 FMS • HUD, EFVS, Dual EFB’s • Dual Satcom, Iridium & Aviator 300

Falcon 2000LX 2013 • s/n 253 • 488 hrs. total time • 10 passengers • EASA / EUOPS1 compliant • Under FalconCare, ESP, MSP • EASy II (SVS, ADS-B out, LPV approaches) • Dual EFB’s, 3 VHF • Iridium Satcom (with data)

Falcon 900EX EASy 2005 • s/n 150 • 2,594 hrs. total time • 14 passengers with Fwd & Aft lavatories • EUOPS1 compliant • EASy II upgrade • FWD and AFT Lav • Sept. 2011 C check • Aero I Satcom

Falcon 900LX 2013 • s/n 271 • 514 hrs. total time • 14 passengers with Fwd and Aft lavatories • EASA / EUOPS1 compliant • Under FalconCare, ENG & APU under MSP • EASy II (ATN-B1) • Dual EFB’s, 3 VHF, 3 IRS, 3 FMS • MCS-7120 Satcom

Falcon 7X 2008 • s/n 028 • 1,378 hrs. total time • 14 passengers configuration without crew rest • EASA / EUOPS1 compliant • Head Up Display, Enhanced Flight Vision System • Iridium Aircell Axxess II Satcom • Collins Satellite TV Tailwind 500 • Securaplane video camera

AC Index November 23/10/2014 13:14 Page 1

Aircraft For Sale • AIRCRAFT • HELICOPTERS • PRODUCT & SERVICE PROVIDERS AIRCRAFT

PAGE

AERO L-39C Albatross .97,

AIRBUS A320 VIP . . . . . . 156, ACJ318 Elite . . . 92, 93,

BOEING/MCDONNELL DOUGLAS BBJ . . . . . . . . . . . 1, 16, 17, 25, 50, 76, CRJ-200 ER . . . . 25, CRJ-200 LR . . . . 50, DC8-62 VIP . . . . 77, Super 727 VIP . . 77,

BOMBARDIER Global 5000 . . . . 10, 50, 150, 156, Global 5000LE. . 10, Global 6000 . . . . 21, 83, 150, 156, Global 7000 . . . . 150, Global Express . 10, 76, 77, 101, 156, Global Express XRS . 10, 156, Global XRS . . . . 25, 51,

Challenger 300 . . . . . . . . . . . 22, 67, 77, 145, 156, 350 . . . . . . . . . . . 21, 600 . . . . . . . . . . . 47, 77, 601-3AER. . . . . . 12, 135, 601-3A . . . . . . . . 17, 64, 83, 601-3R . . . . . . . . 83, 604 . . . . . . . . . . . 44, 47, 64, 78, 105, . . . . . . . . . . . . . . . 156, 605 . . . . . . . . . . . 50, 78, 89, 101, 156, 650 . . . . . . . . . . . 109, 850 . . . . . . . . . . . 50, 146, 150, 156,

Learjet 31A . . . . . . . . . . . 65, 31ER . . . . . . . . . . 61, 35A . . . . . . . . . . . 64, 36A . . . . . . . . . . . 151, 40XR . . . . . . . . . . 78, 105, 45 . . . . . . . . . . . . 14, 27, 57, 65, 83, . . . . . . . . . . . . . . . 109, 45XR . . . . . . . . . . 83, 141, 156, 60 . . . . . . . . . . . . 27, 83, 105, 150, 60SE . . . . . . . . . . 64, 136, 156, 60XR . . . . . . . . . . 27, 65, 83, 137,

CESSNA Citation V. . . . . . . . . . . . . . 13, 22, 64, X . . . . . . . . . . . . . 12, 57, 67, 83, 155, XLS . . . . . . . . . . . 64, 67, 109, XLS+ . . . . . . . . . . 12, 67, 151, CJ. . . . . . . . . . . . . 60, CJ1. . . . . . . . . . . . 13, CJ1+ . . . . . . . . . . 67,

AIRCRAFT

PAGE

CJ2. . . . . . . . . . . . . 13, 64, 77, 83, 97, . . . . . . . . . . . . . . . 101, CJ3. . . . . . . . . . . . 13, 60, 101, 109, . . . . . . . . . . . . . . . 153, M2 . . . . . . . . . . . . 97, Bravo . . . . . . . . . 53, 64, 105, 140, Encore . . . . . . . . 13, 55, Excel . . . . . . . . . . 12, 97, 142, Jet . . . . . . . . . . . . 67, 105, Latitude . . . . . . . 60, Mustang . . . . . . . 13, 53, 64, Sovereign. . . . . . 77, 155, SII . . . . . . . . . . . . 60, Ultra . . . . . . . . . . 13, 83, 97, 128,

Conquest

AIRCRAFT

PAGE

HAWKER BEECHCRAFT

206 L4. . . . . . . . . 151, 212 . . . . . . . . . . . 151, 407 . . . . . . . . . . . 14, 412 EMS . . . . . . 151, 429 . . . . . . . . . . . 14, 17,

Beechcraft

EMB-135LR . . . . 77, ERJ-145EP. . . . . 77, Legacy 500 . . . . 21, 156, Legacy 600 . . . . 51, 77, 139, 156, Legacy 650 . . . . 156, Lineage. . . . . . . . 156, Phenom 300 . . . 78, 101,

400A . . . . . . . . . . 13, 53, 65, Premier 1 . . . . . . 83, Premier 1A. . . . . 147,

FALCON JET 7X . . . . . . . . . . . . 3, 11, 57, 101, 133, . . . . . . . . . . . . . . . 154, 20F . . . . . . . . . . . 155, 20F 5BR . . . . . . . 83, 20-5F. . . . . . . . . . 105, 50 . . . . . . . . . . . . 11, 12, 55, 101, 103, . . . . . . . . . . . . . . . 154, 155, 50-40 . . . . . . . . . 154, 155, 50EX . . . . . . . . . . 3, 11, 109, 154, 100 . . . . . . . . . . . 12, 900B . . . . . . . . . . 11, 22, 47, 64, 77, 83, . . . . . . . . . . . . . . . 138, 154, 155, 900C . . . . . . . . . . 60, 154, 900DX . . . . . . . . . 148, 900EX . . . . . . . . . 27, 139, 154, 900EX EASy . . . 3, 154, 155, 156 900LX . . . . . . . . . 3, 11, 2000 . . . . . . . . . . 11, 55, 57, 64, 77, 83, 2000EX. . . . . . . . 156, 2000EXEASy . . 50, 2000LX . . . . . . . . 3, 67, 143,

PAGE

SOCATA

EMBRAER

328 . . . . . . . . . . . 97, 328/300 . . . . . . . 101, F300 . . . . . . . . . . 151,

AIRCRAFT

IVSP . . . . . . . . . . 26, 29, 51, 77, 78, V. . . . . . . . . . . . . . 10, 22, 30, 71, 89, . . . . . . . . . . . . . . . 155, 100 . . . . . . . . . . . 65, 150 . . . . . . . . . . . 22, 30, 83, 200 . . . . . . . . . . . 10, 47, 55, 65, 78, . . . . . . . . . . . . . . . 129, 130, 134, 155, 300 . . . . . . . . . . . 131, 400 . . . . . . . . . . . 131, 450 . . . . . . . . . . . 7, 10, 31, 65, 76, 138, . . . . . . . . . . . . . . . 156, 550 . . . . . . . . . . . 7, 10, 17, 26, 29, 31, . . . . . . . . . . . . . . . 51, 55, 67, 76, 83, . . . . . . . . . . . . . . . 101, 130, 132, 144, 650 . . . . . . . . . . . 21, 26, 49,

II. . . . . . . . . . . . . . 61,

FAIRCHILD DORNIER

11.14

King Air 200 . . . . . . . . . . . 61, 64, 350 . . . . . . . . . . . 83, 103, B90 . . . . . . . . . . . 64, B200 . . . . . . . . . . 53, 67, C90 . . . . . . . . . . . 101, C90B . . . . . . . . . . 14, F90 . . . . . . . . . . . 61,

Hawker 400XP . . . . . . . . . 44, 83, 105, 700A . . . . . . . . . . 64, 800A . . . . . . . . . . 60, 800SP. . . . . . . . . 151, 800XP . . . . . . . . . 7, 12, 47, 57, 65, 78, . . . . . . . . . . . . . . . 83, 103, 850XP . . . . . . . . . 78, 79, 1000A . . . . . . . . . 151, 4000 . . . . . . . . . . 78, 105,

IAI Astra . . . . . . . . . . 64, Astra SP . . . . . . . 103,

PIAGGIO Avanti P180 II . . 101,

PILATUS

TBM 700B . . . . . 64, TBM 700C2 . . . . 64,

HELICOPTERS AGUSTAWESTLAND A109A II Plus . . 14, A109 Power . . . . 156, A109E Power. . . 14, A119 KE . . . . . . . 101, AW109 SP . . . . . 101, Grand . . . . . . . . . 77,

BELL

EUROCOPTER AS 350 B2 . . . . . 14, 101, AS 350 B3 . . . . . 101, AS 355 F2 . . . . . 77, AS 365 N3 . . . . . 156, BK 117C1. . . . . . 101, EC120B . . . . . . . 101, EC 130 B4 . . . . . 67, EC 135 P2+ . . . . 101,

SIKORSKY S-76B. . . . . . . . . . 151, S-76C+ . . . . . . . . 14, S-76C++ . . . . . . 27,

CORPORATE AVIATION PRODUCTS & SERVICES PROVIDERS Aircraft Engine /Support . 5, 69, Aircraft Perf & Specs . . . . . 90, 115, . . . . . . . . . . . . . . . . . . . . . . . . 125, Aircraft Title/Registry . . . . 35, 37, 39, . . . . . . . . . . . . . . . . . . . . . . . . 41, Finance . . . . . . . . . . . . . . . . 15, 81, Ground Handling . . . . . . . . 125

PC12/45. . . . . . . 61,

PIPER Cheyenne II . . . . 101, Meridan . . . . . . . 61,

GULFSTREAM IV . . . . . . . . . . . . . 10, 11, 17, 83, 85, . . . . . . . . . . . . . . . 151,

SABRELINER 65 . . . . . . . . . . . . 64,

THE WORLD’S LEADING

AIRCRAFT DEALERS & BROKERS find one today 4

AVBUYER MAGAZINE – November 2014

www.AvBuyer.com

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Project1_Layout 1 30/10/2014 09:45 Page 1

INTELLIJET’S APPROACH

IntelliJet International Jacksonville International Airport Jacksonville. FL, USA +1.904.741.4417 IntelliJet.com

Washington DC

TO

Moscow

MARKETING…

Project1_Layout 1 30/10/2014 09:47 Page 1

“TOP-DRAWER”

BY

DESIGN

Traditional business jet brokers typically apply a predictable strategy for promoting the aircraft they are tasked with selling – exposing the aircraft to the masses via multiple Internet sites, broadcast emails, and print media.

In fact, many long-standing brokers routinely boast about the distribution of the publications they advertise in or their colossal marketing budgets.

Regrettably, most of the aircraft brokerage community adheres to this same protocol and it can be difficult for an aircraft to attract suitable attention in today’s competitive market.

At IntelliJet International, we believe our way is better. We offer a limited selection of “top-drawer” aircraft to only well-qualified, discerning buyers. Our innovative, off-market sales strategy avoids overexposing your jet to the marketplace and highlights its exclusivity, which ultimately creates a demand for it. Many buyers become excited about the prospect of acquiring an aircraft that not just anyone has access to.

Our reputation was built on this innovative approach. Demand generates excitement, which can lead to a higher sale price.

IntelliJet International – presenting your aircraft in a positive light.

CURRENTLY AVAILABLE OFF-MARKET AIRCRAFT

2008 G550

2010 G450

AIRCRAFT WANTED Gulfstream G650 Gulfstream G550 Challenger 300

1996 800XP

GLOBAL XRS

Worldwide Specialists In Long Range Business Jets

Panel NOV14 21/10/2014 16:49 Page 1

Contents

Volume 18, Issue 11 – November 2014

Featured Articles Business Aviation and the Boardroom 18

The Sign of a Well-Managed Company: Why would any Director who values staff productivity not consider Business Aviation for their travel needs?

18 32

24

Business Aviation ‘Justification’: The Board is responsible for their corporation’s Business Aviation strategy. This will be your ‘justification’ when use of the company airplane is questioned.

32

The Banker-Turned-Flying Entrepreneur: For entrepreneur Amin Haque, private aviation is a business requirement. Haque outlines why it’s justifiable for businesses to fly privately.

36

Inside Knowledge: A look at the reasons why having a Board member with previous Business Aviation experience works.

40

Is There Magic in Timing: As a Board considers an aircraft sale or acquisition, understanding of the market and the need for timing is vital…

46

Anatomy of an Aircraft Claim (2 of 2): An outline of the steps to take when an aircraft-related accident proves catastrophic.

52

Transporting Politicians: The pitfalls to avoid and areas needing consideration before offering a politician a lift on the company aircraft…

56

Entry-Level & Light Jet Value: A look at the benefits of Entry-Level & Light Jets, and a listing of values for the models built over the last 20 years.

110 Main Features 62

Flight Dept. Management Skills – Make Everyone a Teacher: If you want to master something, teach it! That goes for Flight Department Management too.

66

Flight Dept. Management Skills – Cognitive Bias: Recognizing Cognitive Biases is just one aspect of the Flight Department Manager’s right decisionmaking process.

70

Aircraft Comparative Analysis – Citation II/IISP: How does the performance of the Citation II/IISP stand up against the Learjet 31/31A and Beechjet 400/400A?

94

Aircraft Management Considerations: When is aircraft management right for you, and what are the considerations for selecting the right company for the job?

Regular Features 80 116 118 124

98

A/C Specifications & Performance Tables Aviation Leadership Roundtable 104 Market Indicators BizAv Round-Up

Next Month’s Issue

TCE & Charter: What impact does Trip Cost Estimation (TCE) have on the quality of charter service? Mike Vines investigates.

Fuel Planning: Safety consultant Mario Pierobon looks at the ways both Business Aviation and the airlines look to measure and make fuel savings.

108

Modernizing your Aircraft (1 of 3): Selecting an appropriate upgrade and doing the necessary financial analysis forms the basis for the first of this threepart series.

110

Growing your Flight Department: When one airplane no longer suffices, what then? Finances, staffing, hangaring and maintenance are all considerations for growing your flight department.

Business Aviation and the Boardroom Aircraft Comparative Analysis – Falcon 2000 Series GAMA 3Q 2014 Shipment Report

8

AVBUYER MAGAZINE – November 2014

www.AvBuyer.com

Aircraft Index see Page 4

Panel NOV14 22/10/2014 11:40 Page 2

AVBUYER

CHANGE OF NAME BUT NOT OF MISSION !

EDITORIAL Editorial Director / Publisher J.W. (Jack) Olcott 1- 973 734 9994 Jack@avbuyer.com Commissioning & Online Editor Matthew Harris 1- 800 620 8801 editorial@avbuyer.com

WORLD

www.AvBuyer.com ™

The global marketplace for business aviation

Editorial Contributor (USA Office) Dave Higdon Dave@avbuyer.com

June 2014

2014 GULFSTREAM G450, SN 4303 See pages 32 - 33 for further details

Consulting Editor Sean O’Farrell +44 (0)20 8255 4409 Sean@avbuyer.com

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 Karen@avbuyer.com

an AvBuyer.com Publication

AVBUYER November 2014

™

B U S I N E S S

STUDIO/PRODUCTION Helen Cavalli / Mark Williams 1- 800 620 8801 Helen@avbuyer.com Mark@avbuyer.com

A V I A T I O N

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

CIRCULATION Barry Carter 1- 800 620 8801 Barry@avbuyer.com AVBUYER.COM Nick Barron Nick@avbuyer.com

We are delighted to announce this brand consolidation and the renaming of our magazine to: AvBuyer.

Is Now WORLD

THIS MONTH Business Aviation & The Boardroom

1999 BBJ

Growing your Flight Department

Serial Number 30751 See pages 16 - 17 for further details

Aircraft Comparative Analysis – Citation II/IISP www.AVBUYER.com

Formerly World Aircraft Sales Magazine

USA OFFICE 1210 West 11th Street, Wichita, KS 67203-3517 EUROPEAN OFFICE Cowleaze House, 39 Cowleaze Rd, Kingston, Surrey, KT2 6DZ, UK +44 (0)20 8255 4000 PRINTED BY Fry Communications, Inc. 800 West Church Road, Mechanicsburg, PA 17055

The magazine will continue to offer the best in Business Aviation writing and the latest inventory listings and the best in Business Aviation products and services. The change of name to AvBuyer reflects our continued commitment to meet the needs of today’s aircraft buyer by delivering the market intelligence and operational insights they require. Thus, the magazine’s new tagline— Business Aviation Intelligence — truly sums up the value that AvBuyer magazine delivers.

We look forward to your comments and feedback as we move into this exciting new chapter in our history. Please feel free to contact us at any time.

Aircraft Management Considerations

proudly presents

Emma Davey Emma@avbuyer.com MANAGING DIRECTOR John Brennan 1- 800 620 8801 John@avbuyer.com

Building on the success of our magazine, we launched AvBuyer.com in 1998 and have been honored to watch it become one of the Internet’s premier platforms for listing and researching pre-owned business aircraft and associated products and services.

While successfully operating under two names for many years, the time has come to bring our magazine and digital media brands together all under one designation.

ADVERTISING Brittany Davies (USA Sales) VP Sales Cell: 01201 430 7350 Bd@avbuyer.com

World Aircraft Sales Magazine has been privileged to serve the Business Aviation community for 18 years through its unique blend of high quality editorial content and aircraft advertising.

Warm regards John Brennan Managing Director

AVBUYER ONLINE : IN PRINT : BROADCAST

AVB UYER IS A MEMBER OF THE FOLLOWING ORGANISATIONS: Aircraft Electronics Association (AEA) British Business and General Aviation Association (BBGA) British Helicopter Association (BHA European Business Aviation Association (EBAA) Helicopter Association International (HAI) National Aircraft Finance Association (NAFA) National Aircraft Resale Association (NARA National Business Aviation Association (NBAA)

www.AvBuyer.com

November 2014 – AVBUYER MAGAZINE

9

Avpro November 20/10/2014 12:42 Page 1

GLOBAL 5000 VISION 2015 DELIVERY POSITION

GLOBAL EXPRESS XRS SERIAL NUMBER 9387

GLOBAL 5000LE SERIAL NUMBER 9340

GLOBAL EXPRESS SERIAL NUMBER 9010

GULFSTREAM V SERIAL NUMBER 525

GULFSTREAM G550 SERIAL NUMBER 5068

GULFSTREAM G450 SERIAL NUMBER 4024

GULFSTREAM G200 SERIAL NUMBER 203

GULFSTREAM IV SERIAL NUMBER 1176

GULFSTREAM IV SERIAL NUMBER 1042

900 BESTGATE ROAD z SUITE 412 z ANNAPOLIS, MARYLAND 21401 z TEL 410-573-1515

Avpro November 20/10/2014 12:42 Page 2

WWW W W W . AVPROJETS AV P R O J E T S . C COM OM

VIEW W VIDE IDEO EO OF OU UR R EX XCLUSIVE CLUSIVE LISTINGS!

GULFSTREAM IV GULFSTREAM SERIAL NUMBER 1029

FALCON 2000S 2000S FALCON 711 SERIAL NUMBER 711

FALCON 2000 FALCON SERIAL NUMBER 222

FALCON 2000 FALCON SERIAL NUMBER 2166

FALCON 7X 7X FALCON SERIAL NUMBER 36

FALCON 900LX 900LX FALCON SERIAL NUMBER 1900

FALCON 900B 900B FALCON SERIAL NUMBER 114

FALCON 900B 900B FALCON SERIAL NUMBER 166

FALCON FALCON 50EX 50EX SERIAL NUMBER 275

INFO@AVPROJETS.COM

FALCON 50 FALCON 1588 SERIAL NUMBER 15

WWW.AVPROJETS.COM

Avpro November 20/10/2014 12:43 Page 3

EMS

FALCON 50 SERIAL NUMBER 159

FALCON 100 SERIAL NUMBER 206

CHALLENGER 601-3A/ER SERIAL NUMBER 5041

HAWKER 800XP SERIAL NUMBER 258562

HAWKER 800XP SERIAL NUMBER 258293

CITATION X SERIAL NUMBER 254

CITATION X SERIAL NUMBER 110

CITATION X SERIAL NUMBER 72

CITATION XLS+ SERIAL NUMBER 6022

CITATION EXCEL SERIAL NUMBER 5161

900 BESTGATE ROAD z SUITE 412 z ANNAPOLIS, MARYLAND 21401 z TEL 410-573-1515

Avpro November 20/10/2014 12:44 Page 4

V ISIT ISIT

W WWW W W . AVPROJETS AV P R O J E T S . C COM OM VIIEW W VIIDEO OF OU UR R EX XCLUSIVE CLUSIVE LISTINGS!

ULTRA CITATION CITATION I ULTRA SERIAL E NUMBER 439

C CITATION ITATION V SERIAL NUMBER 234

NCORE CIT CITATION TATION E ENCORE SERIAL NUMBER 603

CITATION CITATION ENCORE+ ENCORE+ SERIAL NUMBER 765

USTANG CIT CITATION TATION M MUSTANG SERIAL NUMBER 171

C ITATION M USTANG CITATION MUSTANG SERIAL NUMBER 204

CIT ITATION ATION C CJ3 JJ3 SERIAL NUMBER 86

C CITATION ITATION CJ1 CJ1 J SERIAL NUMBER 495

INFO@AVPROJETS.COM

ITATION ATION CJ2 CJ2 J CIT SERIAL NUMBER 179

BEECHJET BEECHJET 400 400A A SERIAL NUMBER R K-677 RK-67

WWW.AVPROJETS.COM

Avpro November 20/10/2014 12:44 Page 5

KING AIR C90B SERIAL NUMBER LJ-1453

LEARJET 45 SERIAL NUMBER 294

AGUSTA A109E POWER SERIAL NUMBER 11145

AGUSTA A109E POWER SERIAL NUMBER 11831

AGUSTA A109E POWER SERIAL NUMBER 11770

BELL 407 SERIAL NUMBER 53127

BELL 429 SERIAL NUMBER 57056

AGUSTA A109A II PLUS SERIAL NUMBER 7436

EUROCOPTER EC AS350 B2 SERIAL NUMBER 2555

SIKORSKY S-76C+ SERIAL NUMBER 760464

900 BESTGATE ROAD z SUITE 412 z ANNAPOLIS, MARYLAND 21401 z TEL 410-573-1515

1st Source Bank August_Layout 1 22/07/2014 11:59 Page 1

AIRCRAFT FINANCING — an nd d more mo r e 1st Source Bank has over 25 years of experience as a leading national aircraft lender, and 150 years as a full service bank.

We know aircraft financing and we know banking.

The aviation lenders at 1st Source – experts in aircraft financing – give you the right advice and the right financing to get you airborne quickly. Our service is outstanding, with the full array of financial products and services to keep you coming back.

Whether you are a first time buyer, trading up or refinancing your current aircraft, give us a call. Strong, stable and personal, we’ll keep your best interests in mind. Contact us at 574-235-2037 or at marketing 1stSource.com.

1s t s o u r c e .c o m /s fg Photo courtesy of Pilatus

Avjet FP left-hand page November_Layout 1 22/10/2014 16:37 Page 1

Avjet multi left-hand November_Layout 1 21/10/2014 14:30 Page 1

EXCLUSIVELY OFFERED BY AVJET CORPORATION

AIRCRAFT FOR SALE

2005 G550 S/N 5065

2001 BBJ S/N 32774

1988 GIV S/N 1076

1989 GIV S/N 1120

1989 Challenger 601-3A S/N 5045

2012 Bell 429 S/N 57101

+1 (410) 626-6162 | sales@avjet.com | avjet.com

BG 1 Nov14_FinanceSept 21/10/2014 15:37 Page 1

BUSINESS AVIATION AND THE BOARDROOM

It’s Most Certainly Business Aviation...

Possibly the world’s most recognized expert on the value of Business Aviation, Jack Olcott is a former Editor and Publisher of Business & Commercial Aviation magazine and Vice President within McGraw-Hill’s Aviation Week Group. He was President of the Aviation Business National Association from 1992 through 2003, and today Jack’s network and personal knowledge of Business Aviation uniquely qualifies him to oversee Business Aviation and the Boardroom.

More information from Jack@avbuyer.com

“...with air carriers reducing the number of aircraft serving city pairs, thereby filling more seats, the character of air travel has changed...”

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AVBUYER MAGAZINE – November 2014

The sign of a well-managed company...

Jack Olcott wonders why any Director who values the productivity of personnel would not consider business aircraft for their many travel needs. n some circles the words “Business Aviation” prompt thoughts of privilege and excess.

Media loves to bash those “fat cats” who fly on corporate jets, even though the majority of passengers on business aircraft are middle managers or technical experts doing yeomen duty for the company.

Perhaps a fear of criticism combined with a lack of knowledge causes Board members to dismiss this form of transportation. Much evidence exists, however, that business aircraft are unique tools that enhance productivity of a company’s two most important assets—people and time.

Thus the question that media and shareholders should ask is “why not Business Aviation?”

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NECESSITY OF AIR TRAVEL Obviously companies have significant needs to travel, and today’s businesses rely on the ability of employees to reach clients and business partners quickly and safely. Air travel satisfies that need.

Not so obvious is recognition that not all air travel need be via scheduled airlines, particularly in today’s environment where air carriers focus their services between a limited number of very large hubs. Furthermore, with air carriers reducing the number of aircraft serving city pairs, thereby filling more seats, the character of air travel has changed in a way that does not favor a suitable working environment for the business traveler.

Consider, for example, a recent article entitled

Aircraft Index see Page 4

BG 1 Nov14_FinanceSept 20/10/2014 14:27 Page 2

What the Boardroom needs to know about Business Aviation “A Recipe for Air Rage” by Stephanie Rosenbloom in the Travel Section of the New York Times’ Sunday edition. Ms. Rosenbloom describes the environmental pressures placed on airline passengers as air carriers have implemented policies designed to maximize load factor—the percentage of filled seats divided by available seats, a number that often reaches 100.

She noted that being confined in a packed airliner after lingering at the departure gate creates an environment that is stressful and fatiguing.

Nor did she overlook the “cram your carry-on into the overhead” challenge. With airlines charging for baggage, more passengers are boarding with backpacks or roller bags stuffed to the seams. Such boarding situations certainly are not conducive to a productive state of mind.

Ms. Rosenbloom quoted a University of Hawaii professor of psychology who researches road and air rage. “When you crowd people together, there is a point at which they are no longer able to function appropriately,” stated Leon James. Crowding, he observed, leads to feelings of alienation, cynicism and anonymity and a “breakdown of ordinary social inhibitions,” such as controlling explosive behavior. Service changes implemented by airlines have reinforced a hostile climate, according to Professor James.

Companies need their employees to be in top form when they meet clients. Travel conditions that compromise a person’s ability to think constructively and productively are counterproductive.

TRAVELING PRODUCTIVELY Aside from any hostility or angst generated from the boarding experience, neither first nor business class seating is sufficient to assure a favorable environment for working, even for the most composed executive. Consider industrial security: The CEO of a leading employer in a small Midwestern city instructed his employees not to read company documents or discuss business when departing from or returning to the local airport. His reasoning, he told me, was that whatever was discussed or observed would compromise the firm’s competitiveness.

Travel via business aircraft allows passengers to determine their own schedule and select airports that are closer to their points of departure and ultimate destinations, thereby significantly reducing the time spent traveling. The USA, for example, has 10 times the number of locations with airports suitable for business aircraft than there are cities with any form of scheduled airline service. When business-friendly schedules are considered, business aircraft can access about 100 times more locations than can scheduled air carriers.

While not exactly the same ratio between locations suitable to business aircraft and airlines exists throughout the world, the situation is similar: business aircraft provide access to many more locations than do scheduled air carriers.

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Business aircraft are offices that move.

Increasingly so, they are fitted with the wonders of modern connectivity so that the business traveler has nearly the same level of communications with clients and colleagues that he or she has from office or home. Also, passengers have the environment that is conducive to productivity. No one wants to be in the presence of colleagues wasting time reading a trashy ‘potboiler’.

As for air rage, the likelihood of passengers losing their cool on a business aircraft, especially in the midst of colleagues, is very low, even in the relatively confined space of some smaller jets.

Business Aviation comes in many forms, ranging from charter - for the occasional trip - to ownership of an aircraft for the company’s exclusive use. Many travel options exist along the spectrum of Business Aviation services. The enlightened Director is aware of those options and the benefits they offer the corporation.

Directors must not ignore the attributes of business aircraft. In fact, use of Business Aviation is the sign of a well-managed company.

“Companies need their employees to be in top form when they meet clients.”

Do you have any questions or opinions on the above topic?

Get them answered/published in AvBuyer Magazine. Email feedback to: Jack@avbuyer.com Business Aviation and the Boardroom continues on Page 24

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November 2014 – AVBUYER MAGAZINE

19

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BG 2 Nov14_FinanceSept 20/10/2014 14:29 Page 1

BUSINESS AVIATION AND THE BOARDROOM

Business Aviation “Justification”: It’s all about strategy Peter Agur Jr. is managing director and founder of The VanAllen Group, a business aviation consutancy with expertise in safety, aircraft acquisitions, and leader selection and development. A member of the Flight Safety Foundation’s Corporate Advisory Committee and the NBAA’s Corporate Aviation Managers Committee (emeritus), he is an NBAA Certified Aviation Manager.

Contact him via www.VanAllen.com.

The Board of Directors is responsible for establishing a clear definition of the corporation’s Business Aviation strategy, contends Pete Agur. Failure to do so could lead to unnecessary concerns over your use of a company aircraft.

W

ithout identifying the strategic benefits of Business Aviation to your firm, you and other leaders risk being sniped at over why the Board authorizes aircraft services. This hot potato cannot be delegated. You cannot ask your Director of Aviation Services to provide you with justification for his or her business unit’s existence. Their job is to manage and deliver the highest benefits, as those benefits are perceived by the owner, safely and for the most effective costs. Those benefits and costs are operational impacts, not strategic justification.

STRATEGIC IMPACT Avoiding the airlines may be enough justification to own Business Aviation services for a high net worth

individual or a closely held company. After all, an airplane can easily be a smaller part of the principal’s net worth than a car is of yours or mine. But, fiduciary responsibility is a fundamental requirement for a publicly held company. And, since Business Aviation may be the single largest non-core business investment the firm makes, it is critical that the Board be clear concerning why that investment has been made.

The VanAllen Group (my consultancy) is often asked to help Boards of Directors determine if the commitment to Business Aviation services is justified. The following are typical examples of the strategic impact Business Aviation makes for our clients who have opted in. Their successes are not unique. continued on page 28 U

“...fiduciary responsibility is a fundamental requirement for a publicly held company.”

IS A LACK OF BUSINESS AVIATION STRATEGY PLACING YOU IN THE FIRING LINE?

