AvBuyer Magazine November 2016 by AvBuyer Ltd.

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November 2016

™

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

2015 Gulfstream G650

Serial Number 6109 | N326JD See pages 10 - 14 for further details

THIS MONTH Aircraft Comparative Analysis – Cessna Citation M2 Dassault Falcon Profile Cabin Refurbishment: Getting the Most from the Project www.AvBuyer.com

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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.

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

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Falcon 7X 2010 • s/n 106 • 2.964 hrs. total time • 14 seats / 13 passengers, crew rest • EASy II (Baseline, LPV, ADS-B Out, SVS, ADM, Dual Jeppesen Charts, CPDLC ATN-B1 & FANS 1/A+, SB 320) • 3 FMS, 3 IRS, 3 VHF, HUD, EFVS, Iridium Satcom MCS-7120 • Engines on ESP Gold and APU on MSP Gold • FalconCare enrolled, 1C due October 2018

Falcon 900LX 2014 • s/n 283 • 458 hrs. total time • 14 passengers with Forward & Aft lavatories • EASA / EU-OPS1 compliant • EASy II (Baseline, ADS-B Out, CPDLC ATN-B1) • 3 FMS, 3 IRS, 3 VHF, Iridium Satcom MCS-7120, 2 EFBs • Engines and APU on MSP Gold • FalconCare enrolled, 1C due October 2020

Falcon 900LX 2013 • s/n 271 • 695 hrs. total time • 14 passengers with Forward & Aft lavatories • EASy II (Baseline, CPDLC ATN-B1) • 3 FMS, 3 IRS, 3 VHF, Iridium Satcom MCS-7120, 2 EFBs • Engines and APU on MSP Gold • FalconCare enrolled, 1C due November 2019

Falcon F900EXy with Winglets 2007 • s/n 184 • 3,640 hrs. total time • 13 passengers with Forward & Aft lavatories • EASy II (LPV, ADS-B out, SVS, Dual Jeppesen Charts, CPDLC ATN-B1 & FANS 1/A+) • 3 FMS, 3 IRS, 3 VHF, Iridium Satcom with DIU • Engines and APU on MSP Gold • FalconCare enrolled, 2C due August 2019

Falcon 2000LX 2009 • s/n 161 • 2,801 hrs. total time • 10 passengers • EASA / EU-OPS1 compliant • EASy II (Baseline, LPV, ADS-B Out, CPDLC ATN-B1 & FANS 1/A+) • 3 FMS, 3 IRS, 3 VHF, Iridium Satcom Axxess II, 2 EFBs • Engines on JSSI 100% and APU on MSP Gold • 2C due January 2021

Falcon 2000EXy 2005 • s/n 067 • 4,606 hrs. total time • 10 passengers • EASA / EU-OPS1 compliant • EASy II (Baseline, LPV, ADS-B Out, CPDLC ATN-B1) • 3 FMS, 3 IRS, 3 VHF, Satcom Thrane & Thrane Aero HSD+ Swift 64 • Engines on ESP and APU on MSP

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Editor’s

Welcome

Looking Ahead… With Confidence

elcome to AvBuyer’s third decade of serving the informational needs of business aircraft owners and operators. Starting life as World Aircraft Sales Magazine in November 1996 and targeting the market for pre-owned jets and turboprops, this magazine has grown into relevance for the entire community of companies and entrepreneurs using Business Aviation to meet their travel requirements. While twenty years is a relatively short period, much has happened since 1996. There have been impressive highs and troubling lows for Business Aviation, but on average progress has been - and continues to be - positive. The health of our community is not measured solely by the number of new business aircraft sold each year…or, for that matter, the number of preowned aircraft available for sale. Rather, its sign of success is the number of active users of business aircraft over time. By that metric, our community is strong and growing. Furthermore, there is no indication the number of users has peaked or is headed for a fall. Commerce requires the timely, efficient and effective transportation that only business aircraft can provide, whether that aircraft was acquired new from its OEM, pre-owned from a user or broker, or chartered. Business Aviation addresses travel needs that the Scheduled Airlines cannot serve—and do not want to serve. Airliners connect city pairs where traffic flow is huge. With its ability to operate on demand, when needed and as needed, Business Aviation provides service that cannot be met with the business model of scheduled air carriers. Companies and entrepreneurs need both forms of mobility. In essence, Business Aviation and Scheduled Airlines are ‘partners’ in satisfying the travel needs of industry. Such will continue to be the case well beyond the next 20 years. AvBuyer serves all active participants in Business Aviation, and we will continue to provide meaningful intelligence to that broad community for decades to come. Surveys show that the editorial content published in AvBuyer is read and respected at all phases of the ownership experience. Readers tell us that our articles enable them to stay current on all aspects of Business Aviation, regardless of when or how they became involved with business aircraft. Just as Business Aviation has evolved from a

relatively misunderstood means of travel to become an ordinary travel option, AvBuyer has expanded its focus to be relevant to all participants in Business Aviation. At AvBuyer, we believe Business Aviation provides unique value and will continue to offer benefits vital to the ebb and flow of commerce worldwide. We are proud to serve.

In This Issue

Join Dave Higdon as he reflects the key happenings within the Business Aviation community in the 20 years since AvBuyer was first published. In addition, you can gain insights into today’s market trends and analyses courtesy of Rollie Vincent’s monthly Market Indicators section and an interview with Par Avion’s Janine Iannarelli. For the Flight Department, Ken Elliott takes a closer look at Performance Based Navigation, while we continue our series on International Business Aviation Operations, this month looking at Cuba. Flight Department Managers will find Mario Pierobon’s tips on improving the safety of the flight department and Jodie Brown’s discussion of Decision Making Methods useful. Aviation Director Andre Fodor meanwhile ponders the question of just how much technology is too much… Advice is offered by LBAS’ Marek Rinke and OHS’ Dennis Neumann on how to get the most out of a cabin refurbishment project, while Mike Chase profiles the Cessna Citation M2 in this month’s Comparative Analysis. Light & Entry Level Jets are further featured in this month’s aircraft specifications and values sections. Within the Boardroom section, Rani Singh asks Jet Exchange’s Ian Austin when chartering a jet is right for a jet owner, and David Wyndham unpacks the complex area of sourcing the best Business Aviation consultant. Jeremy Cox highlights the importance of USPAP in relation to aircraft appraisal and Chris Younger begins a series on importing a foreign-registered jet into the US. Completing a packed BACE2016 edition, Stuart Hope warns aircraft owners to ‘lend’ their wings to ‘friends’ only with their eyes wide open in terms of insurance risk, and Rod Simpson gives a historical profile of Dassault. Do feel free to visit us at BACE2016 in Orlando (Booth #4817) And tell us how we can improve our service to you. Jack Olcott Editorial Director, AvBuyer

EDITORIAL Editorial Director J.W. (Jack) Olcott 1- 201 572 9284 Jack@avbuyer.com Commissioning Editor Matthew Harris 1- 800 620 8801 +44 (0)20 8939 7722 Editorial@avbuyer.com Editorial Contributor (USA Office) Dave Higdon Dave@avbuyer.com Consulting Editor Sean O’Farrell 1- 800 620 8801 +44 (0)20 8939 7728 Sean@avbuyer.com ADVERTISING Linda Blackburn (USA Sales) 1- 614 418 7064 Linda@avbuyer.com Lise Margin (USA Sales) 1-703 818 1024 Lise@avbuyer.com Maria Brabec (European Sales) +420 604 224 828 Maria@avbuyer.com Karen Price 1- 800 620 8801 +44 (0)20 8255 4700 Karen@avbuyer.com STUDIO/PRODUCTION Helen Cavalli / Mark Williams 1- 800 620 8801 +44 (0)20 8939 7722/7726 Helen@avbuyer.com Mark@avbuyer.com CIRCULATION Barry Carter 1- 800 620 8801 +44 (0)20 8939 7720 Barry@avbuyer.com AVBUYER.COM Jayne Jackson Jayne@avbuyer.com Emma Davey Emma@avbuyer.com MANAGING DIRECTOR John Brennan 1- 800 620 8801 +44 (0)20 8255 4229 John@avbuyer.com USA OFFICE 1210 West 11th Street, Wichita, KS 67203-3517 EUROPEAN OFFICE AvBuyer House, 34A High Street, Thames Ditton, Surrey KT7 0RY, UK +44 (0)20 8255 4000 PRINTED BY Fry Communications, Inc. 800 West Church Road, Mechanicsburg, PA 17055

Mechanicsburg, PA 17055 AVBUYER MAGAZINE – November 2016

www.AVBUYER.com

Aircraft Index see Page 193

Swiss Excellence in Business Aviation

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GLOBAL 5000

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=PZPVU -SPNO[ +LJR Â&#x2039; 99** Â&#x2039; 7H_

GLOBAL XRS

S/N 9247

S/N 30327 Â&#x2039; /V\YZ ;V[HS ;PTL Â&#x2039; 7HZZLUNLY *VUMPN\YH[PVU Â&#x2039; *VYWVYH[L 6^ULY Â&#x2039; (PY*LSS (;. .V.V )Pa

)H[JO <WNYHKL Â&#x2039; Â¹ 4VUP[VY Â&#x2039; 7H_

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Â&#x2039; 7HY[PHS :VM[ .VVKZ 9LM\YIPZOTLU[ Â&#x2039; ;^V 3H]Z ^ :OV^LYZ WS\Z -VY^HYK *YL^ 3H] Â&#x2039; PUJO -VY^HYK /+ 3*+ 4VUP[VY PU 3V\UNL Â&#x2039; ;^V /+ 3*+ PUJO *HIPU 4VUP[VYZ Â&#x2039; -VY^HYK .HSSL` Â&#x2039; J\ M[ VM *HYNV :WHJL Â&#x2039; *=9 -+9 Â&#x2039; :(;*64 4*: Â&#x2039; ;*(: ^ *OHUNL Â&#x2039; <WNYHKLK -4*Z 5V^ 9\U [OL -\SS 1LWW 5H] +H[H

99** Â&#x2039; ,UOHUJLK 5H]Z Â&#x2039; 7H_

GULFSTREAM IV

S/N 1145

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;Y\5VY[O (PY*LSS /:+ Â&#x2039; 4:. Â&#x2039; 7H_

CHALLENGER 605

S/Ns 5815 & 5862

*VYWVYH[L 6^ULK Â&#x2039; ., 6U7VPU[ Â&#x2039; 7H_

JetTransactions ...at a higher level. (805) 484-6605 | JetTransactions.com | info@JetTransactions.com

Contents Layout Oct16.qxp 19/10/2016 15:15 Page 1

Volume 20, Issue 11

November2016

Contents

T BizAv Intelligence

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

AvBuyer at 20: Take a walk with us as we look back over the highs and lows of two decades in Business Aviation…

Business Aviation Market Insights: Janine K. Iannarelli, Founder, Par Avion offers insights on the Business Aviation marketplace today…

T Flight Department

International Business Aviation Operations (Part 7): Dave Higdon considers how to plan around and overcome difficulties when travelling to Cuba Tips on Broadening Flight Department Safety: Maximize the effects of ‘Positive Safety Performance’ in the flight department

Business Jet Technology: How much technology is too much technology? Aviation Director Andre Fodor discusses…

AVBUYER MAGAZINE – November 2016

Tips to Maximize the Cabin Refurbishment Project: What should aircraft owners consider to get the most from a cabin refurbishment?

Understanding PBN: Ken Elliott explores the evolution and complexity of Performance Based Navigation

Flight Department Communication Skills: Jodie Brown discusses four styles of decision making within the Flight Department Retail Price Guide: 20-year Light & Entry-Level jet price guide from The Aircraft Bluebook www.AVBUYER.com

Specifications: Light & Entry-Level jet performance and specifications comparisons

108

Aircraft Comparative Analysis – Citation M2: How does Cessna’s Citation M2 square up against the Embraer Premier 100/100E? Find out here…

T Boardroom

116

Understanding Business Jet Charter: Rani Singh asks Jet Exchange’s Ian Austin when chartering your jet makes sense…

120

How to Choose the Best BizAv Consultant: Tips for how to obtain the best and highest value from consultants

124

BizAv Values - Choosing an Appraiser: What is USPAP and why is it important to aircraft appraisal?

128

Beware Lending your Jet to Friends: In insurance terms, understand the ramifications fully before hiring your jet to an acquaintance

132

Importing Used Business Aircraft (Part 1): How to deal with commonly encountered issues of importing a jet onto the US register…

136

The Dassault Story (Part 1): Rod Simpson highlights a history of pioneering innovative technology for both military and civil aviation

T Community

177

BizAv Review: News, Appointments, Events & OEM Bites from around the BizAv Community

Next Month

Aircraft Comparative Analysis – Challenger 350 GAMA Q3 2016 Shipment Analysis International Business Aviation Operations – Asia Pacific Aircraft Index see Page 193

The Private Jet Company November.qxp_Layout 1 17/10/2016 13:03 Page 1

2008 Citation Sovereign

S/N 188. 5100 Hours. Engines on ESP Gold Airframe on Proparts. Excellent Condition Major Price Reduction to $6,750,000

2004 Falcon 2000

S/N 218. 3230 Hours 2C and Gear Overhaul underway New Paint and Interior - Buyer picks stripes Major Price Reduction to $6,900,000

File photo

2007 Hawker 850XP

2005 Gulfstream G200

2005 Learjet 45XR

1998 Learjet 31A

S/N 258841 New to Market. 2300 Hours Engines and APU on MSP Gold Asking $3,950,000

S/N 274. 4100 Hours Asking $2,400,000

S/N 111. Airframe on PlaneParts Engines on ESP Gold. 1600 Hours Asking $5,600,000

S/N 148. 2000 Hours New interior Major Price Reduction to $950,000

The Private Jet Company +1.561.691.3545 Info@theprivatejetcompany.com www.theprivatejetcompany.com

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2000 FALCON 2000

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Our commitment. Your advantage. When you’re in the market for a pre-owned aircraft, the ability to make an informed decision is critical. We provide the most comprehensive aircraft purchasing experience available; from the aircraft’s ownership and maintenance history, technology and refurbishment requirements, to market comparisons and financing alternatives. As one of the largest financial services companies in the industry, Global Jet Capital manages several billion dollars in aircraft assets. When you purchase from our fleet, you’re getting more than just a quality pre-owned aircraft – you’re gaining access to a dedicated team with a commitment to ensuring the experience you deserve.

When you make a purchase with us, you’re getting much more: – Comprehensive unscheduled maintenance package with JSSI providing coverage for 6 months or up to 300 flight hours, whichever occurs first - Rental Engines and Components during Unscheduled Maintenance to limit your downtime - 24/7 Worldwide Technical Support – Professional Aviation Training from FlightSafety - Initial Pilot Training Program - Initial Maintenance Training Program – Vetted and well-maintained fleet – Complimentary purchasing and financing services upon request

Call for details: Brian Huber 203.448.4486 all for pricing: P 844.436.8200 Mike Ellis 682.251.5500 aircraftsales@globaljetcapital.com Tom Mekis 336.940.7988 Proudly partnering

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Maintenance and pilot training programs are customized per individual aircraft. Specifications subject to verification upon inspection and aircraft is subject to prior sales or withdrawal from the market.

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2011 DASSAULT FALCON 7X SERIAL NUMBER 138 – REGISTRATION M-OMAN EASy II+ COCKPIT, AIRFRAME ENROLLED ON FALCONCARE, ENGINES ENROLLED ON ESP GOLD, APU ENROLLED ON MSP GOLD, ONE OWNER SINCE NEW, CPDLC & FANS-1A, ADS-B OUT, TCAS 7.1, WILL DELIVER WITH FRESH 1-6A INSPECTIONS

2008 DASSAULT FALCON 2000EX EASy

2007 DASSAULT FALCON 900EX EASy SERIAL NUMBER 174 – REGISTRATION N789ZZ LOW TIME, U.S. REGISTERED, ENGINES AND APU ENROLLED ON HONEYWELL MSP, EASy II UPGRADE, PART 135 CERTIFIED, NEW PAINT 2012

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U.S. REGISTERED & U.S. BASED, ONE CORPORATE OWNER SINCE NEW, NEVER CHARTERED, AIRFRAME ON FALCONCARE, ENGINE & APU ON PROGRAMMES, INTERIOR REFURBISHED 2015, EXTERIOR PARTIAL RE-SPRAY 2015

2013 EMBRAER LEGACY 650

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ENTRY INTO SERVICE: 28TH NOVEMBER 2013, LOW TIME – JUST 550 HOURS, ONE OWNER SINCE NEW, EU-OPS 1 CERTIFIED, FANS 1/A, CPDLC & TCAS 7.1, FORWARD & AFT LAVATORY, NO DAMAGE HISTORY, ALWAYS HANGARED

ONE OWNER SINCE NEW, ENGINES ON CORPORATE CARE, APU ON JSSI, EASA & EU-OPS 1 CERTIFIED, 13 PASSENGER INTERIOR, FORWARD & AFT LAVATORY, ACAS II (TCAS II WITH CHANGE 7)

2009 EMBRAER LEGACY 600 SERIAL NUMBER 14501091 – REGISTRATION VP-CAA LOW TIME & CYCLES, ENTERED SERVICE 2009, PRIMUS ELITE AVIONICS, AIRFRAME ON EMBRAER EXECUTIVE CARE ENHANCED PROGRAMME, ENGINES ON ROLLS ROYCE CORPORATE CARE, WI-FI SWIFT BROADBAND, REFRESHED INTERIOR 2014, NEW EXTERIOR PAINT 2014 (DUNCAN)

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

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2012 GULFSTREAM G650ER

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

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2008 GULFSTREAM G200

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IN SERVICE DECEMBER 2015, DELIVERY TIME ONLY, FORWARD CREW REST, ENGINES ENROLLED ON CORPORATE CARE, HONEYWELL LSZ-860 LIGHTNING SENSOR SYSTEM, RUNWAY AWARENESS ADVISORY SYSTEM (RAAS), WEATHER RADAR PREDICTIVE WINDSHEAR, HONEYWELL SWIFT BROADBAND, SECURAPLANE PREFLITE AIRCRAFT SECURITY SYSTEM

ENGINES & AIRFRAME ON JSSI, APU ON HONEYWELL MSP GOLD, NO DAMAGE HISTORY, ONE PRIVATE OWNER SINCE NEW – NEVER BEEN CHARTERED, ALWAYS HANGARED, CURRENTLY UNDERGOING 12, 24, 48 & 96 MOS & 3000 HOURS HSI INSPECTION, DESIRABLE HIGH CAPACITY 10 SEAT CONFIGURATION, SAFE FLIGHT AUTOPOWER AUTOMATIC THROTTLE SYSTEM, 88 PARAMETER FDR, JUMP SEAT

2011 BOMBARDIER GLOBAL XRS SERIAL NUMBER 9420 – REGISTRATION M-GSKY ENGINES ON CORPORATE CARE, ONE OWNER SINCE NEW, NEVER CHARTERED, EASA & EU-OPS 1 CERTIFIED, DUAL SWIFT 64 BROADBAND (WIFI), BATCH 3 UPGRADES, FANS 1/A, TCAS 7.1, ENHANCED VISION SYSTEM (EVS), HEAD-UP DISPLAY (HUD)

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MarketIndicators Nov16.qxp_Layout 1 18/10/2016 12:59 Page 1

BIZAV INTELLIGENCE T MARKET INDICATORS

Business Aviation Market Summary An expression widely attributed to the Chinese is “may you live in interesting times”, notes Rolland Vincent, Editor, Market Indicators. Well, November 2016 will have no shortage of interesting moments, beginning with the BACE2016 convention in Orlando. xpected to attract some 27,000 participants, BACE2016 is easily the largest single gathering of Business Aviation leaders in the industry. This will be followed almost immediately by the US Presidential election on Tuesday, November 8, an election that could have profound impacts on the geo-political landscape and, by association, on Business Aviation. Sprinkle in Brexit tensions, BRIC crumbling, oil price gyrations, migrant crises, commodity price and emerging market weaknesses, and all is far from well in the environment that Business Aviation operates within. Results from the recently completed Q3 2016 JETNET iQ Survey, completed in September 2016 with more than 500 respondents from 63 countries, reflect a deterioration in market sentiment amongst owners and operators of fixed-wing turbinepowered business aircraft. Overall, about 40% of owners/operators are feeling optimistic about where the Business Aviation industry is in the current business cycle, led by respondents in North America (US & Canada), and Europe. Market sentiment is weakest in Asia Pacific, Africa, Middle East and Russia (the so-called “Rest of World” region), where pessimists outnumber optimists by almost 3-to-1, a dramatic shift in just the last few quarters. US-based business aircraft salesmen

have found that they can, for the most part, keep their passports locked up in the safe for the time being as they focus on nearterm opportunities State-side. Waning confidence among Large Jet owners/operators is one of the most significant changes that has been introduced into the market, especially in the last three quarters). Market sentiment amongst Large Jet owners/operators (defined as aircraft in the Challenger 605/Falcon 2000 families and larger) has sharply lowered since the beginning of 2016.

‘Robust’ Markets

The US and Europe, along with China and Mexico, appear to be the most robust aircraft sales markets today, although ‘robust’ may be quite a misnomer when viewed in comparison to sales achieved in these same geographies in recent years. Lowered expectations for economic growth as measured by changes in real (inflation-adjusted) GDP have dampened aircraft buyer enthusiasm at the same time as owners have been sharply hit by rapidly declining aircraft residual values. These have widened the gap that prospective buyers/sellers need to close to facilitate aircraft trades, where a good chunk of the currency has traditionally been locked in the value of the used (trade-in) aircraft. With residual values falling at rates of more than

Q3 2016 JETNET iQ Survey: Market Optimism (By Region)

AVBUYER MAGAZINE – November 2016

www.AVBUYER.com

Aircraft Index see Page 193

MarketIndicators Nov16.qxp_Layout 1 18/10/2016 13:00 Page 2

10% per year across a variety of models, many current owners (as if they needed another reason) are not surprisingly sitting on the side-lines and continuing to operate (and often upgrade) their current aircraft. While this should be relatively good news for Maintenance, Repair and Overhaul (MRO) providers and other STC owners that offer product upgrade and enhancement services, the fact is that price competition is intense for the business that does materialize. Although no one seems to like to mention the ‘D’ word, it seems very clear to us that the Business Aviation industry has collectively and inadvertently slipped into a pattern of deflationary pricing, an unsettling condition in which prices have yet to find a floor. The glut of new production and pre-owned inventory is an industry-wide phenomenon that is like a falling tide that lowers all boats.

Q3 2016 JETNET iQ Survey: Market Optimism (By Aircraft Category)

Getting to the Root

So, what is at the root of declining aircraft residual values in the first five years of aircraft ownership? Respondents to the Q3 2016 JETNET iQ Survey believe that a variety of factors are in play. Most importantly, they point to slowdowns in the economy and changes in fortune of individual businesses, which together are believed to account for about 25% of the decline. Another 25% of the decline is perceived to be due to the plethora of aircraft models that are available ‘For Sale’, as well as OEM over-production and deep discounting policies to avoid whitetails (unsold finished goods inventory). Other factors at play include aging and technologically-outdated aircraft, a glut of late-model pre-owned inventory (including highly-utilized former fractional aircraft), and price pressures to move unsold aircraft as the 180-day limit for like-kind exchanges nears. Oversupplied markets, soft underlying macroeconomic fundamentals, geopolitical tensions in (who wudda thunk?) the United States and the United Kingdom… yes, these truly are “interesting times” for the Business Aviation industry. With more to come. As the good captain often says, it is wise to keep your seatbelts fastened at all times when seated, and sometimes it appears even when you are standing!  MI www.rollandvincent.com Advertising Enquiries see Page 4

Q3 2016 JETNET iQ Survey: Reasons For Declining Residual Values

Rollie Vincent is President of Rolland Vincent Associates. His aviation market analysis is second to none, and he is the creator/director of the JETNET iQ program. With a solid background in market research, economics and statistics, he has more than 30 years of experience in business, regional and international aviation, including positions with Bombardier, Cessna, Learjet, Flexjet, and ICAO. Contact him via rvincent@rollandvincent.com continued on page 24

www.AVBUYER.com

November 2016 – AVBUYER MAGAZINE

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BIZAV INTELLIGENCE T MARKET INDICATORS

BizAv Activity Europe

Jetcraft 2nd Annual BizAv Forecast Ongoing challenges are expected in emerging markets, with continued North American dominance, according to Jetcraft’s second annual Business Aviation market forecast. Gulfstream is projected to top OEM revenues with Pratt & Whitney Canada taking top spot for engine OEMs… Jetcraft’s second annual Business Aviation market forecast calls for 7,879 unit deliveries representing $248bn in revenues (based on 2015 pricing) to be realized over the next 10 years. The impact of macroeconomic trends are also taken into account, such as the impact of a slowdown in wealth creation, the migration of ultra-high net worth individuals (UHNWIs) from emerging market economies and the fluctuation of oil prices upon Business Aviation throughout the coming decade. Overall, this year’s predictions are lower than last year’s report in terms of deliveries and revenues. Yet, despite challenges, there are bright spots on the horizon led chiefly by continued growth of the North American market. “Last year, we highlighted the unpredictability of our industry since 2008. The impact of global events during the past 12 months have certainly continued this trend,” said Jetcraft’s Chairman Jahid Fazal-Karim.

2021: A Peak Year

This year Jetcraft predicts a marked decrease of 10% in unit deliveries and 9% in revenues from last year. This is largely due to the continued waning influence of emerging market economies as consumers of Business Aviation. The forecast sees a muted business cycle recovery peaking in 2021, with

delivery of 932 units representing $29.4bn in revenues, before beginning a three-year drop as part of a softer downturn. The projected downturn, however, will be less severe as compared to last year’s forecast.

Key Forecast Findings

• At 30.6%, Gulfstream will secure the highest revenue market share over the forecast period primarily as a result of extending its family of large aircraft. • Cessna will regain market leadership in unit deliveries securing 24.4% of all new aircraft deliveries over the forecast horizon. • Pratt & Whitney Canada will replace Rolls-Royce as the market share leader among engine OEMs. • Honeywell will be the dominant player among avionics OEMs securing a 45% revenue market share. • As a new entrant, HondaJet will provide an incremental contribution to deliveries in the very light jet segment, as its delays in securing certification have led to customer back-up.

Effects of the Used Markets?

While used business aircraft inventory is lower than the historical average level of 13%, there is little evidence of an increase in residual values for 5-year old aircraft (a key benchmark due to the typical ownership period in North America). This has led to lags in purchasing and a slowing of the overall market. Despite its predicted hurdles, the Jetcraft forecast remains optimistic toward the future of Business Aviation. MI www.jetcraft.com/knowledge/

The latest WINGX Advance monthly BizAv monitor indicates there were 76,983 Business Aviation departures in Europe in September, representing a 1.4% Year-over-Year (YOY) growth in activity. Specifically, growth was recorded in business jet activity with flights up 4% YOY, offsetting declines in turboprop and piston activity. The UK showed the most impressive growth with flights up 5%. On average there were 150 Business Aviation flights a day leaving the UK during September. The busiest country in September was France, generating 19% of all European departures. Although the YOY trend in France was flat, the Year-to-Date (YTD) trend went up 3%, resulting in an additional 350 flights per month in 2016. “September completed a positive Q3, adding to the growth in Q2 and offsetting the bad start to the year so that overall trend is now in line with 2015,” summarized Richard Koe, Managing Director, WINGX. “September was unusually strong, especially for business jet charters. The UK and Spain got a big share of the growth with the tourist season extended by the long, late summer. “Specifically, VLJ charters played a big role in supporting this demand. Aggregate activity was also boosted by new deliveries into super midsize fleets.” On the downside, the major markets in decline this month were Germany and Switzerland. Flights within Germany were down -8%. Overall, flight activity within Western Europe was flat this month, as opposed to some growth coming in from Southern and Eastern Europe (although countries such as Turkey and Russia continued to decline). MI www.wingx-advance.com

Private Flying To Pick Up in 2017

Business Jet Traveler recently released results from its 2016 Readers’ Choice Survey, which indicated that 37% of those who fly privately expect to increase their time in the air in the next year and another 54% expect to fly at least as much. MI www.bjtonline.com

market-forecast continued on page 28

AVBUYER MAGAZINE – November 2016

www.AVBUYER.com

Aircraft Index see Page 193

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Hatt & Associates November.qxp_Layout 1 17/10/2016 13:06 Page 1

2007 Bombardier Learjet 40XR S/N: 2082. Reg: N619FX 6,000 Hours Since New

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MarketIndicators Nov16.qxp_Layout 1 18/10/2016 13:01 Page 4

BIZAV INTELLIGENCE T MARKET INDICATORS

Gulfstream Model Range Price Lowdown

G150

Within the Hagerty Q3 2016 Gulfstream Quarterly Market Update, James Hagerty notes there is so much utility value in the used business jet market that it should be attracting more first-time buyers and upgrade opportunities than ever before… Like many other capital assets in the Great Recession, values of coveted business jets reverted to correction territory following an overheated used aircraft sales market. A used GV that sold for $45m in 2008 is today worth $12m. Today’s acquisition prices offer unprecedented utility-value for first-time and upgrade buyers. The increased utility is attracting the “smart-money” buyers who are engaging opportunities to take advantage of historically high returns from historically low prices. Using its Gulfstream expertise, Hagerty Jet Group has applied its market research and analysis to demonstrate what aircraft are available to buyers with $6m, $12m and $18m budgets. Think of “What You Can Buy” in terms of price for achieving operational objectives and return-on-utility. (All prices assume fleet-average time aircraft with typical equipment and interiors and enrolment on engine programs.)

What Can I Buy for $6m?

2009-2010 Model G150 (Original Sale Price New - $12m): Offering a 2,900nm range, there have been 120 G150s built since 2007. The interior can accommodate up to seven passengers, and the cabin has a dropped floor to offer 5.75 ft height. The G150’s value comes from its operating costs (Variable Operating Cost around $1,900 per hour. The G150’s main competitors include the Lear 60XR and the Hawker 900XP which are no longer in production. Gulfstream announced in September that the last G150 has been ordered and will deliver mid-2017.

G200

GIV-SP 28

AVBUYER MAGAZINE – November 2016

2008 Model G200 (Original Sale Price New - $19m): Built between 2000 and 2011 the G200 fleet comprises nearly 250 units. Offering a range of 3,200nm, its stand-up cabin (6.2ft) can accommodate 810 passengers comfortably. Although considerably shorter than traditional Gulfstreams the G200 fuselage is closely comparable in diameter to the larger models, but has a drop down floor and a baggage compartment accessed externally. The Variable Operating Cost for the G200 is around $2,500 per hour. The key value in the G200 comes from its larger cabin and better range over the G150, but it has been criticized for its lack of short field performance. 2000 Model GIV-SP (Original Sale Price New - $30m): Built between 1986 and 2003, the GIV-SP has been one of Gulfstream’s most reliable and capable aircraft, offering a transatlantic range of 4,200nm. The three-zone cabin can accommodate up to 16 passengers with forward and aft galley configurations. Variable Operating Costs are estimated at $3,900 per hour. The value in the GIV-SP is the cabin and performance capability of the aircraft, while the operating costs and maintenance are the hardest pills to swallow for most potential buyers coming out of smaller airplanes like Learjets or Citations. www.AVBUYER.com

Aircraft Index see Page 193

MarketIndicators Nov16.qxp_Layout 1 18/10/2016 13:01 Page 5

What Can I Buy for $12m?

2007 Model G450 (Original Sale Price New - $35m): The G450 is a current production aircraft that distinguishes itself from the previous GIV models with upgraded EASy avionics found in the G650 and G550. Gulfstream has delivered 350 of these aircraft since 2003. Lighter avionics and Digital Engine Controls increase the range to 4,400nm. The three-zone cabin accommodates up to 16 passengers with forward and aft galley configuration options. Variable Operating Costs are similar to the older GIV-SP at $3,700 per hour. The G450 is a very capable aircraft with transatlantic range and comfort. 2002 Model GV (Original Sale Price New - $40m): There were nearly 200 GVs, built between 1997 and 2002, with a range of 6,500nm. The GV still boasts longer range than any of its competitors. The GV does everything a GIV-SP can do, but better. It flies farther, faster, higher and more efficiently. Variable Operating Costs are slightly higher on the GV at $4,200 per hour which is mostly attributable to costly engine maintenance. The three-zone cabin in a GV can accommodate up to 18 passengers plus an optional crew rest area. The GV presents a tremendous utility value in today’s market, particularly for its versatility and cabin. The GV does everything better than any other aircraft in the $12m and below category. Furthermore, the GV has already taken most of its depreciation and prices are first to flatten in today’s market with less than 4% of the fleet ‘for sale’.

What Can I Buy for $18m?

2003 Model G550 (Original Sale Price New - $44m): For the first time in history, G550 prices have dropped below $20m. A current production aircraft, a used G550 offers tremendous capability with current generation technology, and there are more than 550 aircraft in the fleet since deliveries began in 2003. The airframe and engines haven’t changed in 14 years apart from cabin interior improvements. The G550 is equipped with the current generation EASy avionics which allows for easier integration of upcoming avionics requirements. Aerodynamic improvements and lighter avionics give the G550 an additional 250nm range over the GV, in turn lowering the Variable Operating Costs to $3,800 per hour.

G550

2011 Model G450 (Original Sale Price New - $35m): Since the G450 has lost nearly 50% of its value in less than 5 years, a lightly used G450 offers a lot of value for a buyer who wants a newer airframe but doesn’t want to pay new pricing. A used G450 costs even less than a new G280 which has considerably less range and cabin. General Dynamics has noted low demand for the G450 and has subsequently reduced production and lowered pricing to attract buyers to this model. MI www.hagertyjetgroup.com Advertising Enquiries see Page 4

continued on page 32

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www.AVBUYER.com

G450 November 2016 – AVBUYER MAGAZINE

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BIZAV INTELLIGENCE T MARKET INDICATORS

US Market ‘Attractive’ for Finance

New research from Florida-based Global Jet Capital reveals 90% of Business Aviation professionals from around the world believe the US market is currently attractive for finance companies, with 59% saying it’s ‘very attractive’… Just 4% of Business Aviation professionals globally describe the US market as ‘unattractive’, according to Global Jet Capital’s research. Some 200 industry professionals were interviewed, and the majority anticipate the US as well as the Canadian market will become even more appealing to Business Aviation finance companies over the next three years. While almost six out of ten (59%) believe this about the US market, and only 5% think it will become less attractive, the corresponding figures for the Canadian Business Aviation market are 42% and 7% respectively. Dave Labrozzi, COO, Global Jet Capital observed, “A number of industry reports predict a long-term increase in the number of new business jet deliveries and our findings clearly reflect this optimism.” Global Jet Capital’s research revealed 51% of Business Aviation professionals expect financing the purchase of medium sized jets to become more attractive compared to 13% who think it will become less appealing, and the corresponding figures for large jets are 48% and 18%. MI www.globaljetcapital.com

UBS Shows Improving Bizjet Market… Improvements in the small-cabin jet market drove up the latest

UBS Business Jet Market Index, the analyst firm said… The UBS Business Jet Market index (based on industry surveys) measures perceptions of market conditions on a scale of 0 to 100, with the higher values reflecting improving conditions. The new index reached 34, a 10% jump from the previous survey and up from the low of 29 in May. The light business jet market showed the greatest improvement, up 34% from the previous survey. The large-cabin jet segment also improved, by 3%, but with an index of 28 it still trails the midsize jet index of 31 (that ranking for midsize jets declined by 5%). Fueling the improved index was a strengthening of consumer interest (+11%), pricing (+14%) and willingness of dealers to increase inventory (+9%). The index indicated ongoing concerns about the weakness in emerging markets, with large-cabin business jets expected to be the most affected. MI www.ubs.com

In-Service Aircraft Values & Maintenance Condition Values for tracked business aircraft models managed to post a second consecutive record low monthly figure during September, dropping an additional 1.0% to $5.14m, notes Asset Insight, Inc…. Only Small Jets gained ground, recording a 1.3% monthly increase. Large Jets decreased -1.9% to a 12-month low figure; Medium Jet prices fell -0.4% to post a new record low, and Turboprops lost -1.4%. All values were down in Q3 vs. Q2, with average Ask Prices decreasing -7.8%. Large Jets were off by -9.5%, Medium Jets by -8.5%, Small Jets down -0.8%, and Turboprops off by -1.8%.