24

AVBUYER MAGAZINE – November 2014

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Aircraft Index see Page 4

Freestream November 20/10/2014 12:51 Page 1

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Boeing BBJ S/N: 36714. Reg: VP-BFT • Make Offer • Into Service 2009 • 18 Passenger - Andrew Winch Interior Design • Full Factory Warranties • Very Low Hours • PATS 6 tank Configuration (5 aft, 1 fwd) • Aft state room with private lavatory and shower • Airshow Network • Five external cameras

Boeing BBJ S/N: 29273. Reg: VP-BBJ • Make Offer • Total Time: 3743 hours / Landings: 917 • One Owner Since New • One of the Lowest Time BBJ's on the Market • One of Two Longest Range BBJ's Flying • PATS 9-Tank Configuration • SFR88 Modification • 18 Passenger Interior

CRJ-200ER S/N: 7508. Reg: VP-BER • Make Offer • Total TIme: 4036 hours / Landings 2671 • EASA Compliant • 32 Pax Interior Refurbished in 2012 • -150 APU • TCAS II Chg 7.0 • A/F Inspection c/w Feb 2013 • No Damage History

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Freestream November 20/10/2014 12:53 Page 2

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

Freestream November 20/10/2014 12:54 Page 3

Falcon 900EX S/N: 87 • Make Offer • Total Time: 4113 hours / Landings 2371 • Will deliver with Engines & APU on MSP • Avionics on Honeywell Advanced Protection Plan • Honeywell SSFDR & SSCVR • Satcom Collins SRT-2000 • Airshow 400/Genesis • 14 passenger w/forward crew and aft lavatories

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BG 2 Nov14_FinanceSept 20/10/2014 14:30 Page 2

What the Boardroom needs to know about Business Aviation •

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•

•

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A financial services company eliminated an entire layer of senior management by leveraging the top tier’s time-place mobility using their business aircraft. The saved compensation costs more than offset the aviation budget. Their aircraft services allow them to connect more effectively with their sales network and to capture new markets. They are achieving this level of productivity without burning out their most frequent travelers or sacrificing their family lives.

Their results have included unprecedented growth and profits.

A pharma company states their jets are critical to their inorganic growth strategy. Their Merger & Acquisition teams are perpetually investigating opportunities. Privacy and speed of response are critical to the success of their deals.

They have become an industry leader.

A manufacturing company’s dominance in its segment is based on the strategy of having their production facilities in smaller communities where costs are low and quality of labor is high.

These remote sites are within easy reach of their headquarters using their aircraft. This strategy has enabled them to centralize many of their key functions like R&D, engineering and production support. Their costs and quality are unrivaled.

A textile manufacturer uses a similar strategy of remote manufacturing facilities. But its leadership has taken their Business Aviation strategy to the revenue side. The firm sells the vast majority of its production to a very few buyers.

As a result, the aircraft brings customers to the manufacturer to plan product development and delivery schedules. That kind of partnership between the manufacturer and its customers has assured long-term relationships and sustained success.

A utility company has aircraft as a core resource in its emergency response capabilities. In the case of a substantial disaster (earthquake, tornadoes, hurricanes, floods, ice storm, etc.), they use business aircraft to assess the situation and bring response teams to the scene as quickly as possible in their effort to minimize the time of service interruption. At other times their aircraft are used to attract new industries to their communities, further defraying the costs charged to current rate payers.

STRATEGY BEGETS SUCCESS A great business strategy lays the foundation for the success and endurance of your business. Your Business Aviation strategy is how you use aircraft services to achieve the core business strategy. Each of the cited examples demonstrates a clear linkage between that company’s strategy and their application of aircraft services.

If you have not already made that clear linkage, or have not effectively shared it with your shareholders and employees, you are likely to hear concerns, financial and cultural, about how the firm’s leadership justifies the corporation’s ownership and

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AVBUYER MAGAZINE – November 2014

CAN SHAREHOLDERS AND EMPLOYEES ALIKE UNDERSTAND AND APPLAUD YOUR AVIATION STRATEGY?

use of Business Aviation services.

The questions could come from internal folks like your Controller, Chief Financial Officer or your outside accounting firm. These people clearly understand the power of a dollar saved as it falls directly to the bottom line. Unless they know there is a direct connection between the Business Aircraft and the achievement of the company’s strategy and financial success, they could easily assume the aircraft is a perk, creating a black hole for earnings.

Or you could hear concerns from shareholders and/or employees about elitist behaviors by those at the top. These missives could refer to “jaunts in the private jet”. Their sources could be as subversive as gossip shared around the water cooler or as pointed as a challenge during a public shareholders’ meeting.

In either event, if you cannot concisely explain the strategic justification of your Business Aviation services you are likely to be an easy target for a sniper firing pointed barbs. Your best body armor is to preemptively declare your Business Aviation strategy.

This concept is beautifully illustrated by the conversation I had with a union steward who I sat beside during one of my many airline flights. I asked him what he thought of his company’s use of Business Aircraft (expecting a thoroughly entertaining rant). I was stunned and delighted when he said, “The more places those executives go, the more deals they can make. That means more work for us!”

Nice shot!

“Each of the cited examples demonstrates a clear linkage between that company’s strategy and their application of aircraft services.”

Do you have any questions or opinions on the above topic?

Get them answered/published in AvBuyer Magazine. Email feedback to: Jack@avbuyer.com Business Aviation and the Boardroom continues on Page 32

www.AVBUYER.com

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BG 3 Nov14_FinanceSept 21/10/2014 15:34 Page 1

BUSINESS AVIATION AND THE BOARDROOM

Business Aviation Case Study Rani Singh writes about aviation.

She reports on news, foreign affairs, politics and business with the world’s largest news organisation.

The Banker-Turned-Flying Entrepreneur.

For entrepreneur Amin Haque, private aviation is a business requirement. Amin met with AvBuyer Magazine at London’s Biggin Hill airport to learn more about his experience of Business Aviation and why it is justifiable for businesses to fly privately. min Haque was in banking for 20 years and founded two companies from scratch.

He has flown on business jets, accumulated two million air miles and owned a Cirrus SR22. He has also flown seaplanes and landed on glaciers. Following CFO and COO roles at UBS, Amin became an entrepreneur in 1999 when he created MIB Partners, which today is the top investment bank benchmarking firm in London.

“Most of the world’s top consultancies tried to create a similar product and failed,” he explained.

“We got the boards of the world’s top investment banks to trust us with important data.”

Amin sold MIB partners to AON, and returned to New York as Head of Strategic Planning for the

A

“We are demonstrating that private aviation can be a practical and financially sensible option for businesses.”

32

AVBUYER MAGAZINE – November 2014

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Investment Bank of Credit Suisse. He then became CFO for the $3bn IT division working in London, New York and Zurich. Amin has worked as a senior banking consultant to banking boards, hedge funds and the very wealthy in Europe, New York and the Middle East, and has also spent two years trying to get RBS back to a healthy place as Head of Planning Transformation and Expense Management.

One of Amin’s other start-ups is now a rapidly growing co-ownership scheme for business turboprops. Amin holds to a belief that we accept mediocrity too easily and he believes his turboprop business, F13, offers greater choice, cheaper prices and higher quality than the existing market. “Some businesses can fly privately with F13 for less than they

Aircraft Index see Page 4

BG 3 Nov14_FinanceSept 20/10/2014 14:34 Page 2

What the Boardroom needs to know about Business Aviation currently spend commercially, eliminating hassle and saving time,” Amin outlined. “For those that already fly privately the saving can be as much as 70%. We are demonstrating that private aviation can be a practical and financially sensible option for businesses.”

to extremely detailed information from the bulge bracket Investment Banks, and privacy was essential. At sensitive times, we couldn’t use our laptops or read reports even on First Class.

Private travel wasn’t the norm, but occasionally it was a necessity.”

THE BEST OR ONLY OPTION For Amin, private aircraft are a business tool whose reputation has been tarnished by corporate excess.

“I have observed every type of behaviour, including people exploiting first or business class to gain personal air miles, day trips on Concorde on consecutive days, and business trips engineered so a team can justify chartering private jets,” he outlined. “Choice of air travel is emotive and everyone has an opinion but sometimes corporate excess has damaged the reputation of a valuable business tool.

“However, I learnt from my banking years that there are many occasions when a private aircraft is either the best, or the only option.

Sometimes it is the most financially sensible option.”

Pressed to give some examples, Amin offers, “During the UBS and Swiss Bank merger, our team had to make immediate decisions on the operations of our trading floors and management teams, and we needed to get to Zurich, Frankfurt, Geneva, Paris and Luxembourg, all within 36 hours. The only way we could achieve this was to charter a Citation.

“We also needed complete secrecy when we were advising on the start up of a sensitive hedge fund with high profile backers. We needed six hours in peace and privacy, so flying anti-social hours was the only way. Sometimes we travelled privately because our clients owned Falcons and Gulfstreams that weren’t being used much.

“During my time as CEO of MIB, I was privy

BENEFITS VS PERCEPTIONS Amin finds that private business travel is picking up after the financial crisis.

“There are encouraging signs, particularly with smaller aircraft. Many companies stopped flying privately after 2008 but others simply downsized to a more efficient turboprop or light jet. Not only is this cost effective; you can often get closer to your destination. Corporates have to be more aware of their carbon footprint now and by switching to a modern turboprop, you can reduce this by 60% compared to an equivalent jet.”

Amin acknowledges that public perception remains a factor preventing some businesses from flying privately, but thinks this is sometimes misguided.

“There is a greater than ever need for corporates to justify their expenses and that includes travel. For larger corporates whose assets and spending are closely monitored, flights have to be financially justifiable to shareholders. Doubtless many businesses that owned their own aircraft ten years ago no longer feel able to do so, but ironically this means many corporates are having to charter jets or buy large numbers of commercial seats at short notice, which can turn out to be more expensive.

“Businesses that downsized or retained a share in a fractional scheme are still able to move their best people quickly and efficiently and are never penalized if they need to make these plans at short notice,” Amin elaborated. “You sometimes travel suddenly to react to a problem that needs U

“I learnt from my banking years that there are many occasions when a private aircraft is either the best, or the only option.”

F13 offers shares in new PC-12 NG aircraft, with exceptional interiors and on-board technology and a guaranteed buy back. After initial purchase and a fixed monthly service charge members can fly at EUR 1,700 per hour for the whole aircraft, 365 days per year (inclusive of positioning, two type rated pilots and all other costs).

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Advertising Enquiries see Page 9

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November 2014 – AVBUYER MAGAZINE

33

BG 3 Nov14_FinanceSept 20/10/2014 14:41 Page 3

to be addressed in person. With aircraft ownership or co-ownership the costs are fixed and there is no penalty for flying at short notice.”

Amin thinks that public perception would change if the full costs of commercial business travel were fully understood. He emphasises that the total cost of a trip is far more than just the airfare. “The cost of travel includes time getting to the airport, going through security and passport control, boarding, waiting to take off, time in the air when you cannot work, and your onward journey from the airport to your destination.

“It includes sitting in a terminal with unsecure internet, being unable to take confidential business calls, paying for taxis, food and overnight hotels.

“The cost of commercial travel will always be perceived as being lower than flying private, but consider a team whose time is worth thirty thousand pounds [approximately $48,000] per hour maybe a legal team that usually bills clients every six minutes. Would you rather your team arrive two hours before departure and then be cut off for two hours in the air, or would you rather pay more to allow them to utilise their time in the air with high-speed internet?

“The balancing point is different for every company,” noted Amin, “but you have to calculate the complete cost of traveling for each journey. For getting two people from Canary Wharf to Geneva, you are well served by the commercial airlines.

However the time I needed to take six people from Jersey to Cannes in a hurry to rescue a deal, we had to have a seamless journey.”

Amin is an accomplished pilot who has owned a Cirrus SR22 and has studied for his type rating on the Pilatus PC-12. “My inspiration for learning to fly actually came when I was with a client in Courchevel, which is off-limits even to charter jets,” Amin explained.

“I saw this snow-covered runway, 550m [1,800ft] long, right next to the piste and thought, ‘I have to learn to fly here’.” (Amin is today one of few pilots worldwide able to land at Courchevel, St Tropez and St Moritz. London to Courchevel takes just 2 ¼ hours in the PC-12, making a day trip possible.)

So what are Amin’s favourite aircraft? “I have flown on the Falcon 7X, Legacy 650, various Citations (including the Mustang), King Airs and PC-12s. For long journeys I love the Falcon 7X, but would spend less money and buy a Legacy 650.

“For short or mid-length journeys, you can’t beat the PC-12 in my opinion, which is why we chose it for F13, our fractional business. You can fill the seats, luggage space and fuel tanks, and land in amazing places at a very reasonable cost. If money were no object? I would have the Falcon 7X and a PC-12, with matching interiors and technology.”

AMIN IS ALSO AN ACCOMPLISHED PILOT

ON APPROACH TO COURCHEVEL

Do you have any questions or opinions on the above topic?

Get them answered/published in AvBuyer Magazine. Email feedback to: Jack@avbuyer.com Business Aviation and the Boardroom continues on Page 36

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AVBUYER MAGAZINE – November 2014

www.AVBUYER.com

Aircraft Index see Page 4

BG 4 Nov14_FinanceSept 20/10/2014 14:44 Page 1

BUSINESS AVIATION AND THE BOARDROOM

Inside Knowledge Why having a Board Member with Aviation experience works.

David Wyndham is co-owner and President of Conklin & de Decker where the focus of his activities is on aircraft cost and performance analyses, fleet planning, and life cycle costing for clients. Mr. Wyndham can be contacted at david@conklindd.com

Board members can lead a company into the future, or steer it to failure. For key issues like logistics and productivity, having a Board member with Business Aviation experience is highly beneficial, notes David Wyndham. hen evaluating the benefits of Business Aviation, having Directors with some prior knowledge in Business Aviation can help guide Board discussions regarding the benefits of an aircraft and how best to manage such an asset. Hopefully new Board members would at least look objectively at the productivity enhancements that accrue from the efficiency of business aircraft travel.

For example, should the business aircraft be used exclusively by senior leadership or should it be used in a more egalitarian manner, available to a broad cross-section of the company? Having had experience with an aircraft, combined with the knowledge of the corporate mission, an aviation-minded Board mem-

W “The CEO of that corporation sits on another Board and is a proponent of maximizing the use of the business aircraft.”

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AVBUYER MAGAZINE – November 2014

www.AVBUYER.com

ber is better prepared to address such issues.

I have seen the successful use of the business aircraft as a company shuttle. One corporation I worked with has two main operating locations. In addition to senior leadership using the business jet, top management opens the remaining seats on the company aircraft to any employee with a business purpose traveling between the locations. The CEO of that corporation sits on another Board and is a proponent of maximizing the use of the business aircraft.

In helping the senior leadership define and evolve the mission of the corporation, an aviation-minded Board member can assist in the strategic discussions of how best to take advantage of the business aircraft.

As another example, I assisted a corporation that was expanding its operations in Asia. They debated U

Aircraft Index see Page 4

BG 4 Nov14_FinanceSept 20/10/2014 14:45 Page 2

What the Boardroom needs to know about Business Aviation purchasing a global business jet to transport their executives from the US to Asia, but the Board was hesitant about costs. Charter was an option, as was fractional ownership. A Board member whose own company did business in Asia helped them understand the pros and cons of the various options. He knew where to find expert advice both from within the company’s flight department and from the spectrum of available aviation consultants. As a result of his guidance, the Board was confident in their decision to purchase the global business jet.

DEALING WITH OPTICS There are times when the personal use of a business aircraft by the CEO becomes a publicity issue. Even when 99% of use is business, the appearance that the company’s aircraft is the personal limousine for top management can leave shareholders upset, as well as irritate employees. This issue can be front page news if the corporation has just released a bad earnings report.

Sometimes, "Sell the plane!" is the emotional—and wrong—reaction to that negative press. A Board member with business aircraft experience can be a voice of reason. He or she can help craft a public reply justifying the aircraft as a business tool, or perhaps even raise the ethics and discuss the issue internally before controversy surfaces.

FLIGHT DEPARTMENT OVERSIGHT The strongest reason for having Board members who are familiar with aviation relates to fiduciary oversight of the flight department. An active Board should be diligent in evaluating whether the corporation has the adequate resources it needs to achieve its goals.

Part of that oversight should be evaluating how well existing transportation options facilitate enhanced productivity. When a company has a flight department, Board oversight must address how well the company aircraft serves the corporate mission.

Metrics should be developed so that both management and the flight department have a clear view of how well they are doing. Cost per hour and total budget do not tell the whole story. Does the flight department have the right aircraft for the mission?

Does the department have good leadership currently, and is it developing within future managers the management and business skills needed to maintain flight department excellence?

A Board member with aviation experience will help with the review and management of the flight department while ensuring the optimum use of the aircraft as a business resource. A knowledgeable and involved Board of Directors is an important ally to senior leadership as well as the source of oversight and guidance that shareholders require.

Having a Board member with aviation experience can broaden the vision and effectiveness of a corporation’s governing body, particularly when issues of productivity and optimum use of time are discussed.

“When a company has a flight department, Board oversight must address how well the company aircraft serves the corporate mission.”

Do you have any questions or opinions on the above topic?

Get them answered/published in AvBuyer Magazine. Email feedback to: Jack@avbuyer.com Business Aviation and the Boardroom continues on Page 40

38

AVBUYER MAGAZINE – November 2014

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Aircraft Index see Page 4

BG5 Nov14_FinanceSept 20/10/2014 14:47 Page 1

BUSINESS AVIATION AND THE BOARDROOM

Is There Magic In Timing?

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 and was a Member of the Board of the National Business Aviation Association (NBAA), and the Chairman of the Associate Member Advisory Council (AMAC). Contact him via Jay@jetsales.com.

Knowing when to make your move may yield benefits...

As a corporate Board contemplates an aircraft acquisition, be it their first aircraft or a transition, better outcomes occur when decision makers understand the market and the need for timing, contends Jay Mesinger. istorically the Business Aviation marketplace experienced periods of less activity, hence greater uneasiness among sellers and more potential pricing vulnerabilities. Conversely, we can find traditional peak times when transactions were more brisk and sellers felt more market confidence. There have been periods of lulls as well as periods of increased activity. Such changes are influenced by time and circumstances, but it is not easy to determine whether time or circumstances take precedence.

In the days before our industry was truly globalized, it seemed that events affecting timing were centered on a US calendar. The end of the tax year (i.e, December 31st) always was a busy time as buyers worked to book a purchase in the current year, there-

H “Such inactivity often manifested into a more aggressive pricing strategy and created a more favorable purchase price.”

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AVBUYER MAGAZINE – November 2014

www.AVBUYER.com

by taking advantage of possible tax incentives. If you purchased before the end of the third quarter, by the last day of September, your firm received a bigger depreciation than if the aircraft was acquired in the fourth quarter, creating another period of increased activity.

Periods of slower activity were always the summer months. Kids out of school, family trips and vacations took the focus off of purchasing aircraft.

Even corporations suffered from this lull for much the same reason. Lazy days of summer brought frustration to sellers who became anxious because aircraft did not move. Such inactivity often manifested into a more aggressive pricing strategy and created a more favorable purchase price. Buyers in a slow period U were often rewarded with better pricing.

Aircraft Index see Page 4

BG5 Nov14_FinanceSept 20/10/2014 14:48 Page 2

What the Boardroom needs to know about Business Aviation GLOBALIZATION AS A FACTOR Let’s look at how these peaks and valleys have ebbed and flowed. As soon as our industry began to grow in the early 2000s, in large part due to emerging markets taking over the spotlight, movement occurred in peaks and valleys that were no longer related to the calendar. The OEM’s (original equipment manufacturer) order books changed dramatically with respect to domestic verses international deliveries.

Traditionally the percentage of aircraft built and delivered was lopsided with respect to domestic and international buyers. On average 30% of new aircraft were delivered internationally. The US market dominated.

As the emerging markets—Asia, China, Russia, India and the Middle East—came into their own the delivery numbers started to shift significantly.

International deliveries peaked to 70% with domestic deliveries diving to the 30% level. This phenomenon accounted for drastic changes in the magic of timing.

Not all of the emerging markets enjoyed the same opportunities that the US did with respect to depreciation benefits, so the end-of-the-year rush to purchase was eliminated or greatly reduced. Vacation timing and reduced activity during the summer months did not necessarily transcend globally. Activity as a result of globalization balanced out. Those of us who make their living assisting buyers and sellers (including the service providers who support the maintenance and modification process) experienced a more level business cycle.

As we begin to enjoy what seems like a modest recovery, the US is beginning to regain the delivery advantage it once had. Now deliveries are more 60% domestic and 40% international. This shift back to traditional levels in deliveries, accompanied by a dominance of US transactions even among pre-owned aircraft, means that the timing of the lulls and the peaks have shifted back to a summer and year-end focus.

As a Board considers a plan to acquire or sell, understanding market peaks and valleys can be very helpful. As a buyer, being ready to act in the summer doldrums can be beneficial. Conversely, as a seller, understanding the summer lull and planning for it can minimize anxiety and the necessity to discount sharply.

I believe there are other significant timing factors that are not calendar-related and when identified can work like magic. At my company as we search for aircraft to buy for clients, we are always keen to understand seller motivation and sensitivities.

• • •

Is a seller coming up against a 1031 Tax Free Exchange deadline (obviously a timing issue)?

Do they have the delivery of a new aircraft looming?

Are there financial pressures that are creating an immediate need to sell?

Once we can identify these needs on the part of a seller we may be able to help solve their problem while shaping a more favorable buying opportunity for our client. We never think of this as an unfair

42

AVBUYER MAGAZINE – November 2014

“As a Board considers a plan to acquire or sell, understanding market peaks and valleys can be very helpful.” buying opportunity—just a way to build a win-win scenario for both sides.

So there may not be any magic wands for a Board when it comes to timing a purchase or sale, but there very well may be magic in timing.

Do you have any questions or opinions on the above topic?

Get them answered/published in AvBuyer Magazine. Email feedback to: Jack@avbuyer.com Business Aviation and the Boardroom continues on Page 46

www.AVBUYER.com

Aircraft Index see Page 4

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BG 6 Nov14_FinanceSept 20/10/2014 14:53 Page 1

BUSINESS AVIATION AND THE BOARDROOM

Anatomy of an Aircraft Claim (Part 2) Stuart Hope is a co-owner of Hope Aviation Insurance. His career as an aviation insurance broker began in 1979, and today he is a frequent speaker/author on insurance & risk management topics. He also serves on the NBAA Tax, Insurance and Risk Management Committee. Mr. Hope can be contacted at shope@hopeaviation.com

“So best practice dictates that Board members and their aviation professionals recognize the possibility of an aircraft accident and be prepared for the call no one wants to receive.”

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AVBUYER MAGAZINE – November 2014

Managing Claims Associated with Significant Loss...

Outlining the steps along a path you trust your company will never need to tread, this month Stuart Hope addresses the crucial actions involved when an aircraft-related accident is catastrophic. s discussed last month in AvBuyer Magazine, no aircraft owner thinks it will be their aircraft that has an accident. The fact that your flight department has been operated safely without accident or incident for years can give an owner a false sense of security.

Some recent high profile losses, however, confirm that even companies operating with the most professional crews and well-maintained aircraft are not exempt. So best practice dictates that Board members and their aviation professionals recognize the possibility of an aircraft accident and be prepared for the call no one wants to receive.

We’ll start with the same trip scenario as last month, but modify it to highlight some of the different challenges faced by an owner when catastrophic loss occurs.

A

THE LOSS Your company aircraft is starting a long day of business travel with two executives, two prospective investors and its crew of two pilots. On take-off, the aircraft fails to become airborne due to miscalculation of required runway length for its gross weight. The pilots try to abort the take-off but are unable to stop the aircraft on the airport. It runs off the end of the runway and hits a berm, resulting in total destruction and leaving no survivors.

Your first notification of the tragedy comes when a news reporter calls your company receptionist asking if management will comment on its aircraft being involved in a catastrophic accident with multiple fatalities. Many business owners fail to consider one of the largest threats they have today: reputational risk, which is defined as the ”risk of loss resulting from damages to a firm's reputation, in lost revenue; increased operating, capital or regulatory costs; or destruction of shareholder U value, consequent to an adverse event”. www.AVBUYER.com

Aircraft Index see Page 4

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What the Boardroom needs to know about Business Aviation

YOUR RESPONSE? Due in large part to the pervasive role of social media, how you respond initially is absolutely critical! To start, let us assume you have already invested the time to create a stout emergency response plan (ERP), kept it an organic working procedure, and tested it annually. Having taken those steps, your company is positioned for the best possible outcome.

Initiating your firm’s emergency response plan is the very first step you should take. Contacting your firm’s aviation insurance broker and/or your insurance company’s claims department and reporting the accident will be very high on the list in the ERP and should be one of the next actions. Your insurance broker should have provided you with an emergency number where the company’s insurance providers can be reached 24/7/365. You will also have your insurance company’s emergency claims number in the ERP. Accidents rarely happen during normal business hours.

Depending on circumstances, the insurance company will arrange to transport their closest representative to the accident site as quickly as possible. Often their rep arrives before the FAA and NTSB. The insurance representative will coordinate with your ERP team and provide an attorney with aviation expertise to assist with the accident investigation, interviews with the press, etc. They will also help arrange for security at the accident site, contact the coroner, plan for repatriation of remains, help recover personal effects and consider possible site remediation due to contamination as dictated by the Environmental Protection Administration (EPA).

Many insurance policies also contain a specific endorsement that provides family assistance after a

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AVBUYER MAGAZINE – November 2014

loss. Such coverage generally is meant to provide emotional care and support for the immediate family of a deceased crewmember or passenger and can include notification of next of kin. Other provisions often include establishing an information distribution center, providing personal counseling, and even assisting with creating a suitable memorial on or near the accident site.

FURTHER AFIELD Things get a bit more complicated if the loss is international in nature. Your firm’s insurance company has been down this road before, which is an important fact when tragedy occurs. Through their prior claim interactions, they have established solid contacts at the NTSB, FAA, repair facilities, recovery specialists, aviation adjusters and aviation attorneys literally on a worldwide basis.

Let’s be clear. You have a tremendous amount at stake, as does the insurance company. It will do the very best to assist you and your firm in any way possible. However, it is your company’s reputation, and it is the Board’s responsibility to protect that reputation.

As with the claim discussed last month, the first rule in the event of an accident should always be the same. Take care of the people! If you do that task correctly, along with the execution of the rest of your ERP, you will come out of the accident storm with a difficult situation under control.

“However, it is your company’s reputation, and it is the Board’s responsibility to protect that reputation.”

Do you have any questions or opinions on the above topic? Get them answered/published in AvBuyer Magazine. Email feedback to: Jack@avbuyer.com Business Aviation and the Boardroom continues on Page 52

www.AVBUYER.com

Aircraft Index see Page 4

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BG 7 Nov 14_FinanceSept 20/10/2014 14:56 Page 1

BUSINESS AVIATION AND THE BOARDROOM

Pitfalls To Avoid Transporting Politicians on Company Aircraft.

Chris Younger is a partner at GKG Law, P.C. practicing in the firm’s Business Aircraft Group. He focuses his legal practice on business aircraft transactions as well as issues relating to federal and state taxation and regulation of business aircraft ownership and operations. Mr. Younger can be contacted at cyounger@gkglaw.com

Attorney Chris Younger identifies areas for careful consideration by Board Members.

W

ith federal and state elections occurring this month in the USA and with the inevitable ramp-up to the presidential contest in 2016, the political campaign “season” is in full swing. Potential candidates, including current officeholders, are always in campaign mode in preparation for the next contest, whether it be one, two or three years away.

Many corporate executives maintain professional and personal friendships with elected officials and candidates. In many instances, these executives want to travel with their politician friends on board company aircraft. A company executive may also be considering his or her own election bid.

Governmental agencies and legislative bodies,

including the Federal Aviation Administration (FAA), the Federal Election Commission (FEC), the Internal Revenue Service (IRS), the U.S. Senate, the U.S. House of Representatives and the state counterparts to these agencies and legislative bodies have enacted rules and regulations governing air transportation of candidates and elected officials.

A company’s failure to comply with these rules can result in unintended and serious violations of the law with possible criminal and/or civil sanctions for both the company and the politician. It is therefore imperative that Board Members understand all of the applicable regulations before allowing a candidate or officeholder to use the company aircraft.

U

“A company’s failure to comply with these rules can result in unintended and serious violations of the law...”

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AVBUYER MAGAZINE – November 2014

www.AVBUYER.com

Aircraft Index see Page 4

Elliot November_Layout 1 20/10/2014 14:35 Page 1

BG 7 Nov 14_FinanceSept 20/10/2014 14:57 Page 2

What the Boardroom needs to know about Business Aviation KNOW BEFORE YOU GO The Honest Leadership and Open Government Act of 2007 (Act) tightened rules that were already in place relating to the carriage of candidates for federal elected office. The current FEC rules prohibit or restrict federal candidates and certain individuals traveling on behalf of such candidates from utilizing non-commercial air travel.

The FEC rules distinguish between candidates for the U.S. House of Representatives, for the U.S. Senate, and for the offices of Vice President and President.

Under the FEC rules, candidates for the U.S. House of Representatives and individuals working on their campaigns are prohibited from utilizing non-commercial air transportation in connection with the campaign activities of that candidate. However, in certain very limited circumstances, the FEC rules permit individuals associated with such campaigns to utilize non-commercial air transportation where the purpose of the flight is not connected with the candidate’s campaign.

Candidates for the U.S. Senate, Vice President and President are permitted to utilize non-commercial air transportation under the FEC rules provided that they timely reimburse the provider of the flight in an amount equal to what it would cost the candidate to charter a comparable aircraft for the same trip.

Where multiple individuals are passengers on a particular flight and they represent multiple candidates’ election campaigns, the FEC rules specify how to allocate the reimbursement amount between each such candidate. Press and government personnel who accompany a candidate may reimburse the service provider directly. The method for making such allocations on a pro-rata portion is based on the number of individuals on such flight who represent a particular candidate.

EXCEPTIONS The FEC rules contain two important exceptions to the foregoing requirements (which are also available to House candidates). These “carve-outs” permit candidates to accept non-commercial air transportation using government-provided aircraft as well as using aircraft owned by the candidate, or his or her immediate family members.

Where a candidate utilizes aircraft owned personally or by his or her family members, the candidate’s campaign must reimburse the aircraft owner for the costs of operating the flight in question. Also, if the candidate is using a fractional or “time-share” aircraft, such use may not exceed the time allocated to the candidate or his or her family pursuant to such arrangement. If the use does exceed the allowable flight hours allocated to such candidate or his or her family, the FEC rules relating to non-family owned aircraft apply as if the aircraft were not owned by the candidate or his or her family member(s).

Board Members should note that a permissible payment for a particular flight must be made in advance of the flight; otherwise, the flight could be considered a campaign contribution that could violate Federal election law. Furthermore, the FEC rules also

54

AVBUYER MAGAZINE – November 2014

contain specific recordkeeping requirements that must be followed by both the candidate and the provider of non-commercial air transportation to such candidate.

Finally, Board Members must consider rules in addition to those imposed by the FEC. These include IRS and FAA requirements, rules of the U.S. House of Representatives and Senate, and requirements of various state and local authorities.

Needless to say, check with counsel to avoid making a mistake.

Do you have any questions or opinions on the above topic?

Get them answered/published in World Aircraft Sales Magazine. Email feedback to: Jack@avbuyer.com Business Aviation and the Boardroom continues on Page 56

www.AVBUYER.com

Aircraft Index see Page 4

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BUSINESS AVIATION AND THE BOARDROOM

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Ultimately, where performance and value reign as dominant factors, remember this: there’s nothing lightweight about the value and flexibility of the Entry-Level and Light Jets.

“...it’s hard to escape the heavyweight value of the Entry-Level/ Light jet.”

s business jets increase in size from EntryLevel and Light jets to the low end of the Large Cabin models, six to eight seats remains the standard configuration across size-category lines, generally speaking. And while cabins increase in volume generally (enabling more productive workspace for those traveling longer distances), full-fuel payload doesn’t seem to grow proportionally in most cases.

As jets get bigger and heavier their runway needs increase, with no appreciable gain in how many people or equipment can fly – and thus we touch upon the key advantages of the Entry-Level and Light jet category - the value and flexibility offered to those who typically fly shorter legs up to 750 miles.