Inventory Fleet Maintenance Condition

Overall Asset Quality remained ‘Excellent’, but Maintenance Exposure registered its highest/worst figure for the past twelve months. Specifically: •

•

The Asset Insight Quality Rating improved to 5.361 from last month’s 5.346, on Asset Insight’s scale of -2.5 to 10. However, the improvement still left the inventory fleet’s Quality Rating a bit below last quarter’s figure of 5.377. Maintenance Exposure (an aircraft’s accumulated/ embedded maintenance expense) worsened to $1.475m, to post a 12-month high/worst figure and an increase of 1.4% since last quarter.

By aircraft sector, the figures were as follows: • Large Jets: ‘Excellent’ asset quality at 5.439 (second-best among the four groups), but 5.7 AI2 basis points worse than last month’s 5.496 figure and down 12.6 AI2 basis points since last quarter. Maintenance Exposure worsened from $3.125m to $3.184m – a 12-month high figure and an increase of 2.8% since last quarter. • Medium Jets: ‘Excellent’ asset quality at 5.340 (down 2.0 and 1.8 AI2 basis points from last month and for the quarter, respectively) keeping the group in third place among the four sectors; Maintenance Exposure worsened by $13k to $1.287m – a 12-month high figure that was also slightly worse than last quarter’s $1.281m. • Small Jets: With an ‘Excellent’ asset quality rating, the group earned the top spot for the first time at a rating of 5.475, versus last month’s 5.401 and last quarter’s 5.433; Maintenance Exposure also improved, decreasing $13k to $764k for the month, and by $5k for the quarter. • Turboprops: ‘Very Good’ asset quality at 5.115 and an improvement over last month’s, and last quarter’s figures of 5.038 and 5.074, respectively. Maintenance Exposure improved to $553k, decreasing by $10k, while remaining virtually unchanged since last quarter. Maintenance Exposure to Ask Price (ETP) Ratio Asset Insight’s tracked fleet’s ETP Ratio (an aircraft’s Maintenance Exposure divided by its Ask Price) remained unchanged at 54.9%. Unfortunately, that also represents the 12-month high figure and a slight worsening over last quarter’s 54.0% Ratio. Twelve month low Average Ask Price was the primary driver, led by a 12-month low figure for Large

AVBUYER MAGAZINE – November 2016

www.AVBUYER.com

Aircraft Index see Page 193

MarketIndicators Nov16.qxp_Layout 1 18/10/2016 13:03 Page 7

Table A

Jets and a record low figure for Medium Jets. Asset Insight considers any ETP Ratio over 40% to represent excessive Exposure in relation to Ask Price, and the tracked fleet’s figure has been above 40% for the past 21 months. •

•

Large Jets: Posted the best ETP Ratio among the four groups but, at 40.8%, it was above last quarter’s 38.3% and equaled the sector’s worst Ratio for the past 12 months. Once again Large Jets entered excessive Maintenance Exposure territory. Average Ask Price has dropped 9.5% from last quarter and 16.6% since the start of this year, and Asset Insight’s analytics indicate the downward pricing trend is likely to continue. Medium Jets: ETP Ratio has now degraded for six consecutive months, increasing to 61.9% from 60.7% and registering the group’s third consecutive worst figure for the past twelve months. Since December, Ask Prices have decreased approximately $560k, or 14.7%, and at $3.25m the sector posted a second consecutive record low figure this month. With Asset Quality running a little above the group’s 12-month average, Asset Insight continues to believe Buyers should have little trouble locating good values. Small Jets: Although this sector has been consistently posting the highest ETP Ratio, Asset Insight believes Buyers should be able to identify good values for two reasons: - First, the sector’s Asset Quality just posted a 12month peak figure (the highest rating among the four sectors); and - Second, Maintenance Exposure is only slightly above the 12-month average. While pricing is just below the group’s 12-month high, this only reflects the quality of available assets. Careful analytics should allow Buyers to create good values. Turboprops: The sector continued to post the secondbest ETP Ratio. At 43.9%, the figure represented an improvement over last quarter’s 46.1% and is slightly better than the sector’s 12-month average. With Ask Price below the group’s 12-month average and Asset Quality above the 12-month average, Asset Insight thinks Buyers and Sellers should be able to find common ground.

Table B

Market Summary

The final three months of each year traditionally represent the largest number of quarterly transactions. Accordingly, Sellers that are considering holding on to their aircraft hoping for a higher price should keep in mind that prices continue to trend downward. One firm indication is this month’s record low average Ask Price figure, but there are numerous other factors conspiring against a near-term price hike, such as the number of aircraft in the used inventory and the pricing compression created by new aircraft trading values compared to their published list price. Think carefully about the price you will accept as a Seller. As a Buyer, make certain the bargain you are pursuing does not make you the aircraft’s unintentional final owner. Rest assured that a few of those will be created during this year’s sprint to December 31. MI www.assetinsightinc.com T Advertising Enquiries see Page 4

Source: AMSTAT (www.amstatcorp.com) Asset Insight, Inc (www.assetinsightinc.com)

www.AVBUYER.com

November 2016 – AVBUYER MAGAZINE

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AVBUYER LOOKBACK16.qxp_Finance 19/10/2016 14:19 Page 1

BIZAV INTELLIGENCE T INDUSTRY LOOK-BACKUYING & SELLING

AvBuyer at 20

Two Decades of Business Aviation: Ups & Downs - With More to Come… In the two decades since the launch of AvBuyer, Business Aviation has experienced significant growth, some minor contractions, the Great Recession and - through it all -

attracted thousands of new participants. Dave Higdon walks through 20 years in Business Aviation…

AVBUYER MAGAZINE – November 2016

www.AVBUYER.com

Aircraft Index see Page 193

AVBUYER LOOKBACK16.qxp_Finance 19/10/2016 14:20 Page 2

n twenty years, new companies have emerged and old companies faded, but today's business aircraft fleet numbers exceed all past highs while membership in National Business Aviation Association (NBAA) recently surpassed the 11,000 mark – the highest in its nearly 70-year history. In short, Business Aviation continues to thrive against today’s challenges, and it has done so making some major transitions – to RVSM, to WAAS GPS, and now to ADS-B. Performance-Based Navigation, spacebased global flight tracking and digital text communications are all moving forward. The Business Aviation community has pushed-back against discriminatory noise restrictions and curfews, defended embattled airports, and fought a running battle against efforts to privatize ATC (along with a parallel effort to change FAA's main funding source from easy and inexpensive excise taxes on fuel, cargo and airline tickets to a user-fee-based system with the costly and burdensome bureaucracy required to support such a system). Let’s start back in 1996, the year in which World Aircraft Sales Magazine (as AvBuyer was then known) launched on the market...

1996

William Jefferson Clinton was in the White House. He had signed product-liability reform, known as the General Aviation Revitalization Act (GARA), in 1994 to help General Aviation expand while trying to improve flying in other ways. No Plane No Gain, the community-wide advocacy program initiated by the National Business Aviation Association and the General Aviation Manufacturers Association in 1993 continued to be the focal point of communications promoting Business Aviation. One element of this push was the September 1996 release of the report from the White House Commission on Aviation Safety and Security. The final text landed on the President's desk the following February. The Gore Commission and the National Civil Aviation Review both gave aviation interests heartburn over the prospect of changing how ATC would be funded and managed. Meanwhile, Reduced Vertical Separation Minimums (RVSM) came into use in 1996, with Dassault's Falcon 2000 the first to receive approval out of the factory. The focus of the 1996 NBAA convention was on new aircraft models and future

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

growth in Business Aviation. Business aircraft OEMs active at the time included Raytheon Aircraft, which launched development of two new jets employing cutting-edge manufacturing techniques and then-new digital avionics packages: the Hawker Horizon super mid-size jet, and the Premier I light jet. Airbus, Boeing, Bombardier (and its Learjet division), Cessna, Embraer, Israeli Aircraft Industries, Dassault, Dornier, Gulfstream and Piaggio were all established turbine-aircraft manufacturers. Germany's Dornier; Switzerland's Pilatus; and Brazil's Embraer were up-and-coming contenders within the business-turbine segment. The Gulfstream GV and Bombardier Global Express opened up a new ultralong-range aircraft segment, while Boeing entered the field announcing plans for what would become Boeing Business Jet. SinoSwearingen was flying a prototype of its FJ44-powered SJ30-2, and the former head of Learjet, Brian Barents, took the helm at a new start-up OEM, Galaxy Aerospace.

1997

NBAA turned 50 and grew under the visionary leadership of President John W. Olcott. A strong economy and bullish stock market drove one of the most-productive periods of economic growth in decades, and deliveries of new business turbine aircraft reflected that economic strength. New companies continued to embrace business aircraft after recognizing the benefits of a corporate aircraft, attracted by new models such as Learjet's 45, Boeing’s BBJ, and a planned single-engine VisionAir Vantage jet (started by a furniture maker and business aircraft-user from the Southeast US – sadly only the proof-ofconcept would fly). Although a market study into a supersonic business jet failed to spur Dassault to develop such a machine, the supersonic dream rumbled on and continues to be alive and well today.

1998

According to NBAA's annual report for 1998, research revealed an increase in business aircraft operators exceeding 1,000 in number over the prior three years, confirming the growth trend. Operators responding to the strong economy increased their flying hours even as they added aircraft. Part of the growth stemmed from the surge in Fractional Ownership programs at



Opposite: In 1996, Gulfstream’s GV (pictured) and Bombardier’s Global Express launched a new ultra-long-range business jet category. New models like the Learjet 45 (top) and a single-engine jet concept – the VisionAir Vantage (middle) – fueled interest in Business Aviation in 1997. Meanwhile, the Supersonic dream (bottom) began, and has continued to grow, today in the form of Aerion’s AS2.

continued on page 42

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November 2016 – AVBUYER MAGAZINE

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AVBUYER LOOKBACK16.qxp_Finance 19/10/2016 14:20 Page 3

BIZAV INTELLIGENCE T INDUSTRY LOOK-BACKU

Left: Fractional Ownership (and particularly the activity of Warren Buffet who purchased Executive Jet Aviation) was a hot topic in BizAv in 1998/1999. Meanwhile, a new millennium brought an exciting new jet: the Eclipse 500 (center) would go on to launch the VLJ category. Following the terrorist atrocities of 9/11 in 2001, aviation security would never be the same again (right).

the time. The existence of Fractional Ownership companies split the community between those who supported the sharedownership arrangement and those who felt these programs infringed on traditional Part 135 charter operators – but without the burden of the 135 certificate. FAR 91 Sub-part K helped settle some of the debate, and Fractional Programs continued to grow in popularity. The aircraft OEMs certainly weren't complaining about the Fractional Programs since they had become major customers for everything from the Airbus Corporate Jet and BBJ, right down to CitationJets. This was also the year that Learjet finally delivered its first Learjet 45, the first all-new design since the original Learjet 23 of 1963.

1999

NBAA's convention in Atlanta feted the association's growth to 6,000 members, while the OEMs tried to keep up with the heated growth in sales brought about by the strong economy. Talk of a new generation of smaller light jets had owner-pilots eager for their arrival, thanks in part to work by Williams International on a family of jet engines smaller than the FJ44. Not to be left out of the smaller-engine business, Pratt & Whitney Canada launched development of its PW600-series jet engines. Meanwhile, the concept of the single-engine jet remained an unrealized ambition after the decline of VisionAire's Vantage. Elsewhere, billionaire businessman Warren Buffet demonstrated his faith in Business Aviation by following his purchase of FlightSafety International with the acquisition of Executive Jet Aviation (EJA), the Ohio company that invented the fractional-ownership program a decade

earlier. On the propjet front, Piaggio became a subsidiary of Italian automaker Ferrari and resumed production of the P.180 Avanti – providing the only competition for the Beech King Air line of propjet twins.

2000

As the new millennium dawned, the bubble burst on the Dot-Com boom. Wall Street panicked, but not the OEMs thanks to a record backlog of more than $2.4bn in advance orders. Indeed, the industry flourished through the year, with Cessna forecasting continued double-digit growth for the coming years. Raytheon Aircraft continued to struggle with its Premier I program, but launched a Hawker 450 derivative – meanwhile the Hawker 4000 (formerly Horizon) continued to stumble toward certification. But new dreams emerged—dreams of a business jet priced under $1 million thanks to Eclipse Aviation and its new Eclipse 500, designed to fly on two Williams International EJ22 powerplants. The company developed its own digitallyintegrated avionics package in-house. The industry dubbed the Eclipse and several ‘me-too’ efforts as Very Light Jets (VLJs). On the avionics front Honeywell – the merged Allied Signal/Honeywell company – launched its Apex program at the NBAA convention in New Orleans, with products designed to hit all three levels of aviation: Commercial Aviation, Business Aviation and General Aviation aircraft.

2001

Although further delays were experienced by Raytheon in the certification of the Premier I and Hawker 4000, use of business aircraft remained strong and aircraft sales

solid. In fact, 2001 looked like being another solid year with EBACE taking place for the first time in Geneva that spring. But all of aviation literally came to a complete halt in the US the morning of September 11, 2001. Nineteen Al-Qaeda terrorists hijacked four airliners, flying two into the twin towers of the World Trade Center in lower Manhattan and one into the Pentagon; the fourth was crashed into a Western Pennsylvania field after passengers revolted against their four hijackers. By noon all of American aviation was grounded, including some outside the country, after security officials and the FAA closed the nation's airspace internationally and domestically. Three days later the FAA began the laborious process of reopening the airspace and admitting US flights previously trapped abroad. The world of aviation security changed permanently that day. Even the NBAA Convention scheduled for New Orleans had to be postponed until December in the aftermath of the attack.

2002

Business and General Aviation groups continued a lengthy struggle to restore normality to private aviation flights, pushing back against efforts by the then-new Transportation Security Administration (TSA) to force all private aircraft to employ airlinetype security measures. Government officials even suggested that family members of owners and pilots endure security screening – and considered an order requiring armed security agents to fly on all aircraft...and then on all larger aircraft. This struggle would continue through the next few years with TSA publishing a proposed rule mirroring that one-size-fits-all security apparatus.  continued on page 46

AVBUYER MAGAZINE – November 2016

www.AVBUYER.com

Aircraft Index see Page 193

Hagerty November.qxp_Layout 1 17/10/2016 15:17 Page 1

Jeteffect 8 x2 aircraft November.qxp 17/10/2016 15:19 Page 1

Gulfstream G650 • S/N 6166

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Falcon 900EX • S/N 56

Challenger 605 • S/N 5859

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Learjet 60 • S/N 211

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AVBUYER LOOKBACK16.qxp_Finance 19/10/2016 14:22 Page 4

BIZAV INTELLIGENCE T INDUSTRY LOOK-BACKU

Under the leadership of John W. Olcott (1997-2003, left) and Edward M. Bolen (2004-Present, center) NBAA has seen substantial growth, and Business Aviation has benefitted significantly. The destruction left in the wake of Hurricane Katrina (right) in 2005 caused major upheaval within the US. NBAA’s 2005 Convention needed to be relocated from New Orleans, and rescheduled. Below: The bubble burst on the global economy in 2008, creating a downturn BizAv has yet to stabilize from.

Private Aviation groups all pushed back and eventually sanity prevailed – albeit with new rules for Part 135 operations, background checks for pilots and students, and an ongoing construct of security steps following government attempts (fortunately unsuccessful) to implement outrageous security proposals for General and Business Aviation. Meanwhile, a new OEM quietly entered the market: Aerion’s goal was to field a supersonic business jet (SSBJ).

2003

Changes swarmed over NBAA, starting with the announcement by association president John W. Olcott that he intended to vacate his post at the end of the year. The NBAA board formed a five-member panel to search for his replacement, while lauding Olcott for his success in growing membership, convention attendance and Business Aviation advocacy with the association's launch of the No Plane, No Gain program. His replacement proved a bad fit, and another leadership change would be made within the year. On the up side, 2003 brought a new Business Aviation trade show to the global stage – this time in Latin America with the launch of LABACE.

association on a revival of programs and membership growth that has continued to this day. R&D efforts continued to bring new products to the market, with Airbus even marketing its new A380 as a business jet candidate. At least one was sold for that purpose. Meantime, Aerion unveiled its design for the twin-engine SSBJ, the AS2. After a soft 2002 and 2003 (ripples from the 9/11/2001 attacks), 2004 brought a stronger year for business aircraft sales and use.

2005

Say hello to ABACE – the Asian Business Aviation Conference & Exhibition, another collaboration between NBAA and local Business-Aviation groups in Shanghai. This show would go on to serve its region of the world with the same level of workshops, safety forums and trade-show exhibits as EBACE, LABACE and the US NBAA Convention (BACE). Meanwhile, legislative efforts that would disadvantage private aviation continued to be a point of contention between the White House, the airlines and groups representing private aviation users and operators. Thankfully, the efforts failed but would

2004

The replacement for John W. Olcott departed NBAA and in September the membership welcomed a new president named Edward M. Bolen, fresh from the same post at the General Aviation Manufacturers Association. A “recreational” pilot himself, and with extensive experience working in and for members of Congress, Bolen started the

resurface in later years. Meanwhile, Hurricane Katrina hit New Orleans only a couple of weeks ahead of the 2005 NBAA convention forcing the event back to December – and to Orlando.

2006

In 2006, Raytheon Corporation sold Raytheon Aircraft to a consortium made up of Goldman Sachs and Onex Corporation, the company that bought out Boeing Wichita and eventually spun it off, taking it public as Spirit Aerosystems. The deal with Goldman Sachs/Onex loaded Raytheon Aircraft with a heavy debt burden against which it struggled when the economy started south in 2007. The Premier I and Hawker 4000 remained active programs but far behind schedule…

2007

The signs of a downturn came slowly and innocuously enough, but they were there nonetheless. Backlogs of pre-owned business jets edged ever higher; asking prices fell; and sales lagged. By year's end the backlog of unsold pre-owned businessturbine aircraft would reach new highs. Meanwhile, Aerion opened the orderbook for its AS2 SSBJ and quickly landed 50 deposits. Key to its acceptance is its Mach 1.6 top cruising speed where supersonic is allowed, and a fuel-efficient Mach 0.96 cruise speed where supersonic is banned (i.e. Continental US).

2008

The bottom fell out of the US economy just in time to serve as campaign fodder for the two major-party candidates for President of the United States; the stock market fell by two-thirds of its previous high, and unemployment soared while aircraft sales continued on page 48

AVBUYER MAGAZINE – November 2016

www.AVBUYER.com

Aircraft Index see Page 193



Charlie Bravo November.qxp_Layout 1 17/10/2016 15:19 Page 1

AVBUYER LOOKBACK16.qxp_Finance 19/10/2016 14:23 Page 5

BIZAV INTELLIGENCE T INDUSTRY LOOK-BACKU

In 2009, an NPRM for ADS-B (left) was issued. Early in 2010, the FAA published its final rule and the 10-year count-down for operators to comply began. By 2011, the post ‘Great Recession’ industry was focussed more on aircraft upgrades as owners looked to extend the lives of their aircraft. Avionics upgrades (center) were popular, with flight decks changing from CRT, to LCD, to LED over a mere 15-years since the mid-90s. Meanwhile, eyes were turning to the burgeoning Chinese economy for hope of a return to a golden era in new business jet sales (right).

tumbled. The US budget, signed into law by outgoing President George W. Bush, breached the $1 trillion deficit mark for the first time, and manufacturing was in a steep decline. The new administration of incoming President Barack Obama faced a national economic crisis many equated to the Great Depression of 1929. The world even gave this recession a name equal to its depth – The Great Recession. Chairing a Congressional hearing in November, Representative Gary L. Ackerman (D, NY) vilified car executives— and by association all users of business jets—for flying into Washington, DC on their company aircraft. The Business Aviation community experienced a big hit. Aircraft sales, both new and used, plunged while the lenders all-but-left the used business-turbine aircraft market for the next three years.

2009

Welcome back, No Plane, No Gain, to the forefront of promoting the advantages and contributions of Business Aviation specifically, and General Aviation in general. NBAA’s Ed Bolen and Pete Bolen, his GAMA successor, revived the program to become an ongoing centerpiece of the two groups’ work supporting the ownership and use of business aircraft. New models of aircraft continued to flow through the pipeline, albeit at a reduced rate due to the Great Recession, and in spite of difficulty financing both new and used aircraft. Meanwhile, a years-old effort by the FAA to reinvent how controllers monitor air traffic was the subject of a Notice of Proposed Rulemaking (NPRM) that would require the vast majority of aircraft to equip with new surveillance technology called Automatic Dependent Surveillance48

AVBUYER MAGAZINE – November 2016

Broadcast, or ADS-B. Comments focused on the lack of direct benefits to operators, while the FAA promised that indirect benefits would save operators billions through reduced horizontal separation and greater runway efficiency.

2010

The year started in anticipation of the FAA issuing a final rule on ADS-B equipage. In March the FAA published its final rule, establishing a near 10-year period for operators to comply with the newequipment requirements. The core of the ADS-B Out system depends on navigation equipment on board individual aircraft to determine position, altitude, speed and direction of flight – then broadcasting those data to controllers multiple times per minute thus providing more-frequent and moreaccurate data for managing traffic. Initially, business-turbine operators had few options for meeting the mandate, but that situation changed as new products subsequently entered the market.

2011

Upgrades were the big attractions at NBAA’s 64th annual convention at Las Vegas as aircraft owners continued to look for ways to extend the lives of their existing aircraft in the post-Great Recession world. Engine upgrades, remanufacturing and cockpit updates drew considerable attention, with Nextant advancing its 400XT conversion of the BeechJet 400A; Blackhawk offering more turboprop upgrades; and Rockwell Collins and Honeywell battling for panel space among the OEMs. In less than 15 years, flight decks had transitioned from Cathode Ray Tube (CRT) www.AVBUYER.com

displays, to Liquid-Crystal Display (LCD) screens, and on to Light-Emitting Diodes (LED), paralleling a similar revolution in home television and computer screens.

2012

In April 2012 Raytheon Aircraft defaulted on interest payments and breached its banking covenants, prompting broad expectations that the story of fabled Beech Aircraft, founded in 1932, would end with a bankruptcy filing. And so it happened, on May 3 as voluntary petitions under Chapter 11 of the bankruptcy code were filed. An attempted purchase by China's Superior Aviation failed, and on October 18 the company announced plans to proceed with the bankruptcy process. It later announced it was exiting the business jet market and would stop jet production. Only a handful of Hawker 4000s were produced along with a slightly larger number of Premier IAs.

2013

A new company returned from the ashes of the Raytheon Aircraft bankruptcy when the manufacturer exited bankruptcy on Feb. 19, 2013, with a return of its ancestral Beech name: Beechcraft Corporation. Once again the legendary OEM was on its own. Meanwhile, the new owners of the Eclipse 500 VLJ resumed production of an upgraded model, the Eclipse 550, while offering options to upgrade existing 500 models.

2014

The year started off with a transaction pending – the attempt to purchase Beechcraft Corporation by Textron, already the parent of Cessna Aircraft, Bell Helicopter, engine maker Textron Aircraft Index see Page 193

AVBUYER LOOKBACK16.qxp_Finance 19/10/2016 14:24 Page 6

Beechcraft and Cessna were brought under one roof (left) when Textron acquired Beechcraft in 2014. In 2015, a new destination became viable for US BizAv operators as the Obama Administration sought to restore diplomatic relations with Cuba (center). Meanwhile, 2016 is expected to be the year Cirrus succeeds with its SF50 where VisionAir failed almost 20 years earlier. Cirrus should receive final certification for the first single-engine business jet (right) by year-end.

Lycoming, and McCauley Propellers. In March, the deal closed with Beechcraft becoming a product line once again, but now as part of Textron Aviation. Airbus, meanwhile, entered into a partnership with Aerion to advance development of the AS2 SSBJ.

2015

Avionics installers, Aircraft Electronics Association (AEA) and the FAA all pushed reminders that the community was past the halfway point to the ADS-B Out mandate deadline, but barely 15 percent of the GA fleet was so equipped. On the industry front a new entity, One Aviation, brought together Eclipse and an in-development turboprop, the Kestrel 350, under a single banner while another relatively new jet maker, Honda Aircraft, won certification of its new light jet, powered by two Honda/GE HF120 engines. Honda invested more than 20

years in the project, starting with engine studies, airframe design, engine certification and finally, type approval. And a new destination opened up for direct flights thanks to efforts of the Obama Administration to restore diplomatic relations with Cuba. Private and commercial flights were thus allowed – but only under strictly enforced conditions, none of them for direct business or tourism (see our International Business Aviation Operations feature about flying to Cuba on p78 of this month’s edition). Aerion, meanwhile, continued to progress with its now three-engine SSBJ, landing a firm order for 20 units from Fractional Operator FlexJet…

2016

After years of effort, some stumbles and some redesign work, Cirrus Aircraft made history by certificating the world's first commercially-viable single-engine business

jet, the SF50 Vision. Launched in 2008, the aircraft is expected to receive its final certification in the last quarter of this year. A handful of other efforts to market a jetpowered single started and failed in the same time frame as we’ve covered here. Looking back at the past 20 years it's hard to argue that today, we inhabit a very different world from two-decades ago. Ground-based navigation systems are fewer and satellite-based guidance dominates. It's been a busy 20 years with several new Citation models, new Falcons and Gulfstreams, Learjets and Bombardier Globals and Challengers. OEMs continue to advance the state-of-the-art, while business aircraft sales remain healthy, if not at their strongest. With several ongoing projects, some aimed at bringing supersonic travel to Business Aviation we look forward to an exciting, vibrant future in this industry. We'll see you there! T

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20 ONLINE | PRINT | BROADCAST | EVENTS

20 Years Delivering BizAv Intelligence

AvBuyer Celebrates 20 Years of working closely with all the leading business aircraft dealer/brokers and most particularly, Bell Aviation, JetBrokers and Jetcraft, who displayed outstanding faith in our project by supporting us from our very first issue in November 1996, and in every single issue since. We sincerely thank them and the many hundreds of other advertisers who also supported us in the early days and continue to do so. Their loyalty and friendship is so much appreciated. Bell Aviation 20 years ago, Bell Aviation teamed up with AvBuyer (then World Aircraft Sales) for the international marketing of Bellâ&#x20AC;&#x2122;s inventory. I have to say, it has been a wonderful experience. Not only has the staff been professional, courteous and accommodating, they have become friends. Their work ethic and customer service has 50

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

surpassed our expectations. If you are looking for a great company to work with, one that will bring you leads and are always a pleasure to interact with, then AvBuyer is your company. It has been a privilege and we look forward to many more years. Angie Tindal Director of Advertising www.AVBUYER.com

Aircraft Index see Page 193

Testomonals.qxp_Finance 19/10/2016 13:49 Page 2

20 ONLINE | PRINT | BROADCAST | EVENTS

JetBrokers Has advertised in every AvBuyer (previously World Aircraft Sales) magazine issue since it was first published in 1996. At the time, the print-only magazine was JetBrokers choice for reaching a global audience. Over 20 years, JetBrokers and AvBuyer have evolved to meet the changing needs of the business aviation sector. JetBrokers has grown from a two-person sales team based in St. Louis to a global aircraft sales company. Still headquartered in St. Louis, JetBrokers is now a 22-person international sales team located in six countries. Like AvBuyer, JetBrokers values business aviation intelligence. With more than 700 transactions since 1993, JetBrokers continues to use its extensive technical and marketing expertise to achieve its clients’ goals. With a knowledgeable international sales force, each client is provided with an accurate and detailed analysis of aircraft values, including maintenance status, performance, overall condition and value in the current market. Building strong relationships and keeping abreast of market trends, technical data and industry issues are key to JetBrokers success.

JetBrokers recently refreshed its brand by updating its logo and redesigned JetBrokers.com to respond to the screen-sizes of site visitors. We found that a significant number of visitors were using smart phones and tablets to view the site. AvBuyer created a website in the late 1990’s as a place for advertisers and readers to connect. Throughout the 2000’s, as digitalization and the development of the Internet transformed the way content was delivered, AvBuyer met this challenge by innovating dynamic forms of digital content delivery. Now its multi-platform communication hub – AvBuyer Connect, digital magazines, social media content, online aircraft listings and business aviation articles – provides business aviation intelligence to its readers and advertisers in a format that best meets their needs. AvBuyer continues to help JetBrokers reach its global marketing goals by providing a dynamic international forum to advertise our listings and our brand. Also, it offers informative and timely articles written by trusted industry members including JetBrokers Vice President Jeremy Cox. Congratulations to AvBuyer for 20 years of success! Tom Crowell, Jr. President

THEN (ABOVE CENTER) TOM CROWELL, SR. FOUNDER

NOW (ABOVE LEFT TO RIGHT) JOHN MERRY, CHAIRMAN, EUROPEAN OPS JEREMY COX, V.P. TOM CROWELL, JR. PRESIDENT

Jetcraft Jetcraft and AvBuyer, formerly World Aircraft Sales Magazine, have collaborated over many years. It has been a pleasure to work with the publication through those years as their responsiveness, ease of communication, and solutions-oriented approach has made them a trusted “go to” source for our Advertising Enquiries see Page 4

aircraft promotions. Additionally, AvBuyer is one of the few publications that offers extensive aircraft listings as well as meaningful editorial, among other benefits. We look forward to many more years ahead of our successful partnership. Chad Anderson, President

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Elliott November.qxp_Layout 1 17/10/2016 15:20 Page 1

Elliott November.qxp_Layout 1 17/10/2016 15:20 Page 2

BizAv Market Insight Nov.qxp_JMesingerNov06 18/10/2016 12:34 Page 1

BIZAV INTELLIGENCE T MARKET INSIGHTS

Business Aviation Market Insights Janine K. Iannarelli, Founder, Par Avion Ltd.

Providing a unique glimpse of the Business Aviation market from the perspective of those who buy, sell and operate business aircraft or offer expert advice, this month AvBuyer features the insights of Par Avion’s Janine K. Iannarelli…

ntering the Business Aviation community while still in college, Janine Iannarelli has soared to impressive heights in a world that was at the time dominated by male brokers. Today Par Avion, the company she founded, is known internationally as a respected resource for corporations and high-net-worth-individuals seeking to purchase turbine-powered business aircraft. In 20 years, Janine has taken her company far beyond the uniqueness of a femaleled Business Aviation firm. As one of the first employees of a New Jersey company performing research on business aircraft transactions, Janine displayed her innate talent for customer service as she developed an understanding of Business Aviation. From research she moved to marketing aircraft for a dealership that owned its inventory and conducted business globally. While quite successful as an employee, she imagined the personal fulfilment that would come with launching her own company, and Par Avion Ltd. was formed in January 1997. From its inception, Par Avion specialized in the brokerage of pre-owned business jets and avoided the appearance of bias by offering inventoried aircraft. “I wanted my company transactions to be totally transparent,” said Janine in a recent interview with AvBuyer. “If we held inventory, where would our loyalty be…or appear to be? Perception is important. I wanted Par Avion to be focused on representing the best interests of our clients. “We brought to our business a broader skill set that included strategic planning for a firm’s or individual’s aviation program. Using my marketing interests and background, we developed an analytic understanding of client needs and expectations,” she continued. “Brokerage of pre-owned business aircraft is unregulated. There is no accreditation, per se. Consequently, we have developed our own approach, and our record speaks for itself. “Our clients appreciate the high level of personalized service and attention to detail Par Avion delivers, and we respect their desire for privacy. Therefore we do not make public our often high-profile clients. Furthermore, typically our clients are satisfied with their acquisition and are not in the market for a replacement aircraft for at least five years. Thus, we are constantly prospecting for new buyers and aircraft to represent. Ours is a challenging business, and we survive by delivering value consistently. “The ability to understand and satisfy a client’s needs is paramount. I carefully research my prospective clients and provide them with the assurance that they come first,” said Janine with a modicum of justifiable pride. Noting that her techniques might be considered traditional 56

AVBUYER MAGAZINE – November 2016

or ‘old school’, Janine searches business news for general economic data and mentions of interesting situations. With a sharp eye for opportunity, honed by experience, she researches impressive companies and HNW individuals. Next, she sends a personalized letter to prospective clients and introduces Par Avion via snail mail. “We have a reasonable response to our letters, which doesn’t surprise me,” commented Janine. “I believe that communicating directly with prospects conveys a level of interest on our part. Too often people feel ‘passed over’ in favor of soundbites conveyed by email and text messaging. “My sweet spot is working with entrepreneurs, globally and here in the US” said Janine. “I like the ethos of a person who started with nothing and created something of merit. I respect their work ethic and identify with them. They sense that empathy and like working with me.”

Market Perspectives

“I see next year as being very flat,” said Janine when asked for her insights about the state of brokerage in Business Aviation. “The US presidential election has had a damping effect, and uncertainty made it difficult for buyers to enter the market for a business aircraft. “No single region of the world seems positioned for a rapid recovery. Nor is there some new technology that will create instant change in the GDP. In my career,” she continued, “each rise in economic activity was related to some innovation.” Janine was quick to add there are positives that, over time, she feels will bode well for Business Aviation. “Airline consolidation has reduced the ability of business leaders to use scheduled air service to meet their demanding routines. “Entrepreneurs and people on the move appreciate the value of a business aircraft. Unfortunately, for the general public and by extension for some Board Directors, the perception of corporate jets is still cautionary if not negative. The marketplace is missing the small, mid-cap companies lead by aggressive business men and women who know the value of reaching out to their customers. “I see some stability emerging and have confidence in the future,” concluded Janine. “We have room for growth, and the enlightened buyer is searching for and finding the ‘best-of-the best’. We at Par Avion are focused at meeting that need for our clients, and we are doing so with proficiency, attention to detail, and customized service. “Our goal is providing a turnkey transaction where the wishes of our clients are understood and their expectations are realized.” T More from www.paravionltd.com

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Aircraft Index see Page 193

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FLIGHT DEPARTMENT T OPERATING

Understanding PBN

An Evolution of Navigation Operations Performance Based Navigation (PBN) covers a wide diversity of navigation routes

and procedures in today’s airspace. Over the following pages, Ken Elliott explores the evolution and complexity of PBN.

ot that many years ago, aircraft navigated point to point, on fixed routes, where the points literally coincided with ground beacons. These VHF Omni-directional Range (VOR) ground beacons assisted pilots flying the routes between different airports, before transitioning to their instrument or visual landing procedures. Further aiding the overall navigation picture were Automatic Direction Finder (ADF) ground stations, and Distance Measuring Equipment (DME) ground stations. The common denominator, throughout, was that ground stations ruled and were the only source of en route-navigational

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

Figure 1: Performance Based Navigation (PBN) Concept & Specifications Designations (excluding those used on final approach)

guidance for onboard sensors to acquire. Even oceanic and trans-continental flights were conducted using ground based Very Low Frequency (VLF) Omega ground stations. The one exception in common use by airlines and longrange corporate aircraft was Inertial Navigation System (INS) navigational equipment, which is very useful over the Poles. While still using ground based signals, aircraft were able to navigate off the VOR tracks by adding distance (DME) information to the angular VOR data. This arrangement created offset waypoints, existing in virtual 3D locations, if altitude was also added. The ability to fly off tracks was termed Area Navigation, shortened to RNAV. The further ability to fly to an offset waypoint that was also altitude-based became known as vertical navigation, shortened to VNAV. Then, like those dust storms that envelope Phoenix, in blew Global Positioning using earthorbiting satellites. Out went VLF/Omega and not far behind the popularity of ADF, to be followed in our near future by VOR. (Note the FAA announcement in July 2016 to decommission 308 VOR stations). The lone survivor of the Global Positioning onslaught is DME, and that system will be sticking around for some time to come (more on that 

Figure 2: PBN Navigation Specifications Designations (excluding those used on final approach)

Airspace concept

NAVIGATION

COM

Performance-based concept

Navigation application

Navigation specification

AVBUYER MAGAZINE – November 2016

Navigation specifications

SUR

ATM

RNP specifications include a requirement for on-board performance monitoring and alerting

RNAV specifications do not include a requirement for on-board performance monitoring and alerting

Designation

RNP X

RNAV X

Navaid infrastructure

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FLIGHT DEPARTMENT T OPERATING

below). Note also that INS has evolved to a laser-based Inertial Reference System (IRS), operating widely as a navigation sensor, using its True North reference capability.