Fully-fuelled, an Entry-Level/Light jet can often barely carry the typical passenger load of three persons, unless one or two of them doubles as a crew member. Nevertheless, with the average mission length below 750 miles and the nominal maximumrange of Light jets around 1,200 miles, the crew enjoys the option of flying lighter and saving fuel.

A

Fuelling for the mission with NBAA reserves allows larger cabin loads, making three or four - plus crew - possible.

The time difference between Entry-Level/Light jets and Large jets to fly a typical 750nm mission is small (about 10 to 12 minutes, overall) and is not a large time-saving for costs that may be considerably higher for the larger aircraft. Further, beyond these speed-range-payload operational basics, the Light jet crew will have the option of far more airports, often closer, more convenient and less expensive than what’s needed for the Medium and Large jets.

Thus, it’s hard to escape the heavyweight value of the Entry-Level/Light jet.

WHAT MAKES A “LIGHT” JET? Today we consider a jet “light” when its MTOW falls between 10,000 and 20,000 pounds. About a decade ago the Light segment represented the bottom rung of the business jet ladder… that was before the Entry-Level Jets entered the market, differentiated by weights below almost everything ever built at less than 10,000 pounds.

ENTRY-LEVEL & LIGHT JET PRICE GUIDE The following Entry-Level and Light Jets Retail Price Guide represents current average values published in The Aircraft Bluebook – Price Digest. The study spans a twenty year period, from 1995 through Autumn 2014, and covers 30 models.

Values reported are in USD millions, with each reporting point representing the current average retail value published in the Bluebook by its corresponding calendar year. For example, the Cessna Citation Encore average value reported in the Autumn 2014 edition of Bluebook shows $3.9 million USD for a 2006 model, $3.7 million USD for a 2005 model and so forth.

Note: We have included 30 aircraft models in the following Entry Level & Light Jet average price guide, however, for additional assistance and interest, Conklin & de Decker Performance and Specification data for these Entry Level & Light Jet models can be U referred to, beginning on page 80 of this issue.

56

AVBUYER MAGAZINE – November 2014

www.AVBUYER.com

Aircraft Index see Page 4

General Aviation November_Layout 1 20/10/2014 14:44 Page 1

Retail Price Guide OCT14_RPG 20/10/2014 15:16 Page 1

BUSINESS AVIATION AND THE BOARDROOM

LIGHT JETS AVERAGE RETAIL PRICE GUIDE YEAR OF MANUFACTURE $ MODEL

2014 US$M

2013 US$M

BEECHCRAFT PREMIER 1A

2012 US$M

2.9

2011 US$M

2.6

AUTUMN 2014 2010 US$M

2.3

2009 US$M

2.0

2008 US$M

1.7

2007 US$M

2006 US$M

1.6

1.5

BEECHCRAFT PREMIER 1

2005 US$M

1.4

BOMBARDIER LEARJET 45XR

8.1

7.5

6.7

6.1

5.5

4.8

4.5

4.2

4.5

4.2

3.9

3.7

3.4

3.0

3.3

3.0

2.7

5.5

5.2

4.7

4.4

4.5

4.1 3.9

3.7

2.9

2.7

BOMBARDIER LEARJET 45 BOMBARDIER LEARJET 40XR

6.9

5.9

5.2

4.5

4.2

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

12.992

10.5

9.2

8.7

8.0

7.5

CESSNA CITATION XLS 560 CESSNA CITATION ENCORE+ 560

5.0

6.8

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

9.380

8.5

7.5

7.1

6.7

CESSNA CITATION CJ3 525B

8.458

7.1

6.3

5.8

5.5

5.2

4.8

4.6

4.4

4.2

CESSNA CITATION CJ2+ 525A

7.253

6.7

5.9

5.3

4.8

4.5

4.3

4.0

3.5

3.3

3.0

2.9

2.4

2.2

CESSNA CITATION CJ2 525A CESSNA CITATION M2 525

4.671

4.4

CESSNA CITATION CJ1+ 525

3.7

3.2

3.0

2.8

2.6

CESSNA CITATION CJ1 525

1.900

CESSNA CITATIONJET 525 CESSNA CITATION MUSTANG 510

3.465

3.1

2.4

ECLIPSE 500

2.2

2.1

2.450

EMBRAER PHENOM 300

9.315

EMBRAER PHENOM 100E

4.350

EMBRAER PHENOM 100

2.3

2.0

1.9

1.8

0.850

0.800

0.750

2.1

1.9

8.5

8.0

7.6

7.0

6.9

3.6

3.3

3.0

2.7

2.4

2.2

2.6

2.4

2.2

HAWKER 400XP

1.7

HAWKER BEECHJET 400A NEXTANT 400XTI

4.2

3.4

3.2

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

58

AVBUYER MAGAZINE – November 2014

www.AVBUYER.com

Aircraft Index see Page 4

Retail Price Guide OCT14_RPG 20/10/2014 15:16 Page 2

What the Boardroom needs to know about Business Aviation

What your money buys today 2004 US$M

2003 US$M

2002 US$M

2001 US$M

2000 US$M

1999 US$M

1998 US$M

1997 US$M

1996 US$M

1995 US$M

YEAR OF MANUFACTURE $ MODEL BEECHCRAFT PREMIER 1A

1.3

1.2

4.0

3.6

3.7

3.3

1.1

1.0

BEECHCRAFT PREMIER 1 BOMBARDIER LEARJET 45XR

3.0

2.9

2.8

2.7

2.6

BOMBARDIER LEARJET 45 BOMBARDIER LEARJET 40XR

2.4

BOMBARDIER LEARJET 40 1.750

1.650

1.550

1.450

1.350

1.250

1.200

1.150

1.100

BOMBARDIER LEARJET 31A CESSNA CITATION XLS+ 560

4.2

CESSNA CITATION XLS 560 CESSNA CITATION ENCORE+ 560

3.5

3.2

2.9

2.7

2.6

4.0

3.8

3.6

3.3

3.0

2.5

2.3

2.1

2.0

1.9

CESSNA CITATION V ENCORE 560 2.7

2.5

CESSNA CITATION EXCEL 560-XL

1.9

1.8

1.7

1.8

1.7

1.6

1.6

1.5

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

4.0

CESSNA CITATION CJ3 525B CESSNA CITATION CJ2+ 525A

2.8

2.7

2.6

2.5

2.4

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

1.8

1.7

1.6

1.5

1.4

CESSNA CITATION CJ1 525 1.3

1.250

1.2

1.150

1.1

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

1.5

HAWKER 400XP 1.350

1.250

1.150

1.050

1.000

0.950

0.900

0.850

0.800

HAWKER BEECHJET 400A NEXTANT 400XTI

AIRCRAFT BLUEBOOK DATA - CARL JANSSENS, EDITOR. EMAIL: CARL@JETAPPRAISALS.COM Advertising Enquiries see Page 9

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November 2014 – AVBUYER MAGAZINE

59

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

2003 Falcon 900C

•

197

Cessna Citation Latitude Postion

2007 Citation CJ3

•

525B-0147

AIRCRAFT@BELLAVIATION.COM

1984 Hawker 800A

1985 Citation SII

1999 Citation CJ

•

•

•

258008

S550-0036

525-0318

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

AIRCRAFT@BELLAVIATION.COM

1991 Learjet 31ER

•

31-033

1981 King Air B200

•

1983 King Air F90-1

•

LA-205

1983 Conquest II

441-0288

1996 Pilatus PC-12/45

•

131

•

2006 Piper Meridian

•

BB-894

4697251

Flight Dept Mng1 Oct14_Finance 20/10/2014 15:20 Page 1

FLIGHT DEPARTMENT MANAGEMENT SKILLS

Make Everyone A Teacher The key to continued learning and improvement...

by George Dom

Y

ogi Bhajan wisely said, “If you want to learn something, read about it. If you want to understand something, write about it.

If you want to master something,

teach it.”

In naval aviation everyone is a teacher.

Throughout a pilot's career, he or she is expected to train subordinates to become better officers, better pilots, better sailors, leaders and warriors. Without the luxury of lateral-entry (i.e. we couldn’t simply hire a mid-grade officer and fighter pilot from outside the Navy), we had to continually develop our replacements, directly or indirectly.

Arriving in his or her first squadron with freshly-minted wings of gold, the newest pilot is given an area of responsibility regarding aircraft operations or tactics that

62

AVBUYER MAGAZINE – November 2014

usually includes attending a formal training course and study. Upon completion of training, Ensign Newbie is expected to give a training presentation to the rest of the squadron during an All-Pilot Meeting (APM) or All-Officer Meeting (AOM).

Sharing his or her new-found knowledge with the rest of the team does five things: 1. The other new pilots learn something new.

2. The experienced pilots - including the squadron commanding officer and executive officer - get a refresher and maybe a couple of new insights.

(As fighter jets became more software-centric, with new capabilities arriving regularly with each software update, the roles in these first two points often reversed with the old guys learning something brand new while the younger guys experienced a www.AVBUYER.com

refresher. I often used “reverse mentoring” to have a younger, less experienced, but tech-savvy junior pilot teach me how to use the new software functions.)

3. The new pilot begins the transformation from being a rookie to becoming a knowledgeable, trusted wingman.

4. The new pilot learns and retains so much more through teaching rather than simply absorbing new information.

He or she must figure out how to communicate and explain to an audience that has a variety of experience and learning styles. This challenge deepens the pilot's understanding.

5. The questions and discussion allow everyone to add new insights that increase learning, helps the squadron achieve a shared perspective, and enhances standardization.

Aircraft Index see Page 4

Flight Dept Mng1 Oct14_Finance 20/10/2014 15:22 Page 2

Today, personal computers, digital cameras and presentation software make it much easier to deliver an engaging, interactive training event and not simply show Powerpoint slides filled with text and jargon.

A few suggestions: • Set standards well-above expecting the presenter to read from his or her notes.

• Keep the allotted time relatively short.

Following that suggestion makes the talk palatable for the audience and forces the presenter to be succinct and organized (e.g. 10-12 minute TED talk format—see www.ted.com).

•

•

•

Videotape the presentations for those who can’t attend, and keep the recording on file for future new-hires to view.

Hold the training in locations that minimize distractions and enhance discussions. Place all cellphones in a bucket upon entering the room.

Link the session to a follow-on happy hour and possibly an informal dinner with spouses invited.

There is no “one-size-fits-all” meeting template for every flight department. Be creative in planning, scheduling, developing guidelines and formatting to suit your department.

But don’t use the worn-out excuse, “We don’t have time”.

There is a wealth of talent and capacity that goes untapped in nearly all flight departments, especially among the more junior members of the team. Most are looking for ways to make a greater contribution. And when they are viewed by the rest of the department as “our expert” in one or more areas, their esteem, loyalty, job satisfaction and commitment to the department grows.

Make continuous learning and improvement an uncompromised value of your department – “we are all teachers, and we are all students”. As usual, the aviation manager and/or chief pilot must lead by example.

❯ Captain George Dom, USN(Ret) is president and founder of NFS Advisors, an aviation consultancy that exclusively represents buyers of business jets and aviation services. During his military career, he served as Commander, Carrier Air Wing Seven; flight leader of the U.S. Navy Flight Demonstration Squadron—the Blue Angels - and instructor pilot at the Navy Fighter Weapons School (“Topgun”). A nationally-known speaker on leadership and teamwork, including NBAA Leadership, International Operators, and Flight Attendants/Flight Engineers conferences, he can be reached at gdom@NFSjets.com or www.NFSjets.com. ■

ESTABLISH EXPECTATIONS Whenever you schedule members of your team to attend a training seminar or conference, let them know they will be expected to present what they learned to the rest of the department. I guarantee they will pay closer attention, ask better questions, and realize greater value from the company's investment.

The best flight departments regularly invest in their most important assets - their people - by holding training sessions and meetings. It is not easy with so many daily demands, which is why many don’t bother.

Productive sessions require discipline and commitment to a core value of continual improvement. Some of the responsibility resides with the individual to study on their own time and dime. But if the flight department doesn’t meet for collective training, it misses out on shared insights, enhanced standardization and camaraderie.

It’s the leader’s responsibility to ensure the training meetings are well-organized, wellrun, and even fun. In my first squadron, we would periodically break-up into two teams (usually the “old guys” vs. “young guys”) for our version of the TV game show “Jeopardy” based on the NATOPS manual, the Navy’s version of the AFM. Advertising Enquiries see Page 9

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November 2014 – AVBUYER MAGAZINE

63

Jetbroker's November_Layout 1 21/10/2014 12:55 Page 1

Jetbroker's November_Layout 1 21/10/2014 12:55 Page 2

Flight Dept Mng2 Nov_Finance 20/10/2014 15:26 Page 1

PHOTO

FLIGHT DEPARTMENT MANAGEMENT SKILLS

© TYLER OLSON

Beware of Cognitive Bias!

Pitfalls to avoid for Flight Department managers.

by Jack Olcott hy did an experienced crew of a JetStar decide to depart for the aircraft’s home base with known electrical anomalies; continue enroute as those electrical problems exacerbated crew workload and compromised navigation; and attempt an ILS approach at night to minimums just as a fast moving cold front was approaching their destination, even though a suitable airport with reasonably good weather was available nearby?

There were no survivors.

Why did NASA management discount photographic evidence that a large piece of insulation foam struck the Columbia space shuttle during its fateful launch in January 2003, even though a knowledgeable NASA

W

66

AVBUYER MAGAZINE – November 2014

engineer and several associates expressed alarm and urged possible intervention? The Columbia disintegrated upon re-entry due to hot gasses entering the shuttle’s wing root through a large hole caused by the dislodged foam.

Why did a highly practical entrepreneur continue to own a large cabin business jet that he flew minimally while incurring significant costs that were largely driven by inactivity?

NO EASY ANSWERS While hindsight is 20/20, decisions must be made in real time when many factors are at play. Decision-makers often lack all the hard data they need to fully understand the situation, so they make assumptions which may www.AVBUYER.com

or may not be appropriate. Past success may promote overconfidence. External pressures—particularly those associated with pleasing the boss—play a big role.

Challenging group wisdom is always difficult, and deciding when an investment is not likely to pay off and should be liquidated takes toughness, often at the expense of swallowing one’s pride. Deciding how to proceed is challenging and frequently unclear.

A particularly interesting set of phenomena that impacts decision-making is known as Cognitive Biases. Think of these thought processes as mental traps along your path toward reaching a satisfactory conclusion.

Obviously Flight Department managers should avoid them. ❯ Aircraft Index see Page 4

Charlie Bravo November_Layout 1 20/10/2014 14:52 Page 1

Flight Dept Mng2 Nov_Finance 20/10/2014 15:27 Page 2

FLIGHT DEPARTMENT MANAGEMENT SKILLS

DOES YOUR HEAD OUTWEIGH YOUR HEART IN YOUR DECISION MAKING?

Cognitive Biases range from mental shortcuts that surface because they are most familiar to the decision maker, to accepting the norms of the organization’s culture honed by years of following the “that’s-the-way-wealways-did-it” approach. When Flight Department managers become familiar with traps situated along their decision-making path, they are much more likely to avoid them and arrive at the right conclusion.

Consider the “Overconfidence Effect”, a classic cognitive bias derived from past successes. Such flawed reasoning can tempt the most proficient aviators as well as other seasoned professionals, even when failure can lead to tragic results.

In his book Into Thin Air, author Jon Krakauer refers to the overconfidence of two experienced mountain climbers who independently led their clients on quests to reach the summit of Mount Everest. Both elite mountaineers, along with members of each climber’s team, perished when the individual leaders took for granted that past successes to reach the summit had make the climb almost a sure thing.

One leader boasted to Krakauer that “[I’ve] got the Big E [Mount Everest] completely figured out...got it totally wired.

These days, I’m telling you, we’ve built a yellow brick road to the summit.” When a worried client of the other leader expressed doubt about the team’s ability to reach the top of Everest, the organizer said “It’s worked 39 times so far, pal, and a few blokes who summited with me were nearly as pathetic as you.”

The clients themselves exhibited aspects of another mental trap—the “Sunk Cost” bias. Each had spent about $65,000 to join the climb to the summit of Everest and endured weeks residing in camps along the climb route becoming acclimated to the altitude. As one client stated, “I’ve put too much of myself into this mountain to quit now, without giving it everything I got.” Like the owner of the large cabin business jet, too much had been sunk into the program to give it up.

Both teams launched for the summit on the same day in the face of changing weather. Conditions worsened, safety precautions that had worked in the past were ignored, and both team leaders as well as three clients died. Some of the survivors will forever bear the scars of severe frostbite.

COGNITIVE BIASES ABOUND Business Aviation focuses on fulfilling the boss’s needs. The crew flying the ill-fated JetStar with electrical issues knew the boss

68

AVBUYER MAGAZINE – November 2014

had a medical appointment the next day in New York City to deal with a pressing issue of health. To what extent that knowledge biased their judgment is a matter of conjecture. But the pressing urge to complete the mission is a consideration for all Flight Department managers to address.

Beware of “Group Think” - that phenomenon where contrarian voices are not heard amidst shouts by superiors, peers or subordinates who dominate the conversation. Group Think has a momentum all of its own; once started, it gains credibility. NASA managers responsible for Columbia’s safety and many of their peers argued that most shuttle launches experienced insulation foam dislodging and impacting the shuttle. Those past flights were successful, so why should the Columbia flight be different even though the dislodged foam was the largest NASA had seen? In fact, NASA had been sufficiently content with the launch characteristics of shuttles that equipment to view the shedding of insulation during launch was not updated, and no special procedures to protect against impact had been enacted. Past performance seemed to assure future success. Remember, complacency also is a form of Cognitive Bias.

A close cousin of “Group Think” is the www.AVBUYER.com

“Confirmation Bias”, where leaders are swayed by the answers they want to hear.

When others support or confirm your position, it is easy to pay attention selectively to the arguments that re-enforce your thinking.

Flight Department managers, and indeed all aviators, are hired to make correct decisions. Such is not an easy task. Dealing with the many Cognitive Biases that exist is just one aspect of arriving at the right course of action. Being aware of their presence, lurking in disguise within everyone, is the first line of defense.

Ed Note: Much has been written about decision making. A concise and highly instructive treatment is offered by Professor Michael A. Roberto, author of Know What You Don’t Know: How Great Leaders Prevent Problems Before They Happen and Why Great Leaders Don’t Take Yes for an Answer: Managing Conflict and Consensus, in his Great Courses series entitled The Art of Critical Decision Making, published by The Teaching Company. Much of this article is based upon Professor Roberto’s writing.

❯ Do you have any questions or opinions on the above topic? Get them answered/published in AvBuyer Magazine. Email feedback to Jack@avbuyer.com

■

Aircraft Index see Page 4

rolls-royce.com

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AirCompAnalysisNov14_ACAn 22/10/2014 12:56 Page 1

AIRCRAFT COMPARATIVE ANALYSIS CESSNA CITATION II/IISP

CITATION II

LEARJET 31A

BEECHJET 400A

Cessna Citation II/IISP

by Michael Chase n this month’s Aircraft Comparative Analysis, we provide information on a selection of Pre-Owned business jets in the $0.8-1.0 million range for the purpose of valuing the pre-owned Citation II/IISP. We’ll consider the productivity parameters (payload/range, speed and cabin size), and cover current and future market values.

The field in this study includes the Citation II/IISP, the Beechjet 400/400A and the Learjet 31/31A.

I

BRIEF HISTORY The Cessna Citation II’s first flight was made on January 31, 1977 and a few months later certification was received for two-pilot operations. Following the Citation II, Cessna started looking to better align its jet products to compete with the predominantly single-pilot turboprop market of the time, and re-certified the Citation II as the Citation IISP – ‘SP’ representing its Single Pilot capability. Both of these aircraft were a follow-on to the Citation I and I/SP models, and the Citation II was developed because Cessna believed demand existed for a larger business jet in its portfolio.

As history shows, Cessna was right - there

70

AVBUYER MAGAZINE – November 2014

were a total of 608 Citation IIs delivered between 1977 and 1994 and 82 Citation IISPs delivered between 1978 and 1990. The Citation II saw the largest number of aircraft delivered for a single model of all of Cessna’s products developed to date.

In developing its Citation II, Cessna increased the seating capacity to 10 (compared to 8 seats on the Citation I), while more powerful Pratt & Whitney powerplants increased the engine thrust to 2,500 pounds resulting in a faster aircraft with greater range of 1,600nm.

PAYLOAD & RANGE The data contained in Table A (below) is sourced from Conklin & de Decker and B&CA, May 2014 issue. A potential operator should focus on payload capability. The Citation II/IISP’s ‘Available payload with Maximum Fuel’ at 680 pounds is greater than the Beechjet 400 (550 pounds), however, the Learjet 31/31A offers nearly three times the available payload with maximum fuel (1,873 pounds) than the ❯ Citation II/IISP.

TABLE A - PAYLOAD & RANGE MTOW (lb)

Max Fuel (lb)

Fuel Usage (GPH)

Max Payload (lb)

Avail Payload w/Max Fuel (lb)

Max Fuel Range (nm)

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

Citation II/IISP

14,100

4,970

163

2,350

680

1,520

1,378

Beechjet 400

15,780

4,900

193

2,070

550

1,580

750

Learjet 31/31A

17,200

4,124

182

2,297

1,873

1,337

900

Model

SOURCE: DATA COURTESY OF CONKLIN & DE DECKER; JETNET; AIRCRAFT COST CALCULATOR; B&CA MAY 2014 PLANNING HANDBOOK & AUG. 2014 OPERATIONS PLANNING GUIDE NOTE: THE BEECHJET SPECIFICATIONS REPRESENTED ABOVE ARE FOR THE BEECHJET 400 (WHICH OUTSOLD THE BEECHJET 400A BY APPROXIMATELY 6 UNITS TO 1, DESPITE DIFFERENCES IN MTOW AND SPEED).

www.AVBUYER.com

Aircraft Index see Page 4

Leading Edge November_LEAS 23/10/2014 10:07 Page 1

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AirCompAnalysisNov14_ACAn 22/10/2014 11:18 Page 2

AIRCRAFT COMPARATIVE ANALYSIS CESSNA CITATION II/IISP CABIN VOLUME

CHART A - CABIN CROSS-SECTIONS

According to Conklin & de Decker, the cabin volume of the Citation II/IISP (292 cubic feet) is virtually same as that of the Beechjet 400/400A (293 cubic feet) while the Learjet 31/31A (281 cubic feet) offers slightly less volume.

The differences can essentially be found in the cabin length: the Citation II/IISP has the greatest length of the study group at 15.75 feet, the Beechjet 400/400A cabin measures 14.4 feet and the Learjet 31/31A measures 12.9 feet in length. The respective cabin cross-sections are represented, courtesy of UPCAST JETBOOK in Chart A (left).

SOURCE: UPCAST JETBOOK

RANGE COMPARISON

CHART B - RANGE COMPARISON Cessna Citation II/IISP Bombardier Learjet 31A Beechcraft Beechjet 400A

As depicted by Chart B, using Wichita as a starting destination for the business jets in our field of study, the Citation II/IISP shows slightly more range coverage than the Beechjet 400A and Learjet 31A at 1,190 nm, according to Aircraft Cost Calculator (ACC).

Note: For jets and turboprops, ‘Seats-Full Range’ represents the maximum IFR range of the aircraft at Long-Range Cruise with all passenger seats occupied.

ACC assumes NBAA IFR fuel reserve calculation for a 200nm alternate. The lines depicted do not include winds aloft or any other weather-related obstacles.

1189.5 Nm 1180.73 Nm 1150.5 Nm

POWERPLANT DETAILS The Citation II/IISP aircraft is powered by two P&WC JT15D-4 engines each offering 2,500 pounds of thrust (lbst). The Beechjet 400/400A has a pair of JT15D-5 powerplants with 2,900 lbst each. Meanwhile, the Learjet 31/31A is powered by two Honeywell TFE731-2 engines each offering 3,500 lbst.

SOURCE: AIRCRAFT COST CALCULATOR

CHART C - COST PER MILE* Citation II/IISP

$4.92

Learjet 31/31A

Beechjet 400/400A

$0.00

$3.61

$2.00

$4.00

US $ per nautical mile • 1,000NM MISSION, 800 LBS PAYLOAD

72

AVBUYER MAGAZINE – November 2014

COST PER MILE

$3.84

www.AVBUYER.com

$6.00

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 Aircraft Index see Page 4

AirCompAnalysisNov14_ACAn 22/10/2014 11:18 Page 3

AIRCRAFT COMPARATIVE ANALYSIS CESSNA CITATION II/IISP sake of comparison we’ll chart the numbers as published.

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

Chart C (bottom left) details “Cost per Mile” and compares the Citation II/IISP to its competition factoring direct costs and with all aircraft flying a 1,000nm mission with an 800 pound (four passengers) payload.

The Citation II/IISP shows the cost per nautical mile of $4.92, which is more than either the Learjet 31/31A ($3.84) or the Beechjet 400/400A ($3.61). It should be pointed out that the Citation II/IISP aircraft was developed in the 1970s whereas the Learjet 31/31A and Beechjet 400/400A were both produced in the middle to late 1980s when engine and avionics technology was becoming more advanced.

CHART D - VARIABLE COST

Learjet 31/31A

$1,843

Citation II/IISP

$1,688

Beechjet 400/400A

$1,673

$0

AIRCRAFT COMPARISON TABLE Table B (right) contains the average retail prices from Vref for each aircraft (1994-built models).

The average speed, cabin volume and maximum payload values are from Conklin & de Decker, while the number of aircraft inoperation and percentage ‘For Sale’ are as reported by JETNET. The Citation II/IISP has the largest in operation fleet (639 aircraft), but all three models’ percentage ‘For Sale’ are in the 1819% range, representing a traditional buyer’s market. Of the 626 wholly-owned Citation II/IISPs in operation (excluding eleven Citation II/IISP aircraft that are in a shared ownership arrangement and two in fractional ownership programs), North America is home to 70%, South America 12%, and Europe 11% of the fleet ❯ (combined 93%).

Advertising Enquiries see Page 9

$2,000

US $ per hour

TABLE B - COMPARISON TABLE

TOTAL VARIABLE COST The ‘Total Variable Cost’ illustrated in Chart D (top, right) is defined as the Cost of Fuel Expense, Maintenance Labor Expense, Scheduled Parts Expense, and Miscellaneous Trip Expense. The Total Variable Cost for the Citation II/IISP is $1,688 per hour – lower than the Learjet, but higher than the Beechjet.

$1,000

Long Range Speed (kts)

Cabin Volume (cu ft.)

Max Payload w/avail fuel range(nm)

Vref (Used) Price $ M 1994 Model

In Operation

% For Sale

Sold*

Citation II/IISP

321

292

1,378

$.950

639

19.4%

131

Beechjet 400

396

293

750

$.800

370

18.7%

85

Learjet 31/31A

417

281

900

$1.000

241

19.5%

27

Model

SOURCE: DATA COURTESY OF CONKLIN & DE DECKER; JETNET *Full Sales Transactions past 12 months - JETNET STAR reports NOTE: THE BEECHJET SPECIFICATIONS REPRESENTED ABOVE ARE FOR THE BEECHJET 400 (WHICH OUTSOLD THE BEECHJET 400A BY APPROXIMATELY 6 UNITS TO 1, DESPITE DIFFERENCES IN MTOW AND SPEED).

TABLE C - PART 91 & 135 MACRS SCHEDULE Following is the MACRS schedule for PART 91: Year 1 2 3 4 5 6

Deduction 20.00% 32.00% 19.20% 11.52% 11.52% 5.76%

Following is the MACRS schedule for PART 135: Year 1 2 3 4 5 6 7 8

Deduction 14.29% 24.49% 17.49% 12.49% 8.93% 8.92% 8.93% 4.46%

Source: NBAA

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November 2014 – AVBUYER MAGAZINE

73

AirCompAnalysisNov14_ACAn 22/10/2014 11:19 Page 4

AIRCRAFT COMPARATIVE ANALYSIS CESSNA CITATION II/IISP schedule for a 1994 model Citation II/IISP aircraft in private (Part 91) and charter (Part 135) operations over five and sevenyear periods, assuming a Vref retail value of $0.95m.

TABLE D - MACRS DEPRECIATION SCHEDULE 1994 Cessna Citation II/IISP - Private (Part 91)

$0.95

Full Retail Price - Million Year Rate (%) Depreciation Depreciation Value Cumulative Depreciation

1

2

3

4

5

6

20.0% $0.2 $0.8 $0.2

32.0% $0.3 $0.5 $0.5

19.2% $0.2 $0.3 $0.7

11.5% $0.1 $0.2 $0.8

11.5% $0.1 $0.1 $0.9

5.8% $0.1 $0 $1.0

ASKING PRICES VS AFTT, AGE & ENGINE THRUST Chart E (bottom left), sourced from the Multi-dimensional Economic Evaluators Inc. (www.meevaluators.com), shows a Value and Demand chart for the pre-owned Citation II/IISP, Beechjet 400/400A, and Learjet 31/31A. The current pre-owned market for these aircraft shows a total of 235 aircraft ‘For Sale’ with 128 displaying an asking price, thus we have plotted those 128.

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.

1994 Cessna Citation II/IISP - Charter (Part 135) Full Retail Price - Million Year Rate (%) Depreciation Depreciation Value Cumulative Depreciation

$0.95 1

2

3

4

5

6

7

8

14.3% $0.14 $0.81 $0.1

24.5% $0.23 $0.58 $0.4

17.5% $0.17 $0.42 $0.5

12.5% $0.12 $0.30 $0.7

8.9% $0.08 $0.21 $0.7

8.9% $0.08 $0.13 $0.8

8.9% $0.08 $0.04 $0.9

4.5% $0.04 $0.00 $1.0

SOURCE: ACC - www.aircraftcostcalculator.com

CHART E - VALUE & DEMAND The Market for Used Citation IIs & IISPs, (Blue Cubes), Beechjet 400s (Brown Spheres), heres), Beechjet 400As (Brown et 31s Cubes), Learjet es) & (Purple Spheres) urple Learjet 31As (Purple Cubes)

$2.8M $2.4M

$1.6M 1693 nm Range, 51,000’ Ceiling

$1.2M

Asking Prices

$2.0M

$0.8M $0.4 M 1693 nm Range, 41,000’ Ceiling

DEPRECIATION SCHEDULE FOR BUSINESS AIRCRAFT Aircraft that are owned and operated by businesses are often depreciable for income tax purposes under the Modified Accelerated Cost Recovery System (MACRS). Under MACRS, taxpayers are allowed to accelerate the depreciation of assets by taking a greater percentage of the deductions during the first few years of the applicable recovery period (see Table C, previous page).

In certain cases, aircraft may not qualify under the MACRS system and must be depreciated

74

AVBUYER MAGAZINE – November 2014

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 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 (top) depicts an example of using the MACRS

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The Demand Equation for these vehicles is Price $M = 3.678 *Qty -0.368. The flat slope (exponent > -1.0) indicates that there is more revenue in the lower portion of the market than there is in the upper. This equation is very well correlated, with an adjusted R2 of 99.5%, a Pearson’s2 of 99.6% a PValue of 0.01% and a Standard Error of $46,600.

The Value Equation is Price = -5,922,304 - 26710 * Years – 32.6 * Air Frame Total Time + 122.1 * Max Altitude (in feet) + 1307 * Range in Nautical Miles. We find that the Value Equation for these aircraft is poorly correlated, with an Adjusted R2 of 38.2%, a Pearson’s2 of 40.3% and a Standard Error of $340,440 (with P-Values of 0.02%, 1.61%, 0.01% and 0.10% for Years, Air Frame Total Time, Maximum Altitude and Range, respectively). This means that the market subtracts $26,700 for each year of age, and $32.60 for each added hour, but adds $122 for each foot of Maximum Altitude and $1,307 for each mile of range in nautical miles. The poor correlation warns us that the data is scattered.