GPS Is Fundamental

Global Positioning Systems (GPS) are the aircraft sensors used to receive GPS satellite information. But GPS, in reality, is only part of the picture for an aircraft usage. It provides one of several inputs to the Flight Management System (FMS), the heart of an aircraftâ&#x20AC;&#x2122;s navigation capability. Other sensor inputs are DME and IRS. Both GPS and FMS are often installed as dual configuration, with a number of jets having a third backup system. Understanding the FMS concept as a summed system navigator is important to understanding the later developments of RNAV. Global Positioning, along with other sensors, have allowed the RNAV waypoint (and offset waypoint) concept to blossom, significantly altering the worldwide airspace flight path landscape. So, knowing that RNAV is a means of navigating off legacy routes, it is intuitive to deduce that by ensuring accuracy and signal reliability, aircraft may manage their own tracks and fly closer together in congested air space.

Monitoring Adds Capability

Enter PBN, the concept of RNAV with the added ability to

Figure 3: Accommodating Existing & Future PBN Designations

constantly monitor and alert, so that crews can, in real time, safely fly the routes they select, irrespective of traffic density. It is a bit like the extra concentration required for driving around a big city during rush hour. The addition of monitoring and alerting amounts to Require Navigation Performance (RNP). In effect, we have been using different forms of GPS monitoring and alerting for a long time, using tools like Random Autonomous Integrity Monitoring (RAIM). The PBN concept is the ability of an FMS to navigate within certain distance and altitude constraints, using GPS as one of its sensor inputs. Reduced Vertical Separation Monitoring (RVSM) further assists with an en route maintenance of altitude. PBN partitions the navigation, based on performance criteria. The number in the designation (see Table B) is the brief maximum deviation in nautical mile distance permitted on either side of the required track. En route specifications allow higher deviation numbers, because they are over longer distances and therefore less critical. Table B (above) sets out the different specifications against the phases of flight, showing that there is at least one PBN designation for each flight phase. Designations, as different specifications for RNP, will evolve. Expect to see changes within the next five years to accommodate the move toward time-based operations. Figure 3 (below, left) alludes to this for RNP, with its reference to 4D navigation.

Figure 4: Comparing PBN with Non-PBN for Tracking

Navigation specifications

RNAV specifications

Designation RNAV 10 (RNP 10) For oceanic and remote continental navigation applications

Designation RNAV 5 RNAV 2 RNAV 1 For en-route and terminal navigation applications

RNP specifications

Designation RNP 4 For oceanic and remote continental navigation applications

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

Designation RNP 2 (TBD) Basic-RNP 1 Advanced-RNP 1 (TBD) RNP APCH RNP AR APCH For various phases of flight

Designation RNAP with additional requirements to be determined (e.g. 3D, 4D)

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Staying On Track

PBN, as RNP, keeps aircraft on track by both monitoring the actual performance along the track and alerting the crew when certain allowable tolerances are exceeded. Firstly, the aircraft is monitored for its ability to remain within a parallelogram (when distance is included) for a given percentage of the time. Note that while a non-PBN navigation error is angular based, PBN navigation is lateral-offset and distance based. For both RNAV and RNP there is a Total System Error (TSE), which is computed and provided as a monitored percentage. As an example, the permitted error is demonstrated in Figure 5 (bottom, left) for RNAV 1 and Figure 6 (bottom, right) for RNP 1. The TSE, in relation to the desired track or path, is made up of three different calculations: â&#x20AC;˘ Path Definition Error (PDE), providing the defined path. â&#x20AC;˘ Flight Technical Error (FTE), providing the estimated position. â&#x20AC;˘ Navigation System Error (NSE), providing the true position. RNP AR is an outlier, because the AR stands for Approval Required. This is an indication that both the aircraft and crew require special approval, beyond the procedure capability Figure 5: An example of RNAV Tracking (an ability to stay within the prescribed distance from the track for a given period of time)

itselfâ&#x20AC;&#x201D;overall a much stricter guidance. Guidance is crucial to operations as well as airworthiness. For operations, the FAA uses Advisory Circulars, designated under series 90, as opposed to series 20 for airworthiness. Each individual operator will need to follow the guidance and conform to an Operational Specification (OPSPEC) and a Management Specification (MSPEC). Before flying the different RNAV/PBN procedures, the operator will require a Letter of Authorization from their flight standards airworthiness branch.

Reducing Risk

As mentioned above, the one legacy ground-based technology still in wide use and planned to continue is DME. As it happens DME is highly accurate, and dual DME provides for Theta-Theta navigation, where Rho was used for VOR. When blended with the GPS, DME can be very useful for integrity and overall accuracy of signal. IRS, providing attitude and position, adds further integrity to the mix. Reducing risk of accuracy errors is one thing, but reducing the risk for satellite interference is quite another. For this reason, DME stations are being retained to ensure a reliable terrestrial navigation system way beyond 2020. There are Figure 6: An Example of RNP Track Monitoring with the Added Confidence Layer, Real Time Monitoring & Alerting to the Crew

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FLIGHT DEPARTMENT T OPERATING

means to improve and enhance the DME station, making DME a truly modern technology that is sufficiently adequate to back up satellite based navigation. DME will also get you close in for ILS approaches, while the development of new Enhanced Flight Vision Systems (perhaps with blended IRS), along with a new rule, will offer a good back up where ILS is not present.

Authorization to Use PBN Procedures

In March 2016 the FAA bundled the PBN approval processes, addressing the different types of procedures. For this the FAA issued AC 90-105A as advisory guidance for operators to follow. While including guidance for flying RNAV (GPS) approaches, it includes radio-to-fix (RF) Legs. RNP-AR procedures that also include RF Legs are covered separately in AC 90-101A (Change 1). AC 90-105A covers a wide range of possible procedures such as: • • • • • • • • •

Required Navigation Performance Approach (RNP APCH) procedures; Barometric vertical navigation (Baro-VNAV); RNP 1 (terminal) operations; RNP 0.3 (rotorcraft) operations; RNP 2 domestic, offshore, oceanic and remote continental operations; RNP 4 oceanic and remote continental operations; RNP 10 (Area Navigation (RNAV) 10) oceanic and remote continental operations; Advanced Required Navigation Performance (A-RNP); and Additional Capabilities.

Being a very useful tool for corporate flight departments, the guidance covers more than just RNP procedures operated

in the United States. It also applies to oceanic and remote continental airspace, and in foreign countries that adopt International Civil Aviation Organization (ICAO) standards for RNP operations. AC 90-105A does not cover instrument approaches, such as WAAS-LPV. Approval guidance to fly these approaches is found in AC 90-107. The information provided in the guidance material, along with other references listed, is very comprehensive and allows for many different ways to operate your aircraft, based on its equipage and its ability to monitor and alert the accuracy of flight path following.

Relevant Mandates

Traditionally, in oceanic airspace, the term Minimum Navigation Performance Specification (MNPS) has been used to determine the ability of an aircraft to remain on its assigned track. Since 2015, for those transiting through the North Atlantic Tracks (NAT) airspace, it has been a requirement to be approved for RNP 10 and 4 operations. As a consequence, the term PBN is now applied to determine these newer NAT requirements. These requirements have allowed reduced separation along the NAT tracks, such that on November 10, 2016 the minimum lateral separation between aircraft will be reduced to 25nm for the entire organized track system between FL350 and FL390 inclusive. For legacy operators allowed to continue using the existing MNPS approval, there will be a need to transition to PBN approvals (RNP 10 and 4) before January 30, 2020. Note that this is during a busy mandate season, when ADS-B Out is already required in lots of places. For ICAO NAT region, FANS 1/A, CPDLC and ADS-C will be required for operations at, or above, FL290.  Continued on page 70

AVBUYER MAGAZINE – November 2016

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Aircraft Index see Page 193

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FLIGHT DEPARTMENT T OPERATING

Summary

PBN operations are performancebased and allow operators to select the level of performance that best conforms to their aircraft and its equipage. At any one airport there are several transitional approach options, with means to tie into legacy and new instrument approaches. Existing and recent comprehensive guidance is available to flight crews, enabling them to follow the qualification and approval process. For US operators, for example: • • • •

FAA AC 90-101A Change 1 for RNP-AR; FAA AC 90-105A for RNP/RNAV and Baro-VNAV; FAA AC 90-107 for Instrument LPV; FAA AC 90-108 for RNAV on traditional routes and procedures.

Throughout the world, aircraft navigation is being transformed by PBN, allowing reduced separation, simultaneous runway operations, continuous descent profiles, and standardized procedures and approvals. As we move toward the 4D navigation model, where time at a 3D point is the baseline, the transition will be less complex with PBN in place. Managing all the different levels of aircraft performance and operational approvals is tough for Air Traffic Control and will be even tougher in 4D airspace. PBN provides a mechanism that reduces that impact, by setting the performance requirements, including options, for each route, STAR/transition, approach and SID/departure. T

Figure 7: Four useful diagrams, courtesy of ICAO, demonstrate one clear advantage of PBN - more direct routing and procedures. The top two diagrams portray ‘en route’, and the bottom two ‘approach’

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Refurbishment.qxp_Finance 18/10/2016 12:21 Page 1

FLIGHT DEPARTMENT T REFURBISHMENT

Tips to Maximize a Cabin Refurbishment Project What Aircraft Owners Should Consider to get the Most from Refurbishment. Every aircraft owner eventually needs to consider a cabin refurbishment. It’s an

involved, often highly-personalized process - but what are the governing principles for a successful outcome and how can you really maximize the downtime? LBAS’ Marek Rinke & OHS Aviation Services’ Dennis Neumann offer perspectives…

here are so many options available to the owner of a business aircraft seeking a cabin refurbishment. With hundreds – if not thousands – of colors, textures, layouts and products to choose from there are literally millions of possible permutations for the look and feel of a newly-refurbished cabin. Each and every cabin refurbishment project is essentially bespoke. From all of the options available, an aircraft

T 74

AVBUYER MAGAZINE – November 2016

owner could be forgiven for believing that literally anything is possible as they seek an MRO center that can bring their dreams into reality. Despite the plethora of choice, however, an owner must be prepared to work with the facility they select to understand the finer details of the project, and realize that compromise may be necessary. They should also work closely with the facility regarding any other maintenance work they will need if they are to make the best use of the

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Refurbishment.qxp_Finance 18/10/2016 12:22 Page 2

Dennis Neumann is Chief Commercial Officer at OHS Aviation Services, boasting more than a decade in Business Aviation & aircraft refurbishment with Jet Aviation Basel, Lufthansa Bombardier Aviation Services (LBAS) and Altenrhein Aviation.

Marek-Sebastian Rinke coordinates all engineering activities as Senior Engineer, Lufthansa Bombardier Aviation Services. He joined LBAS in 2009, and specializes in in-flight entertainment and satcom modifications on Bombardier business jets.

the aircraft. The facility will want to understand the aircraft’s current lay-out and its look and feel (i.e., what materials are installed, and what are the possibilities regarding the use of new materials).

Refurbishment Considerations

downtime. Perhaps an upgrade to the cabin avionics is desired, requiring re-routing of wires or installation of routers (or other components) that can only be accessed with the interior removed? Without such planning, owners will not only face further, disruptive downtime for their business jets as those projects are undertaken separately, but they risk damaging their new interior when parts of it are removed to gain access as required for the additional modification. As unique as each cabin refurbishment project is and as varied as maintenance requirements can be, the same basic question remains primary as you funnel them into a single project: what needs to be achieved? When that answer is defined the chosen MRO center can begin to advise, helping manage the expectations of its client regarding the best materials and solutions for the budget and need, and how to implement the process to produce the best results. Once the aircraft owner has selected the facility that will manage the project, the chosen shop should seek to undertake a detailed cabin inspection to establish more about the status of Advertising Enquiries see Page 4

To assess what type of refurbishment will be possible, the service provider needs to consider weight factors, seat design and general cabin structure, all of which could impact the types and quantities of materials used in the project going forwards. Indeed, having established all of the possibilities and challenges relating to the cabin and matched these against the budget, available downtime and various other wishes of the aircraft owner, the shop can propose a realistic selection of products, materials for wall coverings (sidewalls and headliner), PSU, leather, wood veneer, carpets, stones, seatbelts, fabrics and accessories (china, crystal, tableware, pillows, etc.). OHS Aviation Services, for example, helps its clients with their decision-making by offering an online cabin configurator tool, giving a visual first impression of different material combinations available to them. Customer renderings of the materials that will be used are provided so that the aircraft owner knows exactly what his or her aircraft interior will look like. Thus OHS provides realistic expectations of the end-result from the outset of the project.

“...the same basic question remains primary as you funnel them into a single project: what needs to be achieved?”

Maintenance: More than Meets the Eye…

There is often more to planning the cabin refurbishment than the visible, tactile elements. Fabrics, colors and textures may be a central focus of a finished cabin, but that is no reason to neglect electronics that enhance the flying experience of the cabin occupants. Increasingly, passengers expect to be able to use their Personal Electronic Devices (iPhones/laptops, etc.) to control the cabin environment, lighting, in-flight entertainment and  email/internet/telephone. www.AVBUYER.com

November 2016 – AVBUYER MAGAZINE

Refurbishment.qxp_Finance 18/10/2016 12:22 Page 3

FLIGHT DEPARTMENT T REFURBISHMENT

Moreover, the time to remedy that non-functioning light in the cabin closet is during refurbishment, as access to the wiring behind the paneling becomes accessible. If your aircraft doesnâ&#x20AC;&#x2122;t deliver on passenger expectations or is non-functioning in some way, this occasion is the best opportunity to incorporate it into the project planning process. Often modifications to in-flight entertainment systems (for example Satcom, wireless routers and power supply) are combined with cabin seating and furnishings, or galley remodeling. Thus the service facility you choose will need to be able to demonstrate it can offer services for a complete range of design changes and repairs for aerodynamics, avionics, electronics, flight, structural and interior work. The service facility will also need access to engineering information from the OEM and have approvals for minor and major changes in accordance with the relevant aviation authority. Be sure to check ahead of time.

Time & Compromise

Some owners may be surprised to find their cabin options reduced significantly once the project moves forward, and this situation can be dictated by a number of factors. The amount of downtime available to undertake the project will be central to an owner maximizing their options. For example, how will the delivery times required for certain materials fall into the available timeframe? Is there a requirement to have a product or some re-wiring certified for safety purposes? A refurbishment/ maintenance project organized less than three months before the required completion date will be significantly limited in terms of options available since on-stock materials tend to be rare and certification times can be lengthy. The more costly, customized selections require additional time for burn tests and certificates to be completed and issued so that they can be legally installed in the aircraft. For an aircraft owner to maximize the available options, the top MROs recommend allowing several months before the refurbishment/maintenance project needs to be completed. To help plan well ahead of time, aircraft owners should specify when a major maintenance event is next due for the aircraft and correlate accordingly. As an example, aircraft owners commonly arrange complete cabin refurbishments to coincide with a significant event such as a 96-month inspection where the downtime offers more time for the all-important refurb project without the need to incur additional downtime on a separate occasion. In summary, the refurbishment and/or maintenance of the aircraft cabin is a very significant event for the owner and should be handled by experienced specialists knowledgeable in the aircraft type and model. Answering the one, central question of what is to be achieved by the project, and allowing plenty of time to achieve it will help ensure a satisfied aircraft owner flies away from the MRO center in a fully-functioning, bespoke cabin. T More information from www.lbas.de or www.ohs.aero 76

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Int Operations Nov.qxp_Finance 18/10/2016 12:15 Page 1

FLIGHT DEPARTMENT T OPERATING

International Business Aviation Operations (Part 7)

Going International In Cuba Cuba holds challenges as well as opportunities for US business aircraft operators seeking entry into the country that for decades was off limits. As part of his look at Air Traffic Control and Airspace Management globally, Dave Higdon examines issues of access. rom the air Cuba is beautiful: a lush, green tropical island that is the largest landmass between the Florida Straits, the Gulf of Mexico and the Caribbean Sea. Commercial and private flights from the US long ago began to enjoy the privilege of overflying Cuba en route to Mexico, Central and South America, the Cayman Islands and Jamaica. But they were not allowed to land there. Direct contact ended when the US imposed its now 56-year-old embargo during the waning years of the Eisenhower Administration, shortly after Fidel Castro’s revolutionary army overthrew the government of Fulgencio Batista.

AVBUYER MAGAZINE – November 2016

Officially, the embargo remains in effect today. But thanks to executive action by the US President following lengthy negotiations with Cuban officials, Americans may once again fly directly between a few US airports and Havana, Cuba. Unlike situations in many of the other nations we've profiled for international travel in this series, the bulk of the constraints Americans face in visiting Cuba originate on the US side of the border and are not the produce of ATC or ATM manifestations. Any visit to the island nation must be approved under one of 12 exceptions allowed by President Obama’s executive orders. But that's progress – and more is expected.

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Int Operations Nov.qxp_Finance 18/10/2016 12:15 Page 2

citing their distaste for dealing with Cuba's nearly 60-year-old Communist government of the Castro Brothers, Fidel and Ramon. Business as well as aviation groups point out that this stance ignores the fact that the US long ago opened direct commerce and tourism to other Communist nations, most prominently among them China and, more recently, Vietnam. Operators experienced in the ease of visiting other Caribbean islands need to prepare for a process laden with bureaucratic hurdles on both sides of the Straits. Aside from equipping with the common-sense stuff most domestic aviators normally fly without (life rafts, personal flotation devices, survival signaling devices) there are constraints, limitations and paperwork to address before you start your engines. The number of airports approved for departing for and returning from Cuba is limited. Information on them is available from the US Customs and Border Protection (CBP) Service (www.cbp.gov/travel/us-citizens/know-beforeyou-go/united-states-cuba-travel/approvedus-ports-entry-flights-and-cuba). By far the closest, most-convenient jumpoff/jump-back point for American operators is another island – Key West, Florida which boasts experienced personnel of the Customs and Border Protection Service. Few American airports are as well-equipped and experienced in inter-island journeys as Key West International Airport (KEYW). And none is closer to Havana.

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

Constraints for Americans Venturing Abroad JetBlue kicked off the first direct commercial service since 1961 in August, and Alaska Airlines starts its daily non-stop on January 5, 2017. These two carriers are among eight scheduled airlines the Obama administration approved for Havana service last summer. But scheduled air service started after American General and Business Aviation operators began making private flights to the island, successfully navigating atypical restrictions and constraints imposed by both nations – restrictions and complications observers expect to ease and become more routine with time. Full normalization can't begin until the US Congress acts to terminate the embargo.

First Things First

Potential visitors should understand one thing before planning their flight: Half the complexity of visiting Cuba originates on the American side of the Florida Straits because US citizens still face restrictions imposed by their home country's embargo; the rest originate with Cuba's own regulations and restrictions. So far a majority of Members of the US Congress continue to resist ending or altering the embargo, Advertising Enquiries see Page 4

As explained by the US Department of the Treasury’s website, American citizens are allowed access to Cuba without the prior permission of the US Office of Foreign Assets Control (OFAC) – as long as the visit falls under one of the following 12 approved categories: 1. 2.

Family Visits; Official Business of the US Government, Foreign Governments & Certain Intergovernmental Organizations; 3. Journalistic Activity; 4. Professional Research & Professional Meetings; 5. Educational Activities; 6. Religious Activities; 7. Public Performances, Clinics, Workshops, Athletic (& other competitions) and Exhibitions; 8. Support for the Cuban People; 9. Humanitarian Projects; 10. Activities of Private Foundations, Research or Educational Institutes; 11. Exportation, Importation or Transmission of Information or Information Materials; 12. Certain Export Transactions (that may be considered for authorization under existing regulations and guidelines). www.AVBUYER.com



November 2016 – AVBUYER MAGAZINE

Int Operations Nov.qxp_Finance 18/10/2016 12:17 Page 3

FLIGHT DEPARTMENT T OPERATING

•

• •

•

• Those limitations mean that direct tourist visits remain constrained by the embargo. You cannot tell the US officials you're visiting Cuba to walk the beach or take in the sights. Tourism appears nowhere on the above list. All but two of the 12 categories require the sponsorship of - and oversight by - a recognized entity. Still, it's possible to go without such sponsorship – as long as you can legitimately state that you plan to visit relatives in Cuba or participate in a religious trip. Several entities in Florida can serve as your sponsor, among them Premier One Aviation in Miami, which works under the cultural-exchange category. Detailed preparation is, as always, a must. Consider the following precautions: •

Transactions outside of routine travel expenditures are still prohibited. The OFAC continues to enforce the Cuban Asset Control Regulations (www.treasury.gov/resourcecenter/sanctions/Programs/Documents/ guidance_cuba_travel.pdf).

AVBUYER MAGAZINE – November 2016

www.AVBUYER.com

The US government requires certain actions, such as a valid passport; a current-year Customs and Border Protection sticker on the aircraft; and registration through the eAPIS system, which involves filing your aircraft information, the names of passengers and their passport numbers; and, of course, your flight details. General Declaration forms are needed; some experts advise obtaining at least a dozen. Fortunately, they're easily available on-line. Check your aircraft insurance to be sure that Cuba is not excluded (you'll want to correct that before departure). If the aircraft is leased or financed, make sure your lessor or financier doesn't restrict you from flying to Cuba. File for an export license for the aircraft if your plans call for a stay longer than seven days. For a stay up to seven days, you're OK without that paperwork. While American visitors may use US credit and debit cards in Cuba, the infrastructure does not yet support them well, leaving good-old cash as the preferred payment method. US travelers may take as much as $5,000 in cash into Cuba without having to declare it. Dollars can be exchanged for Cuban Convertible Currency (CUC) at a rate of 1 to 1. US Customs & Border Protection (CBP) lists the airports authorized to handle customs clearance to/from Cuba. Operations to/from Cuba from other airports of entry in the US must be pre-approved by the CBP. Flights departing/arriving at other locations should be pre-cleared through Customs. As discussed under air carriers, as of January 2016 pilots are permitted to stay up to seven days in Cuba during a multi-day visit in connection with the transportation of authorized travelers. Additionally, crew members are permitted to engage in travel-related transactions that support the trip.

Other Limitations...

The US and Cuba do not have much in the way of banking connections. Thus the hit on US currency can be large when exchanged for Cuban currency. Before departing the US, consider converting your US dollars to Canadian dollars or Euros – both of which have a lengthy history in Cuba and cost less to exchange. If possible, do not accept change in Cuba's local currency, the CUP (Cuban Universal Pesos). Cigar aficionados will like President Obama’s Executive Order. The US allows Americans to return to the States with as much as $100 worth of cigars and/or alcohol products per adult, and up to $400 in total purchases of Cuban hard-goods. But forget about returning with food products or fresh fruit. There are some aviation differences that must Aircraft Index see Page 193

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General Aviation November.qxp_Layout 1 17/10/2016 15:29 Page 1

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FLIGHT DEPARTMENT T OPERATING

in Washington, DC Information on Cuban Visa requirements is available at: https://cuba.visahq.com/?js_widget_requirements _link. When in Cuba, you can access the assistance of the US State Department through the US embassy in Havana.

Be Prepared to Pay...Big

Flying to and from Cuba is no bargain (although the cigars and rum may be). Required fees add up quickly, as they do at most other nations that fund their aviation operations with user fees. Let's look at what you can expect… • • • •

“Flying within Cuba is not something easily done given the nation's bureaucracy.”

be accounted for before departing. For example, Cuba requires the pilot and aircraft to be instrument-rated and equipped – typically not an issue for business aircraft operators. Cuba's instrument-approach plates differ significantly from the standardized plates used by most other nations. Updating avionics databases to cover all of the Americas can help fill in some of the differences. Jeppesen offers its excellent trip kits for Cuba, which will make many flight-crew members more comfortable. With an updated database you'll be better equipped for navigating to Cuba, with the waypoints and approaches readily available. Absent specific Cuban data you'll be able to navigate en-route but will have no specifics for airports. Havana's Jose Marti International Airport (MUHA) is well equipped for instrument approaches, and the Jepps trip kits cover the available options. Flying within Cuba is not something easily done given the nation's bureaucracy. So consider ground transport for any trips away from the Havana area. How long you stay in Cuba is up to you; there is no limit on the American side except for those noted above for the aircraft. You must, however, comply with the conditions of the Visa required by Cuban authorities before you depart for the island. Also there's the landing permit Cuba requires you to have before you enter its airspace. You can start that reputedly laborious process with an email to: ppv@iacc.avianet.cu. As for the Visa from Cuba, that will require a bit of work since Cuba has but one embassy in the US,

AVBUYER MAGAZINE – November 2016

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High landing fees; High handling fees; Customs fees; Fuel (a problem in Cuba right now because of issues with its major petroleum supplier, Argentina).

Don't expect to get squeezed for bribes, say veteran Cuba Business Aviation visitors. The system is straight forward and simple with no hint of bribery solicited. But be prepared to get hit again before departure – and for the prospect that the fees listed may have changed in the days since your arrival. Piston operators carrying two and three passenger seats report paying nearly $500 for the privilege of visiting MUHA. Operators of jet and propjet aircraft report charges up to the low four-figures. Being at least conversant in Spanish can help, though it's not necessary for dealing with Cuban air-traffic controllers. Many American pilots found the English skills of Havana Center and the tower controllers at MUHA to be easier to understand than the US controllers of Miami Center, who'll be the ones to hand you off to Havana. Whether Cuba comes around and adopts a US-style excise-tax based system to fund its aviation infrastructure is unlikely; few countries operate a system as painless and seamless as the US. But insiders claim it's not outside the realm of possibility that Cuba's fee-based system will become both easier to navigate and less expensive once the island nation understands the potential of thousands of American pilots interested in visiting. Don't hold your breath for rapid, dramatic change; at least not until after the US Congress votes to rescind the existing embargo and establish free (or less restrictive) trade between Cuba and the US. In the meantime, remember, casual visits and normal tourism remain off-limits as far as the US is concerned – and business deals, while more possible than in the past, remain subject to the limits of the embargo. Executive Orders can only take this process so far. T Aircraft Index see Page 193

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Safety Nov16.qxp_Finance 18/10/2016 12:09 Page 1

FLIGHT DEPARTMENT T SAFETY

Tips on Broadening Your Flight Department Safety Maximizing the Effects of ‘Positive Safety Performance’ in the Flight Department. Safety generally, and Business Aviation Safety specifically, can wrongly be

measured by the lack of harm to people, which implies a negative approach

to characterizing a discipline, argues Mario Pierobon. How can Flight

Departments instead maximize the effects of ‘positive safety performance’? Mario Pierobon is a safety management consultant and content producer. He currently is working on a research project investigating aircraft ground handling safety. Contact him via marioprbn@gmail.com

he science and practice of safety has traditionally focussed on counting errors or threats and trying to build better controls around them. Today, this ‘pessimistic’ (reactive) perspective is increasingly being challenged. Among those doing the challenging is safety scientist Erik Hollnagel, who argues that safety does not primarily emerge from controlling the things that work poorly in a technical system, process or

AVBUYER MAGAZINE – November 2016

www.AVBUYER.com

organization – instead, the focus of the safety science and practice should be on the things that go well as efforts are made to try and maximize their positive contribution. This ‘optimistic’ approach is not very well defined yet in terms of workable solutions for safety professionals to put into place, but it is worth considering the ways positive safety performance affects the overall safety in the corporate flight department. Aircraft Index see Page 193

Safety Nov16.qxp_Finance 18/10/2016 12:10 Page 2

An Endless List

There’s probably an endless list of positive factors contributing to safe outcomes in the domain of Business Aviation. These include well engineered aircraft; reliable equipment; and well developed training syllabi, etc. Such factors, however, may not universally apply. For example, not every organization has (or can afford) access to sophisticated technical solutions supporting flight safety. Yet, there are some recurrent patterns that apply commonly throughout the Business Aviation industry, almost irrespective of organization, that significantly contribute to positive safety performance. •

•

Enthusiasm: First and foremost, a high degree of enthusiasm in the workforce is required. That comes from a passion for the job, be it a flying or support job. How will a Flight Department Manager achieve the level of enthusiasm among the staff to keep them sharp in terms of safety matters? Creativity: Flight Departments tend to be relatively small in size and from this, a series of other positive dimensions emerges, including the need to be creative, and for solutions to be found autonomously. Accountability: Smaller organizations also have strong accountability. Team members know their decisions will directly impact them or their immediate colleagues. Leanness: Small organizations, like corporate flight departments, also tend to be very lean, dramatically improving the efficiency of decision making and getting straight to the point when discussing safety-related matters.

Business Aviation is essentially a small world. Professionals generally know one another pretty well – and this, at least theoretically – enables an information exchange should issues that impact safety industry-wide emerge.

they are perceived to satisfy the soft skill requirements for ‘enthusiasm’, ‘creativity’ and ‘accountability’. These skills should be fostered during their time on duty (both during line operations and as a part of their professional development). That may mean adequate focus being placed on those skills during crew resource management training. Meanwhile, capitalizing on the ‘lean’ nature of the Flight Department, managers should provide immediate feedback to employees when safety issues are raised. In essence, organizations should always strive to avoid complacency: It is simply not enough to accept the above safety performance enablers are a given; they must be continuously reinforced lest the organization gradually drift into sub-optimal and then poor performance.

Growing the Optimistic Approach to Safety

In Summary

•

In many ways these dimensions are nearly a ‘given’ within Business Aviation. Yet while they have not really been ‘engineered’ top-down in the industry, they survive in spite of financially challenging times. What an ‘optimistic’ approach to safety management does require is the reinforcement of good behaviours. For individual organizations it all comes down to empowering people in the workforce. These empowerment efforts should be exercised throughout an employee’s tenure with the organization. Employees should be hired if Advertising Enquiries see Page 4

A positive approach to managing safety needn’t replace the more traditional safety efforts – like hazard identification. Yet it should be kept in mind that a Flight Department could always be doing more to understand why things go well most of the time, and reinforce those best practices. Aviation professionals should always be looking to broaden their focus in the effort to better their safety practice. A strong ‘Positive Safety Performance’ focus to the more traditional preventative measures is a leap in the right direction for any Flight Department. T www.AVBUYER.com

“It is simply not enough to accept the above safety performance enablers are a given; they must be continuously reinforced.”

November 2016 - AVBUYER MAGAZINE

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PlaneSense 1 Nov16.qxp_Finance 18/10/2016 12:31 Page 1

FLIGHT DEPARTMENT T MANAGEMENT

Business Jet Technology How Much is Too Much Technology?

Regarding technology in the flight department, do you chase the latest and greatest or keep it simple and functional? Andre Fodor,

Aviation Director, Johnsonville Sausage ponders the question…

s I walked into our flight operations office I found my team huddled around a computer monitor. Curiously peeking over their shoulders, I found they were watching the unveiling of the latest iPhone. The presentation was fascinating. There are so many enhancements. But as my brain registered them a small , inner-voice was nagging: “I don’t have a need for all this new stuff!” In reality, however, we all need the new technology! Maybe not immediately, but soon all these new gadgets and advancements will complement and facilitate our lives and become part of our daily routine as older technology eventually becomes more obsolete. We must stay 90

AVBUYER MAGAZINE – November 2016

up-to-date and keep moving forward, lest we all become technologica lly handicapped and obsolete. The question I was left with, as my thoughts refocused on work, was just how much technology is enough in an airplane? For this, we need to look at some facts.

The Latest & Greatest?

It’s a fact of modern-day life that technology evolves rapidly. In the space of a few months, an established approach can be replaced as technology enables a more effective solution. New airspace and regulatory requirements may thus demand increased technological sophistication for

www.AVBUYER.com

Aircraft Index see Page 193

PlaneSense 1 Nov16.qxp_Finance 18/10/2016 12:32 Page 2

who possess the onboard technology for enhanced systems never activate them. They own the technological edge, but they choose to defer utilizing it to reduce cost and maintain simplicity in their aircraft.

Simple, But Functional

There is much to be said about simplicity. We operate an airplane with an older, but proven avionics suite that has been kept functionally upgraded by the OEM. It was delivered with software that included FANS-1/A since we knew that post-delivery this would be a very costly upgrade (think north of $1m). We were unable to get factory installed ADS-B and LPV, however, as these options were yet to be certified in our platform. With that in mind, I made every effort to provis ion the airplane with the ducting and wiring for the missing upgrades. The more I could do before the aircraft left the factory, the less pain I’d encounter when tackling those enhancements later. Thus, once ADS-B and LPV certifications were achieved for our platform, we were the first in line for these advances in technology, therefore making our airplane the best-equipped of its breed and protecting its residual value in the market. When it comes to new technology, there’s so much to learn. There are so many complex systems that have to ‘handshake’ seamlessly with existing technology in order for their magic to work. As proof of complexity, our Director of Maintenance recently spent 20 days in a classroom that covered only avionics. He now speaks of networks and interfaces. He appears to have evolved fro m licensed A&P mechanic to electronics and IT guru!

So What Is Right?

the aircraft and for the crew—new equipment, new learning, new standards and inevitably additional costs. If your airplane can’t support those technological advancements, the hurdles and eventually the ongoing expenses will grow with the length of your ownership of that aircraft. When I attend Business Aviation conventions and visit the static displays, I often ponder whether all the advancements I see in cockpit technology and cabin systems are beneficial or necessary. One seasoned broker provided some valuable insight on that question. He explained that the wise buyer will purchase as much technological advancement as possible, within the financial constraints of their bottom line. His reason was that this approach would help lengthen the operational life of the asset and therefore protect the asset’s res idual value. A colleague who sells datalink and satellite data services revealed that a large number of operators Advertising Enquiries see Page 4

I must confess that when I power up all this technology in our department’s newer aircraft, I am awed. The high definition of the displayed data, the accuracy and redundancy of the navigation systems and the workload reduction through automation are nothing short of amazing. There is value added in our ability to use Enhanced Vision Syst ems and Synthetic Vision Systems during challenging weather conditions and to stream data and video anywhere in the world. Yet with that being said, when the gremlins visit (and they often do until all systems mature), having the option of getting our older, simpler, but wellequipped airplane out of the hangar provides us the assurance that comes from a well matured platform; simple yet (for the foreseea ble future) technologically able. So I summarize this: there is no right and wrong answer. It’s more a matter of choice when it comes to how much is too much. You decide. Are you staying with your first generation iPhone, or springing up for the newest release…? T www.AVBUYER.com

With a focused approach on global excellence and creativity, Andre Fodor has managed flight operations for the U.N. and Flight Options as well as being a senior demonstration pilot and instructor for Embraer Aircraft. He is currently the Vice President of Aviation for Johnsonville Sausage.

“With that in mind, I made every effort to provision the airplane with the ducting and wiring for the missing upgrades.”

November 2016 – AVBUYER MAGAZINE

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FLIGHT DEPARTMENT T MANAGEMENT

Flight Department Communication Skills

Four Styles for Decision Making that Improve Performance Within Aviation Departments. Arriving at a decision that will be implemented effectively by the departmental team is challenging. Jodie Brown explores options that are likely to achieve success…

Jodie Brown is certified in corporate mediation and organizational behavior. For the past 20 years, hundreds of corporate and industry teams have formed, stormed, normed and performed with her assistance, coaching and direction. She helps aviation departments get “unstuck” and move to a more positive and productive environment. Contact Jodie via Jodie@summitsolutions.com

he decision to promote Greg to Director of Aviation was made by his boss, the CFO. Greg was offered the opportunity partly because of his loyalty and longevity, and partly because the recruiter failed to entice prospects who were willing to relocate. None of the flight crew wanted the position, nor were any considered. Greg’s experience was limited to supervising his department of five technicians for the past 20 years. He’d built a close-knit crew that would come in on a day off to help get an aircraft out of the hangar. Greg was accustomed to their comradery and team attitude. Now that he was responsible for the safety, service and finances of the Aviation Department, Greg thought that the responsibility to make

AVBUYER MAGAZINE – November 2016

www.AVBUYER.com

decisions came inherently with the job title. The crew didn’t feel the same. Greg was a logical thinker, good at analyzing complex dat a and comfortable making independent decisions. His direct style worked just fine for his technicians. Not so for the flight crew. Decisions without consultation (and even with consultation) did not sit well with everyone. Doug didn’t see why he had to explain everything that went into the decision—he had not needed to previously. If all his decisions now had to be made by “yacking” about them, nothing wo uld get done. Greg wasn’t aware of any alternatives to making and implementing decisions because he lacked a positive role model and management training. Many new managers in similar situations aren’t aware of the different decision-making options available, and  Aircraft Index see Page 193

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FLIGHT DEPARTMENT T MANAGEMENT

when to use each one. There is only so much time and energy that managers can put into their job. Studies have proven that excessive decision-making can drain mental energy. The last thing managers need is a result that requires even more energy and attention to get everyone on board.

The Big Four

Each of the following four decision-making methods has its own consequences for team buy-in and commitment. When considering the method to use to make a decision, keep in mind: • • • • • •

The type of decision; The amount of time and other resources available; The past history of the group; The complexity of the project or task; The kind of climate the group wants to establish; The type of setting in which the group is working.

1) Authority without Group Discussion There is a time and place for this type of method to be used, and these include the following: • When very little time is available to make the decision; • When group members expect the designated leader to make the decision; • When there is a lack of skills and information among group members to make the decision any other way. The dis advantages include: One person is not a good resource for every decision; Advantages of group interaction are lost; No commitment exists for implementation by others; Resentment and disagreement may result in sabotage.

2) Decision by Majority This method is so common that it is often taken for granted as the natural way for any group to make decisions. It is ideally used: • When sufficient time is lacking for consensus; • When it closes discussion on less important issues. The disadvantages include: • • •

Usually leaves an alienated minority; Commitment for implementing the decision is not totally present; Can build ‘tribal’ wars within the department;

AVBUYER MAGAZINE – November 2016

Not a good method when one or more members could sabotage or damage the outcome.

3) Authority after Group Discussion This involves the Director of Aviation having final say on such matters as hiring personnel. In doing so: • The Director of Aviation gains the benefit of using the resources of the group; • People feel they’ve offered their input. The disadvantages include: • •

Perhaps the most familiar style used by new managers is the first method, followed in order of use by the other three options.

• • • •

•

Doesn’t develop commitment for implementation; Doesn’t resolve controversies and conflicts.

4) Consensus Consensus originated with the Quakers. Some groups think consensus should be the 70 percent comfortable rule; that is, each member is 70% comfortable with a decision. It should be used: • • •

In making serious, important and complex decisions; To incorporate the resources of all members; To elicit commitment by all members to implement important decisions.

The disadvantages include: • • •

Takes a great deal of time; Good communication skills are required by everyone; Team members must be emotionall y mature and put the department before self.

In consensus decision-making each member must feel they have been heard and understood by the rest of the team. Each person must be able to live with the decision or solution and must be willing to commit to carrying out the decision.

In Summary

By understanding the psychological impact and behavioral consequences of decision making options, managers are better able to anticipate an end result. Greg learned that even if he is a good listener, can sort out complex information and holds the title of Director of Aviation, he still has to rely on the group to implement his decisions. Learning how these alternative decision-making methods affect his team’s commitment and morale, Greg can now decide beforehand which method will bring the best results. T

www.AVBUYER.com

Aircraft Index see Page 193

Values Intro.qxp_Finance 19/10/2016 10:31 Page 1

RETAIL PRICE GUIDE T FLIGHT DEPARTMENT

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

s business jets increase in size from Entry-Level & Light jets to the low end of the Large Cabin models, six to eight seats generally remains the standard configuration across size-category lines. And while cabins increase in volume generally (enabling more productive workspace for those traveling longer distances), full-fuel payload doesn’t seem to grow proportionally in most cases. As jets get bigger and heavier their runway needs increase, with no appreciable gain in how many people or equipment can fly – and thus we touch upon the key advantages of the Entry-Level & Light jet category - the value and flexibility offered to those who typically fly shorter legs. Fully-fuelled, an Entry-Level or Light jet can often barely carry the typical passenger load of three persons, unless one or two of them doubles as a crew member. Nevertheless, with the average mission length below 750 miles and the nominal maximum-range of Light jets around 1,200 miles, the crew enjoys the option of flying lighter and saving fuel. Fueling for the mission with NBAA reserves allows larger cabin loads, making three or four - plus crew - possible. The time difference between Entry-Level & Light jets and Large jets to fly a typical 75 0nm mission is small (about 10 to 12 minutes, overall) and is not a large time-saving for costs that may be considerably higher for the larger aircraft. Further, beyond these speed-range-payload operational basics, the 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 hea vyweight value of the Entry-Level & Light jet. So what exactly is a Light jet? Today we consider a jet “light” when its MTOW falls between 10,000 and 20,000 pounds. About a decade ago the Light Advertising Enquiries see Page 4

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

Entry-Level & Light Jet Price Guide The following Entry-Level & Light Jets Retail Price Guide represents current average values published in The Aircraft Bluebook – Price Digest. The study spans a twenty year period, from 1997 through Fall 2016, and covers 32 models. Values reported are in US$m, with each reporting point representing the current average retail value published in the Bluebook by its correspondi ng calendar year. For example, the Bombardier Learjet 40XR average value reported in the Fall 2016 edition of Bluebook shows $3.1 million for a 2009 model, $2.9 million for a 2008 model and so forth. www.AVBUYER.com



Note: For additional assistance and interest, Conklin & de Decker Performance and Specification data for these Entry-Level & Light Jet models can be referred to, beginning on page 98 of this issue.

November 2016 – AVBUYER MAGAZINE

Retail Values.qxp_RPG 19/10/2016 09:47 Page 1

FLIGHT DEPARTMENT T RETAIL PRICE GUIDE

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

2016 US$M

2015 US$M

2014 US$M

2013 US$M

2012 US$M

2011 US$M

2010 US$M

2009 US$M

2008 US$M

2007 US$M

MODEL BEECHCRAFT PREMIER 1A

2.5

2.3

2.1

2.0

1.9

1.8

5.8

5.5

5.2

4.8

4.4

3.9

BEECHCRAFT PREMIER 1

BOMBARDIER LEARJET 45XR BOMBARDIER LEARJET 45

3.3

BOMBARDIER LEARJET 40XR

4.4

4.0

3.5

3.1

2.9

BOMBARDIER LEARJET 40

2.7 2.450

BOMBARDIER LEARJET 31A

CESSNA CITATION XLS+560

6.2

6.0

CESSNA CITATION XLS 560

12.990

10.0

8.5

7.7

7.2

6.8

6.5

5.4

5.0

4.6

CESSNA CITATION ENCORE+560

4.4

4.0

3.7

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

9.263

CESSNA CITATION CJ3+ 525C

8.392

7.8

7.3

7.0

6.5

6.0

5.7

7.0

CESSNA CITATION CJ3 525B

6.5

6.0

5.5

5.2

4.8

4.6

4.4

4.2

4.0

CESSNA CITATION CJ2+ 525A

5.8

5.3

4.9

4.6

4.4

4.1

3.9

3.7

3.5

3.8

3.6

3.4 3.1

2.9

2.7

2.5

2.3

CESSNA CITATION CJ2 525A CESSNA CITATION M2 525

4.594

CESSNA CITATION CJ1+ 525 CESSNA CITATION CJ1 525 CESSNA CITATIONJET 525 CESSNA CITATION MUSTANG 510

3.459

ECLIPSE 550

2.8

2.5

2.9

2.7

ECLIPSE 500

EMBRAER PHENOM 300

8.995

8.0

7.5

EMBRAER PHENOM 100E

4.161

3.7

3.5

EMBRAER PHENOM 100

2.2

2.1

2.0

1.9

1.8

1.7

1.6

2.6

1.9

1.8

---

1.1

0.9

7.1

6.8

6.3

5.9

5.8

3.2

3.0

2.7

2.4

2.2

2.0

2.150

1.950

HAWKER 400XP

2.350

1.850

HAWKER BEECHJET 400A

NEXTANT 400XTI

4.5

4.1

3.6

3.1

2.9

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

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

www.AVBUYER.com

Aircraft Index see Page 193

Retail Values.qxp_RPG 18/10/2016 15:15 Page 2

RETAIL PRICE GUIDE T FLIGHT DEPARTMENT

What your money buys today

FALL 2016 2006 US$M

2005 US$M

2004 US$M

2003 US$M

2002 US$M

2001 US$M

2000 US$M

1999 US$M

1998 US$M

1997 US$M

1.7

MODEL YEAR $ MODEL BEECHCRAFT PREMIER 1A

1.6

1.5

1.4

3.5

3.2

3.1

2.9

3.0

2.7

2.5

2.3

1.3

1.2

2.1

2.0

BEECHCRAFT PREMIER 1

BOMBARDIER LEARJET 45XR

2.3 2.050

1.9

1,8

1.7

BOMBARDIER LEARJET 45

1.9 1.650

BOMBARDIER LEARJET 40XR 1.550

BOMBARDIER LEARJET 40 1.350

1.250

1.150

1.1

1.050

1.0

0.950

BOMBARDIER LEARJET 31A

CESSNA CITATION XLS+ 560 4.4

4.2

4.0

CESSNA CITATION XLS 560

3.4

3.2

3.0

2.8

2.6

2.5

2.4

3.3

3.1

2.9

2.7

2.5

CESSNA CITATION ENCORE+560

2.4

2.2

2.0

1.9

1.8

1.7

1.6

CESSNA CITATION V ENCORE 560 2.3

2.2

1.5

1.4

1.3

CESSNA CITATION EXCEL 560-XL

1.5

1.4

1.3

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

3.650

3.550

3.2

3.1

2.9

2.8

2.2

2.1

3.350

CESSNA CITATION CJ3 525B CESSNA CITATION CJ2+525A

2.7

2.6

2.5

2.4

2.3

CESSNA CITATION CJ2 525A CESSNA CITATION M2 525

1.9

CESSNA CITATION CJ1+ 525 1.8

1.7

1.6

1.5

1.4

CESSNA CITATION CJ1 525 1.3

1.250

1.2

1.5

CESSNA CITATIONJET 525 CESSNA CITATION MUSTANG 510

ECLIPSE 550 0.7

ECLIPSE 500

EMBRAER PHENOM 300 EMBRAER PHENOM 100E EMBRAER PHENOM 100

1.650

1.450

1.250

HAWKER 400XP 1.150

1.1

1.050

1.0

0.950

0.900

0.850

HAWKER BEECHJET 400A

NEXTANT 400XTI

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

www.AVBUYER.com

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

ACSpecs Intro.qxp_AC Specs Intronov06 18/10/2016 13:07 Page 1

FLIGHT DEPARTMENT T SPECIFICATIONS

Aircraft Performance & Specifications Light & Entry Level Jets

he AvBuyer Magazine Guide to Aircraft Performance and Technical Specification Data is updated by Conklin & de Decker on a regular basis. The Guide is much more comprehensive and informative, providing more aircraft types and models and including variable cost numbers for all models. This month’s category of aircraft - Light & Entry Level 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.

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

AVBUYER MAGAZINE – November 2016

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

•

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

Balanced Field Length BFL is the distance obtained by determining the decision speed (V1) at which the take-off distance and the accelerate-stop distance are equal (fixed-wing multi-engine aircraft only). This is based on four passengers and maximum fuel on board (turbine aircraft). For single-engine and all piston fixed-wing aircraft, this distance represents the take-off field length at Maximum Take-off Weight (MTOW). Landing Distance (Factored) For fixed-wing turbine aircraft, landing distance is computed using FAR 121 criteria. This takes the landing distance from 50/35 feet (depends on certification criteria) and multiplies that by a factor of 1.667. No credit is given for thrust reversers. Configuration is with four passengers and NBAA IFR Fuel Reserve on board. For fixed-wing piston aircraft, this figure is the landing distance over a 50 foot obstacle. Rate of Climb (Ft/Min) The rate of climb, given in feet per minute, is for all engines operating, at MTOW, ISA conditions. One Engine Out rate of climb is for one engine inoperative rate of climb at MTOW, ISA. Cruise Speed (Knots True Air Speed - KTAS) Max Cruise Speed - is the maximum cruise speed at maximum continuous power. This may also be commonly referred to as High Speed Cruise. Normal cruise speed is the recommended cruise speed established by the manufacturer. This speed may also be the same as Maximum Cruise Speed. Long Range Cruise is the manufacturer’s recommended cruise speed for maximum range. Engines The number of engines, manufacturer and model are shown. Aircraft Index see Page 193

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AircraftPer&SpecOct16.qxp_PerfspecDecember06 19/10/2016 09:28 Page 1

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

FLIGHT DEPARTMENT T SPECIFICATIONS

VARIABLE COST PER HOUR $

$1,693.47

$1,662.13

$1,322.45

$1,311.21

$1,297.83

$1,921.60

$1,835.65

$1,804.52

$1,886.05

$1,871.68

CABIN HEIGHT FT.

4.8

4.75

5.4

4.35

4.92

CABIN WIDTH FT.

4.9

4.92

5.5

4.95

5.12

CABIN LENGTH FT.

15.6

15.5

13.6

12.9

17.67

19.75

CABIN VOLUME CU.FT.

305

285

281

369

415

DOOR HEIGHT FT.

4.16

4.2

4.16

4.167

3.75

4.8

DOOR WIDTH FT.

2.41

2.4

2.125

2.5

BAGGAGE VOL. INT. CU.FT.

BAGGAGE VOL. EXT. CU.FT.

CREW #

SEATS - EXECUTIVE #

MTOW LBS

16100

16300

12500

17700

20350

21000

20500

21500

MLW LBS

15700

11600

16000

19200

B.O.W. W/CREW LBS

10915

10985

10900

8565

8600

11247

13718

13949

13890

14125

USEABLE FUEL LBS

4912

3611

3670

4653

5375

6062

PAYLOAD WITH FULL FUEL LBS

473

603

688

414

320

2000

1507

1239

798

1563

MAX. PAYLOAD LBS

2085

2015

2100

1435

1400

2253

2282

2051

2110

1875

RANGE - SEATS FULL N.M.

1180

1351

850

1480

1573

1778

1423

1685

MAX. RANGE N.M.

1519

1974

1340

1600

1707

1960

1968

1937

BALANCED FIELD LENGTH FT.

4700

4030

4600

4120

4000

4250

4400

4550

LANDING DIST. (FACTORED) FT.

5083

5025

5237

5208

4200

4033

4060

4063

4105

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

4020

5000

4000

4890

2820

2800

2630

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

560

620

948

1515

710

394

590

589

MAX. CRUISE SPEED KTAS

458

450

461

454

462

465

NORMAL CRUISE SPEED KTAS

449

450

426

441

436

L/RANGE CRUISE SPEED KTAS

410

425

370

417

428

432

416

432

JT15D-5

JT15D-5R

FJ44-4A-32

FJ44-2A

TFE 731-2

ENGINES # ENGINE MODEL

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

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

100

AVBUYER MAGAZINE – November 2016

www.AVBUYER.com

Aircraft Index see Page 193



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AircraftPer&SpecOct16.qxp_PerfspecDecember06 18/10/2016 13:14 Page 2

CES SNA CITA TION CJ3+ CES SNA CITA TION CJ4

CES SNA CITA TION CJ2+ CES SNA CITA TION CJ3

CES SNA CITA TION CJ2

CES SNA CITA TION CJ1+

CES SNA CITA TION CJ1

CES SNA CITA TION JET

CES SNA CITA TION BRA VO

FLIGHT DEPARTMENT T SPECIFICATIONS

$1,398.20

$1,262.72

$1,163.63

$1,169.70

$1,234.47

$1,276.85

$1,349.07

$1,328.37

$1,540.13

CABIN HEIGHT FT.

4.7

4.8

4.75

CABIN WIDTH FT.

4.8

4.83

CABIN LENGTH FT.

15.75

13.58

15.67

17.3

CABIN VOLUME CU.FT.

292

205

201

248

286

293

DOOR HEIGHT FT.

4.25

DOOR WIDTH FT.

BAGGAGE VOL. INT. CU.FT.

BAGGAGE VOL. EXT. CU.FT.

CREW #

SEATS - EXECUTIVE #

MTOW LBS

14800

10400

10600

10700

12375

12500

13870

17110

MLW LBS

13500

9700

9800

9900

11500

11525

12750

15660

B.O.W. W/CREW LBS

9375

6950

7050

7035

7900

7980

8585

10350

USEABLE FUEL LBS

4824

3220

3932

3930

4710

5828

PAYLOAD WITH FULL FUEL LBS

801

330

430

545

668

715

775

1052

MAX. PAYLOAD LBS

1925

1450

1350

1365

1400

1720

1925

2150

RANGE - SEATS FULL N.M.

1290

750

775

895

1075

1194

1374

1667

MAX. RANGE N.M.

1720

1130

1161

1245

1530

1626

1891

1991

BALANCED FIELD LENGTH FT.

4200

4000

4220

3990

3810

3440

3350

LANDING DIST. (FACTORED) FT.

4295

4333

4407

4135

4628

4645

4203

3978

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

3190

3311

3230

3290

3870

4120

4478

3858

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

845

868

850

906

1160

1004

1090

1248

MAX. CRUISE SPEED KTAS

405

377

381

389

413

417

454

NORMAL CRUISE SPEED KTAS

405

364

381

389

413

417

454

L/RANGE CRUISE SPEED KTAS

335

302

307

344

351

348

380

PW530A

FJ44-1A

FJ44-1AP

FJ44-2C

FJ44-3A-24

FJ44-3A

FJ44-4A

VARIABLE COST PER HOUR $

ENGINES # ENGINE MODEL

102

AVBUYER MAGAZINE – November 2016

www.AVBUYER.com

Aircraft Index see Page 193



Freestream November.qxp 19/10/2016 12:14 Page 1

2013 Gulfstream G550 S/N: 5415

2011 Falcon 7X S/N: 147

2008 Gulfstream G550 S/N: 5176

2009 Gulfstream G550 S/N: 5231

2010 Gulfstream G450 S/N: 4190

2006/2007 Global Express XRS S/N:9223

2000 Gulfstream GIVSP S/N: 1382

2011 Challenger 605 S/N: 5824

2001 Learjet 45 S/N: 167

2009 Sikorsky S-76C++ S/N: 760757

FREESTREAM AIRCRAFT LIMITED

London +44 207 584 3800 sales@freestream.com

FREESTREAM AIRCRAFT (BERMUDA) LIMITED

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FREESTREAM AIRCRAFT (H.K.) LIMITED

Hong Kong +852 2724 5620 info@freestreamhongkong.com

FREESTREAM AIRCRAFT USA LIMITED

New York +1 201 365 6080 aircarftsales@freestream.com

AircraftPer&SpecOct16.qxp_PerfspecDecember06 18/10/2016 13:16 Page 3

CES SNA CITA TION ULTR A CIRR US V ISIO N SF 50

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

CES SNA CITA TION XLS +

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

FLIGHT DEPARTMENT T SPECIFICATIONS

$1,653.42

$1,608.08

$1,909.71

$1,860.36

$1,819.38

$838.87

$1,122.84

$1,762.01

$595.30

CABIN HEIGHT FT.

4.75

5.7

4.5

4.75

4.8

4.07

CABIN WIDTH FT.

4.83

5.5

4.58

4.83

5.08

CABIN LENGTH FT.

17.33

18.5

9.8

17.33

11.48

CABIN VOLUME CU.FT.

314

422

163

201

310

170

DOOR HEIGHT FT.

4.25

4.54

4.5

3.8

4.25

4.12

DOOR WIDTH FT.

2.05

BAGGAGE VOL. INT. CU.FT.

BAGGAGE VOL. EXT. CU.FT.

43.1

23.5

CREW #

SEATS - EXECUTIVE #

MTOW LBS

16630

16830

20000

20200

8645

10700

16300

6000

MLW LBS

15200

18700

8000

9900

15200

5550

B.O.W. W/CREW LBS

10525

10460

12500

12800

5550

7000

9950

3700

USEABLE FUEL LBS

5400

6740

2580

3296

5771

2000

PAYLOAD WITH FULL FUEL LBS

905

1170

960

860

600

504

779

340

MAX. PAYLOAD LBS

2075

2390

2500

2300

1200

1400

2250

1200

RANGE - SEATS FULL N.M.

1410

1494

1449

1539

1528

718

694

1259

747

MAX. RANGE N.M.

1736

1792

1839

1989

1976

1070

1380

1651

1169

BALANCED FIELD LENGTH FT.

3900

3874

4100

3940

3910

3380

3250

3500

LANDING DIST. (FACTORED) FT.

4195

4182

4917

4738

3683

4125

3833

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

4740

4620

3790

3500

3010

3698

4230

2000

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

1440

1400

699

800

870

1075

728

MAX. CRUISE SPEED KTAS

430

433

440

340

404

430

300

NORMAL CRUISE SPEED KTAS

430

433

440

340

379

430

295

L/RANGE CRUISE SPEED KTAS

372

373

319

331

372

210

PW535A

PW535B

PW545A

PW545B

PW545C

PW615F

FJ44-1AP

JT15D-5D

FJ33-5A

VARIABLE COST PER HOUR $

ENGINES # ENGINE MODEL

104

AVBUYER MAGAZINE – November 2016

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Aircraft Index see Page 193



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AircraftPer&SpecOct16.qxp_PerfspecDecember06 19/10/2016 09:29 Page 4

HON DA A IRCR AFT HA420 HON DAJ NEX ET TAN T AE ROS PAC E 40 0XT NEX TAN T AE ROS PAC E 40 0XT i ONE AVIA TION ECL IPSE 500 ONE AVIA TION TOTA L EC LIPS E 50 ONE 0 AVIA TION ECL IPSE 550

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

EMB RAE R PH ENO M1 00

FLIGHT DEPARTMENT T SPECIFICATIONS

$925.80

$925.93

$1,364.40

$902.04

$1,353.25

$1,316.65

$776.10

$781.19

$740.75

CABIN HEIGHT FT.

4.92

4.94

4.92

4.8

4.75

4.16

CABIN WIDTH FT.

5.08

4.92

4.66

CABIN LENGTH FT.

17.17

12.1

15.5

7.6

CABIN VOLUME CU.FT.

212

324

305

109

DOOR HEIGHT FT.

4.86

4.8

4.2

3.9

DOOR WIDTH FT.

2.04

2.42

2.4

1.96

BAGGAGE VOL. INT. CU.FT.

BAGGAGE VOL. EXT. CU.FT.

CREW #

SEATS - EXECUTIVE #

MTOW LBS

10472

10582

17968

10600

16300

6000

MLW LBS

9766

9877

16865

9860

15700

5600

B.O.W. W/CREW LBS

7132

7220

11783

7279

10531

10950

3834

USEABLE FUEL LBS

2804

5353

2845

4912

1698

PAYLOAD WITH FULL FUEL LBS

580

602

942

556

1057

638

502

MAX. PAYLOAD LBS

1312

1334

2216

1521

2469

2050

1088

RANGE - SEATS FULL N.M.

915

917

1811

1035

1852

1527

574

MAX. RANGE N.M.

1242

1233

2077

1304

2108

1945

964

BALANCED FIELD LENGTH FT.

4376

4466

4427

4600

4030

2898

LANDING DIST. (FACTORED) FT.

4068

4110

3700

4045

5237

5173

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

3061

3335

3990

5000

2575

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

702

1044

995

845

780

MAX. CRUISE SPEED KTAS

390

444

420

471

460

371

NORMAL CRUISE SPEED KTAS

371

430

420

460

447

369

L/RANGE CRUISE SPEED KTAS

333

383

405

406

330

PW617F-E

PW535E

HF120

FJ44-3AP

PW610F-A

VARIABLE COST PER HOUR $

ENGINES # ENGINE MODEL

106

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Aircraft Index see Page 193

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AirCompAnalysis August.qxp_ACAn 18/10/2016 13:58 Page 1

FLIGHT DEPARTMENT T AIRCRAFT COMPARATIVE

Aircraft Comparative Analysis: Cessna Citation M2 vs Embraer Phenom 100/E

In this month’s Aircraft Comparative Analysis, Mike Chase provides information on a variety of light/entry-level business jets for the purpose of valuing the Cessna Citation M2.

W Mike Chase’s analytical and consultancy services are highly valued within the Business Aviation industry. He is founder and president of Chase & Associates, and works closely with several respected sources to compile his unique Aircraft Comparative Analysis feature. Contact Mike via mike@avbuyer.com

108

hile primarily seeking to compare the Cessna Citation M2 with Embraer’s Phenom 100 in the light jet category, this month we reference the smaller Citation Mustang and Eclipse 500/550 business jets in our field of study for some additional perspective. Over the following paragraphs, we’ll consider a variety of productivity parameters, including Payload, Range, Speed and Cabin size. The Cessna Citation M2 started delivering in 2013 and has a Maximum Take-off Weight (MTOW) of 10,700 pounds. The traditional divide between the light and entry-level jet categories is 10,000 lbs MTOW, placing the M2 in the light jet category. The Phenom 100 MTOW is almost 10,500 lbs. The Citation M2 was developed to offer a pressurized cabin accommodating a crew of two and up to six passengers. Two FADEC-controlled Williams International FJ44 turbofan engines are pylon-mounted on the rear fuselage and fuel is stored in the wings. Space for baggage is provided in the nose and tailcone. The wingtip extensions on the M2 are too subtle to be called ‘winglets’, thus Cessna calls

AVBUYER MAGAZINE – November 2016

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them ‘swooplets’. Additionally, the Citation M2 became the first light jet to feature Garmin’s G3000 system flat-panel avionics. The G3000 is an evolution of the G1000-based system that comes standard in the Citation Mustang and all of Cessna’s current single-engine models. Today there are 118 wholly-owned Citation M2s and five in shared ownership, giving a total fleet of 123 in operation worldwide. Eight (or 6.5% of the fleet) are leased, according to JETNET. By continent, North America has the largest fleet percentage (78%), followed by Europe (12%) and South America (7%) which, combined, account for a total of 97% of the worldwide fleet.

US Flight Activity

In a comparison of Citation M2 operations (2015 versus 2014), Table A (overleaf) reveals a 74% increase in the number of Citation M2 flights during 2015, while the distance travelled by the operational fleet increased by 59% and flight times increased 61%. This is perhaps unsurprising as the worldwide Citation M2 fleet increased from 58 at the end of 2014 to 99 at the end of 2015. Aircraft Index see Page 193

AirCompAnalysis August.qxp_ACAn 19/10/2016 10:28 Page 2

AIRCRAFT COMPARATIVE T FLIGHT DEPARTMENT

HOW MANY EXECUTIVE

SEATS?

CESSNA Citation M2

(Manufactured between 2013-Present)

$3.8 Million (2013 Model)

vs.

EMBRAER Phenom 100/E

(Manufactured between 2008-Present)

$3.3 Million (2013 Model)

WHICH OF THESE LIGHT BUSINESS JETS WILL COME OUT ON TOP HOW MUCH

3250

RUNWAY

DO I NEED?

3040

(Balanced field length, ft) 0

HOW FAR CAN WE GO?

(Nautical Miles. 4 Pax)

1000

5000

CAN WE TAKE?

CRUISING SPEED?

LONG RANGE

(Knots)

(Lbs) 1400

331

1312 1500

6000

WHAT’S THE

500

1000

1500

HOW MANY

OPERATION?

EACH MONTH?

UNITS IN

4000

PAYLOAD

1380

500

3000

HOW MUCH

1242 0

2000

NEW/USED SOLD

100

150

200

333 250 300 350

WHAT’S THE

COST PER MILE?

587 336

122

5 (2.5%) 5 (10.1%) % = Global Fleet For Sale (12-Month Average Figure)

$2.47 $2.20

Sources used: Aircraft Bluebook, Conklin & de Decker, JETNET, Aircraft Cost Calculator.

Advertising Enquiries see Page 4

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

(Direct operating costs based on 600nm mission carrying 800lbs payload) November 2016 – AVBUYER MAGAZINE

109

AirCompAnalysis August.qxp_ACAn 19/10/2016 09:42 Page 3

FLIGHT DEPARTMENT T AIRCRAFT COMPARATIVE

Table A - US Flight Activity - Phenom 300

Payload & Range

2014

2015

Difference

3,906

6,802

2,896

74.1%

1,838,082

2,924,442

1,086,360

59.1%

332,962

537,323

204,361

61.4%

Avg Airframe Distance (stat. m)

470

429

-41

-8.7%

Avg Airframe Flight Time (mins)

-7

-8.2%

Flights Total Distance (stat miles) Total Time (mins)

Source: FAA - ETMSC; JETNET

Table B - Payload & Range

Model

MTOW (lb)

Max Fuel (lb)

Fuel Usage (GPH)

Max Payload (lb)

Avail Payload w/Max Fuel (lb)

Max Fuel Range (nm) 4 Pax

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

LIGHT BUSINESS JETS Citation M2

10,700

3,296

121

1,400

504

1,380

812

Phenom 100/100E

10,472

2,804

1,312

580

1,242

701

1,200

600

1,070

716

1,088

502

964

530

VERY LIGHT BUSINESS JETS Citation Mustang

8,645

Eclipse 500/550

6,000

2,580 1,698

81 68

Source: Data courtesy of Conklin & de Decker, Orleans, MA, USA; JETNET; ACC – Aircraft Cost Calculator; B&CA May 2016 Issue.

Chart A - Cabin Cross-Sections Cessna Citation M2

Embraer Phenom 100/100E

The data contained in Table B (middle left) are published in the B&CA May 2016 issue, but also sourced from Conklin & de Decker. As we have mentioned in past articles, a potential operator should focus on payload capability as a key factor. The Citation M2 ‘Available Payload with Maximum Fuel’ (504 lbs) is less than that offered by the Phenom 100 (580 lbs). Also, shown are the selection of Very Lights Jets with the Mustang leading all jets at 600 lbs. Additionally, Table B shows the fuel usage by each aircraft (sourced from Aircraft Cost Calculator). There is 22gph or 22% difference in the fuel usage of the Citation M2 (121 gallons per hour) and the more frugal Phenom 100 (99 gph). In terms of fuel usage, however, the Eclipse 500/550 burns only 68 GPH, while offering an Available Payload with Maximum Fuel of just 2 lbs less than the Citation M2.

Cabin Cross-Sections

Among the major gains for Light Jets over Very Light Jets is in cabin volume. According to Conklin & de Decker, the Citation M2 cabin volume is 201 cubic feet and offers a length of 11 ft. By comparison, the Phenom 100 offers slightly more volume (212 cu. ft.), but the same 11 ft. length. Chart A (left), courtesy of UPCAST JETBOOK, offers a ca bin cross-section comparison where we begin to understand where the Phenom 100 gains in volume over the M2. The Citation M2 offers less width (4.83ft vs 5.08 ft), and less height (4.75ft vs 4.92ft). (For reference, the Citation Mustang and Eclipse 500/550 cabin volumes are 163 and 109 cubic feet, respectively.)

Range Comparison

As depicted by Chart B (top, right) and using Independence, Kansas, as the origin point the Citation M2 shows less range coverage than the Phenom 100 and Citation Mustang, but greater range than the Eclipse 500, per data from

Source: UPCAST JETBOOK

110

AVBUYER MAGAZINE – November 2016

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Aircraft Index see Page 193

AirCompAnalysis August.qxp_ACAn 18/10/2016 14:15 Page 4

AIRCRAFT COMPARATIVE T FLIGHT DEPARTMENT

Chart B - Range Comparison

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 weatherrelated obstacles.

Cessna Citation M2 Embraer Phenom 100 Cessna Citation Mustang Eclipse 500

676.650 Nm 892.130 Nm 700.000 Nm 559.650 Nm

Powerplant Details

As mentioned, the Citation M2 is powered by two Williams FJ441AP engines, each offering 1,965 lbst. The Phenom 100 is powered by two Pratt & Whitney PW617F-E engines with 1,695 lbst.

Cost Per Mile

Using data published in the May 2016 B&CA Planning and Purchasing Handbook and the August 2016 B&CA Operations Planning Guide we will compare our aircraft. The nationwide average Jet A fuel cost used from the August 2016 edition was $4.90 per gallon at press time, so for the sake of comparison we’ll chart the numbers as published. Note: Fuel price used from this source does not represent an average price for the year. Chart C (right) details ‘Cost per Mile’ and compares the Citation M2 to its competition, factoring direct costs and with each aircraft flying a 600nm mission with an 800 pound (four passengers) payload. The Phenom 100 shows the lower cost per nautical mi le at $2.20 compared to the Citation M2 ($2.47). That’s a difference of 10.9% cost per nautical mile in favor of the Phenom 100. Unsurprisingly, those jets in the Very Light Jet category offer lower costs per mile.

S Chart C - Cost Per Mile*

Citation M2 Phenom 100 Mustang Eclipse 500/550 $0.00

Advertising Enquiries see Page 4

$2.00

US $ per nautical mile

$3.00

*600 nm Mission costs, 800lbs payload

Chart D - Variable Cost

Total Variable Cost

The ‘Total Variable Cost’ illustrated in Chart D (right) is defined as the Cost of Fuel Expense, Maintenance Labor Expense, Scheduled Parts Expense and Miscellaneous Trip Expense. The Total Variable Cost for the Citation M2 computes at $908 per hour, which is 21.4% more than the Phenom 100 at $748 per hour. Again, unsurprisingly, the Very

$1.00

Q $2.47 Q $2.20 Q $1.85 Q $1.68

Q $908

Citation M2 Phenom 100 Mustang Eclipse 500/550



Q Q

$500

Q $748 $636 $544

$1000

US $ per hour www.AVBUYER.com

November 2016 – AVBUYER MAGAZINE

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AirCompAnalysis August.qxp_ACAn 18/10/2016 14:06 Page 5

FLIGHT DEPARTMENT T AIRCRAFT COMPARATIVE $

Table C - Aircraft Comparison Model

Long Range Speed (kts)

Max P/L w/avail fuel IFR range (nm)

Cabin Volume (cu ft.)

New Vref Price $ US Mil 2016

In-Operation

% For Sale

Average New/Used Sold Per month*

LIGHT BUSINESS JETS 331

201

812

$4.595

122

2.5%

Phenom 100/100E

333

212

701

$4.160

336

10.1%

Citation Mustang

319

163

716

$3.460

467

8.4%

Eclipse 500/550

330

109

530

$2.900

259

13.1%

Citation M2

VERY LIGHT BUSINESS JETS

Data courtesy of Conklin & de Decker, Orleans, MA, USA; JETNET: Vref. *Average Used Full Sale Transactions in the past 12 months; Source: JETNET

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

20.00 %

32.00 %

19.20 %

11.52 %

5.76 %

MACRS SCHEDULE FOR PART 135 Year Deduction

14.29 %

24.49 %

17.49 %

12.49 %

8.93 %

8.92 %

8.93 %

4.46 %

Source: NBAA

Table E - MACRS Depreciation Schedule (Citation M2) 2016 Cessna Citation M2 - PRIVATE (PART 91) Full Retail Price - Million Year

$4.595 1

20.00 %

32.00 %

19.2 %

11.5 %

5.8 %

Depreciation ($M)

$0.9

1.5

0.9

0.5

0.3

Depreciation Value ($M)

$3.7

2.2

1.3

0.8

0.3

Cum. Depreciation ($M)

$0.9

2.4

3.3

3.8

4.3

4.6

Full Retail Price - Million

$4.595

Rate (%)

2016 Cessna Citation M2 - CHARTER (PART 135) Year

14.3 %

24.5 %

17.5 %

12.5 %

8.9 %

4.5 %

Depreciation ($M)

$0.66

1.13

0.80

0.57

0.41

0.20

Depreciation Value ($M)

$3.94

2.81

2.01

1.44

1.03

0.62

0.20

0.00

Cum. Depreciation ($M)

$0.7

1.8

2.6

3.2

3.6

4.0

4.4

4.6

Rate (%)

Source: Vref

Light Jets included for illustrative purposes offer lower variable costs per hour.

Aircraft Comparison Table Table C (above) contains the used prices from Vref Pricing Guide for each aircraft. The average speed, cabin volume and maximum payload values are from Conklin & de Decker and Aircraft Cost Calculator,

112

AVBUYER MAGAZINE – November 2016

while the number of aircraft in-operation and percentage ‘For Sale’ are as reported by JETNET. The Citation M2 has 2.5% of its fleet currently ‘For Sale’ and the Phenom 100, 10.1%. The number of pre-owned transactions (sold) per month for the Citation M2 and Phenom 100 is exactly the same at five units per month.

Depreciation Schedule

Aircraft that are owned and operated by businesses are often depreciable for income tax purposes under the Modified Accelerated Cost Recovery System (MACRS). Under MACRS, taxpayers are allowed to accelerate the depreciation of assets by taking a greater percentage of the deductions during the first few years of the applicable

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recovery period (see Table D, center, left). In certain cases, aircraft may not qualify under the MACRS system and must be depreciated under the less favorable Alternative Depreciation System (ADS) where depreciation is based on a straight-line method, meaning that equal deductions are taken during each year of the applicable recovery period. In most cases, recovery periods under ADS are longer than recovery periods available under MACRS. There are a variety of factors that taxpayers must consider in determining if an aircraft may be depreciated, and if so, the correct depreciation method and recovery period that should be utilized. For example, aircraft used in charter service (i.e. Part 135) are normally depreciated under MACRS over a seven-year recovery period or under ADS using a twelveyear 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 nonbusiness flights, that may have an impact on the allowable depreciation deduction available in a given year. Table E (left) depicts an example of using the MACRS schedule for a 2016 Citation M2 business aircraft in private (Part 91) and charter (Part 135) operations over five and seven-year periods, assuming a new retail price of $4.595m, per Vref Pricing guide.