Aircraft Index see Page 4

AirCompAnalysisNov14_ACAn 22/10/2014 11:21 Page 5

AIRCRAFT COMPARATIVE ANALYSIS CESSNA CITATION II/IISP

PRODUCTIVITY COMPARISONS The points in Chart F (right) center on the same group of aircraft. Pricing used in the vertical axis is as published in the B&CA 2014 Purchase Planning Handbook and 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: 1. Range with full payload and available fuel; 2. The long range cruise speed flown to achieve that range; 3. The cabin volume available for passengers and amenities.

The result is a very large number so for the purpose of charting, each result is divided by one billion. The examples plotted are confined to the aircraft in this study. A computed curve fit on this plot would not be very tight, but when all business jets are considered the “r” squared factor would equal a number above 0.9. Others may choose different parameters, but serious business aircraft buyers are usually impressed with Price, Range, Speed and Cabin Size.

After consideration of the Price, Range, Speed and Cabin Size, we can conclude that the Citation II/IISP as shown on the productivity index is well positioned among the other aircraft shown. The leading cause of the Citation II/IISP lower index number compared to the other aircraft listed is primarily due to its slower speed. The early Citation line was known as a well-handling, but slower aircraft.

SUMMARY Within the preceding paragraphs we have touched upon Advertising Enquiries see Page 9

CHART F - PRODUCTIVITY $1.2

Price (Millions)

Thus, the market for used Citation II/SP, Beechjet 400/400A and Learjet 31/31A responds to at least the six features depicted here: Years, Total Time, Range, Altitude, Price and Quantity.

Citation II/IISP

$1.0

LJ31/31A

$0.8

BJ400/400A $0.6 $0.4 0.0

0.2

0.1

0.3

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

TABLE E - CITATION II/IISP SALES RECORD

Citation II/IISP

For the 12 months ending: Monthly Average For Sale Sold Sold

Rank *

Aug. 2005

123

173

14

1st

Aug. 2008

138

130

11

1st

Aug. 2011

150

95

8

2nd

Aug. 2014

124

131

11

1st

* Ranked from the highest to lowest for over 200 business models Source: JETNET

several of the attributes that business aircraft operators value. There are other qualities such as airport performance, terminal area performance, and time to climb performance that might factor in a buying decision, too, however.

The Citation II/IISP continues to be very popular in the pre-owned market today. In fact, the Citation II/IISP continues to lead all jet models – before, during, and after the great recession – for the largest number of pre-owned business jets sold. Table E (above) offers a snap shot.

Those operators in the mar-

ket should find the preceding comparison of value. Our expectations are that the Citation II/IISP aircraft, which started delivering in 1977, will continue to do very well in the pre-owned market for the foreseeable future.

❯ More information: Michael Chase is president of Chase & Associates, and can be contacted at: 1628 Snowmass Place, Lewisville, TX 75077; Tel: 214-226-9882; Email: Mike@avbuyer.com; Web: www.mdchase.com

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Next month’s Comparative Analysis

Dassault Falcon 2000

November 2014 – AVBUYER MAGAZINE

75

1 Corporate Concepts November 23/10/2014 10:13 Page 1

Corporate Concepts International, Inc. Green BBJ ■ Immediately Available ■ Seven Long Range tanks - SSW winglets available ■ Low Cabin Altitude – Alternative Navigation ■ Immediate Completion Slots Available ■ Attractively Priced – Call for Details

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Gulfstream G-450 ■ Satellite phone and Swift Broadband ■ 14 passenger interior – Forward and Aft Lavatories ■ Enhanced Vision system ■ Enrolled on Corporate Care, MSP and HAPP plans ■ New Price $23,495,000

2009 Gulfstream G-550 ■ Available Immediately – Lease Possible ■ Only 1,461 hours since new ■ 19 passenger interior with 3 berthable divans ■ Forward galley / Forward and Aft lavatories ■ Rolls Royce Corporate Care ■ Motivated Seller

Financing Available - Some Trades Considered Please contact us or visit www.flycci.com for more information on these or our other aircraft

2 Corporate Concepts November 23/10/2014 10:13 Page 1

Corporate Concepts International, Inc.

2007 Citation Sovereign ■ JAR Ops 1 (EASA) compliant ■ Less than 750 hours ■ ProParts, Power Advantage, Aux Advantage ■ TOLD database, Electronic Charts, Graphical Weather ■ Iridium phone - New Reduced Price

2008 Legacy 600 ■ New generation cabin with increased headroom ■ High speed internet with satellite phone ■ Enrolled in Executive Care and Corporate Care programs ■ Forward and Aft lavatories ■ Burns half the fuel of a Gulfstream G-IV ■ FAA Part 135 – Recent 48 month inspection ■ Motivated owner – Immediately Available

McDonnell Douglas DC-8-62 VIP ■ 26 passenger VIP configuration ■ Complete new interior and exterior refurbishment in 2007 ■ Updated avionics and cabin entertainment systems ■ Low time aircraft - Delivered with fresh inspections ■ Attractively Priced at $3,595,000

Boeing Super 727 VIP ■ Price reduced to $5,995,000 USD ■ 4,000 NM range ■ 32 seats / 2 sleeping areas ■ SkyTheater in-flight entertainment system ■ More cabin space than BBJ2

Embraer EMB-135LR Shuttle ■ 16 Executive Style Seat with Forward Galleyn ■ Low Time - Long Range (LR) Version ■ All Maintenance Accomplished by Embraer in Brazil ■ Dual FMS System ■ Motivated owner - Call for New Pricing Opportunities

Gulfstream G-IV SP ■ New Price - $6,595,000 ■ Recent 5,000 landing inspection including landing gear and Thrust reverser overhaul ■ 16 passenger / Forward Galley ■ Forward and Aft Lavatories ■ On Condition engines ■ ASB 469 complied with ■ Current FAR Part 135

Challenger 600 ■ Modern interior with “S” galley ■ Extended cabin configuration with 14 passenger seats ■ Recent 60 month inspection – Current Pt. 135 ■ New Universal FMS systems with WAAS/LPV ■ Price reduced to $995,000

Embraer ERJ-145EP ■ 50 seat or 30 seat VIP interior ■ Engines enrolled on Rolls Royce Corporate Care ■ For Sale, Lease, Lease/Purchase – Some Trades Considered ■ Just off lease from Major U.S. airline ■ Call for details

Additional aircraft: • Challenger 300 • Off Market BBJ • Eurocopter AS355F2 • Agusta Grand • Global Express • Falcon 900B • Falcon 2000 • DC8-62 VIP • Citation CJ2 Dennis Blackburn +1 832 647 7581

Fernando Garcia +52 55 54077686

Chris Zarnik +1 919 264 6212

Larry Wright +1 704 906 3755

Shailon Ian +55 (21) 8201-0605

More details, photos and specifications available at www.flycci.com

Project1_Layout 1 30/10/2014 10:10 Page 1

2002 Gulfstream G200 8200.9 Hours

S/N: 0073 APU: Honeywell GTCP36-150

2000 Bombardier Challenger 604 TT 11,522

S/N: 5457 Landings 6288

2007 Hawker 850XP S/N: 258858 1,309 Hours Two Honeywell TFE 731-5BR-1H Turbo-fan Engines

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

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

2006 Lear 40XR TT 5683 since new

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

Hawker 2002 Ha wker 800XP Sincee New / 3,867 Landings 6,967 Hours Sinc

S/N: 258554

Gulfstream IVSP 7,344 Hours TTAF

2011 Embraer Phenom 300 2,521 Hours since New / 1,624 Landings

S/N: 50500059

S/N: 1470

S/N: 2051 Engines Enrolled on MSP Gold g

The Sojourn Approach: No aircraft ever moved itself.

Acquisitions | Brokerages | Consulting | Management | Finance | sojournaviation.com | + 1.316.733.6500

Project1_Layout 1 30/10/2014 10:11 Page 1

2007 Hawker 850XP S/N: 258858 1,309 Hours Two Honeywell TFE 731-5BR-1H Turbo-fan Engines

ACSpecs IntroNov14_AC Specs Intronov06 21/10/2014 09:32 Page 1

AIRCRAFT SPECIFICATIONS: ENTRY LEVEL & LIGHT JETS

DECEMBER ISSUE: Turboprops JANUARY ISSUE: Large Cabin Jets FEBRUARY ISSUE: Medium Jets MARCH ISSUE: ENTRY LEVEL & LIGHT JETS

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

This month’s category of aircraft Entry Level & Light Jets – appears overleaf, to be followed by Turboprops next month.

Please note that this data should be used as a guide only, and not as the basis 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.

T

❯ Tel: +44 (0) 208 255 4000; Fax: +44 (0) 208 255 4300; Email: editorial@avbuyer.com. © 2011 Conklin & de Decker Associates, Inc., P.O. Box 1142, Orleans, Massachusetts, 02653, Tel. 508-255-5975, www.conklindd.com

80

AVBUYER MAGAZINE – November 2014

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

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

SPECIFICATIONS - GENERAL: CABIN DIMENSIONS Cabin Height, Width, and Length are based on a completed interior. On “cabin-class” aircraft, the length is measured from the cockpit divider to the aft pressure bulkhead (or aft cabin bulkhead if unpressurized). For small cabin aircraft, the distance is from the cockpit firewall to the aft bulkhead. Height and width are the maximum within that cabin space. Cabin Volume is the interior volume, with headliner in place, without chairs or other furnishings. Cabin Door Height and Width are the measurements of the main passenger cabin entry door.

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 alter-

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nate fuel reserve calculation for a 200 N.Mi. alternate. This is used for jet and turboprop aircraft.

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

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

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

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

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 Takeoff 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

ACC November_Layout 1 23/10/2014 10:01 Page 1

AircraftPer&SpecNov14_PerfspecDecember06 21/10/2014 09:40 Page 1

BE EC HC RA FT BE EC HJE BE T4 EC 00 HC A RA FT HA WK ER BE 40 EC 0X HC P RA FT HA WK ER BE 40 EC 0X HC PR RA FT PR EM IER BE I EC HC RA FT PR EM IER BO IA MB AR DIE RL EA RJE T3 BO 1A MB AR DIE RL EA RJE T4 BO 0 MB AR DIE RL EA RJE LEA T4 0X RJE R T4 5

AIRCRAFT SPECIFICATIONS

ENTRY LEVEL & LIGHT JETS $2,414.21

$2,384.90

$1,874.62

$1,762.42

$1,749.80

$2,462.24

$2,346.67

$2,416.13

$2,383.10

CABIN HEIGHT FT.

4.8

4.75

4.75

5.4

5.4

4.35

4.92

4.92

4.92

CABIN WIDTH FT.

4.9

4.92

4.92

5.5

5.5

4.95

5.12

5.12

5.12

CABIN LENGTH FT.

15.6

15.5

15.5

13.6

13.6

12.9

17.67

17.67

19.75

CABIN VOLUME CU.FT.

305

305

305

285

285

281

369

369

415

DOOR HEIGHT FT.

4.16

4.2

4.2

4.16

4.167

4.16

4.8

4.8

4.8

DOOR WIDTH FT.

2.41

2.4

2.4

2.125

2.125

3

2.5

2.5

2.5

BAGGAGE VOL. INT. CU.FT.

30

31

31

23

23

40

15

15

15

BAGGAGE VOL. EXT. CU.FT.

26

25

25

55

55

-

50

50

50

CREW #

2

2

2

2

2

2

2

2

2

SEATS - EXECUTIVE #

7

8

8

6

6

6

6

6

8

MTOW LBS

16100

16300

16300

12500

12500

17200

20350

21000

20500

MLW LBS

15700

15700

15700

11600

11600

16000

19200

19200

19200

B.O.W. W/CREW LBS

10915

10985

10900

8565

8600

11203

13718

13949

13890

USEABLE FUEL LBS

4912

4912

4912

3611

3670

4124

5375

6062

6062

PAYLOAD WITH FULL FUEL LBS

473

603

688

414

320

1873

1507

1239

798

MAX. PAYLOAD LBS

2085

2015

2100

1435

1400

2297

2282

2051

2110

RANGE - SEATS FULL N.M.

1180

1180

1243

850

850

1211

1573

1778

1423

MAX. RANGE N.M.

1519

1519

1974

1340

1340

1337

1707

1960

1968

BALANCED FIELD LENGTH FT.

4600

4600

4030

4650

4650

3800

4330

4680

4350

LANDING DIST. (FACTORED) FT.

5083

5025

5237

5208

5208

4200

4033

4060

4063

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

4020

4020

5000

4000

4000

5110

2820

2820

2800

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

560

560

620

948

948

1610

710

394

590

MAX. CRUISE SPEED KTAS

458

450

450

461

454

462

465

465

465

NORMAL CRUISE SPEED KTAS

449

450

450

426

426

441

436

436

436

L/RANGE CRUISE SPEED KTAS

410

410

425

370

370

417

428

432

416

2

2

2

2

2

2

2

2

2

JT15D-5

JT15D-5R

FJ44-4A-32

FJ44-2A

FJ44-2A

TFE 731-2

TFE 731 -20AR

TFE 731 -20BR

TFE 731 -20AR

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.

82

AVBUYER MAGAZINE – November 2014

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Aircraft Index see Page 4

Jeteffect Inventory November 23/10/2014 09:55 Page 1

EXCLUSIVELY OFFERED

LOS ANGELES 562.989.8800

DALLAS 214.451.6953

ATLANTA 334.502.0500

PALM BEACH 561.747.2223

Year

Model

Serial No.

1990

Challenger 601-3A

5066

1995

Challenger 601-3R

5176

2002

Citation CJ2

525A-0099

1994

Citation Ultra

560-0260

1997

Citation X

750-0016

2000

Citation X

750-0121

2001

Citation X

750-0169

1988

Falcon 900B

30

1994

Falcon 900B

138

1998

Falcon 2000

75

1979

Falcon 20F-5BR

392

2014

Global 6000

9541

2008

Gulfstream G150

256

2010

Gulfstream G550

5332

1987

Gulfstream GIV

1021

2007

Gulfstream G550

5149

2003

Hawker 400XP

RK-358

2005

Hawker 400XP

RK-407

1997

Hawker 800XP

258317

2001

Hawker 800XP

258531

1995

King Air 350

FL-126

2000

Learjet 45

079

2009

Learjet 45XR

385

2001

Learjet 60

229

2007

Learjet 60XR

320

2002

Premier I

RB-31

2004

Premier I

RB-107

AircraftPer&SpecNov14_PerfspecDecember06 21/10/2014 09:42 Page 2

BO MB AR DIE RL EA RJE T4 CE 5X SSN R AC ITA TIO NB RA CE VO SSN AC ITA TIO NJ ET CE SSN AC ITA TIO NC J1 CE SSN AC ITA TIO NC J1+ CE SSN AC ITA TIO NC J2 CE SSN AC ITA TIO NC J2+ CE SSN AC ITA TIO NC J3 CE SSN AC ITA TIO NC J3+

AIRCRAFT SPECIFICATIONS

ENTRY LEVEL & LIGHT JETS $2,485.47

$1,879.84

$1,632.73

$1,538.79

$1,568.20

$1,628.96

$1,728.61

$1,839.88

$1,820.65

CABIN HEIGHT FT.

4.92

4.7

4.8

4.75

4.75

4.75

4.75

4.75

4.75

CABIN WIDTH FT.

5.12

4.8

4.83

4.83

4.83

4.83

4.83

4.83

4.83

CABIN LENGTH FT.

19.75

15.75

11

11

11

13.58

13.58

15.67

15.67

CABIN VOLUME CU.FT.

415

292

205

201

201

248

248

286

286

DOOR HEIGHT FT.

4.8

4.25

4.25

4.25

4.25

4.25

4.25

4.25

4.25

DOOR WIDTH FT.

2.5

2

2

2

2

2

2

2

2

BAGGAGE VOL. INT. CU.FT.

15

28

4

8

-

4

-

-

-

BAGGAGE VOL. EXT. CU.FT.

50

46

51

51

45

70

65

65

65

CREW #

2

2

2

2

2

2

2

2

2

SEATS - EXECUTIVE #

8

7

5

5

5

6

6

6

6

MTOW LBS

21500

14800

10400

10600

10700

12375

12500

13870

13870

MLW LBS

19200

13500

9700

9800

9900

11500

11525

12750

12750

B.O.W. W/CREW LBS

14125

9375

6950

7050

7035

7900

7980

8585

8585

USEABLE FUEL LBS

6062

4824

3220

3220

3220

3932

3930

4710

4710

PAYLOAD WITH FULL FUEL LBS

1563

801

330

430

545

668

715

775

775

MAX. PAYLOAD LBS

1875

1925

1450

1350

1365

1400

1720

1925

1925

RANGE - SEATS FULL N.M.

1685

1290

750

775

895

1075

1194

1374

1374

MAX. RANGE N.M.

1937

1720

1130

1161

1245

1530

1626

1891

1891

BALANCED FIELD LENGTH FT.

5040

4160

4010

4220

3990

3820

3810

3440

3440

LANDING DIST. (FACTORED) FT.

4105

4295

4333

4407

4135

4628

4645

4203

4203

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

2630

3190

3311

3230

3290

3870

4120

4478

4478

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

589

845

868

850

906

1160

1004

1090

1090

MAX. CRUISE SPEED KTAS

465

405

377

381

389

413

413

417

417

NORMAL CRUISE SPEED KTAS

436

405

364

381

389

413

413

417

417

L/RANGE CRUISE SPEED KTAS

432

335

302

307

307

344

351

348

348

2

2

2

2

2

2

2

2

2

TFE 731 -20BR

PW530A

FJ44-1A

FJ44-1A

FJ44-1AP

FJ44-2C

FJ44-3A-24

FJ44-3A

FJ44-3A

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.

84

AVBUYER MAGAZINE – November 2014

www.AVBUYER.com

Aircraft Index see Page 4

GIV SN 1049 Simply the most advanced GIV available today.

The Gulfstream GIV offers large cabin comfort and long range capability at an incredibly attractive price. But what about state-of-the-art advancements required to meet both NextGen regulatory and passenger requirements?

GIV SN 1049 delivers all of the above. It’s a low-time aircraft with excellent pedigree, and has been upgraded to the highest level of any GIV on the market. This includes: » ASC 190 (Gross Weight Modification) » Gulfstream PlaneDeck with DU-885 Display System » Triple FMS with NZ 2000 6.1 Software » Triple CDU 820 » TCAS Version 7.1 » LPV - WAAS » ADS B-Out » -150 APU enrolled on MSP Gold » High Speed Data and WiFi » 2011 Gulfstream Paint And best of all, SN 1049 has been priced to sell. Advance your aircraft acquisition with this outstanding GIV. Contact Jim Donath at Donath Aircraft Services.

Donath Aircraft Services 773.935.9871 jimdonath@donathaircraft.com Visit DonathAircraft.com

AircraftPer&SpecNov14_PerfspecDecember06 21/10/2014 11:53 Page 3

CE SSN AC ITA TIO NC J4 CE SSN AC ITA TIO NE NC OR CE E SSN AC ITA TIO NE NC OR CE E+ SSN AC ITA TIO NE XC EL CE SSN AC ITA TIO NX LS CE SSN AC ITA TIO NX LS+ CE SSN AC ITA TIO NM 2 CIT AT ION MU STA NG

AIRCRAFT SPECIFICATIONS

ENTRY LEVEL & LIGHT JETS $2,142.87

$2,235.59

$2,190.12

$2,625.25

$2,541.99

$2,503.30

$1,500.89

$1,090.43

CABIN HEIGHT FT.

4.75

4.75

4.75

5.7

5.7

5.7

4.75

4.5

CABIN WIDTH FT.

4.83

4.83

4.83

5.5

5.5

5.5

4.83

4.58

CABIN LENGTH FT.

17.3

17.33

17.33

18.5

18.5

18.5

11

9.8

CABIN VOLUME CU.FT.

293

314

314

422

422

422

201

163

DOOR HEIGHT FT.

4

4.25

4.25

4.54

4.5

4.5

4.25

3.8

DOOR WIDTH FT.

2

2

2

2

2

2

2

2

BAGGAGE VOL. INT. CU.FT.

6

28

28

10

10

10

-

6

BAGGAGE VOL. EXT. CU.FT.

71

43

43

80

80

80

43.1

57

CREW #

2

2

2

2

2

2

2

1

SEATS - EXECUTIVE #

7

7

7

7

8

8

6

4

MTOW LBS

17110

16630

16830

20000

20200

20200

10700

8645

MLW LBS

15660

15200

15200

18700

18700

18700

9900

8000

B.O.W. W/CREW LBS

10350

10525

10460

12500

12800

12800

7000

5550

USEABLE FUEL LBS

5828

5400

5400

6740

6740

6740

3296

2580

PAYLOAD WITH FULL FUEL LBS

1052

905

1170

960

860

860

504

600

MAX. PAYLOAD LBS

2150

2075

2390

2500

2300

2300

1400

1200

RANGE - SEATS FULL N.M.

1667

1410

1494

1449

1539

1528

694

718

MAX. RANGE N.M.

1991

1736

1792

1839

1989

1976

1380

1070

BALANCED FIELD LENGTH FT.

3500

3920

3920

4060

3910

3910

3250

3380

LANDING DIST. (FACTORED) FT.

3978

4195

4182

4917

4738

4738

4125

3683

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

3858

4740

4620

3790

3500

3500

3698

3010

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

1248

1440

1400

699

800

800

1075

870

MAX. CRUISE SPEED KTAS

454

430

430

433

433

440

404

340

NORMAL CRUISE SPEED KTAS

454

430

430

433

433

440

379

340

L/RANGE CRUISE SPEED KTAS

380

372

372

373

373

373

331

319

2

2

2

2

2

2

2

2

FJ44-4A

PW535A

PW535B

PW545A

PW545B

PW545C

FJ44-1AP

PW615F

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.

86

AVBUYER MAGAZINE – November 2014

www.AVBUYER.com

❯

Aircraft Index see Page 4

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

CE SSN AC ITA TIO NU LTR EC A LIP SE AE RO SPA CE EC EC LIP LIP SE SE 50 AE 0 RO SPA CE TO EC TA LIP LE SE CLI AE PSE RO SPA 50 0 CE E CLI EM PSE BR AE 55 RP 0 HE NO M 10 EM 0 BR AE RP HE NO M 10 0E EM BR AE RP HE NO M 30 NE 0 XTA NT AE RO SPA CE NE 40 XTA 0X NT T 40 0X Ti

AircraftPer&SpecNov14_PerfspecDecember06 21/10/2014 14:10 Page 4

AIRCRAFT SPECIFICATIONS

ENTRY LEVEL & LIGHT JETS $2,486.09

$983.54

$986.73

$951.22

$1,248.93

$1,248.93

$1,916.59

$1,802.59

$1,798.42

CABIN HEIGHT FT.

4.8

4.16

4.16

4.16

4.92

4.94

4.92

4.75

4.75

CABIN WIDTH FT.

4.83

4.66

4.66

4.66

5.08

5.08

5.08

4.92

4.92

CABIN LENGTH FT.

17.33

7.6

7.6

7.6

11

11

17.17

15.5

15.5

CABIN VOLUME CU.FT.

310

109

109

109

212

212

324

305

305

DOOR HEIGHT FT.

4.25

3.9

3.9

3.9

4.86

4.86

4.86

4.2

4.2

DOOR WIDTH FT.

2

1.96

1.96

1.96

2.04

2.04

2.42

2.4

2.4

BAGGAGE VOL. INT. CU.FT.

26

16

16

16

10

10

19

31

31

BAGGAGE VOL. EXT. CU.FT.

41

-

-

-

60

60

66

25

25

CREW #

2

1

1

1

1

1

2

2

2

SEATS - EXECUTIVE #

7

3

3

3

5

5

7

7

7

MTOW LBS

16300

6000

6000

6000

10472

10472

17968

16300

16300

MLW LBS

15200

5600

5600

5600

9766

9877

16865

15700

15700

B.O.W. W/CREW LBS

9950

3834

3834

3834

7132

7132

11783

10531

10531

USEABLE FUEL LBS

5771

1698

1698

1698

2804

2804

5353

4912

4912

PAYLOAD WITH FULL FUEL LBS

779

502

502

502

580

580

942

1057

1057

MAX. PAYLOAD LBS

2250

1088

1088

1088

1312

1312

2216

2469

2469

RANGE - SEATS FULL N.M.

1259

574

574

574

915

917

1811

1852

1852

MAX. RANGE N.M.

1651

964

964

964

1242

1233

2077

2108

2108

BALANCED FIELD LENGTH FT.

3510

2898

2898

2898

3040

3479

3138

4600

4600

LANDING DIST. (FACTORED) FT.

3833

5173

5173

5173

4068

4110

3700

4045

4045

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

4230

2575

2575

2575

3061

3061

3335

5000

5000

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

728

780

780

780

702

702

1044

995

995

MAX. CRUISE SPEED KTAS

430

371

371

371

390

390

444

471

471

NORMAL CRUISE SPEED KTAS

430

369

369

369

371

371

430

460

460

L/RANGE CRUISE SPEED KTAS

372

330

330

330

333

333

383

405

405

2

2

2

2

2

2

2

2

2

JT15D-5D

PW610F-A

PW610F-A

PW610F-A

PW617F-E

PW617F-E

PW535E

FJ44-3AP

FJ44-3AP

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.

88

AVBUYER MAGAZINE – November 2014

www.AVBUYER.com

Aircraft Index see Page 4

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

2011 Bombardier Challenger 605

Price ex India: Make offers

Serial Number: Registration: Airframe TT: Landings:

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

5848 VT-MKJ 595 452

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

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

1999 Gulfstream V Airframe TT: Landings:

5050 1760

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

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

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

External camera system Honeywell HUD 2020 Head Up Display Securaplane 450 security system Interior Fourteen passenger configuration in Light Beige leather with Gold plate accessories. Side panels and headliner in coordinating Beige. High gloss, light wood veneer cabinetry.

Forward – four-place club; Mid cabin – four-place club; Aft cabin – Two-place club opposite a four-place berthable divan.

Forward, galley with microwave and convection oven, dual coffee makers, hot and cold water and storage for crystal, china, cutlery, food, beverages and ice Exterior Overall White with Brown stripes

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

Jetnet November_Layout 1 20/10/2014 15:02 Page 1

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The World Leader in Aviation Market Intelligence | 800.553.8638 | +1.315.797.4420 | jetnet.com

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Aviatrade October 22/09/2014 14:34 Page 1

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Aviatrade October 22/09/2014 14:34 Page 2

NEW YORK ✦ LOS ANGELES ✦ LONDON ✦ HONG KONG Cabin-Class Consulting....First Class Service

AC Management Nov14_Gil WolinNov06 20/10/2014 15:54 Page 1

AIRCRAFT MANAGEMENT CONSIDERATIONS

Aircraft Management ‘Professionally Managed’ versus ‘Just Managing’.

by Dave Higdon

94

AVBUYER MAGAZINE – November 2014

he company executive responsible for tending to the new business jet initially felt a sense of pride from the confidence shown by his partners. He knew volumes more about aviation and flying than the other five combined. His knowledge grew out of a few flying lessons taken in his youth – although he never started a ground school, never took the written exam, and stopped flying before he could fly solo.

Still, that approximately 12 hours of dual flying sufficed to convince his associates that he alone knew enough about aviation to manage the ownership and operating issues of the company jet.

The company's accountancy firm had a

T

www.AVBUYER.com

grip on the financial and tax implication, so there were no issues there. He hadn't exactly stepped forward as much as the others had stepped back – including the two partners most supportive of the decision to buy the pre-owned, 1990s-era light jet in the first place. A single-pilot eligible aircraft, the partners hinted that their “experienced” colleague might find it timely and convenient to train to fly the firm's plane himself.

At about the same time the airplane-overseer worked to understand the vagaries of operating the jet under Part 91; having a pilot on-staff for that purpose; managing upcoming maintenance; and complying with recent airworthiness directives, the firm's “aviation authority” got hit by his own Aircraft Index see Page 4

AC Management Nov14_Gil WolinNov06 20/10/2014 15:55 Page 2

...the decision to go with a management company, and the expectations of the benefits should be the focus of the company's process of shopping and selecting a firm to manage its aircraft.

aviation deficiencies. Everything had looked so much simpler at the time of purchase: Buy the airplane, employ someone who could fly it as part of the job, and fly forth into success!

Simple? It might have been if that’s all that there was to it. Except it wasn’t… Crew hiring; training and qualifying; meeting insurance requirements; finding a suitable maintenance “home” for the jet; and something else… those “third-party revenue” opportunities that the broker had spoken of.

All added to the complexity of the equation.

None of the partners seemed interested in starting a second entity to own and operate the airplane and meet the Part 135 requirements for offering charter flying. So outside Advertising Enquiries see Page 9

135, how does a company realize those possibilities? The company's use plan, predicated on flying just 250 hours annually, left a window to fly the airplane another 250 while staying within the scope of normal business aircraft flying averages.

It was at this point that our business manager charged with overseeing his company's newly purchased pre-owned jet first heard about companies that manage what he was finding unmanageable.

Some months after enlisting his company's airplane with a Management company, he offered this insight to anyone who has to share their work time with their main job and serving as a de facto aircraft-operations provider: “Find a management company to take the airplane off your hands so you can do the jobs you bought the airplane to achieve.

With the appropriate balance of in-house and outside use, a management firm may even enable that airplane to become a money maker in its own right. Instead of being viewed as a cost – which can vary wildly from company to company – aircraft management is more regularly viewed as an alternative to the costs of directly managing the aircraft. That means the costs are often offset by the benefits of the management program – and by freeing a company executive from time not productive for the company's primary line of business.

But as with so much of Business Aviation, the decision to go with a management company, and the expectations of the benefits should be the focus of the company's process of shopping and selecting a firm to manage its aircraft.

EXPERTISE, TIME, TROUBLE FREE Aircraft management companies exist in many varieties, scattered across a broad swath of locations. They vary in their approach, clientele, base location and aircraft selection. But they all serve a fundamental mission with common traits: To manage a www.AVBUYER.com

client's aircraft to afford them maximum availability of their own plane, while keeping the airplane busy enough – via charter to help it earn its salt.

Ultimately, the management company does just what the name implies: It manages the aircraft for the owner. It takes care of supplying crew – cockpit and cabin – and depending on the agreement with the client, not only operates the aircraft for the owner but flies it in revenue-generating operations for third-party clients.

Aircraft owners may decide to tap the expertise of a management company after acquiring the aircraft, or after a change in the owner-company's needs and use patterns. Many management companies offer what are commonly called “turnkey management solutions” that might start before the aircraft owner purchases the aircraft – or as far back as before a company selects and acquires the aircraft.

In place of paying several vendors and crew, the company with the managed aircraft pays one bill that covers everything.

And when placing the managed aircraft on the management company's charter certificate is an option, the benefits can range from simple cost reductions to outright profitability from the aircraft's third-party use. How much, of course, will vary, depending on the hours the jet is made available, the size of the aircraft and the market.

A PERSONAL TOUCH? No two mission requirements from one company to another will be exactly the same when it comes to ownership of a business aircraft. So the need for flexible, customizable programs to suit an individual client’s need is an absolute necessary where aircraft management is concerned.

As an example, the team at Meridian Air Charter (www.meridian.aero), based at Teterborough, New Jersey, but with several satellite offices dotted around the United States, emphasizes the individuality of its ❯ November 2014 – AVBUYER MAGAZINE

95

© TYLER OLSON

AC Management Nov14_Gil WolinNov06 21/10/2014 12:58 Page 3

PHOTO

AIRCRAFT MANAGEMENT CONSIDERATIONS aircraft management clientele, and actively works to customize programs to meet those individual owners' needs. Working to understand what the owner wants from the management relationship, whether to offset ownership costs through charter revenue, to support the client's own flight department or to simply improve utilization of both aircraft and staff, Meridian places emphasis on the importance of understanding how to structure the program to fit the client's needs.

You will need to enter discussions with an aircraft management company with a thorough idea of your company’s mission requirements not only now, but two or three years into the future, and you should continually monitor for changes in these to ensure the arrangement you enter into today with a management company remains a snug fit for your corporation in the future.

BULK-BUY SAVINGS One benefit that can filter directly down to the aircraft owner through a larger managed fleet, such as Meridian Air Center and Oakland, California-based Kaiser Air have, comes in the form of lower costs like fuel, aircraft insurance, maintenance and training.

The management company is in a good position to leverage its buying power to help save management clients on those costs.

KaiserAir (www.kaiserair.com), as an example, highlights that its managed fleet benefits from volume discounts at Santa Rosa Jet Center, while visits to remote destinations benefit from fleet fuel discounts negotiated

by Kaiser's in-house Fuel Manager, helping reduce the costs of all managed flights.

As do most management operations, Kaiser Air's aircraft-management clients enjoy the option of adding their aircraft to Kaiser's own Part 135 certificate, providing further opportunities for that charter department to aid management clients with reducing total ownership and use costs, as well as the potential value of some additional tax benefits from the aircraft.

SAFETY MATTERS Naturally, if you’re going to place the company’s prized multi-million dollar business tool with a management company, you’re going to want to ensure it is in safe hands.

You should focus plenty of your questions when selecting the right company to manage your aircraft on identifying that you are happy with their safety credentials.

ARGUS Platinum Ratings don't come easily or in great numbers, which is what makes companies such as TWC Aviation (www.twcaviation.com) - based out of San Jose, California - stand out. The Platinum rating is safety auditor ARGUS’ highest level of safety rating, and is awarded only to those

96

AVBUYER MAGAZINE – November 2014

But almost universally, aircraft management clients recognize and appreciate the value inherent in handing off their aircraft to experts who are better equipped... operators who have demonstrated successful implementation of industry-best safety practices relative to their operations and maintenance.

Such recognition certainly brings extra value and peace of mind to owners who turn to companies that are so accredited to manage their aviation assets. TWC’s comprehensive safety and security program is a significant factor for many executives, both domestically and internationally.

THE BOTTOM LINE Not everyone wants to share their aircraft, even when it means reducing the costs of ownership. But almost universally, aircraft management clients recognize and appreciate the value inherent in handing off their aircraft to experts who are better equipped to manage crew training, insurance, maintenance and flying the company airplane.

The decision to restrict aircraft use exclusively to the owner company may not www.AVBUYER.com

maximize the financial aspects in the real-time, but just being able to show it has been professionally managed, crewed and maintained can bring residual benefits when the time comes to sell.

Aircraft management also hues to the same benefit inherent in owning and using Business Aviation to begin with: It maximizes the time for business available to company executives. “To do otherwise”, one management company representative offered, “means making someone at the owning company spend time as inefficiently as airline passengers waiting to clear security.”

And that benefit alone drives the nearuniversal expectation that opportunities will only continue to grow for professionally structured aircraft management businesses.

❯ Do you have any questions or opinions on the above topic? Get them answered/published in AvBuyer Magazine. Email feedback to: editorial@avbuyer.com

Aircraft Index see Page 4

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TripPlanningCharter Nov14_Gil WolinNov06 20/10/2014 15:41 Page 1

FLIGHT PLANNING & CHARTER TRIPS

The TCE in Charter Balancing trip planning cost with charter service quality.

by Mike Vines

usiness Aviation travel is a nohassle, comfortable method of getting around the world efficiently and fast. But successful trips are only as good as the quality of the trip planning. It is difficult to get a handle on the percentage cost of trip handling within the equation of a charter or privately managed aircraft flight - it’s a bit like asking, “how long is a piece of string?” but John Brutnell, ExecuJet Group’s Aircraft Operations Director, based at Cambridge, UK, did put his head above the parapet.

“I would say against all the revenue in the flight…running a flight plan is probably fairly negligible and less than 5%,” he speculated. Adam Hartley, Manager, Charter

B

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Management Team, Universal Weather and Aviation Inc. based in Houston, Texas agrees. “Trip support services are a small percentage of the actual cost of a trip on the whole. It certainly varies and I don’t want to put a figure on it.”

Both companies offer trip planning as part of their portfolio. ExecuJet offers a range of services including management for private and commercial registered aircraft, aircraft charter, maintenance and completions management and has an extensive FBO network. It manages 160 business jets worldwide. Universal Weather and Aviation Inc. is a global Business Aviation trip management company with a global network of FBOs. www.AVBUYER.com

TRIP COST ESTIMATION Trip Cost Estimation (TCE) has become a growing part of the trip planning business for both charter operators and management companies. Hartley spends a lot of time working with management companies and TCE is a huge part of the business, getting accurate quotes that are as close as possible to the final invoice.

“On the charter side, every dollar they don’t spend is profit,” he told AvBuyer Magazine. “The charter market is very aggressive and fuel prices can have a much bigger effect on the margins.

“For us as a trip support company, it varies from client to client as to what the percentage cost can be. It also varies from flight Aircraft Index see Page 4

TripPlanningCharter Nov14_Gil WolinNov06 20/10/2014 15:42 Page 2

leg to flight leg, and the size of the aircraft.

For example, a G550 retails from the charter company at something like $8,300 per hour or a Falcon 50 could be from $4,500 per hour, so your costs could swing wildly there. But a trip from, say, London to Paris and back is very different from the US to China or the UK to India. It’s the third party fees that really drive the overall trip cost fee.”

The fees include everything from navigation fees, airport landing and ground handling fees to aircraft parking fees, over-flight permits, slots, PPRs, passenger taxes, passenger and crew visas as well as security, ground transport and hotel bookings.

At ExecuJet John Brutnell manages the operation of a 75 strong fleet of medium to Advertising Enquiries see Page 9

large, long range business jets (including Gulfstream, BBJ and Lineage aircraft) based in Europe, the Middle East and Australasia with most available for charter.

“What costs the money is the overhead of having this 24/7, 365 operation, supported by a specialist team of 20 people in the UK. We’re doing worldwide trip planning day after day and that takes a lot of resource to do properly.” Even so he admits he uses companies such as Universal and Jetex for some flight planning clearances and over-flight services, “but not for your common or ‘garden trip’ plan,” he added. “I’m for keeping as much in-house as possible.”

Handling over-flights and gaining permissions is a big job particularly with many of www.AVBUYER.com

ExecuJet flights regularly going into China.

Trip planning fees may vary very slightly between ExecuJet’s aircraft under management and charter within the fleet.

“There might be the odd slight difference; one charter might want to use one particular chauffeur company rather than another and dispatch would look after that, but nothing fundamental,” said Brutnell. (ExceuJet provides a full bespoke service which includes booking, handling, filing flight plans and raising over-flight permits. This is done as standard for all its customers.) “If you start having crews dealing with trip planning agencies it becomes more arduous for the crews. We’ve found it better for the ❯ customer to provide the full package.”

November 2014 – AVBUYER MAGAZINE

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PHOTO

FLIGHT PLANNING & CHARTER TRIPS

© TYLER OLSON

IN-HOUSE, OUT-HOUSE? Aircraft management and trip support service companies work together to try and supply a high standard of service. “Even though a particular management company may have a fleet of 200 aircraft and be involved with very complex VIP trips going in every direction across the globe, we establish standards that fit that company,” outlined Hartley. “Although there are still different owner requirements they are all getting the same top level of service across the board and that is what the management company is selling to its owners and its charter clients.”

On the subject of small companies attempting to do trip planning themselves both companies agreed it could present difficulties. “It’s very difficult for a small operator to provide that resource, it is absolutely vital to have someone in the office who is completely up to speed, wide awake and with someone else around to help when it inevitably goes ‘pear-shaped’,” said Brutnell.

Hartley agrees: “Some people take on the risk of trying to do more things in house and that is a risky proposition when you remove the experts and trip support companies from the equation. But the bottom line for these companies drives some of those decisions.”

In an ever-changing global regulatory environment and with 500 pages of NOTAMs being published monthly, trying to keep track of everything is almost impossible for the small company, Hartley explained. “We have 15-20 regulatory specialists here at Universal living and breathing international regulation. At some small companies pilots and schedulers are wearing so many hats that you ask who is keeping up with the SMS and who is the safety officer?”

COMMUNICATION IS KEY Pitfalls include lack of knowledge of airport closures, VIP movements and unexpected flight plan route changes. Having the backup of 24/7 companies like Universal, Jetex and ExecuJet on first-time trips to faraway places like the Indian sub-continent or Asia gives a lot of customer reassurance, say those in the know. Passengers and crew arriving at a new and untried destination can get a real feeling of trepidation, but to be greeted by a friendly representative who is connected to a global HQ is very comforting, they say.

Communication is the key, adds Hartley.

“There can be too many cooks in the kitchen - sometimes you can have a scheduler, an owner, pilots, as well as the management company and the brokers all involved.

When all those people are trying to manage a trip it becomes extremely difficult. You ❯

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Passengers and crew arriving at a new and untried destination can get a real feeling of trepidation, but to be greeted by a friendly representative who is connected to a global HQ is very comforting...

www.AVBUYER.com

Aircraft Index see Page 4

Boutsen November_Layout 1 22/10/2014 16:39 Page 1

TripPlanningCharter Nov14_Gil WolinNov06 21/10/2014 14:32 Page 4

FLIGHT PLANNING & CHARTER TRIPS

PHOTO

need a clear line of communication to make a mission successful. This is why many people are gravitating to management companies - it gives them a single source of contact, even though there is a cost that goes with it.”

Reducing cost is always of paramount importance, and ideas to consider could include flying from a different nearby airport rather than the one nearest to your base, it might be a lot cheaper. Hartley adds, “We’re very aware of differing airport fees, flight fees, slot fees and all are factored into our equation and are things that we track with historical data.”

Also, be aware of special events occurring around the time of the trip. Hartley examples a London airport at the time of the Olympics when aircraft parking could cost around $6,000 per day against a more normal $1,000. At the World Cup finals in Brazil, parking fees went from a reasonably low number to pre-payment only of $3,5005,000 per day. “The Sochi Winter Olympics were incredibly expensive, when tens of thousands of Dollars in pre-payment was required just to secure an arrival slot,” said Hartley.

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Trip Cost Estimation can save money especially if you are flying into one of the 200 most popular Business Aviation airports around the world. “It varies on the complexity of the trip and the complexity of the pricing structure but also depends on whether we already have the data required or whether we’ve got to research deeper,” says Hartley. “If it is within the 200 airports which account for 80-90% of the GA operations around the world and we have that historical data, we can turn the estimate around within the day.”

Charter companies are usually in more of a rush to get a TCE as very often they are bidding for trips on behalf of their customers. In a highly competitive market, companies want to find good margins and they need a cost estimate fast to get the bid in as quickly as possible. “We don’t generally look to discount a particular trip or leg to drive costs down - we try to be competitive on pricing and keep our service quality standards up,” concluded Hartley.

© AIR IMAGES

Trip Cost Estimation can save money especially if you are flying into one of the 200 most popular Business Aviation airports around the world.

❯ Do you have any questions or opinions on the above topic? Get them answered/published in AvBuyer Magazine. Email feedback to: editorial@avbuyer.com

www.AVBUYER.com

Aircraft Index see Page 4

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Fuel Planning & Safety Nov14_Finance 20/10/2014 16:02 Page 1

PHOTO

© CHRIS GALBRAITH

FUEL PLANNING

Fuel Management

by Mario Pierobon ue to high fuel prices over the past ten years or so, scheduled international airlines have become increasingly sensitive to fuel efficiency and looked to improve airline fuel management. This concept has achieved some critical mass and is supported by several software developers and consultancies (so much so that recommended practices such as single engine taxi have become almost standard procedure among the large international airlines).

While fuel management as a concept was developed specifically for the airlines, it also applies to Business Aviation. However, due to the importance of time-savings in business aircraft operations, aircraft performance in relation to mission of a business jet is so important that fuel can often become a secondary consideration in management and operational decision-making.

D

THE COST INDEX EQUATION Marcel Martineau - a former Airbus A330/A340 captain and current owner of

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Total Fuel Management – refers to the ‘Cost Index’ as a notion for decision-making. This mathematical formula is used as a flexible tool to control fuel burn and trip time in order to obtain the best overall economics.

The Cost Index, when inserted into the flight management computer of an adequately-equipped aircraft, will optimize the speed, balancing the cost of fuel with the cost of time.

As an example, a metric Cost Index of 20 would mean that the aircraft will consume up to 20kg (40 lbs) of fuel to reduce the flight time by one minute: Cost Index = Cost of time ($/Min) / Cost of fuel ($/kg).

The idea is to determine the cost for that minute. The ‘cost of time’ normally factors crew cost, time-related maintenance cost and delay cost - thus you can determine what that minute is worth and how much fuel must be burnt to save that minute.

In the case of business aircraft operations, the Cost Index is such that the cost of fuel is only a fraction of the overall cost. Since the cost of fuel is relatively small compared to www.AVBUYER.com

other costs of operating a business jet, operators often tend to minimize the importance of the fuel management and cost. Nevertheless, the Business Aviation industry has seen a rise in the Cost Index model from business aircraft operators managing larger fleets.

In a changing industry fuel management becomes a prime candidate for consideration, especially when you consider that the relative fuel consumption for business aircraft is higher compared to commercial aircraft. [The commercial aircraft will consume approximately 4 litres (8.3 lbs) per passenger, per 100km whereas a business aircraft carrying five passengers will consume 10 times that amount.]

“Fuel tankering is actually more manageable in business aircraft operations,” notes Martineau. “Business jets typically have quite long range capabilities and the legs flown are often relatively short. Considering that business aircraft tend to spend more per gallon of fuel compared to the scheduled international airlines, tankering fuel purchased at FBOs where better deals can be obtained is certainly a very sensible move. ❯ Aircraft Index see Page 4

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FUEL PLANNING “Optimizing the speed to the mission is also quite important. Business aircraft are often ferried to a departure destination. In a ferry flight there is no need to fly at highspeed where long-range cruise speed can suffice, giving better fuel efficiency,” adds Martineau.

DATA AVAILABILITY The availability of data means an opportunity for more informed decisions regarding fuel management. The provision of fuel efficiency information to flight crews as part of their briefing process (such as fuel efficiency information on the upcoming leg during the pre-flight briefing) can provide a valuable contribution.

“Business aircraft can minimize fuel consumption with good weather information and accurate flight planning,” offers Martineau. “The choice of a close alternate airport will reduce the landing fuel.”

Important fuel consumption data can be derived from Flight Data Monitoring (FDM) systems and Aircraft Performance Monitoring (APM) - although Martineau believes that the justification of investing in

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AVBUYER MAGAZINE – November 2014

such programs (especially for aircraft weighing less than 60,000 lbs MTOW that are not required to perform FDM) is a question of economics with many business aircraft flying less hours annually than the scheduled airlines and it’s unlikely that the cost of a FOQA program can be justified, except in the case of an operator managing a large number of aircraft.

SAVINGS & SAFETY A wide range of flight operations procedures reduce fuel consumption, are safety sensitive and need appropriate control actions, including: •

Engine-out taxi-out

•

Reduced takeoff flaps

•

Reduced acceleration altitudes on takeoff

•

Continuous climb operation

•

Constant descent operation

•

Low noise, low drag approach

•

Reduced flaps landing

•

Idle reverse on landing, and

•

Engine-out taxi-in.

www.AVBUYER.com

“All of these procedures are applicable to business aircraft,” notes Martineau. “They need to be adjusted for the circumstances. For example, business aircraft tend to use smaller airports where runways can be relatively short. So use of reduced flap landings or idle reversers on landing might not apply.

“It is all a question of airmanship,” he concluded. “Note that efficient pilots are normally safer pilots since efficient flying requires increased attention to detail and higher concentration. Efficient pilots will be focused on every detail which will result in increased situational awareness.” ❯ Mario Pierobon holds a Master’s Degree in Air Transport Management from City University London and works as a Safety Management Consultant and Content Producer. He regularly writes about aviation safety and is currently involved in a major airside safety research project at Cranfield University in the UK. Contact Mario via marioprbn@gmail.com

■

Aircraft Index see Page 4

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Updating a Jet Nov14_Finance 21/10/2014 16:46 Page 1

MODERNIZING YOUR AIRCRAFT

Modernizing your Aircraft (Part 1) What should you consider?

by Kevin Hoffman

s it time to upgrade and modernize your aircraft? Let’s take a moment to review this decision from a technical perspective. When your aircraft was built, it was certified to the then-current certification standards. Since that time, new regulations have been added, primarily to enhance safety and secondarily to improve ATC efficiency. These include: • Changes to burn criteria relative to materials used on aircraft interiors; • Environment regulations such as Stage 4 Noise and Emissions; and • Operational efficiency changes such as the Future Air Navigation System (FANS) and Reduced Vertical Separation Minimums (RVSM).

I

Aircraft that were manufactured in the late 1990s are more than 20 years older, and the technology in the cabin is certainly outdated or obsolete. If you own such an aircraft, how do you decide whether to modernize and upgrade or hit the reset button and purchase a new asset equipped with the latest technology and current on all regulatory issues? There is a tipping point.

AVAILABILITY The first question to answer concerns what is

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available for your aircraft. This issue must be viewed from two perspectives...

1. Service Bulletins covering the aircraft’s airframe: A list of available airframe Service Bulletins may be obtained through the service provider that handles your maintenance tracking program. That organization can also compare the list of items relevant to your aircraft. Service Bulletins are usually classified as Optional, Recommended and Mandatory.

Mandatory Service Bulletins must be completed. However, there are numerous Optional and Recommended Service Bulletins you might wish to consider that are able to improve reliability, comfort or operational efficiency. Needless to say, this step can be very detailed and involved, but it is a very important part of the upgrade and modernization process.

2. Supplemental Type Certificates (STCs) issued since your aircraft was manufactured: It is also important to review the list of currently available options to determine the ones you would like to install on your aircraft. Some of the options are simple kits that can be installed at any service center, while others will require obtaining an STC that may be costly and can only be performed by an Authorized Service Facility. The good news is that if an STC is www.AVBUYER.com

available, so is the kit and a center to perform the work.

At some point you will run into the law of diminishing returns. But how do you know when you are approaching this point? The answer is simple: If an STC is not available with respect to a contemplated major upgrade, such as an engine change, avionics change, wing or winglet redesign, it usually is too expensive for an owner to make these changes on a one-off basis, due to non-recurring engineering and certification costs that can easily exceed the value of the aircraft.

SELECTION The next question to answer is how to select the best options and Service Bulletins to implement? Consider the following check list: • Ask your pilots and maintenance personnel if there are any Optional Service Bulletins that would improve their ability to operate and/or maintain the aircraft.

• Look for Optional or Recommended Service Bulletins that enhance passenger comfort. For example, there are now premium noise and acoustic packages to reduce cabin noise and humidification kits to improve cabin air quality at altitude.

• Consider options that improve the overall efficiency of the aircraft. They range from Aircraft Index see Page 4

Updating a Jet Nov14_Finance 21/10/2014 16:48 Page 2

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seats that convert to flat beds, to cabin systems that provide Internet connectivity, high speed communications and/or highdefinition video systems.

There are so many new options and Service Bulletins available that an extensive comparison between your aircraft and what is available may be required.

FINANCIAL ANALYSIS How will you know if your modernization plans have gone too far? This is the financial analysis part of the process, and the answer often hinges on the reason you are considering modernizing your asset. Are you doing this work to operate the aircraft for at least another five years? Or, are you doing this work in order to improve the asset’s re-marketability?

Keep in mind that modernizing your aircraft will not alter its age, so consider your asset’s costs with respect to future maintenance requirements. Is the aircraft enrolled on any Hourly Cost Maintenance Program? If it is not, you may wish to include the cost of Program enrollment in your financial analysis.

If your modernization effort is the result of a planned near-term sale of the asset, keep in mind that the cost of some STCs, especially those involving avionics or electronics, may Advertising Enquiries see Page 9

be difficult to recover. So you may wish to reconsider your thinking.

In the next article in this series we will discuss the costs involved, detail the upgrade process, and introduce the ‘QUALITY–SCHEDULE–COST’ triangle, as www.AvBuyer.com

well as the effect it has on any aircraft modernization project.

❯ Kevin Hoffman is President & CEO, Aerospace Concepts. More from www.aerospaceconcepts.com Email: khoffman@aerospaceconcepts.com ■ November 2014 – AVBUYER MAGAZINE

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GrowingyourFlight Department Nov14_Gil WolinNov06 20/10/2014 15:30 Page 1

GROWING YOUR FLIGHT OPERATIONS

Upsizing The Flight Department When one plane no longer suffices, what then?

by Dave Higdon

hile the underlying catalyst varies from operation to operation, there’s no doubting that a contributor to Business Aviation's growth comes from existing operators: single-aircraft operators that need more lift than one airplane can provide. This occurs when needs dictate the addition of a second aircraft.

As companies grow many find themselves shortchanged by operating only one airplane. They need access to more destinations and more missions, serving more people needing more transportation. So how does a company set about upsizing its Flight Department?

Savvy operators tend to turn to outside sources initially to fulfill the initial extra demand. Longer term, however, these companies often decide that charter or lease fails to meet their needs – whether operationally, financially, in terms of reliability, or because of security and confidentiality issues. The logic varies from one operation to another,

W

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but existing aircraft owners generally understand that ownership yields the biggest benefits.

When the lines cross between financial and flying needs, companies find their best long-term solution is a second aircraft. The question of exactly which aircraft offers an infinite variety of answers, each involving answers to myriad questions about the variations in a company's needs.

So while the scope of this article can't speak to model specifics, it can offer prospects a glimpse of the factors to consider when weighing the value of a second aircraft (or more) for the operation. We also stop short of listing the factors that drive the decision to expand the fleet. Those differ as infinitely as any other part of the process.

Note, also, that we address only Part 91 operations. The regulatory considerations applicable to charter operations – even when operated by the company that owns the aircraft – move these issues up several significant levels. www.AVBUYER.com

FINANCES Acquiring a second aircraft won't necessarily simply double whatever fiscal issues the current aircraft brings: Some will be the same, others will differ; although matching aircraft types and models may bring some economies of scale where training and maintaining come into play. If you’re buying preowned, the amount of depreciation available bears weight on the transaction - while finance charges remain deductible, available depreciation can vary depending on how the prior owner treated the aircraft on its taxes.

All the financial issues should fit into the company's available resources - purchase, operation, maintenance and crew costs – so adding an airplane that strains the company books may indicate a questionable aircraft choice, or questionable decision to add another aircraft in the first place.

Fortunately, the Business Aviation community offers numerous practitioners in the arts and sciences of predicting the specific flight-hour costs of an aircraft's use. The tax Aircraft Index see Page 4

GrowingyourFlight Department Nov14_Gil WolinNov06 20/10/2014 15:31 Page 2

accountants can identify any available benefits. And, as one aviation-focused accountant shared, tax benefits may come from buying a pre-owned aircraft and investing in upgrades to improve the cockpit, cabin and/or performance. Those improvements are all game for depreciation claims.

STAFF IMPACT Again addressing only Part 91 Operations, depending on the structure of the flight department and the planned use of the added lift, adding an aircraft will at the least require depth to be added to the company's qualified flight crew. Even if existing staff qualify to operate the aircraft (a distinct possibility in this community), increased flight hours of operating more than one airplane will grow significantly.

Appropriate training and ratings must apply, of course. And that may be an expense worth factoring – particularly if the crew being trained must travel to receive their training and ratings or endorsements.

Flying plans influence staff planning: For Advertising Enquiries see Page 9

the majority of business aircraft, domestic operations dominate within the United States; for a growing population, however, international ops are an increasing factor.

Again, appropriate training and documentation must apply; a passport and a check to assure the boss that any newly-hired crew won't get stopped by CBP because their name adorns a no-fly list somewhere. This isn't generally an issue domestically, since American citizens enjoy the freedom to move in interstate travel free of state border checks. The moment you plan to fly beyond those borders, however, that house must be in order…

And while we're thinking internationally, one of Business Aviation's more surprising growth areas involves the BusinessLiner segment. Purveyors of these airliner-come-corporate-jets confess they're thrilled at the expanding popularity of their wares. That popularity also does good things for the employment prospects of Business Aviation pilots and cabin crew.

Those long-legged aircraft along with the www.AVBUYER.com

ultra-long-range and large cabin purposebuilt business jets need more crew than domestic, even transcontinental operations.

When a jet can spend 13, 14, even 15 hours aloft, clearly, a single crew set would be working an inordinately long flight and duty day. This is where crew issues become more significant for expansion at the upper end of the fleet; where supplementing both flight and cabin crew numbers is the only answer.

Conversely, adding an aircraft with a type-rating common to the existing aircraft can significantly simplify crew issues, which brings us to the final personnel issue: cabin crew. While Part 91 gives operators a degree of latitude and flexibility that neither Part 121/Part 135 flying enjoy, Part 91 still speaks to the needs for cabin crew when passenger numbers move up to levels comparable to commercial operations.

One operator reminisced of the time his company considered taking on a former twin-turboprop airliner with excellent speed capability. “We talked about refurbishing November 2014 – AVBUYER MAGAZINE

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GrowingyourFlight Department Nov14_Gil WolinNov06 20/10/2014 15:33 Page 3

GROWING YOUR FLIGHT OPERATIONS and refitting the interior to seat 22-23 from 30 and then operate it as a corporate shuttle,” he explained. “Our pilots came from our employee ranks; no public carriage – Part 135 capacity wrapped in Part 91 simplicity.

“Then we came across Part 91.533. For the boss, that was us running aground while trying to put people on a beach. It killed the idea there and then.”

A look at Part 91.533 Flight Attendant Requirements will show the root of the boss' problem: (a) No person may operate an airplane unless at least the following number of flight attendants are on board the airplane: 1.

For airplanes having more than 19 but less than 51 passengers on board, one flight attendant.

2.

For airplanes having more than 50 but less than 101 passengers on board, two flight attendants.

3.

For airplanes having more than 100 passengers on board, two flight attendants plus one additional flight attendant for each unit (or part of a unit) of 50 passengers above 100. (b) No person may serve as a flight attendant on an airplane when required by paragraph (a) of this section unless that person has demonstrated to the pilot in command familiarity with the necessary functions to be performed in an emergency or a situation requiring emer-

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gency evacuation and is capable of using the emergency equipment installed on that airplane.

Source: http://www.ecfr.gov/cgi-bin/ text-idx?node=14:2.0.1.3.10#se14.2.91_1533

So you can now tell your colleagues that those Business Aviation cabin crew coming out of those large-cabin BusinessLiners serve several purposes – and aren't just another perk or luxury…

ROOM IN THE INN? Of course, business airplanes – even those flying at the upper limits of average hours – still spend less time flying than on the ground. The chances are that the bulk of those hours (8,760 hours of any non-Leap Year) are spent at the aircraft's home base.

Without turning this into an article on the relative aircraft health, safety and security benefits of hangaring, we'll leave it as a given that companies seldom prefer the money savings of ramp parking over the rent and ground-handling costs of a nice dry hangar.

The inability to hangar a second aircraft at the existing home field may be a temporary issue solved by time; at some airports, however, it may be a long-term issue waiting on someone else to move out, or for the airport to invest in more hangar space.

Then there's the issue of airport access to that new airplane; making sure its performance allows routine use of the home field should be an early part of the analysis. ❯

www.AVBUYER.com

The inability to hangar a second aircraft at the existing home field may be a temporary issue solved by time; at some airports, however, it may be a long-term issue...

Aircraft Index see Page 4

Heli UK November_Layout 1 22/10/2014 12:45 Page 1

GrowingyourFlight Department Nov14_Gil WolinNov06 20/10/2014 15:34 Page 4

GROWING YOUR FLIGHT OPERATIONS Second-aircraft prospects may find their best solution lays in relocation to another, hopefully still-convenient, facility with space for both airplanes on the one field – or to use a runway better suited for the new airplane. Of course, the perceived inconvenience of basing two aircraft at two different fields may not pose a problem at all, depending on their proximity and how the company fills the aircraft seats. But hangaring also has a parallel issue when it comes to convenience and accessibility.

THE WRENCHING EXPERIENCE Maintenance… Part 91 aircraft, particularly highly sophisticated business-turbine hardware, require some attention on a regular basis. For one, merely keeping the software in avionics systems up-to-date may entail a visit to a shop. Then there are engine checks, the prospect of maintenance bulletins or airworthiness directives (ADs), and the unavoidable annual inspections required to keep the aircraft safe and legal.

If the home field offers expertise in the specific aircraft's systems – engines, avionics, airframe – the expanding operator is pretty much home free. But most airports don't boast a specialized service center, avionics tech shop or engine-overhaul facility.

Here's where enrollment in an hourly maintenance program begins to hold its strongest appeal; the provider can help the expanding operator identify the best shops

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for the aircraft's needs – and point the operator in their direction, if not already linking up shop and owner.

Maintenance considerations may also influence buying decisions. And, again, an operator already flying a specific brand may find adding a second airplane from the same OEM provides critical mass to reduce maintenance costs and training.

GETTING IT RIGHT The one thing we avoided here is advice on making the model choice. As noted, the variations offer infinite combinations to weigh. One element remains unchanged, regardless of the model: whether you’re adding a second, third or thirteenth aircraft, match the machine to the missions envisioned.

The best answer may be a second type of what the company already flies – a cost saver. But the best answer may be something smaller or larger...or with extra range, or better runway performance for increased airport access options. The answer to the key questions always comes down to finding the best match to the mission needs and company resources - at least, until mission needs or resources change again, and a third (or different) aircraft is needed to maintain the match. Then the company executives can repeat the process, weigh the factors and find a new best match to help keep the company growing.

www.AVBUYER.com

...whether you’re adding a second, third or thirteenth aircraft, match the machine to the missions envisioned.

Aircraft Index see Page 4

Amstat November_Layout 1 20/10/2014 16:13 Page 1

WE HELP AVIATION SALES PROFESSIONALS GENERATE DEALS

AMSTAT PROVIDES INDUSTRY LEADING CORPORATE AIRCRAFT MARKET & FLEET DATA

Jets

Turboprops Turbine Helicopters In a suite of comprehensive services to meet every business need Using a globally focused, multi-lingual research team, and a unique combination of live data and portability, AMSTAT provides the most timely and accurate market information available.

More importantly, AMSTAT provides the tools needed to convert that information into effective marketing programs and valuable sales opportunities – turning knowledge into revenue.

Information that moves you forward

US 1 877 426 7828 Int ’l +1 732 530 6400 www.amst atcorp.com

JMesinger Nov14_JMesingerNov06 20/10/2014 14:23 Page 1

THE AVIATION LEADERSHIP ROUNDTABLE

To The Finish!

(It is not always a straight line) ircraft transactions are never considered easy or without complication or deviation from the desired plan. They are filled with Letters of Intent (LOIs), Purchase Agreements, timelines, prepurchase inspections, more milestones and of course emotions.

We learn every day from the experiences we go through to bring a deal to fruition for our clients. From each deal we find new ways to manage everyone’s expectations when the road to the finish line reveals a bend.

I recently represented the seller of an older aircraft that sold for less than one million dollars. The buyer flew away after conducting a very limited pre-purchase inspection.

That was not the difficult part. Working with the buyer and our client to schedule this inspection, waiting patiently for the funds to be received in escrow, and managing our client’s expectations was the difficult part.