Asking Prices & Quantity

Chart E (overleaf), sourced from the Multi-Dimensional Economic Evaluators Inc. (www.meevaluators.com), shows a ‘Demand’ chart for the Citation M2. The current pre-owned market for the Citation M2 aircraft shows a total of three aircraft ‘For Sale’ with none displaying an asking price. We added the pre-owned Phenom 100, Citation Mustang and Eclipse 500/550 with asking  Aircraft Index see Page 193

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Less than 350 Hrs TTAF, ProLine ADVANCED Avionics w/FANS, WAAS/LPV, ADS B Out, Datalink w/ Link 2000+ Inmarsat SATCOM Interface, ATG5000 Wi-Fi, Part 135 Requirements Pkg.

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2007 Sikorsky S76C++ 760698 6 pax Engines 100 Hrs, TSOH, Gear Box on Powertrain Assurance, Emerg. Flotation Sys., EMS Sky Connect, UNS1 w/WAAS LPV, Major Maint. 2/2016

2005 Citation Sovereign s/n 34 8 pax Engines on ESP, Avionics on HAPP, New Paint & Partial Interior Including New Woodwork, Aug. 2015, Oper. Part 135, Doc. 20,34,39,42 Aug. 2015

Price - $4,799,000

1996 Gulfstream GIVSP s/n 1268 13 pax

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Engines 100% JSSI, Avionics on HAPP, APU -150 Upgrade on MSP, 2012 Paint, TCAS 7.1, MCS-6000 SATCOM, Oper. Part 135

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Price - $3,995,000

Price - $1,775,000

1995 Gulfstream GIVSP s/n 1262 13 pax Engines RR Corp.Care, Avionics on HAPP, APU on MSP, ATG4000 Wi-Fi, Axxess II Iridium Sat Ph., APU Encl. Mod, Oper. Part 135, P & I Excellent

2009 Hawker 400XP s/n RK-513 8 pax Collins ProLine 4 Avionics, 360 Hrs. TSHS, On CASP, 1 Owner, No Damage, RAAS, Maintained Part 135 Standards

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

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

AirCompAnalysis August.qxp_ACAn 18/10/2016 14:04 Page 6

FLIGHT DEPARTMENT T AIRCRAFT COMPARATIVE

Chart E - Value Retention

A Study of Pre-Owned Citation M2 Compared to the Phenom 100, Mustang and Eclipse Business Kets

Market for:

Phenom 100s (Blue Spheres)

M2 Value Line

EA500s (Coral Cubes)

EA550s (Blue Octahedron)

Mustangs (Yellow Spheres)

$3.5M

Phenom 100 $764 K too High

$3.0M $2.5M $2.0M $1.5M

Mustang $851 K too Low

$1.0M

Asking Prices

prices ranging from $675k to $2.995m. The equation that we derived from these asking prices and other criteria used should enable sellers and buyers to compare, and perhaps adjust their offerings, if necessary. While each serial number is unique, the Airframe (AFTT) hours and age/condition will cause great variations in price. Our research suggests that the market for used Citation M2s responds to the followin g features: Years from First Delivery, Range, Quantity and Asking Prices. Of course, the final negotiated price remains to be decided between the seller and buyer before the sale of an aircraft is completed.

$0.5M

Productivity Comparisons

1. Range with full payload and available fuel; 2. The long range cruise speed flown to achieve that range; 3. The cabin volume available for passengers and amenities. 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 M2 displays a fair level of productivity, and â&#x20AC;&#x201C; along with the Phenom 100 provides a good step-up model for VLJ operators looking to upscale. The Citation M2 and Phenom 100 representing the Light Jet group show higher prices and greater productivity compared to the Very Light Jet group. The Very Light Jet

114

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

The red line is very well correlated with an adjusted R 2 of 99.0%.

Chart F - Productivity Comparisons $7.0

Price (Millions)

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

$6.0 $5.0 $4.0 $3.0

Citation M2 Eclipse 500/550

Phenom 100/100E

Mustang

$2.0 $1.0

$0.0 0.0100

0.0300

0.0500

0.0700

0.0900

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

group has the operating cost advantage but with small cabin volumes. All competitive models are currently showing good monthly full retail sale transactions ranging from 4 to 7 aircraft per month with nearly 1,200 combined units in operation worldwide. Operators should weigh up their mission requirements pre-

cisely when picking which option, and indeed which category, is the best for them.

Summary

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

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formance, and time to climb that might factor in a buying decision, however. The Citation M2 continues to be popular today. Those operators in the market should find the preceding comparison useful. Our expectations are that the Citation M2 will continue to do well in the new and used markets for the foreseeable future. T Aircraft Index see Page 193

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BOARDROOM T OWNERSHIP

Understanding Business Jet Charter When Could Chartering Your Jet Make Sense for You?

How can you maximise your return on investment on a private jet, and what are the tax implications and costs associated with Business Aviation charter? Rani Singh discusses with Jet Exchange’s MD, Ian Austin. et Exchange has a fleet consisting of several aircraft – including the Pilatus PC-12 and Dassault Falcon 900 - but a large-cabin Bombardier Challenger 604 has a special place in Ian Austin’s heart. “The advantage of the Challenger 604 is Rani Singh writes about that in most conditions, you can fly to the Middle aviation. A sought after East or the US East Coast from Europe without Journalist and author she also reports on news, foreign stopping, so essentially you can access most of the affairs, politics and business globe with just one landing. with the world’s largest news “The Challenger 604 comes into its own when organization.

116

AVBUYER MAGAZINE – November 2016

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passengers require more than eight seats, and we often carry this number as far as Africa, Greece, Russia and the north of Scandinavia from London. Many of our charter clients require a wide-cabin for various reasons, including feeling more secure, being able to stand up and walk around to avoid feeling claustrophobic. “The types of trips our charter clients use the aircraft for are similar to those made by the owners themselves. The Challenger is a business tool. Charter clients want be somewhere else in the world Aircraft Index see Page 193

Ownership 1 Nov16.qxp_Layout 1 18/10/2016 11:28 Page 2

(LEFT) CHALLENGER 604 WITH JET EXCHANGE FLIGHT CREW, AND (BOTTOM) IAN AUSTIN, MD, JET EXCHANGE

at short notice, so the aircraft gives them that flexibility to get airborne as soon as possible, without having to waste time checking in at airports. “A regular scheduled airline flight means hours of dead time unless you have solo work you can do on a laptop; whereas with a charter aircraft, a company based in London can fly to New York to make a presentation and practice the whole thing on the way over. That could be the difference between winning a contract and coming home emptyhanded,” notes Austin. Advertising Enquiries see Page 4

Advantages to the Aircraft Owner

Any aircraft owner considering making their business jet or turboprop available for charter will need to understand the implications with regard to tax, regulations and scheduling. So how can placing a jet on a charter AOC help or hinder an aircraft owner? “Unless an owner is doing a serious amount of flying each year, his or her aviation asset will be under-utilized. Our clients live business, and they understand this,” Austin explains. www.AVBUYER.com



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BOARDROOM T OWNERSHIP “An owner has the option to have their aircraft operated privately or to put it with a company holding an AOC and have it listed on that company’s AOC. It’s only then that the owner has the option to make the aircraft available for charter. “Most of the benefit comes by purchasing and placing the aircraft with an AOC company before even beginning to charter,” Austin offers. “Every moment your jet is on the ground, it’s costing you money. You’ve got a variety of costs that come with simply owning an aircraft. “Obviously there are direct operating costs involved when actually flying (i.e. fuel, maintenance and landing fees), but at least then you’re getting something back through the functionality. “For some owners, offering their jet for charter is the best way of minimizing the impact of those costs. They also have a professional procurement partner helping minimize expenditure of the aircraft. There’s no VAT to pay on purchase, and operations are also zero-rated so there’s no need to worry about VAT reclaims. “As the aircraft is being used as a business tool, fuel is also duty-free and you’ll be exempt from mineral tax. So, using a charter company to secure and manage your aircraft cuts both capex and opex – something all business leaders want to achieve. “However,” highlights Austin, “it’s important to be honest with owners to make sure they appreciate that owning a single aircraft is not a ‘business’, but a business tool; they are not going to make profit out of it - although the revenue derived from charter operations will offset fixed costs proportional to the owners’ own level of utilization.”

“...the revenue derived from charter operations will offset fixed costs proportional to the owners’ own level of utilization.”

Resolving Scheduling Clashes

Naturally, the potential exists for owners who make their aircraft available for charter to face clashes in their schedules. Both owner and charter client can’t

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use the jet at the same time, so who can expect to take precedence? “A charter operator should demonstrate they can work closely with owners so that they know where the opportunities lie to get added value without causing any schedule clashes. In our case if a charter is booked and the owner then wants the jet, the charter client must always take precedence. “If the owner has a flight scheduled and we then sell a charter, we will give the owner the option to step aside or change aircraft. The critical factor for any jet charter business is reliability, so when a broker makes a booking with a charter company they want to be sure that the booking will stand with no issues. Reliability is the key.” Owners tend to have different preferences, notes Austin, with some wanting to agree every charter sale before approval and the aircraft marketed as ‘subject to owner’s release’. Many brokers do not like this, because it means they have to wait for certainty around a booking, and it’s especially difficult to get a short notice flight to happen. From the charter operator’s perspective, it’s much more efficient when the operator has full control and can make quick decisions acting in the owners’ interests. “Sometimes the operator will be juggling other quotes at the same time,” Austin notes. “If there are multiple date, time and destination changes and they all need to go via the owner, it’s often a non-starter. “It also complicates things for the owner, and starts to defeat the point of delegating responsibility to the operator.” In essence, Austin notes, an owner must consider such factors before deciding whether to place their jet for charter. If the model will work for them, they should seek a charter company that has full autonomy, understands the aircraft’s owners well, and only contacts them (with the options) when only the owner can make the decision… T

Aircraft Index see Page 193

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How to Choose the Best BizAv Consultant

How to Obtain the Best and Highest Value from Consultants Love them or hate them, consultants are inexorably woven throughout the fabric of Business Aviation. David Wyndham offers his perspectives on how their expertise can be used most successfully… t our company, Conklin & de Decker, we are known for quantifiable data and measured analyses. Much like the heroes of Dragnet, the 1950s-era detective show on TV, we are looking for “just the facts”. But finding the facts is rarely easy. When there are cases where the client's needs are precise, we offer a fixed solution based on their stated needs. But many times the issues and questions are not so easily defined, and answers to the next questions are dependent on the answers to the initial questions. Often prospective clients have difficulty describing or framing precisely what they need. Rather than develop a broad proposal that may miss what they seek, we ask questions to understand the underlying issues. We look for solutions that address basic problems and satisfy the client’s latent (as well as obvious) needs.

David Wyndham is co-owner & president of Conklin & de Decker where his expertise in cost and performance analyses, fleet planning and life cycle costing are invaluable. He’s formerly an instructor pilot with the US Air Force. Contact him via david@conklindd.com

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Consulting arrangements tend to fall into three broad categories: • • •

Well-defined tasks; Ongoing consultation for operations and/or acquisitions; Tasks that address ill-defined issues or latent needs.

In each situation, we begin by asking probing questions. Consultants do their best work when clients are willing to participate fully in addressing their inquiries. The well-defined task is characterized by clear objectives and specific questions that need answering. It has a limited scope, and the principle inquiries are closed-ended. Resources available for addressing the client’s aviation needs are well defined with respect to finances, personnel and Aircraft Index see Page 193

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facilities. There may even be a specific time limit for addressing and implementing a solution. There tends to be a very clear definition of the aircraft mission, which is well understood by both the executives and aviation teams. A good example of this is what I call the Aircraft Needs Analysis.

Case Study

A recent corporate client had two aircraft of the same make and model. The younger was over 12 years of age, three years less than the older aircraft. A recent business acquisition required shuttling executives and management teams between several operating locations. From a performance standpoint, both aircraft were well suited for their primary mission with one exception—seating and baggage space were issues. Many times the lavatory seat, which was legal for take-off and landing but rather uncomfortable for passengers, was being utilized. No need to say more. Several leaders with the corporation had concerns. The aviation manager had questioned what was the appropriate number of seats to fulfill his employer’s needs. The maintenance director was looking at aging aircraft issues impacting the schedule. The CFO was concerned with operating costs of the existing aircraft but worried about the capital outlay for acquiring replacement equipment. The CEO had led the company through tough economic times and wanted to expand the capability, but he stated any new aircraft must not have a significant ramp presence. We were tasked as consultants with defining the optimum time to replace the current aircraft, recommending a replacement and forecasting future travel demands. We had operations and acquisition limits; even the height of the hangar door was a limitation on the size of new equipment. Despite the straight-forward nature of the assignment, we focused on asking questions…lots of questions! One-on-one interviews with the senior leadership and aircraft users helped further define

the requirements for any future aircraft. Fortunately, everyone had similar requirements and ideas. It was up to our firm to summarize and define our client’s missions and balance the benefits of their existing or replacement business aircraft with the costs to own and operate them versus alternative forms of travel. Clearly, the goal was identifying the most cost- and time-effective means of transporting executives and management teams. Because our client listened to our questions, responded to our probing and responded with comprehensive answers, we were able to deliver value.

Safety Audits

Another common example of a well-defined task within aviation is the safety audit conducted by a third party. Normally, safety auditors arrive with a set criteria and a list of questions for the aviation team. They actually define the tasks and goals of the audit. Working with an aviation consultant on well-defined tasks such as a safety audit tends to have a high rate of satisfaction for all parties. The client is asked specific questions that the consultant helps to refine and then answer. Defining the deliverables tends to be easier and measures of success can be agreed upon with little ambiguity. In such cases, a fixed price quote is common and there are rarely surprises. Other types of arrangements involve increased complexity and open-ended questions. The consultant may be asked to assist through aircraft selection, outfitting and delivery. In essence, many tasks, even if well defined, are dependent on outside variables beyond the consultant’s ability to control. In such cases, open-ended arrangements are useful, but they come with a different set of assumptions and caveats that we will discuss next month. Stay tuned! T Are you looking for more Business Aviation Ownership articles? Visit www.avbuyer.com/articles/ category/business-aviation-ownership

Business Aviation leaves nothing to chance. U U U U U U U

Analysis Planning Procedures Backup Debrief Feedback Benchmarking

Advertising Enquiries see Page 4

“ We had operations and acquisition limits; even the height of the hangar door was a limitation on the size of new equipment.”

Aviation Solutions, Inc.

Tel: +1 603 355 2380 Email: fhaap@aol.com

Fred Haap and his team at Aviation Solutions, Inc. can help. With over 40 years of aviation experience, including management of a major corporate Aviation Department, Chairmanship of the National Business Aviation Association and accreditation as an IS-BAO auditor, Fred brings specific knowledge that relates to aircraft acquisition and operations. His expertise is a valuable resource that assures nothing will be left to chance.

These are the staples of Aviation Department management. www.AVBUYER.com

November 2016 – AVBUYER MAGAZINE

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BOARDROOM T BUYING & SELLING

Business Aircraft Value: Choosing your Appraiser

What is USPAP and Why is it Important? When sourcing an appraiser to value your business jet for sale, Jeremy Cox highlights why it’s worth knowing about the Uniform Standards of Professional Appraisal Practice. e have seen a huge amount of revision to policy and operational changes as a direct result of the 2008 Global Financial Crisis (GFC). Most have involved the banking, financial and real estate industries. Indeed, it may come as a surprise that since GFC the practices of Business and General Aviation professional appraisers in the US have been harmonized under one universal standard named the Uniform Standards of Professional Appraisal Practice (USPAP). USPAP was primarily born out of the Savings and Loans Crisis of the late 1980s, when Congress in its S&L Bail-Out-Bill authorized Federal financial

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institution regulatory agencies to reference USPAP in their regulations. Yet it wasn't until 2010 – when the Appraisal Practices Board was formed to provide guidance in Recognized Valuation Methods and Techniques for appraisers - that aviation appraisers really began applying these methods to their appraisals. To be recognized as a USPAP-compliant appraiser of personal property, it is necessary that the appraiser undergo (at a minimum) a 15 hour classroom course that culminates with a written examination. Recognized and compliant USPAP appraisers of the National Aircraft Appraisers Association are also required to receive eight hours of additional classroom training annually.

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Aircraft Index see Page 193

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• •

Identify the relevant characteristics of the aircraft being appraised; Assign and report on any assumptions (extraordinary or hypothetical), applicable laws and regulations, jurisdictional exceptions and any other conditions that influence the scope of work necessary to create the appraisal.

Determine the Scope of Work: • The scope of work must lead to a credible opinion of value.

Jeremy Cox is Vice President at JetBrokers, Inc, a National Aircraft Appraisers Association (NAAA) Senior Certified Aircraft Appraiser, as well as a NAAA Qualified Buyer’s Agent. Jeremy has been a Director of Maintenance for several different companies and employed by several airframe OEMs’ independent Service Centers. Contact him via jcox@jetbrokers.com

Offer Data Collection & Analysis: • Market Analysis (i.e. Demand Studies [who?] and Supply Studies [how many?]); • Marketability Studies (the ability to interpret the ‘who’ and ‘how many’); • [Sometimes, but rarely] Use Analysis (establishing current use, and alternate use). Apply the Following Approaches to Value: • Cost; • Sales Comparison. Reconcile Value Indications & Final Opinion of Value: • Conclusion of value for the appraisal.

Why USPAP?

In essence, the principle issues that triggered the creation of USPAP were the need for: 1. 2. 3.

Credible Appraisal Services for the general economic wellbeing of society; Appraisal Services carried out by ethical, competent individuals; Professional Services that create public trust in the individual appraiser and in appraisal practice, generally.

A USPAP-compliant aircraft appraiser must always work with objectivity, impartiality, independence, integrity and competency. They must also adhere to the following appraisal process... Provide Definition of the Problem: • Identify the client (and other intended users) of the appraisal; • Identify the intended use (purpose of the appraisal); • Identify the type and definition of value; • Determine effective date of the opinion of value; Advertising Enquiries see Page 4

Provide Report of Defined Value Opinions: • The Appraisal Report. Retain the Work File: • The appraiser must compile, collate and retain all records that pertain to the appraisal for at least seven years in testimony, and five years if not related to legal proceedings.

“ The appraiser must maintain impartiality, objectivity and independence.”

Note: It is unethical for a professional USPAPcompliant appraiser to: • Perform an assignment with bias; • Advocate the cause or interest of any party or issue; • Accept an assignment that includes the reporting of predetermined opinions and conclusions; • Misrepresent his/her role when providing valuation services that are outside of appraisal practices. The appraiser must maintain impartiality, objectivity and independence without any accommodation made for the personal gain of any user or party. www.AVBUYER.com

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What Value Do You Receive?

First, by seeking a USPAP appraiser, you will be guaranteed that the report you receive will be accurate and without bias. It will be credible, and it will be supported by documented and comparative data. It will also be in compliance with the standards required by government-regulated financial institutions – think loan, lease or financing. Secondly the appraiser shall retain the records of

your appraisal for years following the transaction, so if you need to reference the opinion of value at a later date, the appraiser can easily cooperate with you. Lastly, your appraisal, opinions, statements of value, and all documentation applicable to the workscope performed will be held in the strictest of confidence and cannot be released to anyone other than the parties that you have identified and designated as legal users of your appraisal report. T

AIR MAIL Modifications: Not All Bad & Ugly… Regarding the article by Jeremy Cox, ‘Business Aircraft Modifications: The Good, the Bad and the Ugly in the Arena of Valuation’ (September issue, p60), I would like to add a comment. He mentioned to be mindful that mods usually add weight. This is quite the opposite for many of the avionics modification upgrades such as Collins Pro Line 4 to 21 and other upgrades that remove heavy equipment and replace it with modern displays that weigh less. Other mods that come to mind that may reduce weight and increase value are the numerous engine mods. For example, an old but great mod for the Falcon 20 removed the old GE engines and installed the TFE 731-5. Winglets are another mod that increase the performance of an aircraft and enhance the value. So although the article seemed to focus on the negatives of mods, there are many mods that reduce weight, increase performance and range, and add value at time of resale. Regards, Lane Clapsaddle StandardAero

Reply from the Author: Lane is correct in everything that he has raised in his note regarding my article. For brevity, I chose to focus more on the bad and ugly aspects. There are a multitude of modifications that both add value, utility, performance enhancement and safety. Unfortunately due to space constraints these were not singled-out and highlighted in my article. As a note of interest, when I was Vice President & General Manager of Avtec in St. Louis performing the full cargo conversion of the Dassault Falcon 20, we saw as much as a 4,500lbs weight reduction when we converted the aircraft from corporate/passenger configuration to that of freight, including a massive cargo door. Thank you for commenting on my article Lane. Sincerely, Jeremy

Jeremy Cox is experienced in presenting his expertise at aviation meetings, seminars and conferences. If you have an upcoming event and would like to discuss having Jeremy present, you can contact him via jcox@jetbrokers.com

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Aircraft Index see Page 193

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BOARDROOM T INSURANCE

Beware Lending Your Jet to Friends! In BizAv Insurance, No Good Deed Goes Unpunished. While saying ‘yes’ when asked to use your aircraft might seem like the right thing to do, be very careful warns Stuart Hope. Here’s why… hen you own an aircraft your number of ‘friends’ will magically increase. You receive calls from acquaintances new and old wanting to know if you would be willing to ‘charter’ or loan your vehicle for various good reasons. A group of buddies want to attend the Super Bowl; a friend has a relative who has died in a distant city and the family would like to use your aircraft to get there; an important client wants to know if their company could ‘rent’ time on your aircraft occasionally. While you might be inclined to share your good fortune with others, you should do so with your eyes wide open. Let’s imagine your altruistic side allows your buddies to use your business jet for that Super Bowl trip, and they agree to reimburse you the

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

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per-hour operating expenses. Taking off on the return flight home, the aircraft reaches V1 speed when suddenly the right main tires blow out due to under-inflation. The pilots elect to continue the take-off. When it is apparent the aircraft will not get airborne, they abort and apply full braking and reverse thrust. Unfortunately, it’s too little, too late. The aircraft runs off the end of the runway, through a perimeter fence, across a highway and impacts a berm where it breaks up and catches fire. There are three fatalities and two individuals with severe burns to most of their bodies. All of a sudden things get real. While this is a fictitious accident, hopefully it has accomplished its purpose – to get your attention. The liability exposure your aircraft represents is huge. Whether it’s a business jet or a four-seater  Aircraft Index see Page 193

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BOARDROOM T INSURANCE

piston, when an aircraft is involved in an accident it makes the headlines. Plaintiff’s attorneys perceive that aircraft owners normally carry high liability limits, which can provide a nice payday. You have not only your financial interests at stake, but also brand reputation and an FAA/NTSB inquiry to deal with (among many other things) while your business is ongoing.

“...letting someone use your aircraft is a whole lot different than tossing a friend the keys to your car.”

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The Company You Keep

When you fly company personnel on your aircraft you may have the Workers’ Compensation bar to help protect you from bodily injury claims to an employee passenger. Not so with non-employee passengers. Because business aircraft owners are high-networth individuals, their friends generally are too, which we will assume to be the case in our hypothetical accident. A plaintiff’s attorney in a wrongful death claim will typically sue to recover the economic and non-economic worth of that individual’s life to his loved ones. For example, if a deceased passenger was a 40 year-old executive earning $1m per year, the economic value of his life would be rather impressive. He had 25 years until retirement. Based on a salary of $1m adjusted for inflation and considering raises over that time period, the math might look something like this: $1m x 25 years = $25m x .15 [adjustment for raises, inflation, etc.] = $28,750,000. Then non-economic damages would be determined, including loss of consortium, pain and anguish. Lastly, the attorney may seek punitive damages. This calculation is just for one passenger.

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In addition, the plaintiff’s attorney may argue that the accident flight was a charter, since the law holds someone engaged in commercial transportation is obliged to provide a much higher standard of care where the liability becomes almost absolute. At that point, it may become not a question of if you will pay, but how much you will pay. Remember in our accident scenario the owner was being reimbursed for the full operating costs of the aircraft and was providing the aircraft with his pilots. The FAA may view this as a commercial operation since the owner provided airplane and crew for a charge [even though there was no intention to make a profit]. If your policy usage clause is not written properly, this situation could void your insurance coverage.

Caution

The point I am driving home is that letting someone use your aircraft is a whole lot different than tossing a friend the keys to your car. The stakes are exponentially higher, and unfortunately part of being successful is the need to protect what you have been able to build or acquire over time. I don’t mean to imply you should never help a friend, only that you consider fully the potential consequences of your generosity before saying yes. T Are you looking for more Business Aviation Insurance articles? Visit www.avbuyer.com/articles/category/ business-aviation-insurance Aircraft Index see Page 193

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Importing Used Business Aircraft (Part 1 of 3)

How to Deal with Commonly Encountered Issues. In a reversal of traditional selling patterns, business aircraft that had been exported from the US are being imported and registered with the FAA. Attorneys Keith Swirsky and Chris Younger describe what such transactions entail. istorically, two-thirds of the world’s business aircraft fleet has consisted of aircraft based and registered in the United States. Consequently, US companies considering the purchase of a used business aircraft have typically searched for an ‘N’ registered aircraft located domestically. In the past it was unusual for US companies to consider the purchase of an aircraft that was based or registered in a foreign country. However, in the years preceding the 20072008 recession, many new and used business aircraft were sold to buyers outside the United States. Consequently, the percentage of aircraft in the worldwide fleet that are now foreign registered is substantial. Furthermore, today’s stronger US Dollar combined with the generally less robust non-US economies, have created a situation where a significant percentage of non-US based 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

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are for sale, and such aircraft may be substantially less expensive than an equivalent model located in the United States. It is therefore more likely today for a company to conduct a worldwide search for a used aircraft. Due to the complexity of purchasing an aircraft that is based or registered outside the United States, a company considering such a transaction must identify, analyze and resolve a host of issues that do not exist in connection with the purchase of an aircraft based in the US. The acquisition process will typically be more protracted and take longer than a domestic purchase transaction. There may also be cultural differences and communication difficulties that make it more challenging and expensive to negotiate, document and consummate. In this series of articles, we will examine many of the unique issues that a company must confront in connection with the acquisition of a  foreign based or registered business aircraft. Aircraft Index see Page 193

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We know aircraft financing and we know banking. 1st Source Bank has 30 years of experience as a leading national aircraft lender, and over 150 years as a full-service bank. The aviation lenders at 1st Source – experts in aircraft financing – give you the right advice and the right financing to get you airborne quickly. 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, 800 513-2360 or at marketing1stSource.com.

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Location, Location, Location

“The location of the pre-purchase inspection is often a contentious negotiating point.”

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The primary obstacle to acquiring a foreign based aircraft is simply conducting an initial visual inspection and demonstration flight. For example, it is not uncommon for aircraft brokers to rate the interior and exterior cosmetics on a scale of 1–10. That assessment is subjective, however, and the seller’s broker may rate the cosmetics higher than the buyer’s broker/consultants. Sending a buyer’s representatives around the globe looking at candidate aircraft, however, can be time consuming and expensive. Some buyers will not have the patience to conduct sufficient visual inspections and will be disappointed with the aircraft that arrives on their ramp. Perhaps the most significant technical issue is whether a candidate aircraft will qualify for a US Certificate of Airworthiness. Naturally, it would not be acceptable to a buyer to purchase an aircraft only to discover after the fact that an unidentified technical issue prevents the FAA from immediately issuing a US Certificate of Airworthiness (and with a possibly large additional expense to rectify the issue that prevented the FAA from doing so). However, resolving such a problem can result in a classic “chicken-or-egg” dilemma because the FAA will not issue a US Certificate of Airworthiness until after the aircraft is registered in the US (which typically occurs after the buyer purchases the aircraft). Of course, it is necessary to resolve this issue before the company’s deposit becomes nonrefundable, since the buyer may not want to purchase the aircraft in such a situation. In multiple transactions we have conducted, the buyer has required the foreign seller to obtain a United States Certificate of Airworthiness for the aircraft prior to closing. In this scenario, either the foreign seller may transfer title to his US broker or to a US trustee, who will then register the aircraft in the US and obtain a United States Certificate of Airworthiness.

AVBUYER MAGAZINE – November 2016

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The more common scenario is to have a Designated Airworthiness Representative (DAR) inspect the aircraft and records prior to purchase and delivery of the aircraft. The DAR inspection typically occurs concurrently with the prepurchase inspection and, as a condition precedent to the obligation of the buyer to close, the DAR would be required to issue a letter or confirmation email saying that the aircraft has been inspected, meets the requirements for the issuance of a United States Certificate of Airworthiness, and is suitable for issuance of a United States Certificate of Airworthiness as soon as the aircraft is registered domestically. If the pre-purchase inspection occurs outside the United States, either the buyer or the seller will incur the DAR’s travel costs and daily per diem to conduct this inspection (unless an appropriately authorized foreign inspection facility with qualified personnel is engaged). The location of the pre-purchase inspection is often a contentious negotiating point. A US buyer would naturally prefer to have the inspection conducted at a geographically convenient location in the United States. However, a foreign seller will typically not agree to this unless the buyer agrees to a nonrefundable deposit at the time of contract execution. Also, the cost to ferry an aircraft to the United States can be high, particularly for aircraft that are located in Asia. Many foreign sellers will demand that a US buyer pay all or part of such ferry costs associated with such an inspection. Conversely, conducting the pre-purchase inspection in a foreign location will be more expensive for the buyer. Next month we will discuss the process of deregistration of aircraft from a foreign registry. T Are you looking for more Business Aviation Tax articles? Visit www.avbuyer.com/articles/category/business-aviation-tax/ Aircraft Index see Page 193

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BOARDROOM T OEM PROFILE

The Dassault Story (Part 1)

Pioneers of Innovative Technology in Military and Civil Aviation Rod Simpson reflects on the passion and technology of a unique aircraft company founded by Marcel Dassault, an industrialist who manufactured propellers for World War I fighters but had never been aloft until the conclusion of World War II. s you travel in the soft comfort of a cream leather seat in your Falcon 7X, high above the French countryside, it is hard to appreciate your connection with the helmeted Dassault Rafale pilot flying 10,000 feet above you. Yet, your Falcon and his jet fighter are the product of 70 years of innovation from a design team that has little equal in the world of Business Aviation. Today, Dassault’s expertize encompasses the most advanced aerospace systems, but also ranges far from classic aviation to include 3D Printing, space technology, computerized design tools, unmanned aircraft - and much more. Let’s go back to the beginning. Company founder, Marcel Dassault returned from German wartime imprisonment to re-establish his aircraft manufacturing company that had been a successful pre-war builder of Bloch airliners, and before that, Bloch propellers.

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

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Not surprisingly, the first new products of Dassault were Flamant light transports for the French Air Force, but the company had experience of fighter design with its MB-152, 700 of which had been built in the early years of the war. Marcel Dassault was soon enthused by the opportunities offered by jet engines for fighter aircraft. Dassault’s mantra was "effectiveness with simplicity", and the first fighter design—named the Ouragan—to come from his team had a fuselage just big enough to contain a Nene jet engine with a nose intake and rear tailpipe. The key to the Ouragan’s performance was its lowset swept thin-section wing - which meant that fuel had to be contained in wingtip tanks. The Ouragan was a great success, and it served efficiently with the French and Israeli air forces. Dassault’s team moved on rapidly with new developments of the Ouragan. Their follow-on design, Aircraft Index see Page 193

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DASSAULT MYSTÉRE

DASSAULT MIRAGE G

the Mystére, was the result of much research into swept wings together with the use of ever more powerful engines. The immediate goal was to go supersonic - which the French designers achieved with the Mystére IIC, first flown by test pilot Kostia Rozanoff. Fitted with a Rolls-Royce Tay 250 engine, one of the Mystére prototypes broke the sound barrier in October, 1952. The subsequent Mystére IVA, which initially was fitted with the Tay but subsequently was powered by the Hispano-Suiza Verdon 350 variant on the Tay engine, had a new and thinner wing with a 38-degree sweep enabling the aircraft to achieve a top speed of Mach 1.2. The Mystere IVA went into production and positioned the French Air Force in the forefront of military aviation at a time when the Cold War was in everyone’s minds. Attendees at the 1951 Paris Air Show made special mention of the smooth finish of the aircraft resulting from Dassault’s extreme attention to detail and extracting top performance through meticulous manufacturing processes.

Mach 2.0 and made headlines by breaking the World closed circuit speed record at 1,100mph. Subsequent versions of the Mirage III raised the top speed to Mach 2.4, and numerous variants were sold to customers worldwide from more than a dozen countries. The other aircraft, the Mirage IV, which first flew in June 1959, was based on the same design philosophy. It was a larger Mach 2.2 twin-engined strategic bomber designed for France’s "Force de Frappe" and capable of delivering large 50-kiloton nuclear weapons. It is characteristic of Dassault’s flexible attention to innovation that the highly successful Mirage III should see constant modification and upgrading. For instance, the Swiss Air Force sought improved maneuverability for their Mirage III fleet, and Dassault responded by developing the Milan which featured retractable canard surfaces mounted in the forward fuselage ahead of the cockpit. These "moustaches" were successful in lowering takeoff and landing speeds, shortening takeoff distance and improving the load-carrying capacity of the aircraft. Fixed canard surfaces would be featured on several later Dassault fighters.

Continued Progress

The next challenge for Dassault was to produce an aircraft for the Aéronavale (French Navy) that would have supersonic performance - but suitable low speed handling to allow it to operate from the aircraft carriers Clémenceau and Foch. This requirement forced the designers to produce virtually a completely new model - although it borrowed much from the Mystére IVA and its many derivatives. By this time the Whitcomb-designed "area rule" or "Cokebottle" fuselage came into vogue, and Dassault applied Whitcomb’s principles to its new Etendard fighter jet. This aircraft had a larger wing area than the Mystére, folding outer wing panels for carrier storage, a beefed up undercarriage and complex flaps to facilitate carrier operation. Once again, the Dassault team had come up with a winning formula, and the Etendard and its successor, the Super Etendard, served for many years, including operations with the Argentine Navy in the Falklands War, with the last Super Etendard only being retired in 2016. In 1969, Dassault and Breguet merged and from that date became the only combat aircraft supplier to the French military. By that time, Dassault had further refined its fighter products with the Super Mystére. Soon a brand new concept emerged with the Mystére-Delta. Again, it came from the company "religion" to achieve simplicity. The Delta wing allowed a very high degree of sweepback, reducing supersonic drag and easing the buffet at transitional sonic speeds, while maintaining wing area. The delta configuration also made it possible to eliminate the tailplane and fit elevator surfaces to the trailing edge. Overall, the concept allowed an elegant and lightweight structure while maintaining good stability and maneuverability. The end result was two aircraft - the Mirage III and the Mirage IV. The Mirage IIIA, which first flew in May, 1958 was able to fly at 138

AVBUYER MAGAZINE – November 2016

Venture into VTOL

As early as 1954, the French air ministry had been taking interest in vertical takeoff and landing (VTOL) combat aircraft. Several companies came up with outlandish concepts that used a variety of techniques including tilting wingtip engines and tail-sitting aircraft. As it turned out, Dassault offered the most practical solution that was selected for further development, employing a combination of fixed lift engines and a separate turbojet for forward propulsion. To test the concept, the airframe of the Mirage III prototype was converted to become the Mirage Balzac V, which used eight RollsRoyce RB.108 lift engines mounted in the center fuselage and a tail-mounted Bristol Orpheus for conventional flight. It flew in vertical mode in October 1962, with the first transition to forward flight the following March. The VTOL Mirage Balzac presented many challenges, not least that it was very difficult to control laterally, a characteristic that probably led to the aircraft crashing and killing its pilot in the following year. Although the design prototype was rebuilt, it suffered another fatal accident and the design was scrapped. However, Dassault did not give up, and its next VTOL experiment was the Mirage IIIV, two prototypes of which were tested. In many respects this was a successful design. In level flight the aircraft had a top speed of Mach 2.0, but the difficulties of development led to its abandonment - although Dassault had pioneered many new techniques that would be useful for future designs. Yet another cutting edge program was the development of swing wings for combat aircraft. In the United States the General Dynamics F-111 had flown in 1964 as the first practical application of variable geometry wings; at the same time Dassault was working

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Aircraft Index see Page 193

Casestudy Nov16.qxp_Layout 1 18/10/2016 11:45 Page 3

MIRAGE 2000 PRODUCTION LINE

MYSTÉRE XX PROTOTYPE

with British Aircraft Corporation on the design of a swing-wing fighter (the AFVG) to equip the British and French navies and the French Air Force. As it turned out, the cooperation soured between British and French partners, and Dassault pulled out - but the project was to result in a new consortium that built the variable geometry Panavia Tornado. Despite this, Dassault pressed ahead on its own and, in 1967, built the Mirage G prototype, which had wings that would sweep to as much as 70-degrees, giving the aircraft a top speed of Mach 2.2. This program, which involved complex challenges related to the structure of the main wing box, progressed through several prototypes. By 1971 the Mirage G8 was in flight test. However, the French Air Force lost interest in variable geometry and the rest of Europe was committed to the Tornado.

engines when turbofans became available, could be converted as a freighter for Federal Express and be fitted with hardpoints for its military roles.