Like most other aircraft sales professionals, we have a process for the steps that typically occur as you work your way to the closing.

This process is never foolproof, but we know what is common and customary and we can discuss it with our client and prepare them for the process.

The buyer in the above example was a little different than the typical US corporate buyer or high-net-worth-individual. He was a buyer representing another buyer in a foreign country. The traditional International transactions issues caused funds to arrive slower while negotiations for what would and wouldn’t be part of an inspection were somewhat ‘grey’ and hard to pin down. The difficulties were mostly based on time-zone differences and a language barrier.

So how did this affect our client, the seller? When plans change and milestones are missed, frustration can set in. Sometimes, however, more flexibility is required from both sides when a buyer has been identified who is reputable and willing to come to contractual terms that are acceptable to the seller. Things may get off-track at some points and it may not be a traditional transaction, but with patience and the right expectations

A

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it can still be a successful transaction for everyone.

This particular transaction was more difficult for our side due to the fact that this particular aircraft was not ‘flying off the shelf’ and there was a smaller pool of potential buyers than other aircraft might have. Our client wanted to get the most money they could for the aircraft, while we had a buyer who allowed for a less invasive pre-buy before flying it away.

Some tension was created by the buyer who, based on tax considerations that were only addressed late in the process, changed their mind about where to conduct a visual inspection. One day the buyer wanted the aircraft flown to him, and then the next day he was going to perform his inspection at our client’s hangar, before suggesting going to a third-party facility.

The challenge for me was taking these changes back to our client and balancing their absolute desire to sell with their frustration over the changes. Because of the contractual terms that were agreed to by both buyer and seller, I knew that this transaction was going to be the best way to maximize our client’s bottom line, so I had to hold on tightly every day until the deal closed.

(There are occasions, though, that you have to let go and see who else is holding on – and if it all goes away it wasn’t meant to be.)

Ultimately the deal closed with the buyer performing as promised and the seller being satisfied with the end result. With deals like this the seller has to clearly understand the asset they have to sell and what type of buyer they will be dealing with.

Another deal that occurred recently involved an aircraft of significantly higher value, but a buying group who proved somewhat unpredictable in what they were asking for and different interpretations of a contract than are common and customary.

As we were representing the seller of the aircraft we had to keep our client focused on the end-result, and the fact that we had a real buyer who we believed was going to ultimately perform - and to therefore not worry about the minutia and annoyances that arose towards the end of the transaction. www.AVBUYER.com

The major hang-up proved to be that the buyer did not recognize when the aircraft’s Technical Acceptance was due. In this purchase agreement the terms stated that when the inspecting facility sends out a report and says that they have completed the inspection work that they were hired to do by the buyer, prior to any corrective action by the seller, a ticking clock began for the buyer to respond to the seller with their acceptance.

The buyer was not convinced that the inspection had been completed because there could be discrepancies all the way until the day of closing. They did not want to provide an acceptance until every discrepancy had been identified. The buyer was confusing the obligation for the seller to meet the delivery conditions all the way up to closing. That confusion caused frustration, and we had to carefully manage the tension with our client and work to provide information that would satisfy the buyer for what should have been a common and customary transaction.

As I said, it is not always a straight line to the finish of an aircraft transaction, but as an aircraft sales professional we have to gain from the experience of every transaction and work to keep our client-focused on the end result while also preparing them for the possible stumbling blocks they could meet along the way. It is our job to keep the process orderly, amiable and successful. Keep the manufactured tension far away! ❯ Adam Mesinger is the Director of Business Development for Mesinger Jet Sales. He is involved in sales, acquisitions and the lead in market research for the company. You can follow more of his writing as well as updates from Mesinger Jet Sales at their corporate blog Jetsales.com/blog, on Twitter @jmesinger and LinkedIn. Aircraft Index see Page 4

MEBA November_Layout 1 22/10/2014 17:04 Page 1

MarketIndicators Nov14_Layout 1 20/10/2014 16:39 Page 1

Market Indicators BizAv Activity - US & Canada September flight activity followed the usual trend and posted a decrease from August to finish the period down -2.3% overall monthover-month, according to ARGUS’ TRAQPak. Reviewing the operational categories, Part 91 flight activity managed to generate a 0.6% increase month-over-month. Part 135 and Fractional flight activity posted declines of -3.5% and -10.6% respectively.

Looking at the aircraft categories; Large Cabin flight activity posted the only month-overmonth increase, up 1.8% from August. Small Cabin and Mid-Size jets posted declines of -2.2% and -1.7% for the month. The largest month-over-month increase occurred in the Part 91 Large Cabin market which finished the month up 5.0%.

Reviewing year-over-year flight activity (September 2014 vs. September 2013), the data indicates that September 2014 posted a flight activity increase for the 10th month in a row, up 3.9%. This makes September 2014 the busiest September since 2008.

The results by operational category were positive across the board with Part 91 leading the way, up 4.0%. The Part 135 and Fractional markets were up 3.8% and 3.1% respectively.

Septem ber 2014 vs August 2014 T urboprop S mall Cabin Jet M id-Size Jet L arge Cabin Jet A ll Combined

P art 91 -1.9% 0.4% 2.1% 5.0% 0.6%

P art 135 -6.1% -3.8% -1.4% 1.1% -3.5%

F ractional -28.7% -9.0% -8.0% -11.4% -10.6%

A ll -4.5% -2.2% -1.7% 1.8% -2.3%

F ractional -8.5% 20.7% -0.5% 2.4% 3.1%

A ll 0.7% 6.0% 4.1% 7.4% 3.9%

S eptem ber 2014 vs Septem ber 2013 T urboprop S mall Cabin Jet M id-Size Jet L arge Cabin Jet A ll Combined

P art 91 -0.3% 6.7% 6.2% 7.3% 4.0%

Flight activity by aircraft category finished positive for all aircraft, including Turboprops which posted a 0.7% rise year-over-year, marking the first year-over-year rise in turboprop flight activity since a 0.4% rise in June 2014.

Large Cabin flight activity led the way for the month, up 7.4% from September 2013. Small

P art 135 3.2% 1.0% 5.0% 9.9% 3.8%

and Mid-Size cabin aircraft posted year-overyear increases of 6.0% and 4.1% in that order.

The Small Cabin fractional market continues to post the largest growth for an individual segment with a year-over-year increase of 20.7%.

MI www.argus.aero

Mid-Size Jets: The Next Sales Frontier?

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mid-September 2014, according to JETNET. The sales environment for Super Midsize Jets is expected to be the most robust of the Medium Jet segment, based on high-probability purchase intentions measured by quarterly JETNET iQ Surveys of fixed-wing turbine business aircraft owners and operators over the past 12 months.

Prospective buyers who currently operate Medium Jets indicate that their most important purchase criteria are cabin size and non-stop range performance, respectively, and they are clearly attracted to the new and recently certified offerings in the Super Midsize Jet segment. Purchase interest is highest amongst North American buyers, where 72% of the Super Midsize Jet fleet is based. Each of these aircraft offers a stand-up 72”+ cabin and 3,100nm+ NBAA IFR range with 4 passengers - enough to meet virtually all transcontinental US missions.

Although new purchase intentions do not always lead to actual purchase behavior, customer interest in the new Super Midsize Jet offerings from Bombardier, Embraer and Gulfstream is consistent, suggesting these OEMs are poised to capture a wave of new orders. Vincent expects that these orders will position this middle market segment for its first YOY growth in

www.AVBUYER.com

new deliveries since the onset of the recession, reflecting a market recovery but also the ROI from product strategies that have been years in the making.

In the pre-owned market, asking prices for 5-yearold Challenger 300s with typical levels of annual utilization are hovering in the 65%+ range relative to 2009 new list prices. Just 6% of the fleet is currently available for sale, with average days on market hovering around 200, according to JETNET. These reflect an active, healthy marketplace with a balance between buyers and sellers.

Customer interest in larger cabins is no doubt driven by a desire for more comfort. Tight cabins and low ceilings are understandably commonplace in the light jet segment. Nevertheless, times – and passengers – are changing. Passengers are simply bigger these days, and missions are growing in length/duration, so seats and interiors are necessarily evolving to meet these realities.

The Super Midsize Jet segment appears to be alive and well, especially in the relatively vibrant US market.

That’s a welcome sign for all who have been anxiously awaiting good news of better days ahead.

MI www.rollandvincent.com

▼

Although much focus in Business Aviation is on the strength of Large Jets and the relative softness of Light Jets, the Medium Jet segment has faced some of the strongest headwinds in the post-recession industry, notes Rolland Vincent...

Buffeted by spikes in unsold inventory and sharply reduced utilization, prices and values, Medium Jets represent almost a third of the world business jet fleet, and are operated by a broad spectrum of customers.

Could relief finally be in sight for long beleaguered aircraft OEMs, sales professionals, owners/operators, investors and key stakeholders that focus on the middle of the market? The answer: A qualified “Yes”, but first, some definitions…

Vincent classifies the Medium Jet segment as all aircraft from the Super Light Jet (Citation XLS+, Learjet 75) up to and including the Super Midsize Jet categories (Citation X+, Challenger 350, Gulfstream G280, Legacy 500). These aircraft have 2014 list prices spanning $13-26m, MTOW from 20,000-40,000 lbs., four passenger NBAA IFR non-stop ranges from 1,700-3,600nm, and standard seating lay-outs accommodating 7-8 passengers. [He excludes the $2628m Legacy 600 and Falcon 2000S.] The Medium Jet fleet included 6,440 aircraft as of

Aircraft Index see Page 4

Elite London November_Layout 1 21/10/2014 16:54 Page 1

MarketIndicators Nov14_Layout 1 21/10/2014 15:23 Page 2

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Market Indicators BizAv Activity Europe

A Thought on ‘Shortages’ Most of us today live in a market economy, reasons Richard Aboulafia. Markets are just a dialog between people who have something, and people who want something. This dialog determines the price of that something. There are upward and downward pressures on price, based on supply and demand. So why the panic over pilot shortages?

Skywest cited a “pilot shortage” as a major cause of its 2Q $14.7m loss. Skywest new-hires earn $22,000-25,000. A recent Government Accountability Office put it well: “Data indicates that a large pool of qualified pilot exists relative to the projected demand, but whether such pilots are willing or available to work at wages being offered is unknown.”

In February 2010 Boeing’s Rick Stephens noted that the STEM (Science, Technology, Engineering, Math) “skills shortage is a global concern across the board in all high-tech sectors...” This ‘shortage’ might just be related to the frequent engineer-firing binges at Boeing and other aerospace companies. Even in a great year like this one, Boeing informed 2,000 engineers that half of them would be fired soon...

Most of the executives who utter such phrases aren’t idiots, however. Sure, by whining about a “shortage,” they’re being incredibly passive about their business, but most are just looking for a hand-out. Even though more experienced pilots, engineers and machinists are more capable, it’s more profitable to employ lower-paid new starts - yet working conditions and wages often aren’t good enough to get these. That’s where government comes in.

Training subsidies are a popular way for state

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and local politicians to support industry.

If we were to banish the word “shortage,” we’d also weaken its idiot cousin, “crisis”.

People ask forecasters “could the STEM crisis (or the ‘Fuel shortage’) de-rail industry growth?” Think in terms of inflationary (and deflationary) cost pressures rather than shortages and crises, and then look at the total impact of those pressures on the cost structures of companies that build and fly airplanes. It’s merely a question of paying a bit more for something.

Not only can companies pay their workers more, there’s a strong reason that they should.

American capitalism, as pioneered by Henry Ford, is based on the great idea that companies can learn to build things cheaper while paying workers enough to become consumers. By building Model Ts cheaper and paying lineworkers enough to save, they could one day buy a Model T. By treating workers as a cheap commodity (and crying “shortage” when they can’t get them cheap) companies are reducing aggregate demand for their goods and services. Reducing wages for engineers, machinists, pilots and everyone else means less demand for air travel.

Stagnant wages certainly help explain stagnant travel demand in the US over the past decade or two. Yet very few individual airlines or aircraft companies care enough about the greater good to start stimulating demand with better wages… Let’s do our part by abolishing the word “shortage”. The industry will be better for it!

WINGX reported a total of 63,068 European Business Aviation flight departures in September (1,237 more than in August) equal to a Year on Year (YOY) increase of 35 flights (+0.1%). The European market remains about 1% off 2013 YTD. The month's good news is that Europe's Top Six country markets all expanded YOY with the UK showing exceptionally strong growth at +10%.

France, Europe's #1 market, increased activity by 6%. The overall picture has a negative distortion however due to the collapse in demand for Business Aviation in Russia, Ukraine, Turkey, and - to a certain extent - the whole CEE region.

Clearly this relates to geopolitical crises in 2014.

Flights between the CIS region and Europe fell 34%, as flights from and to Russia continued to decelerate, -19% YOY, mostly in heavy jet activity.

Business jets continued to lose activity overall, with owners’ jet activity down 4% YOY. The market was bolstered by strong turboprop activity, up 3% in total, and 5% just in charter activity. Turboprop activity was strongest in the UK, up 17% YOY. As well as turboprops, small-cabin aircraft flew more this month, with the light jet segment up for the first month this year, and VLJs taking the limelight with a 14% YOY increase in operations. VLJ flights are now 8.4% up YTD. Jet flights increased 10% in Spain. Piston departures grew 16% in Germany. Declines were notable for jets in Ukraine, -55%, turboprops in Austria, -7%, and pistons in Belgium, -6%.

Richard Koe, Managing Director of WINGX Advance, summarized, “…the good news is that Western Europe bounced back in September, most notably in France, Europe's largest market. Whilst it is difficult to see an economic correlation there, it is clear that the sustained growth of Business Aviation in the UK this year is linked to that country’s solid economic recovery.”

MI www.wingx-advance.com

MI www.tealgroup.com www.AVBUYER.com

Aircraft Index see Page 4

MarketIndicators Nov14_Layout 1 21/10/2014 15:32 Page 3

Market Indicators

3

Colibri Aircraft’s Oliver Stone notes that clients often ask ‘what is the most popular aircraft?’ While there are many ways to try to quantify this, it may be useful to go through the recent sales of all types of aircraft and see which models had recorded the most transactions thus far in 2014, he offers.

Records of all retail sales from January 1 2014– July 31 2014 from Amstat reveal some interesting trends. Most surprising is that of the ‘top 20 sellers’ only three are currently in production (Citation Mustang, Sovereign and Citation CJ3). Additionally, of the top 11 aircraft, five are turboprops, three are light jets, two mid-size aircraft and one a large cabin jet. The top three aircraft are actually turboprops, with the King Air B200 and Pilatus PC12 (50 transactions each), and Piper Meridian (49 transactions) taking the top spots. The 20+ year old Citation II is the top selling jet (43 transactions). The first entry for a large cabin, long range jet is the Challenger 604 in ninth place (32 transactions).

The slump in the pre-owned market has brought pricing down to historically low levels, and some amazingly capable and versatile aircraft can be purchased for levels that were unimaginable six years ago. The value proposition of pre-owned is now enormous, and Stone believes Amstat’s figures show the market realizes this. For example, the two topselling mid-size jets, the Hawker 800XP and Lear 60, have long been out of production (their newest models are 8–10 years old), but prices are in the $2-4m range. They provide a fabulous business tool with similar functionality to a new jet, but at a fraction of the price.

to buyers whose entities are P RE-OWNED SALES FOR JANUARY-JULY 2014 domiciled in the US - a 78.9% ( TOP 2 20 0) market share of pre-owned transM AKE/MODEL S OLD actions. This obviously varies Beechcraft King Air B200 50 from model to model, with some Pilatus PC-12 50 aircraft having a much greater inPiper Meridian 49 ternational appeal - but overall, Cessna Citation II 43 the pre-owned market is being Cessna Caravan 208B Grand 42 driven by US demand. [RememCessna 421C 39 ber: this is the top 37 aircraft, not Cessna Citation Mustang 35 the market as a whole.]

Beechcraft Hawker 800XP 33 The US has a long history with Bombardier Challenger 604 32 corporate aircraft and therefore Cessna Citation Jet (500) 31 comfort with the older products makes sense. As emerging marBeechcraft King Air 200 29 kets gradually accustom to operBombardier Learjet 60 29 ating older aircraft, expect this Cessna Citation Sovereign 28 number to start shifting. HowCessna Citation Bravo 27 ever, until then, as an owner of a Beechcraft King Air C90 26 non-US registered aircraft, if you Cessna Citation Excel 26 plan to resell the aircraft consider Cessna Citation Jet (525) 25 it likely that your transaction will Bombardier Learjet 35A 24 involve export/import.

Cessna Citation V Ultra 23 Caveat: as with all things staBeechcraft Beechjet 400A 22 tistical, it’s important to look at Source: Amstat the full picture. These numbers do not take into account the fleet size of each aircraft type, instead reflecting the number of transacnumber of transactions is quite low. tions. Given that the King Air B200 and If you’re the owner of an older model, outPilatus PC-12 are two of the most produced corporate aircraft in history, it stands to reason of-production aircraft, take comfort in the fact that these markets still have surprising that they should have the highest number of amounts of demand and activity. Older airtransactions. This is a big reason why the craft present tremendous value for buyers, ultra-long range aircraft (G550, Global Exand there’s great demand for them – at the press, Falcon 7X) are not included in the top right price, of course.

40. Those markets are quite active, with a fairly high percentage of turn-over each year; MI www.colibriaircraft.com owners should not despair that the absolute

▼

What’s the Most Popular Aircraft?

‘FINANCE VS CASH’ Since the recession the typical rule of thumb for financial institutions offering financing is that the aircraft must be no older than 10 years and with a value over $5m. Of the top 35 aircraft, only six meet these criteria, inferring, 1) cash is still the dominant financing source as banks are reluctant to finance the most commonly traded aircraft, and 2) there is an enormous market for financiers that is underserved at the moment. It’s highly likely as the market demand continues to improve banks will begin to serve this market financing these older aircraft, meaning there’s a vast amount of room for growth in the older, lower-value segment if and when they become popular options for lenders again.

PHOTO © BRADLEY BORMUTH

‘GEOGRAPHY’ By geographic location, the US accounts for an overwhelming majority of buyers for the top 37 models. Of 966 transactions, 763 were Advertising Enquiries see Page 9

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Market Indicators

In-Service Aircraft Technical Condition and Price

Maintenance Rating (ATC Score): average Asset Technical Condition Score (an aircraft’s rating relative to its Optimal Maintenance Condition – achieved the day it came off the production line) improved 7.8 AI2 basis points, to 5.420 from July’s 5.342, a Rating comfortably above the MidTime/Mid-Life 5.000 level – on the ATC Score scale of -5 to 10.

Financial Rating (ATFC Score): average Asset Technical Financial Condition Score (rating scheduled maintenance event cost associated with the aircraft ATC Score) once again remained relatively flat, and stayed below the Mid-Time/Mid-Life 5.000 level – on the zero to 10 ATFC Score scale – by registering 4.978 versus the previous month’s 4.965.

Asset Exposure (ATFE Value): the average Asset Technical Financial Exposure Value (an aircraft’s accumulated maintenance financial exposure) worsened by another $12k, raising the average aircraft’s accrued

maintenance expense to $1.435 Million and, once again, recording the worst figure for the past twelve months.

The group figures allowed Large Jets to retain first place relative to asset quality this month. Medium Jet asset quality registered a virtual tie with Small Jets, while Turboprops suffered an asset quality downturn and remained in fourth place.

Exposure to Price Ratio (ETP Ratio) Spread in the ratio of Asset Exposure to aircraft Ask Price (ETP Ratio) for the aircraft tracked narrowed substantially this month, while the Overall Market average increased yet again to 47.2%, from 45.2% (Table B).

Asset Insight considers anything over 40% to represent excessive Asset Exposure in relation to aircraft Ask Price, and the ETP Ratio has risen virtually unimpeded for the past twelve months.

The greatest ETP Ratio influencer this month was accrued maintenance – along with trades of higher quality assets that effectively penalizes the average figures (Table C).

Market Outlook Average Ask Price for the 76 aircraft models tracked by Asset Insight registered a 2.0%

Table A

AVBUYER MAGAZINE – November 2014

MI www.assetinsightinc.com

Table B

Table C

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increase to $5.85m, a figure that virtually equalled the average value for the past twelve months (Table D). Large Jet prices increased by approximately $90k this month to $16.3m, falling just short of the group’s 12-month average ($16.4m), while Medium Jet pricing increased 6.0% to $3.73m from last month’s $3.52m, registering above the group’s 12-month average. In sharp contrast, Small Jets registered a record low figure this month of $1.77m, while Turboprop pricing receded to a record low $1.64m from July’s $1.70m.

Prospective Small Jet buyers probably have their pick of decent quality aircraft at very reasonable prices – a market view hopeful sellers might not want to read. In recent market overviews Asset Insight has advised Turboprop buyers to focus on asset quality rather than aircraft price, noting that aircraft achieving a high Asset Insight Index are unlikely to remain on the market for long. Below average Turboprop Index figures and record low average Ask Prices this month resulted from higher quality assets trading, leaving mostly lower quality assets and commensurate ratings.

■

An Asset Insight Index analysis of 76 fixed-wing models and 1,528 aircraft listed ‘For Sale’ researched on August 29, 2014, revealed the following Overall Market asset quality Ratings compared to last month’s figures (see Table A)…

Table D

www.AVBUYER.com

Aircraft Index see Page 4

NBAA October_Layout 1 23/09/2014 09:43 Page 1

D E D I C A T 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. S.

SHARED MISSION. SHARED PASSION. If there’s anything our Members love as much as flying, it’s knowing that when they fly for business, they’re making the most of every hour. That is, after all, why they joined the National Business Aviation Association. We offer literally hundreds of programs and services to help Members fly as safely and efficiently as possible. And, ultimately, to help their businesses succeed. If you have a passion for flying, and productivity, join the Association that not only shares your interests, but also works to protect them.

Join today at www.nbaa.org/join/asw or call 1-800-394-6222.

Priorit y Code: PM09XP18

BusAviationNewsNov_Layout 1 21/10/2014 09:24 Page 1

BizAv Aircraft Review Gulfstream’s New Aircraft Family The G500 and G600 incorporate a thirdgeneration Gulfstream EVS, the Synthetic Vision-Primary Flight Display system and HeadUp Display II. Similar to the G650/G650ER, the G500 and G600 offer a full three-axis digital fly-by-wire system with benefits that include flight-envelope protection, stability augmentation, increased redundancy and reduced maintenance.

The G500 and G600 are powered by versions of the new Pratt & Whitney Canada PW800 series engine, delivering excellent fuel efficiency (along with a Gulfstream-designed wing), fewer emissions and engine noise, and have a 10,000-hour time between overhaul with no midlife inspection for lower operating cost.

The first flight of the G500 is scheduled for 2015. Gulfstream projects it will receive type certification from the FAA and EASA in 2017 and begin deliveries in 2018. The G600 flighttest program is expected to begin approximately 12 to 18 months after the G500’s, and entry-into-service is projected for 2019.

OTHER GULFSTREAM NEWS Gulfstream has introduced an all-new family of business jets: the Gulfstream G500 and G600. The two new aircraft optimize speed, wide-cabin comfort and efficiency to offer customers exceptional performance with advanced safety features.

The clean-sheet aircraft were announced just prior to last month’s NBAA meeting in Orlando at an event that saw the first G500 taxied up under its own power and a nearly-70foot mock-up of the G600 revealed.

“Today’s announcement demonstrates the power of General Dynamics’ consistent and disciplined investment in both Gulfstream’s research and development and manufacturing facilities,” said General Dynamics chairman and CEO Phebe Novakovic. “The effect of that investment is manifest in these two airplanes.”

The G500 is designed to fly 5,000nm at Mach 0.85 or 3,800nm at Mach 0.90, while the G600 will travel 6,200nm at Mach 0.85 or 4,800nm at Mach 0.90. The maximum operating speed for both aircraft is Mach 0.925 – equal to that of the G650/G650ER. Larry Flynn, president, Gulfstream announced, “The G500 and G600 build upon the technology present in our G650 and…

G650ER. Once again, our customers played a major role in the development and creation of these aircraft. The G500 and G600 continue the long Gulfstream tradition of being the first OEM to ensure an optimal combination of speed, range, wide-cabin comfort and fuel burn.”

living areas, and the G600 has up to four, as well as an optional crew rest. Both have forward and aft lavatories and include a full-size galley that can be located in either the forward or aft cabin portion. Ample storage space is also prevalent. Both aircraft feature an industryleading cabin altitude of 4,850ft at FL510 while large oval windows, the same size as those on the G650, allow natural light to pour into the cabins.

Gulfstream’s revolutionary new Symmetry Flight Deck will be utilized in the cockpit, incorporating cutting-edge active control side-sticks, integrated touchscreen controllers, a next-generation enhanced vision system and Honeywell Primus Epic avionics. “The active control sidesticks enable both pilots to be consistently on the same page, enhancing safety,” noted Dan Nale, senior vice president, Programs, Engineering and Test, Gulfstream. “No other business aircraft on the market has this feature.”

In other Gulfstream news, the flagship Gulfstream G650ER has been certified by the FAA. The certification verifies the airworthiness of the aircraft’s design and clears the way for G650ER deliveries to begin before year-end.

The new G650ER can travel 7,500 nautical miles at Mach 0.85 and 6,400nm at Mach 0.90, representing an increase of up to 500nm over the range of the G650. Like the G650, the G650ER has a maximum speed of Mach 0.925. The G650ER shares the same cabin, avionics and systems as the G650. Current G650 owners and order-holders can upgrade their original G650 to a G650ER. Thomas Anderson, meanwhile, has been named director of Product Support for Gulfstream’s Long Beach Service Center where he will oversee operations, reporting to Becky Johnson.

More from www.gulfstream.com

❯

WIDE-CABIN The finished cabin of each aircraft, which measure 91 inches wide and 74 in tall, provide widecabin comfort with considerable head room and shoulder room for passengers. Carrying up to 19 passengers each, the G500 has three

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AVBUYER MAGAZINE – November 2014

www.AVBUYER.com

Aircraft Index see Page 4

P125_Layout 1 22/10/2014 13:39 Page 1

EXPERIENCE. KNOWLEDGE. SUCCESS.

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GKGLAW.COM • (202) 342-5251 www.conklindd.com

Advertising Enquiries see Page 9

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|

+-928-443-8676

November 2014 – AVBUYER MAGAZINE

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BusAviationNewsNov_Layout 1 21/10/2014 14:14 Page 2

2

BizAv News In Brief

Aerion/Airbus Both Aerion and Airbus will collaborate on technologies associated with the future of high-performance flight. To further their mutual objectives, both will exchange knowledge and capabilities in design, manufacturing and certification. For Aerion, this means collaboration to advance the development and commercialization of the

AgustaWestland A recent ceremony held at AgustaWestland’s Vergiate plant in Italy, saw two AW139 intermediate twin helicopters handed over to Samsung Techwin Republic of Korea. These aircraft will be placed in service to perform corporate transportation missions.

The delivery includes the 700th AW139,

Bombardier Recently, Bombardier celebrated the delivery of the first EASA-registered Learjet 75 aircraft to the Roullier Group - a company based in France. The Learjet 75, along with the Learjet 70, received full type certification from the European Aviation Safety Agency (EASA) on September 12.

With a maximum range greater than

Cessna Early last month, Cessna announced that the Citation Latitude flight test program has yielded improvements in expected aircraft range and runway performance, promising even greater value for operators than originally envisioned (certification of the Latitude is expected in the second quarter of 2015).

An increase in range to 2,700nm at long-

Embraer Embraer recently delivered its first new Legacy 500 mid-size executive jet. The launch customer was a Brazilian company.

Embraer is positioning its Legacy 500 as ‘the first of a new generation of business jets’ that ‘redefines the midsize category’.

With sophisticated technologies, this

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AVBUYER MAGAZINE – November 2014

www.aerionsupersonic.com

Aerion AS2 supersonic business jet.

Airbus will provide technical and certification support, including the assignment of senior engineering staff to Aerion’s expanding development organization. Aerion and Airbus Defence and Space professionals will work together at Aerion’s new and larger engineering offices in Reno, Nevada.

www.agustawestland.com

setting a major production milestone that comes approximately ten years after the model’s introduction into service. During the past decade, according to AgustaWestland, the AW139 has set the new standard in its category and has become the bestselling aircraft in the intermediate twin helicopter category.

www.businessaircraft.bombardier.com

2,000nm and cruise speeds up to Mach 0.81, the Learjet 75 is able to fly four passengers and two crew non-stop from Paris to Cairo and Madrid to Moscow. Additionally, its powerful engines and new winglet design allow it to carry eight passengers with full fuel.

www.cessna.com

range cruise (an extra 200nm), along with improved runway performance with takeoff distance now standing at an impressive 3,668 feet (rather than 4,030 feet in prior projections) have been announced.

The first fully-configured Citation Latitude made its public debut at last month’s NBAA meeting.

www.embraerexecutivejets.com

aircraft also brings innovation to the manufacturing system, with extensive use of automation, robotics and paperless assembly processes. The Legacy 500 has a six-foot flat-floor cabin, which is comparable to those of some aircraft in the super-midsize category. ❯

www.AVBUYER.com

Aircraft Index see Page 4

BusAviationNewsNov_Layout 1 21/10/2014 09:30 Page 3

3

BizAv News In Brief Associated Air Center Associated Air Center (AAC) inducted its first Boeing 787-8 aircraft to be completed for a Head of State customer at its Dallas Love Field facility. The composite structure and advanced systems on the 787 will require special engineering, tooling and technical capabilities.

Flying Colours Corp Enlargement of its completions and refurbishment portfolio means that Flying Colours can now offer bespoke special mission projects for the Bombardier Global family of business jets - a move driven by “customer demand”. Flying Colours now has the capacity to take on new projects with the completion of the first part of a three-phase

Raisbeck Engineering A newly certified EPIC Performance Package was unveiled by Raisbeck Engineering for the in-service King Air C90GTx fleet of nearly 150 airplanes. The measurably improved performance comes from Raisbeck’s Swept Blade Turbofan Propellers, combined with Dual Aft Body Strakes, and takes advantage of the low-speed contribution of the

Rockwell Collins The 1,500th business aircraft signed up for Rockwell Collins’ Corporate Aircraft Service Program (CASP) recently. The agreement was coordinated by Germany-based Rheinland Air Service, a Rockwell Collinsauthorized dealer.

CASP offers corporate aircraft operators maintenance for avionics and cabin enter-

Universal Avionics MD Helicopters partnered with Universal Avionics to bring the most advanced technology into the flight deck of the MD Explorer light-twin helicopter. Universal is currently working on finalizing specifications for Engine and CAS development as well as design and construction on the systems integration test rig that will be used for both Advertising Enquiries see Page 9

www.associated.aero

The AAC team is reportedly very excited to have the aircraft in its shop where the real work can begin. The VIP-configured 787-8 offers 2,404 square feet of cabin space and a range of 9,590nm. AAC plans the redelivery of the completed aircraft by the end of 2015.

www.flyingcolourscorp.com

expansion programme at its Peterborough, Ontario base.

The Canadian company made an entrance into the special missions market in 2013 with a contract from Bombardier for seven CRJ700s for an unnamed Chinese client.

www.raisbeck.com

factory installed winglets on that specific model.

The new EPIC Performance Package is dubbed the C90GTRx EPIC, and will be available for purchase and installation at all Raisbeck independent and HawkerBeechcraft Service Centers worldwide.

www.rockwellcollins.com

tainment equipment. Rentals, exchanges, component repairs, comprehensive reliability upgrades, equipment removal and refit coverage are included. Consolidated annual billing, which is based on a forecast of annual operating hours received at the start of the annual program, covers each aircraft for an entire year.

www.uasc.com/md

integrated testing and for demonstration/ Human Factors evaluations.

At the MDHI Mesa facility, final vendor selections for all peripheral avionics systems have been completed and documentation for installation and approval, as well as preliminary systems safety assessments is in work.

www.AVBUYER.com

November 2014 – AVBUYER MAGAZINE

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J Hopkinson 2 June 21/05/2014 10:39 Page 1

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

follow us on twitter@HopkinsonAssoc

19 Sold 6 Remaining that Must Be Sold!

Cessna Citation Ultras AVIONICS Honeywell Primus 1000 3 - Tube EFIS Honeywell Primus GNS-XL FMS System

Honeywell MKVII EGPWS Honeywell TCAS II w/Change 7 L3 Cockpit Voice Recorder Global-Wulfsberg AFIS INTERIOR Seven Passenger Interior & Belted Lav Seat Aft Tailcone Baggage w/Ski Tube.

Zephyr Air Conditioning.

Recently refreshed Interior

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

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

aviatrax October_Empyrean 21/10/2014 12:38 Page 1

S H O W C A S E

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

207 M-ILTD 1159:42 534

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

Equipment & Options • Jump Seat • Mode S Flight ID w/ Enhanced Surveillance Modification • Maintenance Diagnostic Computer • ICG ICS-200 Iridium SATCOM (w/ Fax, Data Ports, & AFIS interface) • Airshow 410 Passenger Flight Information System • Dual Multi-Region DVD player Interior Hallmark 10 passenger interior configuration having forward 4-place club seating, 4-place conference group opposite a 3-place divan (certified for 2 passengers) in the aft cabin. Seats are done in Barcelona Beige leather; divan in Paisley print fabric; woodwork is Redwood Burl woodwork with brushed gold satin metal finish.

The club seats feature executive writing tables. A pocket door isolates the forward right side galley featuring hot/cold meal and beverage service, convection oven and coffee maker.

Exterior Base exterior Matterhorn White with Green and Red Striping.

Passenger Amenities Cabin entertainment sources include a Dual multi-region DVD player and the Airshow 410 Passenger flight information system. Video is displayed on a 15” panel display mounted on the cabin forward bulkhead.

AVIATRAX Contact: Hermann Reynisson

Advertising Enquiries see Page 9

www.AvBuyer.com

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

November 2014 – AVBUYER MAGAZINE

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CAAP G200, G550 November 21/10/2014 15:02 Page 1

S H O W C A S E

2007 Gulfstream G200 Serial Number: Registration: Airframe TT: Landings:

160 N670RW 2922 1504

Engines Pratt & Whitney PW306A. Engines enrolled in ESP Gold Engine #1: S/N PCE-CC-0329, TSN 2922, CSN 1504 Engine #2: S/N PCE-CC-0331, TSN 2922, CSN 1504 APU Honeywell GTCP36-150 APU enrolled in Honeywell MSP APU S/N P-269, TSN 1196, CSN 1519 Avionics Collins Pro Line 4 avionics suite 5-tube EFIS FMS: Dual Collins FMS-6100 with GPS 4000 AP: Dual Collins FCC-4005 IFCS

Asking Price: $7,900,000

NAV: Dual Collins NAV-4000 ADF: Dual Collins ADF-462 COMM: Dual Collins VHF-4000E RTU: Dual Collins RTU-4000 DME: Dual Collins DME-4000 AHRS: Dual Collins AHS-3000 HF: Dual King KHF-950 XPDR: Dual Collins TDR-94D Mode S with Flight ID EGPWS: Honeywell Mark V FDR: Honeywell 29-parameter DFDR CVR: Universal CVR-120 TCAS: Collins TCAS-4000 with Change 7 RADAR: Collins TWR-850 VHF AFIS & SAT AFIS ICS Iridium 2-channel Satcom. Auto Throttles Additional Equipment Three Winslow life rafts with 406MHZ ELTs

2009 Gulfstream G550 Serial Number: Registration: Airframe TT: Landings:

5234 N674RW 3311 1047

CAAP is pleased to offer Gulfstream G550 to the market.

This meticulously maintained aircraft represents a true turn-key airplane for a discerning buyer. Engines are enrolled in Rolls Royce Corporate Care, APU on Honeywell MSP and avionics are on Honeywell HAPP Airframe In-service Date (Gulfstream New Aircraft Warranty Start Date): August 6, 2009 Engines Rolls Royce BR 700-710-C4-11 Engines enrolled in Rolls Royce Corporate Care Engine #1: S/N 15573, TSN 3311, CSN 1047 Engine #2: S/N 15574, TSN 3311, CSN 1047

Asking Price: Make Offer

Avionics & Communications Honeywell Primus Epic PlaneView Cockpit with Certification Foxtrot Enhanced Enhanced Navigation and XM Weather WAAS/LPV & RNP/AR .3 Synthetic Vision version 1.0 Honeywell heads-up display/ Visual Guidance System Gulfstream Enhanced Vision System Triple VHF Navs / Triple VHF Comms Dual 24-channel Global Positioning System Airborne Flight Information System (AFIS) with satcom link and cockpit printer 88-parameter Flight Data Recorder TCAS 2000 collision avoidance system Enhanced GPWS with windshear detection Triple frequency emergency locator transmitter (ELT) Honeywell HD710 combined with Swift Broadband interfaced with CNX-200 router

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

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AVBUYER MAGAZINE – November 2014

Defibrillator Single point refueling with external fuel control panel Interior 8-passenger executive interior with forward and aft 4-place club groups Four pull-out tables. Jumpseat Forward galley with microwave oven Pocket door between galley and cabin 10-gallon water tank Externally serviced aft lavatory Two LCD monitors in cabin Airshow 4000. Forward and aft closets Cordless phone in aft closet Extra 110V power outlets Aircell Gogo Biz High-speed Internet Exterior Overall Matterhorn White with red, black and gray stripes

www.AVBUYER.com

Exterior Overall Matterhorn White with red, black and gray stripes Interior Forward Galley with Forward LH Crew Rest 16-passenger “Hallmark” interior • Forward Cabin 4-place club group • Mid Cabin 4-place conference/dining group with electric conference table • Aft Cabin dual 4-place divans Forward (auxiliary) and aft (full-size) lavatories with vacuum toilet system Jumpseat Forward galley with microwave, convection oven, coffee pot and cappuccino machine 30 gallon potable water tank, UV water sterilization system Three LCD flat screen monitors: 20” monitor on fwd bulkhead; 17” on aft bulkhead and mid-cabin credenza

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

Aircraft Index see Page 4

CAAP G300, G400 November 21/10/2014 15:03 Page 1

S H O W C A S E

2003 Gulfstream G300 Serial Number: Registration: Airframe TT: Landings:

1507 N826RP 3912 1966

Airframe MSG-3 Maintenance. No Known Damage History Engines Rolls Royce TAY MK 611-8 Engine #1: s/n 18150, TSN 3912, CSN 1966, TSMLI 452 Engine #2: s/n 18152, TSN 3912, CSN 1966, TSMLI 452 Mid-Life Inspections Complied With March 4, 2013 Auxiliary Power Unit GTCP36-150G, s/n P-795-C, TSN 2,682 hrs Avionics • 6-tube Honeywell EFIS • Honeywell SPZ-8400 Autopilot • Honeywell 2000 w/CH 7 TCAS II

For Lease Only

• Honeywell Primus 880 color weather radar • Dual Honeywell NZ-2000 FMS • Dual Honeywell GPS sensors HG2021 • Dual Honeywell IRUs HG1075AE04 • Honeywell EGPWS with RAAS • Honeywell MCS-7000 SATCOM W/ Magnastar C-2000 Airphone Interface for voice communication • 2 Collins VHF-422C COMM • 2 Collins VIR-432 NAV • 2 Collins ADF-462 ADF • 2 Collins DME-442 DME • 2 Collins TDR-94D TDR • 2 Collins HF W/SELCAL HF • Artex C406-2 ELT • L3 Comm FA2100 CVR • L3 Comm FA2100 FDR Avionics Enrolled on Honeywell HAPP

2004 Gulfstream G400 Serial Number: Registration: Airframe TT: Landings:

1529 N477SA 5625 2546

Engines Rolls Royce TAY MK 611-8 Engine #1: s/n 18207, TSN 5622, CSN 2544, TSMLI 1680 Engine #2: s/n 18194, TSN 5625, CSN 2546, TSMLI 1680 Mid-Life Inspections Complied With October 25, 2011 APU GTCP36-150G (Installed 2009), s/n P-975-C, TSN 1423 Avionics 6-tube Honeywell SPZ-8400 EFIS Honeywell SPZ-8400 Autopilot Honeywell 2000 w/CH 7 TCAS II 1 Honeywell Primus 880 Radar 3 Honeywell FMZ-2000 FMS

Asking Price: $10,900,000

Honeywell MK V ENH /RAAS GPWS 2 Honeywell 12-channel GPS 3 Honeywell LASEREF II Honeywell VHF/SAT AFIS Honeywell MCS-7000 SATCOM W/ Magnastar C-2000 Airphone Interface for voice communication Honeywell 2020 W/EVS Heads-Up Display 3 Collins VHF-422B COMM 2 Collins VIR-432 NAV 2 Collins ADF-462 ADF 2 Collins DME-442 DME 2 Collins TDR-94D TDR 2 Collins HF-9000 W/SELCAL HF Artex C406-2 ELT Fairchild F2100 FDR L3 FA2100 CVR Avionics on Honeywell HAPP

Corporate Aviation Analysis & Planning Inc 97 Village Lane, Suite 100, Colleyville, TX 76034, USA Advertising Enquiries see Page 9

Exterior Overall white with dark blue stripes Repainted 2014 by Jet Aviation, Cahokia, Illinois Interior 14-place interior with Forward 4-place club group; Mid-cabin LH 4-place divan opposite 2-place club; and Aft 4-place conference/dining group opposite credenza Seats upholstered in tan leather; divan in dark blue leather Divan recovered and leather reconditioned by Gulfstream Appleton, 2012 Forward jumpseat Forward 17" monitor; Aft 15” monitor at credenza Airshow Genesys, DVD/CD Aft galley w/ microwave oven, high-temperature oven, TIA coffeemaker, dual hot liquid carafes & Corian countertops Aft full-size lavatory; Fwd crew lavatory

www.AvBuyer.com

Interior 14-place interior with 7 fully berthable seats on either side of aisle Pull-out table at each seat Four matching interchangeable ottoman/storage units Seats upholstered in taupe leather; beige sidewalls and headliner; medium brown carpet Side panels and carpet refurbished by Duncan Aviation, Battle Creek, 2011 Cabinetry finished in high gloss birdseye maple veneer with satin nickel fixtures Forward & aft 17" LCD monitors; 6 seat monitors; DVD/VHS/CD. Airshow Genesys. Aft lavatory Aft galley with oven, microwave, and dual coffee makers Exterior Overall Matterhorn White with blue, gray and silver stripes.

Painted 2011 by Duncan Aviation, Battle Creek

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

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Global Jet 2007 Gulfstream G550 November 21/10/2014 15:10 Page 1

S H O W C A S E

2007 Gulfstream G550 Serial Number: Registration: Airframe TT: Landings:

5139 OE-IRG 2359 720

The cabin of this aircraft combines productivity with exceptional comfort. Large and cosy, this aircraft will welcome up to 16 passengers. With its ultra-long range and performance, this G550 will become one of your strongest allies for all your trip requirements around the world.

Interior Passengers 16, Crew 2 pilots - 2 flight attendants, Bed capacity 5 single OR 2 double + 2 single, CD-DVD, Wifi, Satphone, Galley Microwave, oven, coffee machine Price: $36,500,000

• Aircraft delivered in January 2007 • Certified for 16 passengers during taxi, take-off and landing • Airframe structure warranty valid until January 2017 • JSSI coverage for airframe, engines and APU Airframe Airframe covered by JSSI Engines BR710C4-11 Serial Number: 15378 / 15379 JSSI Platinum coverage APU RE220GV, Serial Number: P-461, Hours since new: 2344, JSSI coverage

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

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www.AVBUYER.com

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

Global Jet Falcon 7X November 21/10/2014 15:15 Page 1

S H O W C A S E

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

172 N1216K 338 111

With a light and modern BMW interior design, this stunning Dassault Falcon 7X additionally features: • VERY LOW TIME HOURS! • Entry into service in December 2012 • 14 seats certified for take-off and landing • Engine Program Coverage Pratt & Whitney ESP • Honeywell MSP Gold for APU • Certified FAR 91 • Airframe is covered by FALCONCARE

Monitor1-24” HD LED AFT Bulkhead Monitor, Individual Monitors 4-10.6” Plug-in Monitors with 7 Plug-in Monitor Receptacles, Video Entertainment Software Collins 3D Interactive Map and Flight Deck Controller, Video Player(s) Dual Blu-ray Player, Audio Players(s) Single iPod Docking Cradle, Other Entertainment Equipment iPod Touch Remote Control, iPad Remote Control, 11 Collins TouchScreen TC-6000 Cabin Controls, 12 Bose QC-15 Noise Cancelling Headphones, SatCom inmarsat Aero H+ swift broadband Price: $41,500,000

Engines Pratt & Whitney Canada PW307A, Left engine Right engine Centre Engine, PCECH0228 PCE-CH0229 PCE-CH0230, HSI Due/Overhaul Due On Condition APU: Honeywell GTCP36-150 (FN), Serial Number P-184, HSI Due/Overhaul Due On Condition, Honeywell MSP Gold Additional Equipment Flight Deck printer Miltope TP-4840, ELT Honeywell, Lightning Sensor System Honeywell LSS-860, Power Inverter KGS Electronics SS2000(x) (2000VA) Static Inverter, Cabin Management System Rockwell Collins Falcon Cabin Management System, Display/TV Monitor(s) 1-22” HD LED Forward Bulkhead

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

Advertising Enquiries see Page 9

www.AvBuyer.com

Tel: +377 97 77 01 04 E-mail: florian.vandercruyssen@ globaljetmonaco.com www.globaljetconcept.com November 2014 – AVBUYER MAGAZINE

133

JetPro Texas G200 September_Heeren Cit Ultra sep 21/10/2014 15:30 Page 1

S H O W C A S E

2007 Gulfstream G200 Airframe TT: Landings:

2,131 827

• On Gulfstream CMP Engines Pratt and Whitney PW-306A’s with 6,040 lbs of thrust each. On Pratt and Whitney’s ESP Gold.

Engine 1 s/n PCE-CC-0328 2,131 SNEW 857 CSN Engine 2 s/n PCE-CC-0330 2,131 SNEW 857 CSN APU Honeywell GTCP36-150 Times: 1,469 Cycles: 1535 Inspection To be delivered with Fresh ARCS by Gulfstream, Dallas, TX. 3A/2C/4C c/w Aug. 2013 by Gulfstream, Westfield, MA, 1A/1C c/w June 2012, 2A c/w Oct. 2012

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, 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.

Cabin entertainment is provided by Collins Airshow 4000 with Tail Camera, dual DVD Exterior Overall White with Blue and Gold Stripes

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 Additional Equipment Safeflite Auto-Throttles ICS-200 SATCOM Rosen Monorail Sunvisors Honeywell VHF/SAT AFIS

Don and Sam Starling

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www.AVBUYER.com

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

JetPro Texas Challenger 601-3AER November_Heeren Cit Ultra sep 21/10/2014 15:32 Page 1

S H O W C A S E

1991 Challenger 601-3A/ER Serial Number: Registration:

5101 N213GS

Airframe TT: Landings:

8,786 5449

Engines Model: GE CF34-3A2 8,650 Pounds of Thrust Each Enrolled on GE’s OnPoint Engine Maintenance Program S/N Total Time Total Cycles Left Engine: 350452 8,663 6,207 Right Engine: 350454 8,786 6,207 APU Honeywell GTCP36-150CL – Upgraded APU with better reliability, more airflow for cooling and improved engine starting S/N P387C Total Time: 7,437 Time Since Upgrade: 667 Avionics Honeywell EDZ-815 (5-Tube) EFIS Honeywell SPZ-8000 Autopilot Dual DFZ-800 Flight Director Guidance Computer Dual Honeywell AZ-810 AIR Data Computers Dual Honeywell NZ-2000 FMS w/ 6.1 Software (WAAS/LPV) Triple Honeywell LASERREF II IRU w/ LaserTrak CDU Primus 880 Color Radar Honeywell RT-300 Radio Altimeter Dual Collins HF-9030 HF w/SELCAL 2 Channel Motorola NA137-714B Dual Collins VHF-22C COMMs (8.33 mhz) Dual Collins VIR-32 NAV’s (w/ FM Immunity) Dual Collins DME-42 DME’s w/ IND-42C Indicators Dual Collins ADF-462 ADF’s

Additional Equipment 2nd Internal Refuel/Defuel Panel Power Fuel Crossfeed Tow Bar Installed in Aft Equipment Bay Extended Range Tank Gross Weight Increase Upgraded Glass Windscreens DL-950 Data Loader Interior 10 Passenger wide body Fireblocked interior.

Forward galley and aft lav. Cabin features a 4-Place Forward club, 4-Place aft divan and two single seats opposite divan. Interior completed in gray tones with dark rich high gloss wood veneer.

Cabin Amenities include Airshow Genesys w/ 13 inch forward and 17 inch aft cabin monitors, CD, DVD and VHS Players. Galley Amenities include Microwave, Convection Oven, MAPCO Hot Liquid Container, Hot Cub, Dual Coffee Maker, Large Self Draining Ice Drawer, Catering Storage, China Storage and Wine Storage. All new in October 2006 by GDAS-DAL Exterior Overall white w/ red and black stripes. New in October 2006 by GDAS-DAL Maintenance Fresh Prepurchase Inspection October 2014 by Bombardier Dallas, TX 12 Month c/w 8/2014 next due 8/2015 24 Month c/w 8/2013 next due 8/2015 60 Month c/w 8/2011 next due 8/2016 120 Month c/w 8/2011 next due 8/2021 240 Month c/w 8/2011 next due 8/2031 Landing Gear Overhaul c/w 8/2011 next due 8/2021

Don and Sam Starling

Advertising Enquiries see Page 9

www.AvBuyer.com

Tel: +1 (254) 848 9192 Mob: +1 (254) 716 2981 E-mail: sales@jetprotexas.com www.jetprotexas.com November 2014 – AVBUYER MAGAZINE 135

Jet Sense Aviation, LLC Lear 60SE November_Empyrean 21/10/2014 17:00 Page 1

S H O W C A S E

2004 Lear 60SE Serial Number: Registration: Airframe TT: Landings:

276 N276BG 2,205 1,238

Engines P&WC305A Left Engine Hrs: 2,205 - ESP GOLD Cycles: 1,238 Right Engine Hrs: 2,205 - ESP GOLD Cycles: 1,238 APU Hamilton Sundstrand Gemini T-20G-10C3A 889 TSN/1854 CSN Avionics COLLINS PROLINE 4 AVIONICS SYSTEM Traffic Alert Collision Avoidance System: Collins TTR-4000 (TCAS II w/change 7) Autopilot: Collins Pro-line 4 HF Radio: Dual Honeywell KHF-950 w/Selcal EGPWS: Honeywell Mark V EGPWS (TAWS-A) FMS: Universal UNS 1E Automatic Direction Finder: Dual Collins ADF-462 Cockpit Voice Recorder: Universal CVR-120 Cockpit Voice Recorder Communications: Dual Collins VHF 422C (8.33 Spacing) Distance Measuring Equipment: Dual Collins DME-442 Radio Altimeter: Collins ALT-4000 Navigation: Dual Collins VIR-432 Nav Units (FM Immunity)

Transponder: Dual Collins TDR-94D w/ Enh. Mode S Radar: Collins TWR-850 ELT: Artex C406-2 MHz ELT w/Nav Interface Features 3 Rotor Brake Mod RVSM Compliant Fore and aft 15.1" color displays L3 FA2100 FDR On CAMP Cabin Entertainment system - DVD system Interior Eight Passenger configuration, with center four-place club grouping and forward two-place Side-facing divan across from a forward-facing seat. Seats covered with black leather. Aft belted lavatory, with wash basin. Forward galley Exterior Overall Black with 2 tone grey/silver accent Maintenance Fresh A & B inspection c/w 9/14. Phase D c/w 5/12

Jet Sense Aviation, LLC Contact: Brett Forrester

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

Aircraft Index see Page 4

Jet Sense Aviation, LLC Lear 60XR November_Empyrean 21/10/2014 17:03 Page 1

S H O W C A S E

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

334 N334BG 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

Advertising Enquiries see Page 9

www.AvBuyer.com

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

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1 Mente November 21/10/2014 16:38 Page 1

S H O W C A S E

2008 Gulfstream G450

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

Serial Number: Registration: Airframe TT: Landings:

• Gulfstream Broad Band Multi Link – BBML with VOIP • Enhanced Soundproofing • SecuraPlane External Camera System w/ 3 Cameras • SecuraPlane 500 Security System • Wireless LAN Local Area Network Interior Universal Fourteen (14) passenger executive interior. The forward cabin features a forward four (4) place club with pull out tables. The mid cabin area offers a two (2) place club with fold out table across from a four (4) place divan.

The aft cabin features a four (4) place conference group opposite a credenza which incorporates the cabin entertainment system, printer and miscellaneous storage, and an aft passenger vacuum lavatory Exterior Airframe overall Matterhorn White with Gold and Blue Accent striping

4108 N227RH 3,145 1,672

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

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

1998 Falcon 900B Airframe TT: Landings:

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 Dual Collins ADF-60B

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

2 Mente November 21/10/2014 16:40 Page 1

S H O W C A S E

1998 Falcon 900EX

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

Serial Number: Registration: Airframe TT: Landings:

Forward 4-place club seating • Mid cabin double club conference & dining group Private Aft cabin • w/ individual VIP seat Forward jumpseat. Aft lavatory Exterior New Paint in 2010 • Overall in Matterhorn White w/ Taxiway Yellow & Black accent stripes Slant Style engine mounted registration markings Additional Features Primus Elite Cockpit Upgrade $800,000.00 Installed Value XM Graphical Weather. CD-820 FMS – Upgrade $120,000.00 Installed Value Flight Dynamics Cat III Heads UP Display (HUD) Collins Airshow Genesys MagnaStar UHF/Satcom Phone w/fax

32 N794SE 8,889.7 5,321

Engines TFE-731-60-1C MSP Engine Program Engine #1 S/N: P112204 8,888.7 hours, 5320 cycles Engine #2 S/N: P112205 8,889.7 hours, 5321 cycles Engine #3 S/N: P112200 8,888.9 hours, 5320 cycles APU Allied Signal GTCP 36-150F Serial Number: P-322 4113.5 hours since new Avionics Allied Signal GTCP 36-150F Collins Radio Package Proline 4 • New DU-875 Primus Elite Upgraded Cockpit • With Dual Cursor Control Units

• LCD Technology • Two Primary Flight Displays-Primus 2000 IFCS • CD-820 FMS Upgrade • Triple Honeywell Laseref III (IRS) • XM Graphical Weather • Honeywell WC-880 Weather Radar with Dual-Radar Control Panels • Electronic Charts w Dual Honeywell Electronic Chart Servers • Selcal Coltech CSD-714 Decoder • One EICAS Multi-Function Display • Dual Baker B1045 Audio Control Panels • Dual Bendix-King KHF-950 w SELCAL Interior 12-passenger configuration • New Carpet & Soft Goods 2010 • Refurbished Passenger Seats & Sofa • Rebuilt Cockpit Seating

2002 Legacy 600 Airframe TT: Landings:

4041.3 2466

Engines Rolls Royce AE3007A1P on RRCC Left: 4041.3 Hours 2466 Cycles Right: 4041.3 Hours 2466 Cycles APU: 9955 Hours 14121 Cycles Airframe program: EEC CAMP Avionics Honeywell Autopilot Controller PC-400 Honeywell Guidance Controller GC-550 Honeywell Radio Management Unit (RMU) RM-855 Honeywell Integrated COMM/VHFI Unit RCZ-833E Honeywell Integrated VHF (VHF Only) RCZ-851C Honeywell Tuning Backup Head (CDH) CD-850

Mark Payne Cell: +1 (972) 897-3246 E-mail: mark@mentegroup.com Honeywell Integrated NAV/ADF/DME RNZ-851 Honeywell Weather Radar Controller WC-650 Honeywell Weather Radar Transceiver WU-650 Honeywell TCAS II Receiver/Transmitter RT-910 Honeywell FMS Navigation Computer NZ-2000 Honeywell FMS Data Loader DL-900 Honeywell FMS Control Display Unit CD-810 Honeywell GPS Sensor Unit GNSSU Honeywell Display Unit DU-870 Honeywell Data Acquisition Unit DA-800 Additional Equipment Honeywell Integrated Computer with AP IC-600 Honeywell Integrated Computer IC-600 Honeywell Air Data Computer AZ-850 Honeywell Attitude and Heading Computer AH-800 Honeywell Display Controller DC-550 Honeywell Radio Altimeter Transceiver RT-300

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

Advertising Enquiries see Page 9

www.AvBuyer.com

Honeywell Digital Audio Panel AV-805A Avtech Passenger Address Amplifier Maintenance Summary L12 (72-month) inspection c/w in July 2014 (Constant Aviation) Fresh landing gear c/w in October 2014 (Constant Aviation) Inspections L1, L4, and L8 c/w in March 2014 Interior 13 passenger seats Refurbished in April 2013 by Elite Aircraft Interiors Fwd Galley. Aft Lav. Aircell Access WiFi Airshow. DVD/CD Exterior Matterhorn White with Aristo Blue and Las Vegas Gold Metallic striping Repainted in April 2013 by Atlantic Jet Refinishing

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

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Northern Jet Citation Bravo September 21/10/2014 12:45 Page 1

S H O W C A S E

2003 Citation Bravo Serial Number: Registration: Airframe TT: Landings:

550-1073 N899B 5924 4895

Engines Left Engine 423 SOH Right Engine 1920 SOH Avionics • Honeywell Primus 1000 Integrated Flight Director & Autopilot System 3-tube 8x7” EFIS • Dual 196B Comm Radios with 8.33 Capabilities • Dual Nav • Dual RMI • Dual Mode S Transponders • Dual DME • Universal UNS1 L FMS • Honeywell TCAS II • Honeywell Mark VII EGPWS • Honeywell Primus Radar 660 • ARTEX 406 Emergency Locator Transmitter • Cockpit Voice Recorder • N1 Computer Indicator • Radio Altimeter

Exterior Overall Snow White with Silver Platinum Metallic and Black Stripes Interior Fire-blocked eight passenger executive interior in a center club configuration with an aft belted seat for a ninth passenger. Left and Right executive tables with Sienna leather inlays in the center club. Seating is finished in Sienna leather with Henna lower sidewalls and finished Cocoa Maple wood gloss laminate Optional Equipment • Freon Air Conditioner • Ski Tube • AOA w/Indexer • Iridium Satellite Flight Phone • Cabin/Cockpit Fire Extinguishers • Interior 110V AC • Lead Acid Battery • Tail Cone Flood Lights • RVSM Capable

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

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

Northern Jet Lear 40XR September 21/10/2014 12:47 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 3,365 2,735

• Smart Parts Airframe Factory Warranty Smart Parts Engines Left Engine 3,378 / Right Engine 3,370 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 9

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 November 2014 – AVBUYER MAGAZINE

141

Aerosmith Penny Citation Excel October 21/10/2014 14:21 Page 1

S H O W C A S E

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

560-5244 N898PP 7233 7024

Airframe & Engines PRATT & WHITNEY 545A LEFT: TSN 7062 TSMOH 2176 RIGHT: TSN 6702 TSMOH 1440 (159 SHOT) 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

Additional HAPP REMOTE CABIN TEMP CONTROL SEAT TRACKS EXTERNAL LAV SERVICE CABIN 110V OUTLETS DOUBLE WIDE PEDESTAL RVSM CESCOM MAINTENANCE TRACKING 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 CAB IN FOUR PLACE CLUB AND TWO FORWARD FACING AFT SEATS Exterior OVERALL SNOW WHITE, WITH BEIGE, RED, AND BLUE STRIPING

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

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

Dassault Falcon 2000LX November 21/10/2014 15:18 Page 1

S H O W C A S E

2012 Falcon 2000LX Serial Number: Registration: Airframe Total Time: Landings:

242 N242FJ 543 191

Engines Pratt & Whitney Canada PW308C (on ESP) APU Honeywell GTCP36-150(F2M) (on MSP) Maintenance CAMP. 1A, 2A, 1A+, 2A+ complied with July 21, 2014.

Inspections due: Z February 2016; 1B at 1600 hours, 1C May 2018 Exterior Overall white fuselage with Green and Grey accent stripes (repainted by DAS-ILG August 2014) Interior Beige leather seats, Tan lower sidewall, Cream color headliner, Tan pattern carpet, Red Gum veneer, Pewter High Gloss metal surface (Original) Seating 10 Passengers; 4 club seats forward, 4-place dining group with 2 seats opposite. Sidefacing third crewmember seat, aft lavatory Avionics Honeywell Primus EPIC System (EASy II – baseline with ADS-B Out and LPV) Flight Director Honeywell EASy Flight Management System (FMS) Dual Honeywell EASy Global Positioning System (GPS) Dual Honeywell GPS

Communication (VHF) Transceivers Triple Honeywell TR-866B Navigation (VHF) Receivers Dual Honeywell NV-875B Distance Measuring Equipment (DME) Dual Honeywell DM-855 Automatic Direction Finder (ADF) Dual Honeywell DF-855 Transponder, Air Traffic Controller Dual Honeywell XS-858B TCAS II ACSS TCAS 3000 Color Weather Radar Honeywell Primus 880 Communication Management Function (CMF) Honeywell EASy HF Communication System Dual Collins HF-9000 Iridium telephone system Aircell Axxess II (additional 2 channel transceiver) Radar Altimeter Honeywell RT-300 Micro Inertial Reference Unit (MIRU) Dual Honeywell Laseref V Enhanced GPWS Honeywell EASy Cockpit Voice Recorder (CVR) Honeywell SSCVR (120 minutes) Flight Data Recorder (FDR) Honeywell SSFDR (88 parameters) and QAR CTS Electronic Flight Bag (EFB) Dual CMC CMA1100 “Pilot View” Emergency Locator Transmitter (ELT) ELTA ADT-406 with Navigation System Interface Additional Equipment Honeywell: Electronic Jeppesen Charts, three (3) Honeywell AV-900 Flight Deck Audio, Selcal, Uplink Weather capability. Meggitt MK2

www.falconjet.com/preowned

Advertising Enquiries see Page 9

www.AvBuyer.com

Secondary Flight Display, Miltope Flight Deck printer, 115 VAC 60HZ power, Teleflex Recognition Lights. High-Definition Falcon Cabin Management System

Mark Verdesco: Director, Pre-owned Aircraft Sales USA Tel: + (1) (201) 541-4556 Tel: + (1) (201)-541-4620 E-mail: preowned@falconjet.com WORLD AIRCRAFT SALES MAGAZINE – November 2014

143

Aviation Advisors November 21/10/2014 14:25 Page 1

S H O W C A S E

2004 Gulfstream G550 Serial Number: Airframe TT: Landings:

5033 1775 892

• One owner since new • One of a kind designer interior in like new condition • Enhanced Navigation Upgrade & TCAS 7.1 • RVSM/RNP-1, 4, 5 & 10. MNPS. CPDLC. ADS-C • Securaplane 450 Security System • Airshow 4000 System • Four 5.6” Monitors, one 12” and one 20.0” Monitor • Single 5-Disc Audio CD Player / Controller • Two Multi-Region DVD Players • Miltope Cockpit Printer & Cabin Laser Printer • SATCOM and Ethernet: - Wireless LAN - One (1) Honeywell MCS-7000+ Satcom System - One (1) Honeywell AIRSAT 1 Satcom System - One (1) MagnaStar C2000 Radiotelephone (Functions also as a PBX connecting all handsets to each other and to the Honeywell MCS-7000 INMARSAT System.