Sensing a New Market

Up to this point, Dassault had been a strictly military manufacturer. Marcel Dassault, however, was well aware that the civil aviation market had promising opportunities and diversification would be a wise move in view of the uncertainty of large military orders. Back in 1954 the company had done studies on the Mediterranée twin jet liaison aircraft, but suitable jet engines were not available. In 1962, attracted by the emerging business jet market and with new jet engines such as the Pratt & Whitney JT12 becoming available, the company commenced studies of a new light transport, dubbed Mystére XX, which would use much of the technical knowledge gleaned from Dassault’s military programs. The decision was a gamble because this was a private venture without the safety net of French Government development contracts. As with Dassault’s fighters, the aircraft would have a flawless external skin and the lightest possible airframe using a combination of milled components and alloy box sections. On May 4th, 1963 the elegant Mystére XX made its first flight, laying the ground for the range of Falcons that we know today. For the design team, this was a new experience to produce a fail-safe structure with a fatigue life of more than 30,000 hours and without any life limited parts. It was to be designed to quite different FAR Part 25 certification conditions than military fighters and needed to be a luxurious aircraft with performance and comfort to attract a very discerning clientele. It would include a fully pressurized cabin, de-icing for the wings and tail, a sophisticated flight deck with integration of the latest avionics, and the ability to operate out of demanding airports. Dassault engineers also had to take account of the many roles the aircraft would fulfil - not just executive transportation but also as an air ambulance, cargo aircraft, feeder liner, crew trainer, airways calibration - and military tasks including weapons system training. In fact, the Mystére XX (soon renamed Falcon 20) was an outstanding design that was flexible enough to accept different Advertising Enquiries see Page 4

New Era of Technology

Back in the military design office, the pressure for a successor to the Mirage III was on. In the mid-1970s Dassault studied an "Avion de Combat Futur", but eventually returned to the drawing board with a new and less complex delta - the Mirage 2000. For the first time, the aircraft would have fly-by-wire (FBW) controls with electronic actuation replacing conventional control rods and wires. This concept took the design team into a wholly new area of technology - one that would be well adapted to the civil aircraft market. The Mirage 2000, which flew in March, 1978, would also be the first aircraft to have extensive use of glass-fiber composites in the airframe in order to reduce weight. The Mirage 2000 in its single and two-seat variants remains a key component of the French air defense lineup. At the same time the Mirage 2000 was getting into the air, the French government launched a new program entitled ACT (Avion de Combat Tactique). Once again, this effort was envisaged as a multi-nation cooperative project, but no agreement emerged between the different air forces concerned and Dassault went ahead with an aircraft that would become the Rafale. In 1984 a new design program was launched that took Dassault into entirely new territory. Gone were slide rules and drafting tables because Rafale would be the first aircraft to use the new CATIA computer aided design and manufacturing system (CAD/CAM) developed by Dassault. This was a quantum leap forward and, as we will see, established the foundation for the company diversifying into a completely fresh field of information technology-led businesses outside the aviation field. By the early 1990s, Dassault was involved in space exploration, flight simulators, engineering software development, stealth technology and much more. It was a far cry from the manufacturing of the 1940s but continued the dreams and philosophies established by the founder - Marcel Dassault.

Benefiting from Heritage

Business Aviation has been the beneficiary of Marcel Dassault’s embrace of technology and love affair with clean lines. Falcons were the first civil aircraft to use supercritical wing designs (Falcon 10), area rule (Falcon 50 and 900) and fly-by-wire control systems (Flacon 7X). Computer aided design was employed with the development of the Falcon 10 and all subsequent Dassault designs, and Dassault’s CATIA system was used broadly by other airframe manufacturers throughout the world. The aviation world owes much to a creative man who contributions are enduring. T More information from www.falconjet.com

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Flight Force 7X November.qxp 19/10/2016 12:20 Page 1

S H O W C A S E

2009 Falcon 7X Serial Number: Airframe TT: Landings:

056 3608.22 1503

The large cabin 7X is both the flagship of Dassault's business jet range and the first fully fly-by-wire business aircraft. Packed with features and finished to a very high standard, this example's luxurious interior and equipment upgrades enhance the model's unsurpassed reputation for style, business efficiency and comfort Airframe FalconCare Engines ESP Gold APU MSP Gold Certification JAR OPS 1 Avionics VHF Communication Dual Honeywell TR-866b VHF Data Radio Third Honeywell TR – 866b High Frequency Communications Dual Honeywell KhF-1050 SELCAL Honeywell Flight Deck Audio Triple Honeywell AV - 900 Emergency Locator w/ Nav Interface Honeywell Rescu 406AF Communications management Function (CmF) w/ ARINC Honeywell EASY Flight Deck Printer miltope TP - 4840 Satcom Aero h+ / Swift 64 Thrane & Thrane

Aero HSD+ Additional handset(s) ICG Sigma7 High-Speed Data Unit (Up To 64 KbPS) Thrane & Thrane HSU VOR/ILS/MKR/ GPS Dual Honeywell NV - 875x Automatic Direction Finder Dual Honeywell DF - 855 Flight management Triple Honeywell EASY Electronic Weather Radar Honeywell Primus 880 Distance measuring Dual Honeywell DM - 855 Air Traffic Control Dual Honeywell XS - 857A Radar Altimeter Dual Honeywell KRA-405b Lightning Sensor System Honeywell LSS-860 Traffic Alert and Collision Avoidance ACSS TCAS 3000 Flight Control Honeywell EASY Modular Avionics Units Honeywell EASY Interior Number of Passengers: 14 Seating: Fourteen seats certified for takeoff & landing Forward double club; dining group; dual 3-place divans Cabinetry Woodwork: Credenza (multi-purpose storage cabinet) Entertainment Equipment: Collins Falcon cabin management system (FCMS) w/ additional 3.8-inch color LCD entertainment controls, plug-in LCD monitor receptacle Plug-in 8.4-inch color LCD monitor w/9G locking arm Honeywell EASy flignt deck video interface Business Equipment: Laser color printer High-speed data unit (up-to 64 KbPS) Accessories: ICG Sigma 7 additional handsets

FlightForce Giovanni Luciolli Sales Director

150

AVBUYER MAGAZINE – November 2016

www.AVBUYER.com

Tel: +33 6 46622320 gluciolli@flightforce.aero

Aircraft Index see Page 193

Flight Force CL605 November.qxp 19/10/2016 12:22 Page 1

S H O W C A S E

2009 Challenger 605 Serial Number: Airframe TT: Landings:

5764 3216:26 1462

The Challenger 605 is the next step in the evolution of the worldâ&#x20AC;&#x2122;s best-selling family of large business jets. Equipped with a new avionics suite, greater cabin space and larger windows, the 605 can fly transatlantic while elevating the four benchmarks of business aviation: comfort, reliability, value and versatility Airframe SmartParts Plus Engines GE On Point APU Honeywell GTCP36-150(CL) Certification EASA. No damage history Avionics Collins 4-tube 10x12-inch / Pro Line 21 Communication Radios : Dual Collins Pro Line 21 w/8.33 kHz spacing CVR : CVR (120-minute) DME : Dual Collins DME-4000 EFIS : Collins 4-tube 10x12-inch LCD FDR : FDR (25-hour) Flight Director : Collins 4-tube 10x12-inch Flight Phone : Iridium FMS : Triple Collins FMS-6000 w/dual GPS Hi Frequency : Dual digital w/single SELCAL IRS : Triple IRS

Additional Equipment VHF datalink w/Iridium interface 3D map & long-range cruise Dual multi-function displays w/enhanced maps Second APU hour meter Second refuel/defuel panel Dual air data computers Maintenance diagnostic system Directional TCAS antenna VHF datalink w/Iridium interface Artex 406 ELT, dual primary flight displays, dual EICAS, PA system Interior Executive Floorplan 3 Seating: Forward 4-place club Aft 4-place berthing RS divan opposite dual LS facing club seats Three manual recliner seat footrests & seats 3/4/8 Entry area acoustical curtain External compartment lights Removeable mid-cabin curtain & track Extended lav (doubles as a full-size changing room) w/granite countertops & cabin/lav call system 230-volt electrical service w/RS cabin oulets; RJ45 additional cabin jacks Refreshment Equipment: Cooled food storage & soda can storage Wine storage compartment Galley surface & floor LED effect lighting; sink w/strainer & cover

FlightForce Giovanni Luciolli Sales Director

Advertising Enquiries see Page 4

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Jetcraft November.qxp 18/10/2016 11:18 Page 1

S H O W C A S E

2006 GULFSTREAM G550

S/N

5094

HIGHLIGHTS

AIRFRAME

• CPDLC (FANS 1/A) & TCAS 7.1 Equipped • Gulfstream PlaneView Update Cert Foxtrot • Engines Enrolled on Rolls-Royce CorporateCare • Broadband Multi-Link (BBML) High Speed Internet )RXUWHHQ 3DVVHQJHU &RQ¿JXUDWLRQ

TOTAL TIME SINCE NEW:

10,452.6 Hours (as of 20 September 2016) TOTAL LANDINGS SINCE NEW: 3,447 Landings AIRWORTHINESS DATE: 15 November 2005 HOME BASE: Europe MAINTENANCE TRACKING: CMP CERTIFICATION: Currently Operated - EU OPS

FULL SPECS ON WWW.JETCRAFT.COM

2011 EMBRAER LEGACY 650 S/N 14501142 HIGHLIGHTS • CPDLC (FANS 1/A) & TCAS 7.1 Equipped • Engines Enrolled on Rolls-Royce CorporateCare • Swift Broadband High Speed Internet • 48 Month Inspection Completed March 2016 7KLUWHHQ 3DVVHQJHU &RQ¿JXUDWLRQ

AIRFRAME TOTAL TIME SINCE NEW:

(as of 12 July 2016)

1,473 Hours

TOTAL LANDINGS SINCE NEW: 845 Landings ENTRY INTO SERVICE DATE: 01 December 2011 HOME BASE: Marseille, France MAINTENANCE TRACKING: CAMP CERTIFICATION: Currently Operated - EU OPS 1

FULL SPECS ON WWW.JETCRAFT.COM

JETCRAFT.COM info@jetcraft.com

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Aircraft Index see Page 193

Jetcraft November.qxp 18/10/2016 12:37 Page 2

S H O W C A S E

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9704

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37.9 Hours

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St. Louis (KCPS)

PROGRAM COVERAGE : Bombardier Smart Parts Enrollment Available

2014 CITATION SOVEREIGN+ S/N 680-0521 HIGHLIGHTS Â&#x2021; *DUPLQ * )OLJKW 'HFN &ODULW\ &(6 ZLWK 7RXFKVFUHHQ 3DQHOV â&#x20AC;¢ Prepaid Program Coverage through 60 Months and 1500 Hours Â&#x2021; $LUFHOO $YLDWRU +LJK 6SHHG Internet System Â&#x2021; 5HPDLQLQJ )DFWRU\ :DUUDQW\ Â&#x2021; (LJKW 3DVVHQJHU &RQÂ¿JXUDWLRQ

AIRFRAME TOTAL TIME SINCE NEW:

(as of 30 August 2016)

1,005.4 Hours

TOTAL LANDINGS SINCE NEW: 506 Landings ENTRY INTO SERVICE DATE: 0DUFK HOME BASE: Santa Rosa, CA USA (KSTS) PROGRAM COVERAGE: ProParts MAINTENANCE TRACKING: &HVFRP CERTIFICATION: Currently Operated FAR 91

FULL SPECS ON WWW.JETCRAFT.COM

JETCRAFT.COM info@jetcraft.com

Advertising Enquiries see Page 4

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+1 919 941 8400

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Jet Sense Aviation, LLC Excel November.qxp_Empyrean 19/10/2016 15:18 Page 1

S H O W C A S E

2001 Cessna Citation Excel Serial Number: Registration: Airframe TT: Landings:

560-5172 N562P 4962 4194

• Can Be Delivered As-Is or with Zero-Time Engines • Externally Serviceable Lav • Single Point Refueling • APU • TCAS II Change 7 • Enrolled in CESCOM Engines Pratt & Whitney 545A Left Right THSN: 4962 Hours 4627 Hours TCSN: 4194 Cycles 3915 Cycles THS HSI: 2557 Hours 2191 Hours APU Description: Honeywell RE100 Serial Numbers: P-221/3800722-1 Total Hours Since New: 2683 Hours Avionics HONEYWELL PRIMUS P-1000 AVIONICS SUITE EFIS (Electronic Flight Instrument System) 3-Tube Honeywell Primus P-1000 FMS (Flight Management System) 2 Universal UNS-1Csp TCAS (Traffic Collision Avoidance System) 1Allied Signal TCAS II w/ Change 7 EGPWS (Enhanced Ground Proximity Warning

System 1Allied Signal EGPWS w/ Windshear NAV (Navigation Radio) 2 Honeywell NAV NV-850 DME (Distance Measuring Equipment) 2 Honeywell DME DM-850 ADF (Automatic Direction Finder) 2 Honeywell ADF DF-850 VHF COM (Very High Frequency Communication) 2 Honeywell VHF TR-850 HF (High Frequency Communication) 1 KTR-950 RADAR ALTIMETER 1 Collins ALT-55 WEATHER RADAR 1 Honeywell Primus 880 (Color) XPNDR (Transponder) 2 Honeywell XS-833E w/ Mode S EHS Additional Equipment TCAS II Change 7  Externally Serviceable Lav  Data Unit Permanent Installation  76 Cu Ft Oxygen System Interior Number of Passengers: Nine (9) Refreshment Center Location: Fwd Refreshment Center Lavatory Location: Aft Lav Other Notable Features: Champagne Leather Seating with Aft Side Facing Belted Lav Seat with Flushing Potty, Forward Two Seat Divan, Right Hand Forward Storage Cabinet, Aft Left Hand Storage Cabinet and Toilet Exterior Base Paint Color: White Stripe Colors: Blue and Brown Asking Price $3,495,000 with Zero-Time Engines Enrolled on ESP Gold Lite or $1,995,000 As-Is

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

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Members of Jet Sense Aviation, LLC’s Team Available to Meet at NBAA To Schedule an in-person appointment at NBAA, please call or email them directly at: Brett Forrester +1-847-910-6846 brett@jetsenseaviation.com - ORPat Mitchell +1-847-409-1675 pat@jetsenseaviation.com

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

Aircraft Index see Page 193

Jet Sense Aviation, LLC Lear 40XR November.qxp_Empyrean 19/10/2016 15:19 Page 1

S H O W C A S E

Asking price $2,525,000 2008 Learjet 40XR Serial Number: Registration: Airframe TT: Landings:

2104 N550DN 4786.2 3888

• MSP Gold • New UNS-1EW (WAAS+LPV) • New ADS-B Out Installed • Fresh Gear Inspection (3/2016) • Fresh ABC Inspection (3/2016) • Fresh Pre Buy and Borescopes • Air Conditioning • 4800-Hr Inspection (5/2016) Engines Left Engine Description Honeywell TFE 731-20BR-1B S/N: P-116913C THSN: 4793.3 Hours TCSN: 3893 Program Coverage MSP GOLD Engines Right Engine Description Honeywell TFE 731-20BR-1B S/N: P-116912C THSN: 4799.5 Hours TCSN: 3900 Program Coverage MSP GOLD Avionics Universal UNS-1EW (WAAS+LPV) TCAS II Primus 1000 DU-870 EFIS/MFD Dual AZ-850 ADC

Dual AHZ-800 AHRS Dual Honeywell RNZ-851 NAV EICAS Dual Honeywell RCZ-833 VHF COM Honeywell Primus WU-660 w/ Color RT-300 RADIO ALT Honeywell Mark V w/ Windshear Alert Honeywell CVR Artex C406-2 ELT w/ Nav Interface Dual IC-600 AUTOPILOT Dual Honeywell 800 Features  UNS-1EW (WAAS+LPV)  New ADS-B Out Installed  New Paint & Interior (June 2016)  RVSM Capable  Precise Pulselight System  115 VAC Outlets  New Paint & Interior (June 2016) Interior Six (6) Passenger Seats and One (1) Belted Lav, Features Six (6) Executive Club Chairs with Four Fold-Out Tables, Forward Galley and Standard Aft Lav, External Baggage Compartment Exterior NEW 2016: Matterhorn White (TOP), Flying Beige & Black Stripe

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

Advertising Enquiries see Page 4

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

November 2016 – AVBUYER MAGAZINE

155

Aviatrade Falcon 2000 November.qxp 18/10/2016 14:02 Page 1

S H O W C A S E

Best Deal in the Falcon 2000 Market - Soon to be US registered

1999 Falcon 2000 Serial Number: Registration:

098 M-ABCD

Airframe TT: Landings:

9748.3 6073

Airframe Status TOTAL TIME: 9748.3 Hours LANDINGS: 6073 APU (P-346) 4527.0 Hrs Engine Status Left engine: CFE 738-1-1B Serial Number: P-105364 Hours: 8642.9 MPI due: 10732 CZI due: 13232 Right engine: CFE 738-1-1B Serial Number: P-105348 Hours: 8632.9 MPI due: 8890 CZI due: 8910 Engines and APU are enrolled on the Honeywell MSP GOLD Program APU: Honeywell GTCP 36-150(FM2), P-346, 4527.0 hours Avionics Collins ProLine 4: Collins 4 Tube EFIS Dual Collins ADC 850C Air Data Computers Dual Honeywell LaserRef IRS with third Collins AHRS Heading Source

Dual Collins FMS 6000 with dual GPS 4000 Collins DBU-5000 Solid State Data Loader Unit Dual Collins Flight Director Computers Single Collins AutoPilot Dual Collins RTU 4220 Radio Managements Units Dual Collins VIR 432 Nav Units Dual Collins VHF 422C Comm Units Dual Collins DME 442 Dual Collins ADF 462A Dual Collins TDR-94D Enhanced Mode S Diversity Transponders Collins RTA-858 Color Weather Radar Collins ALT 55B Radio Altimeter Dual Collins HF-9000 HF Radios with SELCAL Honeywell MK V EGPWS Honeywell SSFDR Digital Flight Data Recorder Honeywell SSCVR Digital Cockpit Voice Recorder Collins TTR-920 TCAS II with Change 7.1 Aircraft enrolled on Rockwell Collins CASP Avionics Insurance program Additional Equipment RVSM Compliant Honeywell VHF AFIS Magnastar C-2000 Flight Phone Aircell ATG-5000 Broadband System (Provisions only) Socata 406 MHz ELT Airshow Genesys System 110 VAC Electrical Outlets Individual Side Ledge Monitor Mounts DVD, CD and Video Cassette Player Coffee Maker Convection Oven Microwave Oven

Weights Gross Weight (Ramp): 36,000 lbs Max Take Off Weight: 35,800 lbs Max Landing Weight: 33,000 lbs Max Zero Fuel Weight: 28,660 lbs Empty Weight 22,372 lbs Interior Ten (10) passenger seating cabin. The forward cabin has four (4) executive seats upholstered in beige leather. The aft cabin has a four (4) place club arrangement upholstered in beige leather opposite two (2) executive seats. There is a forward galley with coffee maker and microwave oven. The cabin is outfitted with an aft lavatory. The woodwork finish is dark high gloss veneer. Interior is fire-blocked Exterior Overall White with Taxco Silver, Ming Blue and Black Pearl Stripes Location Farnborough: UK

Asking Price $3.75MM

AVIATRADE INCORPORATED NEW YORK, LOS ANGELES, HONG KONG, LONDON Philip Rushton President

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Aircraft Index see Page 193

Aviatrade Falcon 2000 November.qxp 18/10/2016 14:02 Page 2

S H O W C A S E

Tel: +1 908 696 1174 Fax: 1 908 696 1175 philiprushton@aviatrade.aero www.aviatrade.aero Advertising Enquiries see Page 4

www.AvBuyer.com

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

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Wentworth BBJ November.qxp 20/10/2016 10:02 Page 1

S H O W C A S E

1999 Boeing Business Jet Serial Number: Registration: Airframe TT: Landings:

30031 VP-CPA 10115 3297

MULTI-MILLION DOLLAR PRICE REDUCTION!! TO BE DELIVERED WITH FRESH INSPECTIONS!! VVIP 26 passenger Associated Air Center completion featuring a crew rest area and galley; master bedroom suite and lavatory with toilet, bidet and full shower; main lounge; aft lounge; and aft main galley Airframe No Damage History Total Time: 10115 Total Landings: 3297

Maintenance CAMP Maintenance Tracking A, B1, B2 and C1 Checks in progress Equipment Aviation Partners Winglets Tailwind Live TV Heads Up Guidance System Aerocon 3000 SATCOM Honeywell ADIRU 3 PATS Aux Fuel Tanks (with add’l tanks available) Forward Airstair System EVAS Airshow 4000 Exterior White with blue gold stripes and multi-color vertical tail section

Engines CFM56-7B27/B3 Total Time LE/RE: 10115 / 10059 APU GTCP 131-9B Total Time: 10676

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

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Tel: +1.301.869.4600 Fax: +1.301.869.2700 Email: sales@wentworth.aero www.wentworth.aero Aircraft Index see Page 193

Wentworth Challenger 604 November.qxp 20/10/2016 10:13 Page 1

S H O W C A S E

1996 Bombardier Challenger 604 Serial Number: Registration: Airframe TT: Landings:

5320 HZ-MEJ1 10245 10245

Brand new engines installed in 2010. GE OnPoint Engine Program. Recent inspections August 2016 9 passenger executive fireblocked interior. Cabin features 6 VIP club single seats and a 3-place divan which can be converted into a bed. Forward curved galley with microwave oven. Forward crew lavatory. Aft VIP lavatory with storage closet and baggage compartment. Stereo sound system / CD player, Hi-Fi video system, fax system, Satellite communication systems, touch type TV monitors at all seats and large TV monitor in forward RS bulkhead. New high performance air conditioning unit in 2013. Painted in November 2010. Matterhorn white with metallic ocean blue and metallic sapphire blue stripes

Maintenance CAMP Maintenance Tracking. 100 / 400 / 600 / 800-Hour Checks c/w August 2016 at 10209 Hours; 6 / 12 /24-Month Checks c/w August 2016 Additional Features Dual ADC-850E Air Data Computers Dual LTN-101 IRS EICAS Honeywell MK-V EGPWS AIRINC Direct AFIS DBU-5000 Data Loading System Airshow 400 Collins 906 SATCOM Artex 406 Fixed Automatic ELT RVSM Certified MNPS/RNP-5/RNP-10 Hunting Aviation IFE system

Engines GE CF34-3B Engines Total Time LE/RE: 2772 / 2772 APU Honeywell GTCP 36-150 (CL) (Upgraded) Total Time: 8818 Honeywell MSP 500 / 1000-Hour Inspections c/w August 2016

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

Advertising Enquiries see Page 4

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Tel: +1.301.869.4600 Fax: +1.301.869.2700 Email: sales@wentworth.aero www.wentworth.aero November 2016 â&#x20AC;&#x201C; AVBUYER MAGAZINE

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JetPro Texas 1998 Learjet 45 November.qxp_Heeren Cit Ultra sep 19/10/2016 12:59 Page 1

S H O W C A S E

1998 Bombardier Learjet 45 Serial Number: Registration:

10 N556JP

Airframe TT: Landings:

4,947 3,538

Airframe On CAMP 4,947 Hours Since New 3,538 Landings Engines MSP Gold Engines: Honeywell TFE731-20AR-1B Engines with 3,500 lbs of thrust each Enrolled on Honeywell’s MSP Gold Engine 1 s/n P-111130-C 4,947 SNEW. 3,538 CSN. 2,527SMPI Engine 2 s/n P-111131-C 4,832 SNEW. 3,445 CSN. 742 SMPI APU APU: Honeywell RE100 s/n P-180 TTSN 1,423 Enrolled On Honeywell’s MSP Gold Avionics Avionics: Enrolled On Honeywell’s HAAP 4 Tube HONEYWELL PRIMUS 1000 EFIS Universal UNS-1C FMS Garmin 165 2nd IFR GPS Dual Honeywell RCZ-851 Comm Units Dual Honeywell RNZ-851 Nav Units Honeywell PRIMUS 660 RADAR

Honeywell PRIMUS 1000 Autopilot Honeywell TCAS II w/Change 7.0 Honeywell CD-850 CLRNC DEL UNIT Artex C-406-2 ELT Universal Class A TAWS Honeywell CVR-30 CVR L3 Communications FA2100 SSFDR Honeywell RT-300 Radar Altimeter Interior The eight passenger interior is arranged in a center club with an additional 9th belted lavatory seat. Seats are finished in gray leather with new carpet, and Ultra Leather headliner. Amenities include a forward right-hand galley with dry storage and hot coffee dispenser, ice drawer with overboard drain. 110v Outlets in the cabin, galley and aft lav. There is a private aft flushing lavatory with vanity with hot and cold running water, hard partitions and additional baggage storage with the optional flip down baggage shelf. Interior refurbished 7/2015 Exterior All new paint September 2015. Overall white with flight red, black and metallic charcoal stripes Inspections Fresh Phase A/B/C Inspections October 2016 by SpectraJet. Phase D due June 2021 or 6,838 TTAF

Please contact: Don and Sam Starling

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Tel: +1 (254) 848 9192 Mob: +1 (254) 716 2981 E-mail: sales@jetprotexas.com www.jetprotexas.com Aircraft Index see Page 193

JetPro Texas King Air B200 August.qxp_Heeren Cit Ultra sep 19/10/2016 13:00 Page 1

S H O W C A S E

2003 King Air B200 Blackhawk XP61 Serial Number: Registration:

BB-1833 N375JP

Airframe TT: Landings:

5,789 4,425

Airframe 5,789TotalTimeSinceNew 4,425 Total Airframe Cycles Engines Two Pratt and Whitney Canada PT6A-61 –1346 SHP Each (Flat rated) S/N TSN TCSN Left: PCE-HA0224 350 178 Right: PCE-HA0225 350 178 Propellers Hartzell Model HC-E4N-3 Heated Four Blade Overhaul c/w 8/2014 TSO: 350 CSO: 178 Avionics Collins EFIS 84 System Collins APS-65 Autopilot Dual Collins VHF-22C Coms Dual Collins VIR-32 Nav Dual Collins TDR94D Transponders Collins ADF-60A Dual Collins DME-42 Collins TCAS-4000 TCAS II Garmin GNS-400 GPS Honeywell Mk VI EGPWS Collins WXR-270 Color Weather Radar

Collins ALT-55B Radio Altimeter Collins ALI-80A Altimeter Full Copilot’s Instruments L3 FA2100-1020 CVR Artex C406-2 ELT Interior Pewter leather interior with charcoal thick pile carpet. Refurbished woodwork throughout including interior tables and furnishings. Two place side facing couch fitted and a single seat option available. Interior refurbished August 2014 Exterior Paint- Striking Matterhorn White with Red and Black Stripes - New January 2015 Additional Features RVSM Capable Engine Fire Extinguishers Dual Door Cables MEDCO High Security Locks 110VAC Outlets Propeller Syncrophaser Maintenance Fresh Phase 1-4 completed June 2016

REDUCED PRICE OF $2,495,000

Please contact: Don and Sam Starling

Advertising Enquiries see Page 4

www.AvBuyer.com

Tel: +1 (254) 848 9192 Mob: +1 (254) 716 2981 E-mail: sales@jetprotexas.com www.jetprotexas.com November 2016 – AVBUYER MAGAZINE 161

Dassault Falcon 2000LX-174 November.qxp 18/10/2016 11:20 Page 1

S H O W C A S E

2008 Falcon 2000LX Serial Number: Registration: Airframe Total Time: Landings:

174 N716CQ 3300 870

• EASy II Avionics: ADS-B Out; WAAS-LPV; CPDLC FANS1A + ATN • 1C inspection completed December 2014 • Z/3A Inspections completed September 2016 • TCAS-2000 with change 7.1 • Aircell Axxess II with ATG-4000 (Gogo Biz internet) • Desirable 10-place interior layout • Repainted at DAS-LIT December 2014 • Engines on ESP Gold. APU on MSP Gold • Pre-Owned Aircraft Warranty Available

Engines #1 Engine (s/n PCE-CF0379): 3300 hours CYCLES: 870 #2 Engine (s/n PCE-CF0380): 3300 hours CYCLES: 870 Engine Type Pratt & Whitney Canada PW308C (on ESP Gold) APU (s/n P-537): Honeywell GTCP36-150(F2M) (on MSP Gold) Maintenance Inspections due: 1B at 4389 hours; 1C, 2C, Landing Gear Overhaul September 2020. Exterior Overall White with Blue and Titanium (Silver) accent stripes. PermaGuard protection (Repainted DAS-LIT December 2014) Interior Grey carpet (new December 2014), Greige

leather seats, Parchment Ultra-Suede headliner, Birdseye Maple veneer, Satin Nickel plating Seating 10 Passengers; 4 club seats forward, 4-place dining group with 2 seats opposite. Side-facing third crewmember seat, aft lavatory Avionics Honeywell Primus EPIC System (EASy II: ADS-B Out; WAAS-LPV; CPDLC FANS1A + ATN B1) Flight Director Honeywell EASy Flight Management System (FMS) Triple Honeywell EASy (7.1) Global Positioning System (GPS) Dual Honeywell GPS Communication (VHF) Transceivers Triple Honeywell Navigation (VHF) Receivers Dual Honeywell Distance Measuring Equipment (DME) Dual Honeywell DM-855 Automatic Direction Finder (ADF) Dual Honeywell DF-855 Transponder, Air Traffic Controller Dual Honeywell TCAS II Honeywell TCAS 2000 (Change 7.1) 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 with ATG-4000 Radar Altimeter Honeywell AA-300 Micro Inertial Reference Unit (MIRU) Triple Honeywell Laseref V

www.falconjet.com/preowned

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Enhanced GPWS Honeywell EASy Additional Equipment Honeywell: Electronic Jeppesen Charts, three (3) Honeywell AV-900 Flight Deck Audio, Selcal, LCD monitor. Meggitt MK3 Secondary Flight Display, 115 VAC 60HZ power, Teleflex Recognition Lights, Rosen 7 inch side-ledge plug-in monitor and receptacles, Airshow 4000, 115 cubic ft. oxygen bottle Asking Price: Make Offer

Mark Verdesco: Director, Pre-owned Aircraft Sales USA Tel: + (1) (201) 541-4556 Tel: + (1) (201)-541-4620 E-mail: preowned@falconjet.com www.dassaultfalcon.com/preowned Aircraft Index see Page 193

CAI September.qxp 18/10/2016 11:22 Page 1

S H O W C A S E

2008 Legacy 600 Serial Number: Registration: Airframe TT: Landings:

1069 N600YC 595 381

Engine Rolls Royce Model AE 3007A1E - Rolls Royce Corporate Care Left Engine: S/N CAE-313127 595 TTSN 381 TCSN Right Engine: S/N CAE-313135 595 TTSN 381 TCSN APU: Honeywell Sunstrand APS500R (with APU Silencer) 895 hrs/396 cycles since new Avionics/Radios Honeywell Primus 1000 Five 8” X 7” displays (2 PFD, 2 MFD, and 1 EICAS) Dual integrated computers Dual communication system (Integrated VHF/ mode S diversity transponder) with 8.33 kHz frequency spacing Dual navigation systems (NAV/ADF/DME) Dual FMS + GPS Dual Inertial Reference System (IRS) Dual Radio Management Units (RMU) Communications Management Unit (CMU) with 3rd VHF Emergency Locator Transmitter (ELT) Solid state Cockpit Voice Recorder (CVR) Solid state Flight Data Recorder (FDR)

EFB with EPOP s/w Aural warning unit Additional Equipment Provisions for Extended Over-Water Operation (storage space for life rafts; 1 life raft for 6 pax + 1 life raft for 12 pax + lifeline) Mid Cabin Curtain Divider Separating the Divan Zone Offset Recessed Floor EGPWS w/windshear detection & escape guidance EFIS w/multi-reversionary capabilities, Dual RVSM compatible air data computers Dual stall protection system Autopilot/flight director Dual integrated computers w/display driving EICAS Dual radio management units Passenger address & cabin interphone system Interior Elegant 13 passenger cabin interior plus cockpit jump seat and forward lavatory, features a forward four (4) place club with foldout tables, a mid cabin conference grouping (4 place with table) that converts to a double bed, with a credenza opposite and a mid cabin dividing bulkhead leading into the aft cabin with a 3 place divan that opens into a flat bed, opposite two (2) place club seating Exterior Original custom Paint in the current model Legacy paint scheme of Dark Blue, Grey and White with Light Blue high-lighting

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

Advertising Enquiries see Page 4

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 2016 – AVBUYER MAGAZINE

163

SIUS International October.qxp 18/10/2016 14:05 Page 1

S H O W C A S E

1979 Cessna Citation ISP Serial Number: Registration: Airframe TT:

0067 HB-VJB 7301

• Low engine times • Enlarged take of weight of 12850 pounds • Enlarged endurance, addition tank (Branson) 800 pounds Airframe Engines L/R 108/333 SMOH - 3392 / 3167 to MOH, increased MTOW 12'500 ramp 12650, increased fuel 4550, empty 7'140, RVSM, maintenance CESCOM + EASA - AMP, next phase 5 due April 2018, next annual by FOCA (Swiss FAA) due 17.07.2017, 2 owners since new, interior/exterior in good condition, aircraft kept in hangar, no damage, seats 2+6+1 belted potty, 2 FD Honeywell + Sperry, Garmin GNS 430 COM1/GPS - GPSS, Dittel COM2, 2 Collins VOR/ILS, Collins DME, 2 ADF Collins, 2 XPonder: S Garmin + Collins Location: Switzerland Price US $650,000

Sius International

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Tel: +41 (0) 52 354 60 61 Fax: +41 (0) 52 354 60 66 Email: sschilliger@sius.com

Aircraft Index see Page 193

JPS Associates November.qxp 18/10/2016 14:10 Page 1

S H O W C A S E

2009 Falcon 7X Airframe TT: Landings:

3.020 935

JPS are delighted to offer a pristine FALCON 7X Highlights: • 1C check in progress with Dassault Falcon Service – delivery prior to year end • Satcom upgrade KU-BAND with the latest and greatest internet/broadband fitted • 2009 entry into service, single owner & operator since new • Always hangared • Elegant 12 passenger interior • EASA compliant & operated • EASY II, CPDLC-FANS 1/A, ADS-B-out Avionics Honeywell Primus Epic System (EASy II) Flight Display System Honeywell Easy Flight Management System triple Honeywell EASy Global Positioning System dual Honeywell VHF Communication Systems triple Honeywell TR-866B VOR/ILS/Marker Navigation System dual Honeywell NV-875X DME Systems dual Honeywell DM-855 ADF Systems dual Honeywell DF-855 Mode S Transponder System dual