• JSSI “Platinum” (pro-rated)

Engines RR BR-710 Engines: 1775 hrs (as of January 23, 2014) Enrolled in JSSI Platinum Honeywell RE220 (G550) APU: 2154 Hours Avionics Certification “Foxtrot” basic completed August 2011, Navigation upgrade “Enhanced” c/w June 2013 (ASC 84B & ASC 96), Runway Awareness Advisory System (RAAS), Four (4) Honeywell DU-1310 Flat Panel Display Units, Two (2) Honeywell DC-884 Display Controllers, One (1) Honeywell DP-884 Display Brightness Panel, One (1) Honeywell/Kollsman Visual Guidance System (VGS), Three (3) Honeywell MAU-913 Modular Avionics Units, One (1) Honeywell GP-500 Flight Guidance Panel, Three (3) Honeywell MC-850 Multifunction Control Display Units, Three (3) Honeywell AZ-200 Air Data Modules, One (1) Honeywell WU-880 Weather Radar Receiver/Transmitter Antenna, Two (2) Honeywell WC-884 Weather Radar Controllers, Three (3) Honeywell IR-500 LASEREF V Micro Inertial Reference Units, Two (2) Honeywell MRC-855A Modular Radio Cabinets, Three (3) Honeywell AV-900 Audio Panels, One (1) Honeywell MT-860 Third Navigation /Communication Cabinet Two, (2) Honeywell RT-300 Radio Altimeters, One (1) L3 Cockpit Voice Recorder (CVR), One (1) Cockpit Voice Recorder (CVR) Control Panel, One (1) L3 Flight

Aviation Advisors International Inc 8191 N. Tamiami Trail, Sarasota, Florida, 34243-2032

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Data Recorder (FDR), Two (2) Davtron Digital Clocks, One (1) Goodrich EBDI-4000 Radio Magnetic Indicator (RMI), One (1) Goodrich Magnetometer, One (1) Goodrich GH-3100 Standby Attitude/Airspeed/Altitude Indicator, One (1) Honeywell RT-951 (TCAS 2000) 7.1 (ASC 103), Two (2) Mason Cursor Control Devices, One (1) Thales Satcom antenna, One (1) Honeywell LP-860 processor, One (1) Honeywell LU-860 controller, One (1) Honeywell AT-855 brick antenna, One (1) Honeywell LSZ-860 Lightning Sensor System (LSS) Interior 18 Passenger custom designer interior w/ fwd galley including convection oven & microwave.

Flight attendant seat. Fwd & aft vacuum lavatories. Fwd cabin: Six individual seats of which two are berthable. Mid-cabin: Four-place club arrangement. Aft-cabin: Two four-place divans.

Interior is in excellent like new condition Asking Price: Call!

Tel: +1 (941) 351-5400 Tel: +1 (210) 490 1883 - San Antonio office Email: bobd@aaisrq.com www.aviationadvisorsintl.com Aircraft Index see Page 4

Florida Jet Challenger 300 November 22/10/2014 12:32 Page 1

S H O W C A S E

2006 Challenger 300 Serial Number: Registration: Airframe TT: Landings:

20138 N238FJ 3850 1568

Engines L/H ENGINE SERIAL # P118393 MODEL NUMBER: AS907-1-1A ON MSP. TOTAL TIME: 3757. CYCLES: 1534 R/H ENGINE SERIAL# P118396 MODEL NUMBER : AS907-1-1A ON MSP. TOTAL TIME: 3850. CYCLES: 1568 APU APU S/N: P-246. ON MSP HOURS: 2689. MODEL: GTCP36-150BD Avionics PRO-LINE 21 VHF COMROCKWELL COLLINS / VHF 4000 3 NAV ROCKWELL COLLINS / NAV 4000 2 XPNDR ROCKWELL COLLINS / TDR-94D 2 ADF ROCKWELL COLLINS /NAV 4000 2 DME ROCKWELL COLLINS / DME 40002 FMS ROCKWELL COLLINS / FMC 5000 2 GPS ROCKWELL COLLINS/ GPS 4000A2 SATCOMICS-200 1 HF COM ROCKWELL COLLINS /HF-9031A 2 SELCAL RIU-4000 2 RADAR XMWR-1000 1 RAD ALTALT-4000 1 TCAS II Chg7 TTR-4000 1 EGWPS MK VIII 1 FDR FA-2100 1

CVR A129 (120M) 1 ELT ARTEX ELT C406-N 1 Interior Scheduled for refurbishment October 1, 2014 Paint: Scheduled for October 1, 2014 GoGo Wi-Fi with Text & Talk installation Scheduled for October 1, 2014. Fire blocked Cabin certified for 9 passengers for takeoff and landing Forward & Aft Four Place Club Seats 16 G Belted Lav with Contact Pad Recliner Leg Rests on Cabin Seat #’s 4 & 5 Dado Storage Boxes 18” Monitor Forward Cabin DVD/CD Player. Dual Satellite Radio Deluxe Galley with Sink Additional Equipment & Features Airshow 4000 Wing Tip Strobe Lighting System Pulse Landing Lights Portable Ladder Installation Over Water Flight Kit. Cockpit Writing Tables Dual (2) 110V Electrical Outlets in the Cockpit Service Panel Lighting System Inner Gear Door Base Paint Deluxe Baggage.

Lower TCAS Directional Antenna Maintenance 24, 48, 96 month inspections and Landing Gear overhaul scheduled for October 1, 2014 400hr/800hr/12mth and Level III Pre-Purchase Inspections just Completed

Florida Jet 1516 Perimeter Road, Suite 201 Palm Beach International Airport West Palm Beach, FL 33406 Advertising Enquiries see Page 9

www.AvBuyer.com

Tel: +1 (561) 615-8231 Fax: +1 (561) 615-8232 Email: info@flajet.com www.FlaJet.com WORLD AIRCRAFT SALES MAGAZINE – November 2014

145

International Jet Management November_Empyrean 23/10/2014 09:41 Page 1

S H O W C A S E

2007 Challenger 850 Serial Number: Airframe TT: Landings:

8056 1872 1089

• MTOW: 24.040 kg / 53.000 lbs • Engine Type & Model: General Electric CF34-3B1 • Configuration of Aircraft: 15 Passengers • Registration: Europe / EASA • EU-OPS Compliance: Yes Engines/APU Airframe/Engines enrolled under SmartParts Plus APU enrolled under MSP Gold Avionics Rockwell Collins Pro-Line 4 Suite containing: • Dual Collins FMS-4200 Flight Management Computers • Dual Collins VHF-422C COMM System (8.33kHz Spacing) • Dual Collins FCC 4000 Digital Flight Control Computers • Dual Collins ADF-462 System • Dual Collins ADC 850A • Dual Collins GPS 4000A • Dual Radio Altimeter • Directional TCAS Antenna • Collins TTR 921 TCAS II w/Change 7.0 • Dual Collins VIR-432 NAV System (FM Immunity) • Dual Collins TDR-94D Mode-S Transponder System • Dual Collins DME-442 Distance Measuring Equipment • Dual Collins HF-9031A HF Communications System

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AVBUYER MAGAZINE – November 2014

• Honeywell Mark V Enhanced GPWS • Flight Data Recorder • SELCAL System (VHF and HF) • Cockpit Voice Recorder • Integrated Stby Instrument • Thrane & Thrane Aero H+ Inmarsat Integrated System • ICG ICS-200 Iridium Satellite Communication System • Weather Radar RTA-854 Interior Forward Cabin: 3 paired single-club seats and a three-place berthable divan Aft Cabin: 1 paired single-club seat grouping and two double-club seats A galley with Corian countertop is installed on the forward right side of the aircraft. The external surfaces of the galley are finished with veneer and hardwood and it incorporates a high-temperature oven, one coffee maker, one plated sink with hot/cold water faucet, a 10.4” Galley Control Panel and one dual electrical power outlet. Interior Age: Original condition (since delivery) Additional Equipment & Features • Auxiliary Fuel System (PATS) • Long Range Version • Second Dual DVD/CD Player • 230VAC / 50Hz Cabin Outlets • 1 additional 115VAC / 400Hz Utility Outlet in Galley • Main Wheel and Towbar Head Storage • Maintenance Ladder • Underfloor Stowage Unit

Asking Price: $12,900,000

International Jet Management GmbH Felix Feller, CEO Concorde Business Park 2/F14 A-2320 Schwechat, Austria

Tel: +43 (0) 1 707 8250 0 Mob: +41 (0) 79 400 62 68 Email: f.feller@ijm.at www.ijm.at

www.AVBUYER.com

Aircraft Index see Page 4

CAI 2011 Beechcraft Premier 1A November 21/10/2014 14:27 Page 1

S H O W C A S E

2011 Beechcraft Premier 1A Serial Number: Airframe TT:

RB-283 497

Engines Williams/RR FJ44-2A (3,600 Hour TBO) #1: 497 SNEW #2: 497 SNEW Avionics/Radios Standard equipped Premier IA with Rockwall Collins Pro Line 21 Integrated Avionics System: Collins Integrated AFD-3010E Electronic Flight Instrumentation System Collins FGC-3000 Automatic Flight Guidance System Dual Collins ADC-3000 Air Data Computers Dual Collins AHC-3000 Altitude Heading Reference System (AHRS) Collins FMS-3000 Flight Management System with Database Collins TCAS 4000 Traffic Alert and Collision Avoidance System (TCAS II) Honeywell Mark V Enhanced Ground Proximity Warning System Artex ELT-C406-2 Emergency Locator Transmitter Dual Collins VHF-4000 Digital VHF Communication Collins NAV-4000 Digital Navigation Receiver Collins NAV-4500 Digital Navigation Receiver Collins DME-4000 Digital Distance Measuring Equipment (DME) Collins ALT-4000 Radio Altimeter GPS 4000A Global Positioning System (GPS) Collins WXR-800 Weather Radar Avionics Options Collins TWR-850 Turbulence Weather Radar

Interior Six (6) passenger executive interior (not including the two (2) pilot seats.)

Interior Colors: Cabin Headliner: Beechwood Shimmer Fabric Sidewall Armrest: Figured Satinwood Laminate Upper Sidewall: Bamboo Leather Lower Sidewall: Cameo Allure Fabric Upper Partition/Mirror: Bronze Jetmirror Floor Covering; Aisle Carpet: Toffee Frieze Carpet Table Work Surface: Bamboo Leather Chairs: Bamboo Leather Seatbelt/Harness: Fawn Metal Plating: Medium Aged Antique Brass Laminate: Figured Satinwood Exterior Beechcraft Demo Paint Scheme Dark Bottom Paint Nevada Tan Custom Exterior Paint Stripe: Regal Red Mica Custom Exterior Paint Stripe: Bermuda Tan Mica Painted Tail, 3rd Stripe Color (Additional Mask/Spray), Painted Logo 4th Window Painted: Post Delivery Modification Features Single FMS. Overwing Fueling RVSM Certified Inspection Status Maintained since new by Hawker Beechcraft Services

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

Advertising Enquiries see Page 9

www.AvBuyer.com

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

(561) 433-3510 (561) 433-3842 (561) 289-3355 jp@caijets.com www.caijets.com

November 2014 – AVBUYER MAGAZINE

147

IBA Falcon 900DX November_Empyrean 22/10/2014 12:34 Page 1

S H O W C A S E

2005 Dassault Falcon 900 DX Serial Number: Registration: Airframe TT: Landings:

604 G-TAGF 2931 1339

Engines Engine Type & Model Honeywell TFE 731-60-1C No 1 Engine Serial Number P112622 No 1 Engine Hours Since New 2711 No 1 Engine Cycles Since New 1254 No 1 Engine Hours Since Restoration 378 No 1 Engine Cycles to First Limiter 5746 No 2 Engine Serial Number P112598 No 2 Engine Hours Since New 2897 No 2 Engine Cycles Since New 1317 No 2 Engine Hours Since Restoration 382 No 2 Engine Cycles to First Limiter 5693 No 3 Engine Serial Number P112621 No 3 Engine Hours Since New 2865 No 3 Engine Cycles Since New 1312 No 3 Engine Hours Since Restoration 416 No 3 Engine Cycles to First Limiter 5688 APU Type & Model Honeywell GTCP 36-150F APU Serial Number P-494 APU Hours Since New 3492 APU Overhaul Interval 4500 Hrs APU Hours Since Overhaul 2107 Landing Gear Nose Landing Gear Cycles Since Overhaul N/A Nose Landing Gear Cycles Remaining 466/July 2018 LH Landing Gear Cycles Since Overhaul N/A LH Landing Gear Cycles Remaining 4661/July 2018

RH Landing Gear Cycles Since Overhaul N/A RH Landing Gear Cycles Remaining 4661/July 2018 Interior Configuration and Optional Equipment Pegasus Designed Interior Seating 14 Passengers Forward Double Club Seating Dining Group Dual 3 Seat Divans Seating Convertible to 4 Beds, Suitable For Sleeping Up To 6 Forward and Aft Safety Equipment Stowage Cabin Attendant Seat Forward and Rear WCs Honeywell MH Entertainment & Cabin Management System Multiple LCD Monitors Multi-region DVD Player DT Systems Premium Speakers Sony Stereo headsets Maintenance Status 1A & 1A+ Inspections Completed April 2013 C Check Completed 2012 Honeywell Avionics Protection Plan Engines and APU on MSP Gold Avionics EASy Cockpit with EASy II Upgrade EASy Modular Avionics Dual Honeywell AZ-200 Air Data Computers EASy Data Acquisition and Central Maintenance Computer EASy Jeppesen Electronic Charts EASy IFCS TCAS – Honeywell TCAS-2000 with 7.1 Upgrade

International Bureau of Aviation Contact: Ken Sewell

148

AVBUYER MAGAZINE – November 2014

www.AVBUYER.com

Radio - Triple Honeywell TR866B CVR – Honeywell SSCVR DME – Dual Honeywell DM-855 FMS – Triple Honeywell EASy with Dual GPS-90X HF Radio – Dual Collins HF-9000 Satcom – Thrane Aero H+ TT-5000 HSD+ with ICG handset Transponder Dual Honeywell XS-855A Weather Radar – Honeywell Primus 880 Honeywell EGPWS

Tel: +44 (0) 1372 22 44 88 Email: Ken.Sewell@ibagroup.com

Aircraft Index see Page 4

EHS November_Layout 1 22/10/2014 12:51 Page 1

ld e i f r i A y r a t ili M y 5 l 1 e 0 b 2 K e n • u J E 3 1 U 1 G 1 A • c li PR b u p e R h c e z C

P150-152 22/10/2014 12:48 Page 1

Marketplace Bombardier Global 5000

Comlux the Aviation Group Price: Year:

2008

S/N: Reg: TTAF:

3150

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

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

Bombardier Challenger 850

Comlux the Aviation Group Price:

Make offer

Year:

2006

S/N:

TBD

Reg:

TBD

TTAF:

4474

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

This Challenger 850 suitable for 14 passengers features an extremely comfortable cabin with two club-2 at the front, followed by a Club-4 and a divan. The private compartment at the rear is composed of a club 2 and a sofa and gives access to a beautiful VIP lavatory.

Contact: Severine Cosma

Location: Switzerland

www.comluxaviation.com

Bombardier Global 7000

Comlux the Aviation Group Price:

Please Call

Year:

2016

S/N:

TBD

Reg:

TBD

TTAF:

New

Location: Switzerland

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

With its four distinct living spaces, the Global 7000 business jet provides unparalleled spaciousness, luxury, and comfort, in a homelike environment that can be as productive or as leisure-friendly as any moment demands.

Seats position you perfectly to take in the view from the largest cabin windows in its category. Enjoy exquisite dining experiences at a table for six, journeying non-stop between key cities such as London and Singapore. Engines: General Electric’s Passport™ Engine.

www.comluxaviation.com

Bombardier Global 6000

Bright International Company Ltd Price:

$15,000,000 USD

Year:

2014

S/N: Reg: TTAF:

New

Location: Canada

Learjet 60

Eiger Air, LLC Price:

$1,925,0000 USD

Year:

1994

S/N:

037

Reg:

N101HW

TTAF:

8450

Tel: +1 (902) 890 87600 E-mail: ishawcross@me.com

Brand new Q4 2014 Global 6000 immediately available.

Configured for 13 PAX w/ double, fully berthing 3 place divans in the aft cabin, forward galley and crew rest area enable ultra-long travel in supreme comfort. Complete Bombardier Vision flight deck with Rockwell Collins pro line fusion avionics suite, including HUD, EVS and synthetic vision that enhance situation awareness and pilot performance. Enhancements also include increased MTOW, steep approach certified and impressive short field performance

Tel: +1 (561) 948-8202 E-mail: kthorup@eigerair.com Excellent two-owner Lear 60. Painted 2013 by Duncan Aviation. Seven (7) place interior with enclosed lavatory and forward galley. Current Part 135. Engines ESP Gold, 7200hr TBO (1730/990 TSO). Collins Proline 4, Dual UNS1B+, TCAS II Change 7, King KGP860 TAWS, RVSM, 406Mhz ELT

Location: USA (FL)

150

AVBUYER MAGAZINE – November 2014

www.AVBUYER.com

Aircraft Index see Page 4

P150-152 22/10/2014 12:49 Page 2

Marketplace Learjet 36A

Leonard Hudson Drilling Price:

US $1,695,000

Year:

1977

S/N:

36A-030

Reg:

N160GC

TTAF:

15,600

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

Learjet 36A, Long range capability, as configured 2,400 nautical miles. Can be upgraded to 2,600 mile range.

Recent paint and interior, RVSM. Competitively priced at $1,695,000 USD, may trade on helicopter

Location: USA

BELL 206L4

Leonard Hudson Drilling Price:

Please Call

Year:

2002

S/N:

52265

Reg:

N339MG

TTAF:

1700

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

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

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

Location: USA

BELL 412EMS

Leonard Hudson Drilling Price:

US $3,875,000

Year:

1981

S/N:

33017

Reg:

N554AL

TTAF:

15265

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

Full EMS Medical 4 patient and 4 attendant interior.

Recent ‘no expense spared’ airframe refurbishment at Acro Helipro within the last 100 hours.

Both engines are fresh Pratt and Whitney overhauled.

Immediate delivery, Meticulous records.

Current with medical interior and 13 passenger utility interior are included, aircraft is ‘turn-key’ will provide Fresh annual /Export C of A

Location: USA

BELL 212 (Five Available)

Leonard Hudson Drilling Price:

Please Call

Year:

1991-1996

S/N:

Call for details

Reg:

Call for details

TTAF:

Call for details

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

Five, Late Model, Bell 212s In 'Off Shore’.

Available for immediate use.

Asking $3.1M to $3.6M USD. Serial numbers: 35034, 35048, 35060, 35088 and 35096

Location: USA

Hawker 1000A

Tel: 1 (850) 213 3218 E-mail: jetmarkets@aol.com

International Jet Markets, Inc. Price:

Make Offer

Year:

1992

S/N:

259010

Reg:

N52SM

TTAF:

5400

MSN 259010, ESP Gold, Honeywell Avionics, Excellent 9 Pax Interior, Well maintained, 2 Corporate Owners, Replaced & excess to needs $2,450,000.00 but Make Offer Contact: Bill Pilker Mobile 1-770-330-2691

Location: USA

Advertising Enquiries see Page 9

www.AVBUYER.com

November 2014 – AVBUYER MAGAZINE

151

P150-152 22/10/2014 16:29 Page 3

Marketplace Hawker 800SP

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

Capital Jet Group Price:

$1,550,000

Year:

1993

S/N:

258241

Reg:

XA-CHA

TTAF:

5975

MSP GOLD for engines. API winglets for added range and performance. 2011 paint. 2013 48 month inspection.

Global AFIS. Aircell Iridium satphone. Dual GPS. Digital FDR. HF. TCAS 2000 8 passenger interior with DVD/CD/Airshow system with dual monitors.

Landings: 5154

Location: USA

Cessna Citation XLS+

Ac-Terra International Ltd Price:

Make Offer

Year:

2013

S/N:

560-6140

Reg:

UR-UQA

TTAF:

451

Location: Ukraine

Fairchild F300

Please call

Year:

1984

S/N:

518

Reg:

XA-CMT

TTAF:

7691:07

Location: Mexico

Gulfstream IV

Price:

Please call

Year:

1988

S/N:

1059

Reg:

N271PS

TTAF:

8843:45

Wilga Aviation

Sikorsky S76-B

Price:

$1,290,000

Year:

1988

S/N:

760342

Reg:

N76XX

TTAF:

4902

Location:

AVBUYER MAGAZINE – November 2014

www.AVBUYER.com

Tel: +52 1 554 880 2924 E-mail: mgarcia@mileniumair.mx

Total airframe cycles since new: 5526, A,B,C & D Checks complied on July 2014. All SB´s & AD´s up-to-date, Max operating speed: 265 knots (up to 24 300 feet) Range: 1938 NMI (2231 MI, 3591 KM) With six occupants, at 26 000 feet, Rate of climb: 2650 ft/min, Passenger capacity: 8 passenger + 2 crew members, 9 passengers + 1 crew member, Perfect Condition, No damage history since new, All maintenance accomplished by authorized service centers

Milenium Air Servicios Aereos Integrados SA de CV

Location: Mexico

152

One owner since new, $250Ks prepaid subscription for PowerAdvantage+, and AuxAdvantage, more than $100Ks stock of GSE, tools and consumables goes as a bonus.

APU: 353 TT / 465 Cycles, Additional equipment: EU-OPS1 Certification, NAV-4000 ADF Collins, Second FMS-3000, FA2100 Flight Data Recorder, Collins ProLine 21 suite, Seating for 8 passengers. Interior material board features Qtr. Figured Australian Walnut Wood, Exterior: Overall Snow White with Black Metallic, Shadow Gray and Gold Metallic stripes

Milenium Air Servicios Aereos Integrados SA de CV Price:

Tel: +380 675 685 688 E-mail: golovii@const.dp.ua

Tel: +52 1 554 880 2924 E-mail: mgarcia@mileniumair.mx

Airframe:8843:45 Total airframe time.3523 Total airframe landings. Engines:Model: Rolls Royce TAY MK 611-8 Left: Serial number 16621 8650:21 Total time.3418 Total cycles. Right:Serial number 16238.8617:15:00 Total time.3401 Total cycles. PLAN: JSSI. APU. Model:Honeywell GTCP 36-100G.Serial number: P399.6150 Total time.

Interior Fourteen passenger fire blocked interior was updated in 2003. A mid‐cabin double club arrangement is complimented by a forward right hand curved 3-place divan opposite

Tel: +1 631.338.2238 malte@lorenzland.com Avionics/Radios/Other: 2 Garmin 796 GPS mounted to cockpit panel/ Universal FMS (UNS-1FW) / Alternate Static Source / Tail Rotor Servo Shut off valve / Dual Static Inverters / Retractable Boarding Steps Exterior: White with blue, red, and gold striping. Repainted 2008, Interior: Neutral tone interior with Royal blue carpeting; Refurbished: 2008, Inspection Status: The following inspections were completed on September, 2014: 25 hr.; 50 hr.; 100 hr.; 300 hr.; 12 month airframe.

Aircraft Index see Page 4

P153 23/10/2014 10:15 Page 1

Cessna Citation CJ3

Tel: +33 (0) 650 875 383 E-mail: riccardo@arrigoniaviation.com

Arrigoni Aviation Price: $4,795,000 EU VAT Paid Year:

2006

S/N:

96

Reg:

3A-MRG

TTAF:

1214

LOW HOURS, 1 owner. 6 pax configuration. Enrolled on TAP Elite, Pro Parts and CESCOM. Belted Lavatory. Sliding, hard lavatory door. EU VAT PAID. Equipped with ProLine 21, Collins 3000 with IFIS and DataLink. TCAS II, EGPWS, RAAS, ST-3100 Iridium, Electronic Charts on MFD, WX1000E Lightning Device, Pulselite System with Interface to TCAS II, PBS-250 Passenger Briefer, Ground Dispatcher.

Yoke iPad holders

Location: Monaco

+1 832 934 0055

Alberth Air Parts

Par Avion Ltd

Spare Parts

FALCONS • HAWKERS • LEARS

•BUY •SELL •TRADE

www.paravionltd.com

CESSNA LEARJET HAWKER WESTWIND FALCON GULFSTREAM

www.alberthaviation.com

SALES • ACQUISITIONS • CONSULTING

Fax: +1 832 934 0011

Copy date for the December issue

Wednesday 12th November 2014 AvBuyer (USPS 014-911), November 2014, Vol 18, Issue No 11 is published monthly by AvBuyer Ltd, 1210 West 11th Street, Wichita, KS 67203-3517 and has a targeted circulation to decision makers within business and corporate aviation throughout the world. It is also available on Annual Subscription @ UK £40 and USA $65. POSTMASTER: Send address changes to: AvBuyer Magazine 1210 West 11th Street, Wichita, KS 67203-3517. Postage is paid at Wichita, KS and additional mailing offices © Copyright of AvBuyer Ltd. Every effort is made to ensure the accuracy of material published in AvBuyer Magazine.

However, the publishers cannot accept responsibility for claims made by manufacturers, advertisers or contributors. The views expressed are not necessarily those of the Editor or the publishers. Although all reasonable care is taken of all material, photographs, CD & DVDs submitted, the publishers cannot accept any responsibility for damage or loss. All rights reserved. No part of AvBuyer Magazine Advertising, Design or Editorial - may be reproduced, stored in a retrieval system, or transmitted in any other form, or by any other means, electronic, mechanical, photographic, recording or otherwise, without prior written permission of the publishers.

Advertiser’s Index 1st Source Bank ........................................................15 21st Century Jet Corporation ...............................154 AeroSmith/Penny.....................................................142 Aircraft Cost Calculator............................................81 AIC Title Services .................................35, 37, 39, 41 Amjet .............................................................................55 Amstat ........................................................................115 Aradian Aviation..........................................................89 Aviation Advisors .....................................................144 Aviatrade ................................................................91-93 Aviatrax.......................................................................129 Avjet Corporation ............................................1, 16-17 Avpro ......................................................................10-14 Bell Aviation ..........................................................60-61 Bombardier..................................................................43 Boutsen Aviation......................................................101 CAAP.................................................................130-131 Central Business Jets .............................................155 Charlie Bravo...............................................................67 Conklin & de Decker ...............................................153 Corporate AirSearch Int’l .......................................147

Advertising Enquiries see Page 9

Corporate Concepts............................................76-77 Dassault Falcon Jet Europe ..........................2-3, 143 Donath Aircraft Services...........................................85 Duncan Aviation..........................................................47 Eagle Aviation..............................................................97 Elliott Jets .....................................................................53 Elite London ..............................................................119 European Heli Show...............................................149 Florida Jet Sales.......................................................145 Freestream Aircraft USA ....................................25-27 General Aviation Services ........................................57 GKG Law...................................................................125 Global Jet..........................................................132-133 Gulfstream Pre-Owned ......................................30-31 Heli UK Expo ............................................................113 IBA ..............................................................................148 Intellijet International .................................................6-7 International Jet Management...............................146 Jet Black .......................................................................87 Jet Support Services (JSSI).......................................5 JetBrokers..............................................................64-65 Jetcraft Corporation ..................................50-51, 156

www.AVBUYER.com

Jeteffect ........................................................................83 JETNET ........................................................................90 JetPro Texas .....................................................134-135 Jetsense ............................................................136-137 John Hopkinson & Associates ....................103, 128 Leading Edge..............................................................71 Lektro..........................................................................125 MEBA.........................................................................117 Mente Group ...................................................138-139 NBAA Corporate .....................................................123 Mesinger Jet Sales ..............................................20-23 Northern Jet Management ............................140-141 OGARAJETS........................................................44-45 Par Avion ...................................................................109 Rolls Royce .................................................................69 Sojourn Aviation....................................................78-79 Southern Cross Aviation ........................................105 Tempus Jets.................................................................29 The Jet Business ........................................................49 VREF ..........................................................................125 Wright Brothers Aircraft Title ................................107

November 2014 – AVBUYER MAGAZINE

153

21st Century October 21/10/2014 14:54 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

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 November_CBJ November06 21/10/2014 14:56 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

Celebrating 30 Years!

GULFSTREAM V SN 594 Of fered by Original Fortune 100 Corporation, Over 40+ Year History as a Fleet Operator of Gulfstream Aircraft, Honeywell Satcom with Wifi, Immaculate Maintenance, RRCC Engine Program

GULFSTREAM V SN 546

GULFSTREAM G200 SN 199 1960 TT / 1040 Landings, ESP Gold, Meets all EASA / JAR OPS Requirements, Impressive List of Options including Aerial View Camera

Single Owner, Forward Galley, Owners New G650 Has Arrived, Only 4100 Hours TT, Impeccable List of Options

FALCON 900B SN 67 Spectacular Honeywell EPIC Cockpit Upgrade, MSP Gold Engines, Upgraded Interior, Owners New Global Express Arriving Shortly

FALCON 50 SN 177 Just over 5000 Hours TT, Upgraded 3D MSP Gold Engines, Recent New Interior from Window Ledges down including Seats, Cabin Switching, Carpet, Airshow 4000, External View Cameras, etc.

FALCON 900B SN 155

FALCON 50-40 SN 25

Always US Owned, 6400 TT, MSP Gold, Forward & Aft Lavs, Dual Aft Couches

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

FALCON 20F SN 470 - FALCON 900C ENGINES & APU MOD 7827 TT / 5009 Landings, MSP Gold, Collins Proline II EFIS Cockpit, Dual Collins Radio Tuning Units, Dual Universal 1L’s w/WAAS, ETC

CITATION X SN 37 CITATION SOVEREIGN SN 156 3,837 TT / 1,904 Landings, 9 Place Interior, Aft Lav, CAMP Maintenance Tracking, MSG-3 Maintenance Program

Single Midwestern Owner, Chairman Flown, Citation Factory Services, Rolls Royce Corporate Care, Aircell AGT-5000 with WIFI, New Replacement Aircraft Has Arrived

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

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

FEATURED INVENTORY

2004 Challenger 604 - SN 5581

Engine & APU on Full “Pay by the Hour” Programs High Speed Internet – Aircell ATG-4000

2010 lineage 1000 - SN 19000243

Airframe Enrolled on Embraer Executive Care (EEC) High Capacity 19 Passenger Interior

11-2014_WAS_Back Cover_Turbulence.indd 1

2012 Global 6000 - SN 9441

Swift Broadband, Limited Edition LE Package 14 Passenger with Executive Work Station 2010 Agusta A109 Power 2002 Airbus A320VIP 2007 Challenger 300 2010 Challenger 605 2007 Challenger 850 2005 Eurocopter AS 365 N3 2003 Falcon 2000EX 2006 Falcon 900EX EASy 2005 Global 5000

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2012 Global 6000 2014 Global 6000 2002 Global Express 2010 Global XRS 2006 Gulfstream 450 2007 Lear 45XR 2004 Lear 60SE Q4 2015 Legacy 500 2007 Legacy 600

2015 Global 6000 - SN 9620

File Photo

2015 Delivery - Trades Encouraged A Natural Transition from your Global 5000

2011 Legacy 650 - SN 14501132

Very low TTAF 286 Hours; 94 Cycles Preferable 13 Pax Interior with 2” Dropped Floor

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I I I I I I I I II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II

AVOIDING

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

43

As anyone in aviation knows,

10/3/14 12:08 PM