Honeywell XS-857A TCAS II System ACSS TCAS-3000 Color Weather Radar System Honeywell Primus 880 Head-Up Guidance System HF Communication Systems dual Honeywell KHF-1050 Micro Inertial Reference System triple Honeywell Laseref V Enhanced Ground Proximity Warning System Honeywell EASy Radio Altimeter System dual Honeywell KRA_405B Satcom Aircell SRT-3100 Electronic Flight Bag Flight Recording System dual Honeywell AR Combi Quick access recorder + Flight data monitoring Central Maintenance Computer Honeywell EASy Interior 12 passengers Configuration executive (in a pristine condition) Interior seating certified for 12 place due to bulkhead restrictions Exterior The exterior is white w/red over dark blue accent stripes

JPS Associates Sarl David Saillard WTC II, Route de Pré-Bois 29 – C.P.448 – 1215 Genève 15 – Switzerland Advertising Enquiries see Page 4

www.AVBUYER.com

Tel: +41 79 846 0341 info@jps-gva.ch

November 2016 – AVBUYER MAGAZINE

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IAG 2002 Falcon 2000 September.qxp 18/10/2016 14:13 Page 1

S H O W C A S E

Asking Price $6,495,000 2002 Dassault Falcon 2000 Serial Number: Registration: Airframe TT: Landings:

183 N903GS 4628 2034

• Fortune 100 Owner • Two US Owners Since New • 10-Passenger Configuration • GoGo Biz • Interior Refurbishment 2014 • New Paint 2014 • 2C Inspection, Landing Gear Overhaul, Dry Bay Mod Complied With 2014 Airframe Certification Date 3/11/02 In-Service Date 9/19/02 Completion Facility Dassault Falcon Jet - Little Rock Engines Engine Plan JSSI Engine Model CFE738-1-1B Engine #1 Engine #2 Serial Number P105504 P105507 Time Since New (HRS) 4553.6 4553.6 Cycles Since New 1994 1995 MPI Due 6952 6952 CZI Due 9452 9452 APU Model GTCP36-150 (F2M) Serial Number P-302 Time Since New 2067 Avionics AFIS 1 Honeywell Air Data Computers 2 Rockwell Collins ADC-850C

Attitude and Heading Reference System (AHRS) 1 Rockwell Collins AHS-3000 Auto Pilot (AP) 1 Rockwell Collins APS-4000 Automatic Direction Finder (ADF) 2 Rockwell Collins ADF-462 Cockpit Voice Recorder (CVR) 1 Honeywell SSCVR Communications Transceivers (VHF) 2 Rockwell Collins VHF-422C Control Display Unit (CDU) 2 Rockwell Collins CDU-6100 Data Loader 1 Rockwell Collins DBU-5000 Distance Measuring Equipment (DME) 2 Rockwell Collins DME-442 Emergency Locator Transmitter 1 Socata ELT 97 Flight Data Recorder (FDR) 1 Honeywell SSFDR Flight Management System (FMS) 2 Rockwell Collins FMS 6100 Global Positioning System (GPS) 2 Rockwell Collins GPS-4000 Interior 10-Passenger Configuration with “Rounded Look” Styling Galley Area ERDA Third Flight Deck Seat Right Side 46” Main Galley with TIA Hi-Temp Oven; TIA Microwave Oven; TIA Coffee Maker; Sink with Faucet, Trash Container, Two Ice Drawers, Storage Left Side Aux Galley with Hanging Storage; Entertainment Console Exterior New Paint March 2014 at Duncan Airport, Lincoln Overall Matterhorn White with Orient Red and Cool Gray Stripes

Manhattan Seattle Silicon Valley 166

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Cass Anderson or Jeff Habib Managing Partners +1 212 888 7979 info@iagjets.com www.iagjets.com Aircraft Index see Page 193

Aircraft Management Solutions, LLC November.qxp 18/10/2016 11:25 Page 1

S H O W C A S E

1992 Challenger 601-3A-ER Serial Number: Airframe TT: Landings:

5112 7,409 4,173

• Fresh 60 Month Inspection completed @ Duncan Provo Oct 2016 • New Paint and Interior August 2012 – Impeccable Condition • Dual Honeywell NZ-2000 with LPV/WAAS; TCAS 7.1; ADS-B • ATG 5000 WiFi with Text & Talk • Engines and APU fully enrolled under JSSI • APU GTCP36-150(CL) upgrade completed July 2012 • No Damage History Engines Engine #1 S/N 350475 Engine #2 S/N 350476 Engine #1 TT: 7381 hours Engine #2 TT: 7381 hours Engine #1 cycles: 4480 cycles Engine #2 cycles: 4480 cycles APU – GTCP36-150(CL) APU Time : 3, 877 hours 500 hour C/W 4/2015 CF34-3A1 engines and APU fully enrolled on JSSI Inspection Status 2400 hour inspection c/w 3/2015 36 month c/w 10/2016 24 month RVSM c/w 10/2016 60 month c/w 10/2016 120 month & 240 month c/w 8/2012 APU 500 hour c/w 4/2015 Avionics Comm: Triple Collins with 8.33 spacing

Nav – Dual Collins with FM Immunity FDS: Honeywell SPZ-8000 A/P – Dual Honeywell SPZ-8000 XNSPDR – Dual Collins TDR-94D w/ Mode S ADF - Dual Collins ADF-462 DME – Dual Collins DME-42 ADC – Dual Honeywell AZ-810 FMS – Dual Honeywell NZ-2000 upgraded to WAAS/LPV capabilities CDU – Dual Honeywell CD-820 Global AFIS SATCOM – Aircell Axxess HFCOMM - Dual Collins HF-9000 w/SELCAL EFIS – Honeywell ED-800 5 tube RADAR – Honeywell WU-880 TCAS - Honeywell TCAS II TCZ-910 w/change 7 Exterior Paint 8/2012 Duncan Aviation Matterhorn White, Oak Brown Pearl, Platinum Pearl Interior Refurbished 8/2012 Duncan Aviation New Seat Belt webbing, new galley and vanity countertops 6 leather captain chairs, 4 place berthable divan Fwd Galley with oven, coffee maker, microwave, espresso machine Fully enclosed Lavatory with external service FWD 20 inch video monitor Airshow 410/DVD system VIP seat cabin controls for lights, temperature and Airshow/CD/DVD control Aircell Axxcess Telephone system w/ 2 handsets

Aircraft Management Solutions, LLC 2207 NW Trout Court, Camas, WA, 98607-9111

Advertising Enquiries see Page 4

www.AVBUYER.com

Tel: John Maletis: +1 503.341.5719 Ernie Sturm: +1 503.780.4131 john@maletis.net esturm@airmansol.com www.airmansol.com November 2016 – AVBUYER MAGAZINE

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Orion November.qxp 18/10/2016 11:26 Page 1

S H O W C A S E

2005 Global Express Serial Number: Airframe TT: Landings:

9145 4380 1519

• EASA • CAMO • ROLLS ROYCE CORPORATE CARE • SMART PARTS + • APU JSSI • CAMP • INSPECTIONS 8C/120M0,4500 HR, 60/30/15 MO C/W12/2015 • 13 PASSENGERS PLUS 3 PLACE DIVAN, JUMP SEAT COCKPIT • AIMS SOUNDPROFFING • EMTEQ LED UPWASH DOWN WASH LIGHTING • 4500’ CABIN ALITITUDE REDUCTION SB700-21-034 R1 • NEW PAINT DECEMBER 2015 • NEW INTERIOR JET AVIATION 2011 • BATCH 3 CPDLC • FANS 1/A+ RNP4 30/30 • HUD EVS,RAAS SB700-34-050R1 • EVS ENHANCED VISION SB700-34-038 • 8.33 MHZ AND FM IMMUNITY • SATELLITE TV USA- EU, AIRSHOW • IRIDIUM CORDLESS PHONES • INTERNET LAN • SECURAPLANE QUAD CAMERA’S • ELECTRIC SHADES

Price: PLEASE CALL Tel: +1-772-285-9933 Email: ameldeau@orionaircraftsales.com www.orionaircraftsales.com

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AVBUYER MAGAZINE – November 2016

www.AVBUYER.com

Aircraft Index see Page 193

Mente November.qxp 18/10/2016 11:28 Page 1

S H O W C A S E

Come see at NBAA static display S-27

1987 Gulfstream GIV Serial Number: Registration: Airframe TT: Landings: Engines CorporateCare Tay 611-8 Serial Numbers Hours Cycles Last Shop Visit Last Shop Visit (hrs) Next Shop Visit Next Shop Visit (hrs) APU MSP Gold Honeywell

1024 N44BB 12,126 5732

Left 16,116 11,895 5,665 Nov 2011 10,869 Nov 2021 14,869

Right 16,115 12,038 5,707 Nov 201 11,034 Sept 2021 15,034

GTCP 36-150(G)

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

Serial Number P-386-C Total Time 7,250 HrsAPU Avionics A/P (Autopilot) Single Honeywell SPZ-8000 ICFS ADC (Air Data Computer) Dual Honeywell AFIS (Airborne Flight Information System) Single Allied/Signal w/ SATCOM Link CVR (Cockpit Voice Recorder) Single Fairchild/Loral A-100 Data Loader, USB Single Honeywell DL950, ASC 464 DME (Distance Measuring Equipment) Dual Collins DME-442 EFIS (Electronic Flight Instrument System) 6 LCD Honeywell PlaneDeck DU-885 EGPWS (Enhanced Ground Proximity Warning System) Single Sundstrand Mark V w/ Windshear Detection ELT (Emergency Locator Transmitter) Single Artex C406N 406 mhz w/ NAV interface FMS (Flight Management System) Triple Honeywell NZ2000, s/w 6.1 w/ WAAS/SBAS/LPV GPS

2011 Falcon 2000LX Serial Number: Registration: Airframe TT: Landings:

223 PR-DLX 1237 574

Engines PW 308 C L/H Engine: 1,237 HRS TSN (Last Reported) R/H Engine: 1,237 HRS TSN (Last Reported) APU Honeywell GTCP 36-150F2M 561 HRS TSN, 1042 CSN (Last Reported) Avionics • Honeywell Primus Epic System • Dual Honeywell Flight Control Systems • Honeywell Autothrottle System • Honeywell Third TR-866B VDR VHF Voice & Flightdeck Datalink Communications System with 118-136.975

Dan Dunn, Cell: +1 (203) 808-1687 Tel: +1 (848) 220-9370 E-mail: ddunn@mentegroup.com

MHz Tuning Range • Honeywell Third AV-900 Audio System • Honeywell “EASy” Communications Management Function (CMF) • Honeywell CG-710 Communications Gateway Unit (Swift 64 High Speed Data Dual Channel Bonding Capability) • Three Crew Alerting & Aural Warning Systems • Central Maintenance Computer • Honeywell Interactive Checklist • Honeywell Third Micro Inertial Reference System • Dual Honeywell Air Data Systems • Honeywell Enhanced Ground Proximity w/Windshear Warning System • Triple VHF Communication Systems • Dual VOR/ILS/Marker Navigation Systems • Meggitt Integrated Electronic Standby Indicator (Attitude,

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

Advertising Enquiries see Page 4

HF COM (High Freq. Communications) Dual Collins 728U-2 w/ SELCAL HUD (Heads-Up Display) Single Honeywell HUD-2020 Interior (2014) 14 Pax, wide G550 style seats installed by Gulfstream in neutral tan leather. Forward 4 place club seating with mid-cabin 4 place conference group across from credenza. Dual aft 3 person divans in tan leather. New carpet and coverings on lower sidewalls. Forward and Aft Lav with Envirovac vacuum toilet system Electric Window Shades LED lighting throughout the galley and cabin Two Pocket Doors; Galley / Forward cabin and mid cabin / aft cabin Galley Equipment: oven, microwave and Keurig coffeemaker Exterior (2015) Paint by Gulfstream in Matterhorn White with red and black stripes

www.AvBuyer.com

Altitude, Mach/Airspeed) • Smiths Standby Magnetic Compass Interior Custom Twelve (12) passenger floorplan (plus two flight crews). Forward Double Club, Two Single Seats, Hi-Lo Dining Group, telescoping console Table Storage Cabinet with “Rounded Look” styling and Club and a custom aft lavatory. Forward 36” galley features a High Temperature Oven, Iacobucci Coffee Machine w/Nespresso Kit, Dedicated Water Tank, Trash Drawer, Ice Drawer, Cold Storage Drawer, Pop-out Work Surface and Storage Drawers. Additional amenities include a custom 20” LH Entryway Closet, a Flight Deck Closet, a custom 15” RH Galley Annex Exterior Overall White w/Black & Gray Accent Striping. New Paint to Buyers Colors; Dassault Aircraft Services

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

November 2016 – AVBUYER MAGAZINE

169

Central Aviation November.qxp 19/10/2016 12:32 Page 1

S H O W C A S E

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

4300 B-8300 300 218

• 14 Seats Configuration • Low hours • One owner since new • Honeywell Primus Epic PlaneViewAvionics Suite • Enhanced Navigation System • ADS-B Out • WIFI • CPDLC Engines Engines: enrolled on Rolls-Royce Corporate Care Model:Rolls Royce TAY611-8C Total time since new:300 hours (Left / Right) Total cycles since new:218 (Left / Right)

APU Enrolled on Honeywell Maintenance Service Program Model:Honeywell GTCP36-150 APU Time since new: 579 hours Avionics Four (4) Honeywell DU-1310 Flat Panel Display Units Two (2) Honeywell DC-884 Display Controllers One (1) Honeywell DP-884 Display Brightness Panel One (1) Honeywell/KollsmanVisual 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 Interior •14 Passengers Aft Galley Configuration •Two (2) multi-region dual digital video disc players •Ten 28” seats, One (1) Aircraft Modular Products 76” (between arm pads) four-place divan •Two (2) Airshow 17” LCD monitors •Six (6) 7” Rosen LCD monitors •Six (6) Rosen base receptacles

2013 Dassault Falcon 7X Serial Number: Registration: Airframe TT: Landings:

TBD TBA 292 131

Limited Edition – BMW Design works Asking price $34,350,000 USD • One owner since new • Low Time • Fresh 4A Inspection • No damage record/ charter history • EASA Compliance • Stunning BMW interior • Manufactured in 2013 • On CAMP, ESP Gold

APU Total time: 481 Total Cycles: 608 Avionics COMMUNICATIONS • VHF Communication Dual Honeywell TR-866B • VHF Data Radio Third Honeywell TR –866B • High Frequency Communications Dual Honeywell KHF-1050 • SELCAL Honeywell • Flight Deck Audio Triple Honeywell AV -900 • Emergency Locator w/ NavInterface Honeywell Rescu406AF

Central Aviation Limited Beijing, Shenzhen, Hong Kong

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AVBUYER MAGAZINE – November 2016

• CommunicationsManagement Function (CMF) w/ ARINC Honeywell EASy • Flight Deck Printer MiltopeTP -4840 • SatcomInmarsat Aero H+ / Swift Broadband Honeywell MCS -7120 (Two Classic Channels + SBB) • Additional Wi-Fi Handset(s) Aircell

Engines Total Time: 292 hrs Total Cycles: 131

www.AVBUYER.com

Vincent Xu Mobile: +86 136 0262 1540 (WhatsApp) Cham Cheng Mobile: +86 188 8885 2668 (WhatsApp) Email: sales@central-aviation.com

Aircraft Index see Page 193

Aviation Consultants of Aspen November.qxp 18/10/2016 14:18 Page 1

S H O W C A S E

Dan Savinelli Photography

1992 Gulfstream IV Serial Number: Registration: Airframe TT: Landings:

1191 N403TB 10,162.7 5148

Honeywell HAAP program, Rockwell Collins CASP Avionics program, Corporate Jet Support Brite Parts program, MSG-3 maintenance program. All inspections current. Specifications are subject to verification upon

Engines LEFT ENGINE: Rolls-Royce Tay 611-8, S/N 16485, 10,086.1 TSN, 5,117 CSN, 2,484.3 TSO, 1,080 CSO, Overhauled by Dallas Airmotive, June 2009. RIGHT ENGINE: Rolls-Royce Tay 611-8, S/N 16486, 10,004.4 TSN, 5,057 CSN, 2,484.3 TSO, 1,080 CSO, Overhauled by Dallas Airmotive, July 2009 APU Honeywell GTCP36-100, S/N P-587, 6,808 Hours TSN, 1,299 TSO, on MSP Interior Sixteen passenger. Aft lavatory. Rear galley with oven, microwave, coffee maker, and espresso maker. Forward cabin has a four place club seating arrangement, center cabin with a four place conference/dining group, and aft cabin has two four place berthable divans. Entertainment

system with Airshow, dual DVD/CD players, three large monitors, new Honeywell Cabin Management System and cabin switching, and a custom Alto audio and speaker system. Fax machine. Chairs are done in Burgundy Leather,

Aviation Consultants of Aspen, Inc. Andy Cohen P. O. Box 790, Castle Rock, CO 80104, USA

Advertising Enquiries see Page 4

www.AvBuyer.com

Divans in tan leather, and light wood. By Gulfstream Dallas, 12/06. Excellent condition Exterior Overall White with Blue Stripe. By Duncan Aviation, 10/14. Excellent Condition

Tel: +1 720-328-6008 Fax: +1 720-328-5641 Mob: +1 603-930-7575 Email: andy@acajets.com November 2016 â&#x20AC;&#x201C; AVBUYER MAGAZINE 171

Naljets October.qxp_Empyrean 18/10/2016 14:29 Page 1

S H O W C A S E

2014 Bombardier Challenger 350 Serial Number: Airframe TT:

20530 920

• HIGH END SPECIFICATION • DELIVERED NEW LATE DECEMBER 2014 • AVAILABLE FOR VIEWING in UK • ENGINES & APU on HONEYWELL MSP GOLD • AIRFRAME Bombardier SMART PARTS • Fully EU OPS Compliant • Proline 21 Advanced Avionics with SVS • FANS 1A & CPDLC • In Turnkey ready to go position • Available on UK worldwide AOC and crewed

NalJets Contact: Craig McLeod

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AVBUYER MAGAZINE – November 2016

www.AVBUYER.com

Tel: +44(0)191 2500459 Mobile: +44 (0)795 894 4422 Email: sales@nalijets.com Naljets.com Aircraft Index see Page 193

Altus Aviation November.qxp_Layout 1 18/10/2016 14:41 Page 1

WWW.AW139.COM 2013 AW139 | Sൾඋංൺඅ Nඎආൻൾඋ 31466 | 763 Hඈඎඋඌ AFTT | 7 Pൺඌඌൾඇ඀ൾඋ | Eඇඁൺඇർൾൽ Vංඌංඈඇ Sඒඌඍൾආ

Eඅංඍൾ Sൾඋඏංർൾ Fඈඋ Eඅංඍൾ Cඅංൾඇඍඌ

Fංඇൽ ඈඎඍ ආඈඋൾ ൺൻඈඎඍ ඁඈඐ ඐൾ ඌඁඈඐർൺඌൾ ඒඈඎඋ ൺංඋർඋൺൿඍ: ඐඐඐ.AඅඍඎඌAඏංൺඍංඈඇ.ർඈආ | AW139@AඅඍඎඌAඏංൺඍංඈඇ.ർඈආ | US: +1 888 337 3439 | EU: +49 1766 255 5634

Avitrade dps October.qxp_Layout 1 18/10/2016 14:32 Page 1

Avitrade Belgium 7, rue de Pallandt B-1341 Ceroux Mousty Belgium

Falcon 7X

Legacy 650

2010 Bombardier â&#x20AC;&#x201C; Q Series Q400

Avitrade dps October.qxp_Layout 1 18/10/2016 14:32 Page 2

Tel: +32 10 617 153 Fax: +32 10 617 957 Cell: +32 475 621 539 Email: info@avitradebelgium.com www.avitrade.eu • Fresh full refurbishment and fresh 1c for sale by owner Engines • 2009 Falcon 7X with Crew Rest • 11 PAX +4 • s/n 046 • VQ-BAA • EU-OPS1 • TTSN 3740 • TCSN 932 • No Damage • One owner since new • ESP/MSP GOLD • UNDER FALCON CARE • EASY II+ • HUD EVS • 2 EFB • SDR Router +wifi • 1C check ongoing in Basel with Jet Aviation • Fully refurbish March 2016

Asking Price - $23.500.000USD

Asking Price - $12.900.000USD

Asking Price - $12.950.000USD

• Perfect time for a visit and/or PBI • Full spec on www.avitrade.eu

• Total Time Since New: 1590 Hours • Total Landings Since New: 801 • Cycles Entry Into Service: December 2010 • Home Base: Lanseria South Africa • Program Coverage: Embraer Executive Care compliant until 2017 • Certification: EASA Type Certifate • Engine Program Coverage Rolls Royce Corporate Care • APU Hamilton Sundstrand APS-500R • Number of Passengers Thirteen (13) Galley Location Forward • FWD Cabin Four (4) executive seats with foldout tables • Complete repaint in 2015 performed at Jet Aviation Basel. Base paint Matterhorn White Strip Colour Blue line from nose cone to empennage and blue line on vertical fin

• 2010 Q400 NEXTGEN for sale • For Sale by the original Buyer (Avitrade) • Q400 used as Corporate Shuttle for the Oil Industry • Only 3,000 BH • Engines fresh of HSI • 68 seat configuration (34" & 33" inch seat pitch) • Toilets forward and Aft • Higher seating capacity kit available from Bombardier as SB • Fully loaded: Luxury Spectrum seats, Dual FMS, EHGW, HF radio, AFM Supplement for unpaved runway operation, Icarus Sky Connect, etc.

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Community News Nov2016.qxp_Layout 1 19/10/2016 12:25 Page 1

BIZAV REVIEW T COMMUNITY NEWS

First Falcon 8X Goes to Amjet Executive

BizAv Bites Beechcraft Corporation received FAA certification on all 400XPR program elements. All components of the exclusive factory-approved, engineered and supported upgrade package are available for installation on Beechjet 400A/Hawker 400XP aircraft at Textron Aviation service centers worldwide. www.txtav.com BELL

…and FalconEye Approved for 2000S/LXS… Athens-based Amjet Executive became the first customer

Bell Helicopter, together with Mecaer Aviation Group, a leading designer and manufacturer of high-end cabin comfort systems, has unveiled the interior for the Bell 525 Relentless. As part of Bell Helicopter’s luxury helicopter line, this innovative interior is designed with enhanced bespoke amenities for Bell 525 Relentless customers. www.bellhelicopter.com BOMBARDIER

for the first Falcon 8X, marking the entry into service of the company’s new ultra-long-range flagship aircraft.

he 6,450nm Falcon 8X received its EASA and FAA certification in June and is entering service precisely on schedule, two years after it was first announced. Further deliveries are anticipated over the coming weeks to customers in a dozen countries (from Brazil, the US, European countries, the UAE and India). Falcon 8X operators benefit from a full package of services put together by Dassault’s product support organization to assist them in taking delivery of their new Falcon jet. The service package is customized to individual operator needs and starts well before the aircraft arrives in customer hands.

Advertising Enquiries see Page 4

In further Dassault-related news, the OEM obtained EASA and FAA approvals for use of its combined vision system, known as FalconEye, aboard the Falcon 2000S/LXS. The planemaker anticipates similar approvals for the Falcon 8X shortly. Unveiled last year and offered as an option on both the 2000S/LXS and 8X, FalconEye is designed to raise situational awareness in a range of weather and operating conditions during day and night. The head-up display (HUD) system combines synthetic, database-driven terrain mapping and thermal and lowlight camera images into a single view. www.dassaultfalcon.com www.AVBUYER.com

Bombardier expects to fly its new flagship Global 7000 business jet imminently, and says it’s ramping up for production and deliveries. Bombardier’s bizjet programs have been overshadowed by the company’s problematic development of the CSeries airliner but David Coleal, president of Bombardier Business Aircraft, told Reuters that the program is on track for an entry into service late 2018. www.businessaircraft.bombardier.com November 2016 – AVBUYER MAGAZINE

177



Community News Nov2016.qxp_Layout 1 19/10/2016 12:26 Page 2

COMMUNITY NEWS T BIZAV REVIEW

Cessna Celebrates Longitude First Flight

…and Delivery of 5,000th Light Jet

BizAv Bites Embraer announced the first flight of its first Legacy 450 mid-light business jet assembled in Melbourne, Florida. The Legacy 450 performed as expected and all flight test procedures were successfully completed. www.embraerexecutivejets.com EMBRAER

Cessna announced the successful first flight of its Citation super-midsize jet. The flight comes less than a year after the company unveiled new details for the aircraft…

ccording to Cessna the Longitude is designed specifically for maximum passenger comfort and offers the lowest cabin altitude in its class at 5,950 feet. With seating for up to 12 passengers, the Longitude features a stand-up, flat-floor cabin with a standard double-club configuration and a walk-in baggage compartment fully accessible in flight. It features the next evolution of the Garmin G5000 flight deck and is powered by FADEC-equipped Honeywell HTF7700L turbofan engines with fully integrated auto throttles. The aircraft offers a full fuel payload of 1,500 pounds, a maximum cruise speed of 476 knots and a high-speed range of 3,400 nautical miles. With optional head-up display and 178

AVBUYER MAGAZINE – November 2016

enhanced vision capability, the Longitude facilitates eyes-up flying. Meanwhile, Cessna celebrated another milestone when it recently delivered the 5,000th Citation light jet, a Citation M2, to Helitrip Charter LLP, which is leasing the aircraft to Catreus Ltd., an established charter operator based in the UK. Cessna’s Citation series of jets is the most popular line of business jet ever produced, with more than 7,000 jets (including medium jet products) that have been designed, manufactured and delivered to customers worldwide since 1972. Citations are the largest fleet of business jets in the world and have surpassed 31 million flight hours. www.txtav.com www.AVBUYER.com

Gulfstream has sold the last Gulfstream G150, marking the end of the mid-size aircraft's more than 10year production run. The final G150 will be delivered to a customer in mid-2017. “Our product support organization will continue to provide industry-leading support to our G150 owners and ensure there are enough parts, tooling, sustaining engineering and personnel available to support the worldwide G150 fleet,” Mark Burns, president, Gulfstream promised. www.gulfstream.com GULFSTREAM

Piaggio Aerospace CEO Renato Vaghi personally delivered to Sheikh Khalifa Al Saif, CEO and founder of the Al Saif Group, the first Avanti EVO produced in the new plant of Villanova d’Albenga less than one year after the aircraft production was moved from the Genoa site.  www.piaggioaerospace.it Aircraft Index see Page 193

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COMMUNITY NEWS T BIZAV REVIEW

BizAv People

BizAv Events 2016

Marcus Motschenbacher

Jeannine Haas

Travis Grimsley

Lindsay Allmon

Lindsay Allmon joins the Blackhawk Modifications marketing team as its new marketing coordinator. Jason Eddy has been promoted from senior vice president, operations, Quest Aircraft to the newly created position of COO. He will be responsible for all company functions. Travis Grimsley is the new Manager of Customer Service at Duncan Aviation’s Battle Creek, Michigan, facility. Jeannine Haas takes up the newly created role of chief marketing officer at Gulfstream Aerospace Corp. Janine Iannarelli, founder & president of Par Avion, was named as an inductee into the New Jersey Aviation Hall of Fame. Iannarelli, a native of Fair Lawn, NJ, has a 30-year career in Business Aviation and in 2014 was appointed to the Texas Governor’s Aerospace and Aviation Advisory Committee. Recently she was invited to join the EBAA Associate Member Advisory Council’s Sales and Acquisition Committee. Bryan King has been promoted to Manager of the HondaJet FlightSafety International Learning Center in Greensboro, North Carolina. Dr. Steven McNeely joins AirMed International as safety and security executive officer. Marcus Motschenbacher, until recently director Network Sales & Customer Service for Lufthansa Technik AG in Hamburg, becomes the new CEO of Lufthansa Technik Malta.

Roger Whyte

Louis Seno

Keith Schell

Jon Platt

Matthew Murphy was recently named Gulfstream regional vice president of sales for Mexico and Central America.

180

Jon Platt is the new chief executive of Air BP. Platt assumed his role on October 1, 2016, taking over from David Gilmour who has successfully led Air BP since 2013. Keith Schell is the new manager at Duncan Aviation’s Parts and Rotable Sales division. Louis C. Seno chairman emeritus at Jet Support Services, (JSSI), has earned the Wright Brothers “Master Pilot” Award and was recently presented with this distinction by the Federal Aviation Administration (FAA). Mr. Seno is also to receive the John P. “Jack” Doswell Award at the BACE2017 Convention. John Wade has been named executive vice president and chief operating officer of Gogo. For the past eight years, Wade has served as general manager of Gogo’s Business Aviation division. Roger Whyte will receive the John H. Winant Award at NBAA’s BACE2017 convention this month. “Roger’s selfless and enduring commitment to growing Business Aviation is exactly what the Winant award is all about,” said NBAA President and CEO Ed Bolen. Hannah Williams takes on the role of director of sales experience, assisted by Jeremy Schneider as executive sales director at newly formed SOLJETS, a Chicago, based aircraft brokerage firm.

AVBUYER MAGAZINE – November 2016

www.AVBUYER.com

NBAA: Convention & Exhibition Nov 1 – 3, Orlando, FL, USA www.nbaa.org Airshow China Nov 1 – 6, Zhuhai, China www.airshow.com.cn Helishow Dubai Nov 7 – 9, Dubai, UAE www.dubaihelishow.com African BizAv Conference Nov 17 –18, Cape Town, South Africa www.afbaa.org Basel & Biz Jets Conference Nov 24, Basel, Switzerland www. aeropodium.com Corporate Jet Investor Miami Nov 30 – 31, Miami, FL, USA www.corporatejetinvestor.com MEBAA Conference Dec 5, Dubai, UAE www.mebaa.com MEBA 2016 (ME Business Aviation) Dec 6 – 8, Dubai, UAE www.meba.aero

2017

US Sport Aviation Expo Jan 25 - 28, Sebring, FL,USA www.sportaviationexpo.com NBAA Regional Forum Jan 26, Palm Beach, FL, USA www.nbaa.org Corporate Jet Investor Jan 30 - 31, London, UK www.corporatejetinvestor.com NBAA: Schedulers & Dispatchers Feb 7 - 10, Fort Worth, TX, USA www.nbaa.org NBAA: Leadership Conference Feb 14 – 16, Miami, FL, USA www.nbaa.org Australian Int’l Airshow Feb 28 – Mar 5, Geelong, Australia www.airshow.com.au HAI HELI-EXPO 2017 Mar 6 - 9, Dallas, TX, USA www.heliexpo.rotor.org European Corporate Aviation Summit Mar 8, London, UK www.aeropodium.com AEA International Convention Mar 13 - 16, New Orleans, LA, USA www.aea.net T Aircraft Index see Page 193

Community News Nov2016.qxp_Layout 1 19/10/2016 12:10 Page 4

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Sean advertorial - Products & Services November.qxp_Layout 1 20/10/2016 15:35 Page 1

PRODUCTS & SERVICES ICAO Presentations During the recent opening ceremonies of its 39th Assembly, the International Civil Aviation Organization (ICAO) presented 14 States from all ICAO regions, including The Republic of San Marino, were recognized by the ICAO Council with inaugural Council President Certificates. The Certificates recognize the States’ significant progress in 2015 resolving safety oversight deficiencies and improving the effective implementation of ICAO Standards and Recommended Practices, as identified through the objective and transparent 2015 results determined through ICAO’s Universal Safety Oversight Audit Programme. www.icao.int President of the ICAO Council Dr. Olumuyiwa Benard Aliu and

San Marino CAA Director General Ing. Marco Conti.

MJets Open New Full Service FBO Facilities MJets of Thailand announced the successful opening of their new facilities recently. Based at Bangkok’s Don Mueang International Airport (VTBD) MJets Limited currently operates the first and only FBO & Private Jet Terminal in Thailand and has now moved into a new custom built, state of the art facility that includes:  Luxurious 320 square meter VIP Lounge with special private meeting rooms and separate lounge for VIP groups desiring highly private accommodations  On-site Customs, Immigration and Security  Crew Lounge and Crew Rest facilities that includes shower room  Four training / meeting rooms, the largest of which can accommodate up to 60 people Earlier this year AIN announced the results of its 2015 survey that the MJets Bangkok FBO was voted the best FBO in Asia and 4th best in the entire eastern hemisphere. In July 2015 the MJets Bangkok FBO also became the first FBO in Southeast Asia to earn IS-BAH accreditation from the International Business Aviation Council (IBAC). MJets Executive Chairman, Mr. Jaiyavat Navaraj, said “Southeast Asia is a very important and evolving market for business aviation and Bangkok is at the center of this growth. For this reason, MJets is committed to the regional development and has invested almost 300 million Thai Baht in this new state of the art facility.” He continued “MJets not only specializes in FBO services, but also offers several distinct business lines which include aircraft charter, air ambulance, aircraft maintenance, aircraft management and aircraft sales /consultancy services. Mentioning aircraft maintenance, I’m very proud that MJets has recently been certified by FAA as a Part 145 Repair Station under the brand of Western-MJets enabling our new FBO facility to provide even better service for our customers owning N-Registered aircraft.” www.mjets.com

Advanced d d VIP Aircraft f Cabin ft b Design At the recent Monaco Yacht Show, Lufthansa Technik and Mercedes-Benz Style presented the final version of their advanced VIP aircraft cabin design. Lufthansa Technik's VIP & Special Mission Aircraft Services Division offers the Mercedes-Benz Style VIP aircraft cabin for private jets in the size range of an Airbus or Boeing aircraft. The approval to offer the product officially marks a major milestone in the long-term cooperation between Mercedes-Benz and Lufthansa Technik. The innovative business partnership focuses on the demand of VIPs and private jet owners, who wish to travel in-style and world-wide. Together, the two German companies offer a unique and luxurious mobility solution for aviation travellers. www.lufthansa-technik.com

STC for Quiet Technology T chnology Aerospace Te Quiet Technology Aerospace (QTA) has received STC (Supplemental Type Certificate #ST04261AT) approval for its second Carbon Graphite Inlet Upgrade Program for Gulfstream G200 aircraft and their PW305 engines. Having received FAA approval for the program’s first STC that targeted the Lear 60 model in late 2015, QTA has ramped up the company’s manufacturing and production levels to ensure it can satisfy market demand for the Inlet Upgrade Program and the 250 Gulfstream G200 aircraft operating worldwide. Additionally, QTA has implemented a low cost inlet “loaner and exchange program” that keeps aircraft free from extended AOG conditions. The first set of “Loaner” inlets are available now. Visit QTA at NBAA Booth # 3477. www.qtaerospace.com

Values V lues from JETNET Va During this year’s NBAA Show, JETNET will be releasing Values, a new service which incorporates actual aircraft sold prices into their Evolution Marketplace and Marketplace Manager services. After much input from their clients and industry experts, they believe this new service has the potential to help their customers contend with one of the key challenges the industry faces today, namely, the unprecedented erosion of aircraft values and its adverse impact on the resale market. Through their decades-old relationship with aviation professionals across the globe, JETNET is uniquely positioned to provide this service with full accountability. Since JETNET is only available to their closed network of aircraft sales and related professionals, they are not disseminating the intelligence presented in Values to the general community of aircraft owners. Their goal is simple. JETNET will continue to work with their trusted clients, to be the steward of this sensitive price data and deliver a product that is of the highest standards of impartiality, accuracy and professionalism. Armed with the new data from Values, they believe our industry can usher in an era of openness that will help jump-start this sluggish recovery and become a powerful new tool for our aviation sales professionals. Visit JETNET at Booth #3043 at the NBAA Convention in Orlando, FL to view a demonstration of this exciting new product www.jetnet.com

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AVBUYER MAGAZINE – November 2016

www.AVBUYER.com

Aircraft Index see Page 193

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

183

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New York's only exclusive jet-set lifestyle event, The Elite New York, will be launching 8th - 9th September 2017 at Essex County Airport, New Jersey. The Elite New York is not simply an event; it is a world of experiences that selectively combines the very best of private jets, turboprop aircraft and helicopters with the very best luxury brands, supercars, powerboats and yachts - all at one exclusive location, accessible by both road and air. For all visitors, a range of incredible experiences and features are offered to all guests throughout the event. Namely, Test Drive Luxury Cars, Aircraft Displays, New Product Launches, Event after Parties and many more.

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P186-192.qxp 20/10/2016 10:14 Page 1

Marketplace Challenger 605

Comlux Price:

Please call

Year:

2012

S/N:

5899

Reg:

HZ-ATG

TTAF:

796

Location: Switzerland

Boeing 767 2DXER

Comlux Price:

Please call

Year:

2001

S/N:

32954

Reg:

P4-CLA

TTAF:

3742

Location: Switzerland

Dassault Falcon 7X

Comlux Price:

Make Offer

Year:

2010

S/N:

098

Reg:

OY-TSS

TTAF:

1534

Location: Malaysia

Bombardier Global 6000

Comlux Price:

Please call

Year:

2013

S/N:

9535

Reg:

9H-CIO

TTAF:

1634

Location: Switzerland

Airbus A318 ELITE

Comlux Price:

Please call

Year:

2008

S/N:

3363

Reg:

B-77777

TTAF:

2621

Location: Switzerland

186

AVBUYER MAGAZINE – November 2016

www.AVBUYER.com

Tel: +41 (0) 44 205 50 70 Email: severine.cosma@comlux.com One owner since new. Very low utilization. Still under warranty. Seating capacity : 12 pax. Total Time: 796 hrs as of January 2016. Total Landings: 424 ldg as of January 2016. Engine Model: GE CF34-3B. Engine 1 S/N: tbd TSN/CSN: 796 hrs. /424 cycl. Engine 2 S/N: tbd TSN/CSN: 796 hrs. /424 cycl. APU Model: Honeywell 36-150CL APU S/N / Part: 349 TSN: 1132 hrs. Exterior - Overall Matterhorn White w/ orange, blue and green Stripes The aircraft is maintained EASA EU OPS. Refer to CAMP report for detailed information

Tel: +41 (0) 44 205 50 70 Email: severine.cosma@comlux.com Range of the aircraft is 6400 nm – 14 hours non-stop Complete maintenance records. Airframe: Total Time: 3689 hrs. Total Landings: 947 ldgs. Engines: Engine Model: CF680C2B6F (General Electric). Engine 1 S/N: 706393 TSN/CSN: 3689 hrs. / 947 cycles. Engine 2 S/N: 706394 TSN/CSN: 3689 hrs. / 947 cycles. APU: APU Status: APU Model: GTCP331-200ER (PN: 3800298-1). APU S/N: P2854 (TSN: 5071 hrs., 2806 cycles). Inspection: Maintenance tracking program: FAME. Complete maintenance records

Tel: +41 (0) 44 205 50 70 Email: severine.cosma@comlux.com 14 pax Very Low number of hours Airframe enrolled in Dassault Falcon Care program Engines enrolled on P&W ESP Gold plan APU enrolled on Honeywell MSP Gold Compliant with both FAA and EASA regulatory requirements Dassault EASy II, Honeywell Primus Elite and FANS 1/A Aircraft base: Kuala Lumpur – Sultan Abdul Aziz Shah Airport

Tel: +41 (0) 44 205 50 70 Email: severine.cosma@comlux.com One owner and one operator since new Still under warranty until September 2019 Total Time 1634 Hours Seating capacity : 13 pax EU-OPS compliant for commercial operations CAMP program Engine Model: BD-700-1A10 Engine 1 S/N: 22197 TSN/CSN: 1634 hrs. /400 cycl. Engine 2 S/N: 22196 TSN/CSN: 1634 hrs. /400 cycl.

Tel: +41 (0) 44 205 50 70 Email: severine.cosma@comlux.com EXCLUSIVELY for Sale by Comlux the Aviation Group PRICE REDUCED RVSM, B-RNAV, NAT-MNPS, RNP 1, RNP 5, RNP 10, LVTO 125m, ETOPS 180min, CAT II, CAT III A, CAT III B (DH 20ft), Frequency Separation 8.333 MHz., Mode S EHS, EGPWS, 406 MHz ELT Engine Model: CFM56-5B9/3 Engine 1 S/N: 697592 TSN/CSN: 2621 hrs. / 844 cycl. Engine 2 S/N: 697603 TSN/CSN: 2621 hrs. / 844 cycl. APU Model: APIC APS3200 APU S/N: 2547 TSN/CSN: 2540hrs. / 1712 cycl.

Aircraft Index see Page 193

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Marketplace Bombardier Learjet 45XR

Skyservice Jet Sales Price:

Please call

Year:

2004

S/N:

45-239

Reg:

C-GJCY

TTAF:

3600

Tel: +1 (877) 759 7598 E-mail: jetsales@skyservice.com Well-maintained 2004 Learjet 45XR. 3600 total flight time on aircraft. Always professionally flown. This aircraft is equipped with Honeywell Primus avionics, Airshow, CAMP maintenance tracking, and much more. Engines: Honeywell TFE-731-20BR-1B Engine #1 Engine #2 Serial No. P-116503C (ON MSP) P-116504C (ON MSP) TTSN: 3600 TTSN: 3600 TCSN: 2250 TCSN: 2250 Time Since Hot Inspection (HRS) 323.3 323.3

Location: Canada

Dassault Falcon 2000

Skyservice Jet Sales Price:

$4,600,000 USD

Year:

1999

S/N:

Reg:

C-GSMR

TTAF:

5595

Location: Canada

Bombardier Challenger 350

Skyservice Jet Sales Price:

Make offer

Year:

2014

S/N:

20519

Reg:

C-GJDU

TTAF:

590

Tel: +1 (877) 759 7598 E-mail: jetsales@skyservice.com Well-maintained, beautiful 1999 Falcon 2000. 5595 hours of total flight time on the aircraft. Always professionally flown. This aircraft is equipped with VIP seating, executive tables, full galley and much more. Avionics: Enrolled in Corporate Aircraft Service Program (CASP). Dual Collins VHF422C Comms (8.33 MHz). Dual Collins VIR432 NAV Receivers (w/ FM Immunity). Interior: Jumpseat. Flush Fit Folding Hangar Bar above 3rd Flightdeck Seat. Crew Seat Sheepskin Inserts. Additional Features: Teledyne Magnastar C2000 Flight Phone w/3 Handsets. Facsimile/Copier (interfaced with digital airborne telephone system). (2) PC to SATAFIS Ports

Tel: +1 (877) 759 7598 E-mail: jetsales@skyservice.com Pristine, low-time 2014 Challenger 350. Only 590 hours of total flight time on the aircraft. Always professionally maintained and flown. This aircraft is fully equipped with Formerly FANS1/A+, ADS-B, TCAS II 7.1, stunning interior and paint, full galley, Wi-Fi and much more. This is a must see aircraft that is ready to go!

Location: Canada

Cessna Citation CJ2+

Skyservice Jet Sales Price:

$4,600,000 USD

Year:

2013

S/N:

525A-0511

Reg:

C-FIAS

TTAF:

1605.8

Location: Canada

Cessna Citation CJ3

Skyservice Jet Sales Price:

$3,900,000 USD

Year:

2007

S/N:

525B-0145

Reg:

C-FFCM

TTAF:

1781.1

Location: Canada

Advertising Enquiries see Page 4

www.AVBUYER.com

Tel: +1 (403) 592-3715 E-mail: jetsales@skyservice.com Low time Cessna Citation CJ2+, engines enrolled in TAP Elite, ATG 5000 GoGo Biz WiFi and broadband internet, factory warranty remaining, XM weather, electronic charts and much more. Engines: Engine Make / Model: Williams FJ-44-3A-24 (On TAP Elite). Avionics: • Pro Line 21 Integrated Autopilot/Flight Director/EFIS – Collins • Three 8x10 AMLCDS; two Primary Flight Displays and one Multi-Function Display • Pro Line 21 CNS Radios – Collins (dual COMM, NAV, DME and TDR-94 Mode S non-diversity transponders (enhanced) and single ADF). Interior: • Interior rating 9/10 • Right hand Slimline Refreshment Center (includes heated tank, dual cup dispenser, ice drawer, trash drawer, general storage)

Tel: +1 (403) 592-3715 E-mail: jetsales@skyservice.com Well-maintained, beautiful 2007 Cessna Citation CJ3. 1781 hours of total flight time on the aircraft. Always professionally flown. This aircraft is equipped with Collins avionics, VIP seating, executive tables, refreshment center and much more. Engines: Williams FJ443A. Avionics: • Pro Line 21 Integrated Autopilot/Flight Director/EFIS – Collins • Three 8x10 AMLCDS; two Primary Flight Displays and one Multi-Function Display • Pro Line 21 CNS Radios – Collins (dual COMM, NAV, DME and TDR-94 Mode S non-diversity transponders (enhanced) and single ADF). Interior: • Rating: 9.5/10 • Right hand Slimline Refreshment Center (includes heated tank, dual cup dispenser, ice drawer, trash drawer, general storage)

November 2016 – AVBUYER MAGAZINE

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Marketplace Bombardier Learjet 40XR

Northern Jet Management Price:

Make Offer

Year:

2007

S/N:

45-2090

Reg: TTAF:

5030

Location: USA- MI

Cessna Citation Bravo

Make Offer

Year:

2006

S/N:

550-1132

Reg: TTAF:

6000

Location: USA- MI

Bombardier Learjet 40XR

Price:

Make Offer

Year:

2008

S/N:

45-2101

TTAF:

2,801

Location: USA- MI

Make Offer

Year:

2003

S/N:

550-1073

Reg: TTAF:

6,883

Location: USA- MI

Mooney Acclaim

Jerzy Mazurkiewicz Price:

Please call

Year:

2008

S/N:

31-0084

Reg:

SP-FND

TTAF:

3450

Location: Poland

188

AVBUYER MAGAZINE – November 2016

www.AVBUYER.com

Tel: +1 (616) 336 4800 E-mail: ccox@northernjet.net

Honeywell MSP. Smart Parts. Evolved Maintenance Program. 2,220 Landings. Left Engine Hours 2,801. Right Engine Hours 2,801. Honeywell Primus 1000 Integrated Flight Director & Autopilot System • 4-tube 8x7” EFIS • Dual Universal UNS-1E FMS • Dual Comm radios with 8.33 Capabilities • Honeywell HF 1050 Comm • Dual Nav and RMI. Fire-blocked six passenger executive interior in a center club configuration with an aft belted seat for a seventh passenger. One left and two right executive tables. Seating is finished in Tan leather with Chocolate woven lower sidewalls, and finished rich wood gloss veneer.

Northern Jet Management Price:

Tel: +1 (616) 336 4800 E-mail: ccox@northernjet.net

2016 Duncan Aviation Exterior Paint and Interior Refurbishment. 4,986 Landings. Left Engine Hours 5,865. Right Engine Hours 5,865. Next Overhaul at 7,948 Hours. • Honeywell Primus 1000 Integrated Flight Director & Autopilot System • 3-tube 8x7” EFIS • Dual 196B Comm radios with 8.33 Capabilities • Dual Nav • Single ADF • Dual Mode S Transponders • Dual DME • Universal UNS-1L FMS. Fire-blocked seven passenger executive interior in a center club configuration with an aft belted seat for an eighth passenger. Left and Right executive tables with Marina leather inlays in the center club

Northern Jet Management

Reg:

Cessna Citation Bravo

Honeywell MSP. Smart Parts. Evolved Maintenance Program Left Engine Hours 5,030. Right Engine Hours 5,030. Honeywell Primus 1000 Integrated Flight Director & Autopilot System • 4-tube 8x7” EFIS • Dual Universal UNS1 FMS • Dual Comm radios with 8.33 Capabilities. Interior: Fire-blocked six passenger executive interior in a center club configuration with an aft belted seat for a seventh passenger. One left and two right executive tables. Seating is finished in Wheat Grass leather with Saddle lower sidewalls, and finished Macore Pommele Gloss veneer.

Northern Jet Management Price:

Tel: +1 (616) 336 4800 E-mail: ccox@northernjet.net

• Freon Air Conditioner (R134) • Ski Tube • AOA w/Indexer • Cockpit Voice Recorder • Lead Acid Battery • Iridium Satellite Flight Phone. 5,816 Landings. Left Engine Hours 6,364. Right Engine Hours 6,877. Next Overhaul: Left- 8,982 Hours / Right- 7,998 Hours. • Honeywell Primus 1000 IntegratedbFlight Director & Autopilot System • 3-tube 8x7” EFIS • Dual 196B Comm radios with 8.33 Capabilities • Dual Nav • Dual Mode S Transponders. Fire-blocked eight passenger executive interior in a center club configuration with an aft belted seat for a ninth passenger. 2015 Duncan Aviation Exterior Paint and Interior Refurbishment.

Tel: +48 (0)793 101 801 E-mail: jm@biomedia.com.pl First owner, The only Acclaim registered in EU, Never trainig used, Commercial use for pharmaceutical delivery, All logs, TKS Known Ice, FIKI certified, Speed Brakes, Fuel Capacity 100USG, GDU 1040 PFD, GDU 1040 MFD, GDC 74A ADC, GRS 77 AHRS, Dual GIA 63(W) IAU, GTX 33 Transponder, GMU 44 Magnetometer, GFC 700 AP/FD, ADI A/S, WX500 L3, Becker RA 3502 ADF, KN63 DME, Skywatch 497 TAS, GMA 1347 Audio, ELT ARTEX ME 406, GEA 71, Xenon lights, Oxygen 77cuft 4 masks, 2 Alternator, Dual Bose X, AmSafe Airbag, Leather Metallic

Aircraft Index see Page 193

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Marketplace Gulfstream IVSP

Bristol Associates Price:

$5,250,000 USD

Year:

1999

S/N:

1369

Reg: TTAF:

6,530.2

Location: USA- CO

Gulfstream IVSP

Bristol Associates Price:

Please call

Year:

2001

S/N:

1469

Reg: TTAF:

5,072.5

Location: USA- CA

Global 6000

Bristol Associates Price:

Please call

Year:

2012

S/N:

9519

Reg: TTAF:

1,198.9

Location: USA- CA

Hawker Beechcraft 800A

Lions Air Price:

Please call

Year:

1993

S/N:

258246

Reg:

HB-VKW

TTAF:

6273

Location: Switzerland

Bombardier Global 7000

NOAFLY AVIATION Price:

Please call

Year:

2019

S/N:

TBD

Reg:

TBD

TTAF:

Tel: +1 (202) 682 4000 E-mail: akopinski@bristolassociates.com Fresh engine overhauls. 100% JSSI. ADS B out. TCAS 7.1. Stage 4 noise certification. Wing and horizontal leading edge upgrade. 13 passenger aft galley interior. Forward crew, aft passenger lavatories. Two owners since new. Same owner since 2003. Cycles Since New: 3,505. Rolls-Royce MK-611-8 Tay Engines. Left Engine Right Engine. Serial Number: 16867 16864 Time Since New: 6,437.9 6,413.5. Cycles Since New: 3,440 3,427. APU: Honeywell AiResearch GTCP-36-100G. Serial Number: P-786. Com Radios 2 Collins VHF-422C. Nav Receivers 2 Collins VIR-432. ADF Receivers 2 Collins ADF-462

Tel: +1 (202) 682 4000 E-mail: akopinski@bristolassociates.com Immaculate Maintenance History and Records. Currently Operated FAR Part 135. 16 Passenger Seats in Beige Leather. Hard enclosure aft cabin with 2 divans folding into a queen size bed to berth 2 passengers, forward cabin berths 2 passengers. GoGo Biz Wifi. Genesis Airshow. Honeywell HAPP and MPP. Newly Repainted, 2014. Maintenance Program: MSG-3. Hours Since New: 5,072.5. Cycles Since New: 1,813. Rolls-Royce MK611-8 Tay Engines. Left Engine Right Engine. Serial Number: 18071 18072. Time Since New: 5,072.5 5,072.5 Cycles Since New: 1,813 1,813

Tel: +1 (202) 682 4000 E-mail: akopinski@bristolassociates.com Landings: 467. Bombardier-Approved MSG-3 Maintenance Program. Enrolled in Flight Docs Maintenance Tracking Program. Engines: BMW Rolls-Royce BR710A2-20. Engines enrolled on Rolls Royce Corporate Care Program. APU: Allied Signal RE220(GX). Manufacturers S/N: P-649. Total Time: 836 Hours. Total Cycles: 987. Triple Collins VHF-4000 Radios with 8.33 KHz Tuning Dual Collins Nav 4000s VOR/ADF. Dual Collins DME-4000s. Dual Collins Integrated Flight Information System (IFIS). Cabin: Collins Cabin Entertainment System (CES) with 10.3 load Forward Lavatory Custom Galley with 2 Coffee Makers and Large Trash Bin

Tel: +41 (0) 448 288 888 E-mail: r.schmid@lionsair.ch Condition: One owner since new, no damage, always hangared, Interior Configuration: 9 Passengers (Belted Lavatory Seat), Approved Operations: EU Part-CAT (Commercial Air Transport), RNAV 1 (P-RNAV), RNAV 2, RNAV 5 (B-RNAV), RNAV/RNP 10, RNP APCH LNAV, RNP APCH LNAV/VNAV, RNP 1, RVSM, Seats: 4-Place Club Arrangement, 3-Place Divan, 1 Rear Seat, Belted Lavatory Seat (approved for take-off and landing), removable Jump Seat, Additional: Additional Cabin Ashtray Insert, Drawers under each Seat, Magazine Racks

Tel: +352 661 26 55 10 E-mail: info@noafly.aero GLOBAL 7000 DELIVERY SECOND QUARTER 2019. CONTACT US FOR MORE DETAILS

Location: Luxembourg

Advertising Enquiries see Page 4

www.AVBUYER.com

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

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Marketplace Bombardier Learjet 36A

Leonard Hudson Drilling Price:

Offer/Trade

Year:

1977

S/N:

36A-030

Reg:

N160GC

TTAF:

15,600

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

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

Location: USA

BELL 206L4

Leonard Hudson Drilling Price:

US $1,775,000

Year:

2002

S/N:

52265

Reg:

N339MG

TTAF:

1700

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

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

Location: USA

BELL 412EMS

Leonard Hudson Drilling Price:

Offer

Year:

1981

S/N:

33017

Reg:

N554AL

TTAF:

15265

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

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

Location: USA

BELL 212 (Five Available)

Leonard Hudson Drilling Price:

Please Call

Year:

1991-1996

S/N:

Call for details

Reg:

Call for details

TTAF:

Call for details

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

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

Location: USA

Beechcraft Premier 1A

Guernsey PC12 LTD Price:

$1,750,000 USD

Year:

2007

S/N:

RB201

Reg:

M-ARIE

TTAF:

2405

Location: Guernsey

190

AVBUYER MAGAZINE – November 2016

www.AVBUYER.com

Tel: +44 (0)776 859 0941 E-mail: gderooy@me.com Guernsey PC 12 Ltd as owner of the aircraft offer for sale Premier 1A with SN RB201, aircraft is being sold as we have bought a Hawker 850XP. The aircraft is based in Guernsey, UK.We bought the aircraft in May 2015, and undertook a full re-strip and repaint at Elliot in May 2015 and also had the leather on the seats replaced and the interior re-freshed. The carpet now needs replacing and the interior could do with a full deep clean and some detailing – we will provide a credit of USD 7,500 towards this task.The aircraft had it 200 hour check in July 2016 and has flown approx. 10 hours since and will be sold with no maintenance due due for 90 days or 75 hours

Aircraft Index see Page 193

P186-191.qxp 20/10/2016 15:15 Page 6

Marketplace Cessna Citation Encore

Tel: 1-850-213-3218 Office 1-770-330-2691 Cell

International Jet Markets Price:

Please call

Year:

2004

S/N:

661

Reg:

N682CE

TTAF:

3,743.3

Location: USA

Airframe: 3300 Landings. Engines: 1257.3 Hours Since Hot Section. O/H due at 5000 hours. Avionics: EFIS System: Flight Director: Autopilot: Comms: Navs: ADF: DME: Transponders: Weather Radar: Long Range Nav.: Collision Avoidance: Ground Warning: RVSM: Radar Altimeter: High Freq. Radio: Flight Telephone. Interior: Eight passenger interior with four place center club arrangement in Tan leather, single aft facing forward seat, two forward facing aft seats all track or swivel. Exterior: Overall Matterhorn White. Additional Features: Freon air conditioning Cockpit Speaker Mute Switch Cabin Fire Extinguisher. Single-point fueling. CVR. NI Computer. Ski Tube Installation

Email: JETMARKETS@aol.com

Hawker Beechcraft 1000 A

Tel: 1-850-213-3218 Office 1-770-330-2691 Cell

International Jet Markets Price:

Make offer

Year:

1998

S/N:

259003

Reg:

N261PA

TTAF:

10,058.9

Location: USA

Fresh A thru E Inspection External Baggage Wi-Fi Equipped / Provisions for Flight Data Recorder DL-900 Data Loader / Dual Laseref II Lightning Sensor LSZ-850 / AFIS Engines on ESP Gold $270.00 / Hour per Engine RVSM Compliant Maintenance Tracking Program No Known Damage History

Email: JETMARKETS@aol.com

Challenger 300

Price:

$10,250,000

Year:

2008

S/N:

20202

Reg:

N360PA

TTAF:

3308

Location: USA

Cessna Citation CJ4

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

Capital Jet Group

2 U.S. corporate owners since new, MSP engines & APU, 2011 Bombardier paint. Over $1 Million in upgrades. ATG-5000 WI-FI, 2nd fileserver & FSU Maps, WAAS GPS/LPV FMS, LINKS 2000+, ADS-B out, Emergency Hydraulic Generator, Universal Weather, TCAS II Change 7.1, IMS 3500 Aircraft Information Manager, CVR/FDR, Dual HF w/Selcal, Dual AFIS, Iridium Satphone. 9 pax fireblocked double club interior. Fresh 96 month inspection

Aviation Marketing Group, Inc. Price:

Make Offer

Year:

2013

S/N:

525C-0120

Reg: TTAF:

726

Location:

Tel: +1 (704)651-4637 E-mail: ajd@aviationmarketing.com

In factory Warranty period, Proparts, Proline 21 four screen LCD displays, TCAS II, cabin entertainment, all desired options, nine passenger and two pilots, professionally flown and managed. Pricing on request. Very competitive offering or will consider longer term lease. Engines: 2 x Williams International FJ44-4A Dual- Channel FADEC. Avionics: Collins Pro Line 21 Four 8” x 10” LCD flat-screen displays. Dual FMS-3200 w/WAAS Honeywell Mark VIII EGPWS. Collins TSS-4100 (TCAS II). Dual Collins Mode S Diversity Transponders

www.aviationmarketing.com Tel: +41 791396574 E-mail: Assistanceflightgroup@gmail.com

Cessna Citation 550 Price:

$600,000 USD

Year:

1979

S/N: Reg: TTAF: Location:

Advertising Enquiries see Page 4

www.AVBUYER.com

Completely refurbished inside and repainted outside. ( 2013 ) this plane works as an equipped air ambulance, but also has the original seats in safe storage. The aircraft is EASA certified with complete new electrical wiring for the ICU unit. JSSI, and Cescom cover and fully paid up.The aircraft is fully maintained by Cessna and completed the phase "5" 2016. The unit is Swiss custom made by Bucher with on board oxygen (http://bucher-group.com/) and ready to go. The ICU unit cost 250.000 € new and in general the medical equipment average is 100.000€. The plane at the moment is flying, but owner wishes to upgrade and sell on this aircraft which is flying in Europe. We are also selling a proffessional oxygen recharger for filling up the onboard bottles, EASA approved. Price to be negotiated. Suggested price $600,000 with a view to selling after negotiation including medical equipment (some new)

November 2016 – AVBUYER MAGAZINE

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Advertiser’s Index 1st Source Bank ................................................133 21st Century Jet Corporation .........................194 ABACE.................................................................140 Affinity Aviation......................................................93 Air Bound Aviation ...............................................89 Aircraft Guaranty Corporation ........................137 Aircraft Management Solutions ......................167 Altus Aviation.......................................................173 AMAC Aerospace...................................................5 American Aircraft Sales ......................................67 AMJET ..................................................................107 AMSTAT................................................................179 Aradian Aviation....................................................83 ArcosJet.........................................................68 - 69 AvBuyer ................................................................176 Aviation Consultants of Aspen........................171 Avitrade Belgium ................................................174 Aviatrade...................................................156 - 157 Avjet Global ..................................................52 - 53 Avpro..........................................................1, 10 - 14 BAM ........................................................................99 Bell Aviation ..................................................64 - 65 Bloomer deVere Dahlfors................................6 - 7 Bombardier ............................................................85 Boutsen Aviation ..................................................71 CAI ........................................................................163

Central Aviation ..................................................170 Central Business Jets .......................................195 Charlie Bravo.........................................................47 Conklin & de Decker .........................................184 Corporate Concepts...................................58 - 59 Dassault Falcon Jet ........................2-3, 119, 162 Donath Aircraft Services ..................................105 Duncan Aviation....................................................61 Eagle Aviation ...............................................26 - 27 Elliott Jets .....................................................54 - 55 FlightForce ...............................................150 - 151 Freestream Aircraft USA..................................103 General Aviation Services ..................................81 Global Jet Capital.................................................15 Global Jet Monaco .................................142 - 149 Gulfstream Aerospace ........................................57 Hagerty Jet Group................................................43 Hatt & Associates.................................................25 IAG........................................................................166 JetBed .......................................................122 - 123 JetBrokers .....................................................30 - 31 Jetcraft Corporation ......36 - 37, 152 - 153, 196 Jeteffect .........................................................44 - 45 JETNET ..................................................................77 JetPro Texas.............................................160 - 161 Jet Sense Aviation ..................................154 - 155

Jet Support Services (JSSI) ............................127 JPS Associates ..................................................165 LBAS ....................................................................135 Leading Edge Aviation Solutions ...................113 Lektro....................................................................183 MEBA .....................................................................88 Mente Group ......................................................169 Mesinger Jet Sales ......................................72 - 73 NalJets ..................................................................172 OGARAJETS................................................22 - 23 Orion Aircraft ......................................................168 Par Avion .......................................................34 - 35 Pentastar Aviation..............................................115 Rolls-Royce .........................................................129 San Marino Registry ............................................84 SIUS International .............................................164 Southern Cross Aviation ..................................141 Sparfell & Partners ......................................40 - 41 Survival Products...............................................183 The Elite New York...................................101, 185 The Jet Business..........................................16 - 19 The Private Jet Company ......................................9 VREF Aircraft Values.........................................183 Wentworth Aero .....................................158 - 159 Wright Brothers Aircraft Title ..........................131

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BUSINESS AVIATION INTELLIGENCE

AvBuyer (USPS 014-911), November 2016, Vol 20, 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 672033517. 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.

192

AVBUYER MAGAZINE – November 2016

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Aircraft Index see Page 193

P193.qxp 20/10/2016 14:23 Page 1

Aircraft For Sale • AIRCRAFT • HELICOPTERS AIRCRAFT

PAGE

AIRBUS ACJ318-ER . . . . 19, 65, ACJ318-Elite . . . 186

BOEING/MCDONNELL DOUGLAS BBJ . . . . . . . . . . . 6, 7, 52, 59, 158, . . . . . . . . . . . . . . . 196, Super 727-200 . 59 737 . . . . . . . . . . . 53 757 . . . . . . . . . . . 52 767 . . . . . . . . . . . 186 DC-8-62 VIP . . . 59 DC-8-72 VIP . . . 59

BOMBARDIER Global 5000 . . . . 7, 22, 36, 37, 58, 141, . . . . . . . . . . . . . . . 196, Global 6000 . . . . 52, 59, 73, 85, 149, . . . . . . . . . . . . . . . 153, 186, 189, Global 7000 . . . . 189, Global Express . 10, 15, 37, 168, 196, Global Express XRS. .7, 19, 36, 37, 47, . . . . . . . . . . . . . . . 52, 68, 69, 85, 103, . . . . . . . . . . . . . . . 148, 196, CRJ200 . . . . . . . . 67 Q Series Q400 . 174, 175,

AIRCRAFT

PAGE

AIRCRAFT

CJI . . . . . . . . . . . . . 45, 141, CJI+ . . . . . . . . . . . . 41 CJ2. . . . . . . . . . . . . 31, 37, 41, 64, 196, CJ2+ . . . . . . . . . . . 187 CJ3. . . . . . . . . . . . 26, 187, CJ4. . . . . . . . . . . . 191 Bravo . . . . . . . . . 37, 99, 188, Columba 400. . . 31 Conquest I . . . . . 65 Conquest II . . . . 65 Excel . . . . . . . . . . 43, 64, 83, 154, Encore . . . . . . . . 191 Encore+ . . . . . . . 26 Jet . . . . . . . . . . . . 26, 27, 31, Mustang . . . . . . . 83, 141, Sovereign ......9, 22, 37, 81, 83, 113, . . . . . . . . . . . . . . . 153 SII . . . . . . . . . . . . 64 Ultra . . . . . . . . . . 31 210M. . . . . . . . . . 30 310J . . . . . . . . . . 30 414A . . . . . . . . . . 65 550 . . . . . . . . . . . 191

DAHER SOCATA TBM700B . . . . . . 30, 45, TBM850Elite . . . 54 TBM900 . . . . . . . 55 TBM930 . . . . . . . 55

Learjet 31A . . . . . . . . . . . 9, 30, 45, 81, 35A . . . . . . . . . . . 30 36A . . . . . . . . . . . 190 40 . . . . . . . . . . . . 30 40XR . . . . . . . . . . 25, 55, 188, 45 . . . . . . . . . . . . 30, 103, 160, 45XR . . . . . . . . . . 9, 12, 36, 37, 85, 155, . . . . . . . . . . . . . . . 187, 196, 55 . . . . . . . . . . . . 30, 47, 60 . . . . . . . . . . . . 12, 44, 53, 71, 60XR . . . . . . . . . . 141 75. . . . . . . . . . . . . 71

DASSAULT FALCON 7X . . . . . . . . . . . . 3, 11, 18, 64, 71, . . . . . . . . . . . . . . . 103, 143, 150, 165, . . . . . . . . . . . . . . . 170, 174, 175, 186, . . . . . . . . . . . . . . . 194, 195, 20C-5AR. . . . . . . 31 50 . . . . . . . . . . . . 12, 53, 194, 50EX . . . . . . . . . . 11, 41, 61, 194, 195, 900 . . . . . . . . . . . 194 900B . . . . . . . . . . 11, 30, 194, 195, 900C . . . . . . . . . . 64, 194, 195, 900DX EASy . . . 41 900EX . . . . . . . . . 44, 194, 900EX EASy . . . 3, 11, 18, 37, 73, 194, . . . . . . . . . . . . . . . 195, 900LX . . . . . . . . . 3, 11, 169, 194, 2000 . . . . . . . . . . 9, 11, 15, 22, 71, 81, . . . . . . . . . . . . . . . 156, 157, 166, 187, 2000EX EASy . . 3, 18, 2000LX . . . . . . . . 3, 162, 195,

DORNIER 328 . . . . . . . . . . . 71

ISP . . . . . . . . . . . 47, 164, II . . . . . . . . . . . . . 54 III . . . . . . . . . . . . . 31, 61, X . . . . . . . . . . . . . 45, 54, 73, XLS . . . . . . . . . . . 12, 45, 47, 83, XLS+ . . . . . . . . . . 37, 196,

Advertising Enquiries see Page 4

PAGE

FOLLAND

PIPER

Gnatt . . . . . . . . . . 31

Cheyenne IIIA . . 30 Meridian . . . . . . . 31

GULFSTREAM III . . . . . . . . . . . . . 196 IV . . . . . . . . . . . . . 7, 169, 171, IVSP . . . . . . . . . . 10, 15, 43, 44, 61, . . . . . . . . . . . . . . . 103, 113, 189, 100 . . . . . . . . . . . 83 150 . . . . . . . . . . . 25, 37, 43, 53, 83, 200 . . . . . . . . . . . 9, 10, 11, 19, 22, 37, . . . . . . . . . . . . . . . 53, 83, 141, 146, . . . . . . . . . . . . . . . 196, 280 . . . . . . . . . . . 10 400 . . . . . . . . . . . 10 450 . . . . . . . . . . . 10, 37, 41, 43, 53, 61, . . . . . . . . . . . . . . . 83, 103, 170, 196, 550 . . . . . . . . . . . 7, 10,15, 22, 37, 43, . . . . . . . . . . . . . . . 44, 52, 73, 83, 103, . . . . . . . . . . . . . . . 113, 144, 145, 152, . . . . . . . . . . . . . . . 196 650 . . . . . . . . . . . 1, 10, 19, 44, 58, . . . . . . . . . . . . . . . 107, 650ER. . . . . . . . . 17, 19,

King Air

CESSNA Citation

AIRCRAFT

ROCKWELL 690B . . . . . . . . . . 30

SABRELINER 65 . . . . . . . . . . . . 30

WESTWIND Westwind I . . . . . 64

HELICOPTERS AGUSTAWESTLAND A109 Grand . . . . 30 A109E Power . . 13, 36, 141, AW139 . . . . . . . . 173 AW139 VIP . . . . . 40 Koala. . . . . . . . . . 83

HAWKER BEECHCRAFT

Challenger 300 . . . . . . . . . . . 12, 15, 22, 37, 41, 54, . . . . . . . . . . . . . . . 85, 191, 196, 350 . . . . . . . . . . . 172, 187, 601-1A . . . . . . . . 30 601-3A-ER . . . . . 167 604 . . . . . . . . . . . 36, 37, 44, 73, 159, . . . . . . . . . . . . . . . 196, 605 . . . . . . . . . . . 7, 37, 44, 71, 103, . . . . . . . . . . . . . . . 105, 113, 147, 151, . . . . . . . . . . . . . . . 186, 196, 850 . . . . . . . . . . . 37, 196,

PAGE

EMBRAER Legacy 600 . . . . 12, 18, 30, 41, 71, . . . . . . . . . . . . . . . 163, Legacy 650 . . . . 12, 18, 47, 71, 152, . . . . . . . . . . . . . . . 174, 175, Phenom 300 . . . 54

100 . . . . . . . . . . . 65 200 . . . . . . . . . . . 30 200C . . . . . . . . . . 99 B200 . . . . . . . . . 12, 83, 99, 161, 350 . . . . . . . . . . . 13, 22, 31, 45, 61, . . . . . . . . . . . . . . . 83, 99, 141, C90 . . . . . . . . . . . 71, 83, C90A . . . . . . . . . . 71 C90B. . . . . . . . . . 26 E90 . . . . . . . . . . . 65 F90-1 . . . . . . . . . 65

Beechcraft Duke A60 . . . . . . 30 Premier I . . . . . . 13, 45, 71, Premier IA . . . . . 190

BELL 206L4 . . . . . . . . . 190 212 . . . . . . . . . . . 190 412 EMS . . . . . . 190

EUROCOPTER/AIRBUS AS350 B-2 . . . . . 40 AS350 B-3 . . . . . 13 AS355N . . . . . . . 13, 40, 71, EC 120 B . . . . . . 59 EC 130 B4 . . . . . 71 EC 135 P2+ . . . . 13, 83, EC 135 T1 . . . . . 71 EC 155 B1 . . . . . 13

Hawker 400A . . . . . . . . . . 47 400XP . . . . . . . . . 83, 113, 750 . . . . . . . . . . . 83 800A . . . . . . . . . . 47, 54, 189, 800B . . . . . . . . . . 71 800XP . . . . . . . . . 12, 22, 25, 37, 47, 54, . . . . . . . . . . . . . . . 55, 73, 83, 196, 850XP. . . . . . . . . 9, 83, 900XP . . . . . . . . . 71, 83, 1000A . . . . . . . . . 191 4000 . . . . . . . . . . 25

MCDONNELL DOUGLAS MD520N . . . . . . . 40 MD900 . . . . . . . . 83

SIKORSKY S-76C+ . . . . . . . . 37, 196, S-76C+VIP. . . . . 40 S-76C++ . . . . . . 103, 113,

IAI Astra SPX. . . . . . 30

MOONEY Acclaim. . . . . . . . 188

www.AVBUYER.com

November 2016 – AVBUYER MAGAZINE

193

21st Century November.qxp 19/10/2016 12:27 Page 1

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' '/ ' % 22 ' & $2

/ 2!1"2*+02 1),. 0+.) 2- 02,* 021+2* ".,.-.1)21 2!1"+2 ",.)0,,2 0- 2 * ,-2&0)-"+!2 0-2&1+ 1+*-.1)2-1 *!2 1+2 0-*. ,2 0 1+02 * .) 2*2 0 .,.1)

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CBJ November.qxp_CBJ November06 19/10/2016 12:28 Page 1

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Less than 1000 Hours TT, ESP Gold, Single Owner with Long Standing Falcon History

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EASY II FALCON 2000LX SN 194

2002 FALCON 900C SN 194

An Additional $4.2 Million spent in Over and Above Options Including

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PROLINE 21 FALCON 50EX SN 302

FALCON 900B SN 139

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