AvBuyer Magazine October 2014

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AVBUYER WORLD

October 2014

™

B U S I N E S S

A V I A T I O N

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

THIS MONTH Performance. Integrity. Reputation.

Business Aviation & The Boardroom IS-BAH Review

proudly presents

Falcon 2000S Serial Number 711 - Registration N775TM See pages 10 - 15 for further details

Safety Matters – Autumn Aviating Aircraft Comparative Analysis – Global 6000

Formerly World Aircraft Sales Magazine

www.AVBUYER.com

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AC Index October 25/09/2014 15:39 Page 1

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

PAGE

AERO L-39C Albatross . 33,

AIRBUS A319CJ . . . . . . . . 123, A320 VIP . . . . . . 64, ACJ318 Elite . . . 40, 41,

BOEING/MCDONNELL DOUGLAS BBJ . . . . . . . . . . . 29, 53, 96, 172, CRJ-200 ER . . . . 30, CRJ-200 LR . . . . 172, CRJ-900 . . . . . . . 105, DC8-62 VIP . . . . 97, S27-200 . . . . . . . 105, Super 727 VIP . . 97,

BOMBARDIER Global 5000 . . . . 10, 64, 144, 172, Global 6000 . . . . 172, Global 7000 . . . . 166, Global Express . 10, 96, 97, 123, 172, Global Express XRS . 10, 29, 64, 65, Global XRS . . . . 74, 172,

Challenger 300 . . . . . . . . . . . 27, 61, 69, 75, 133, . . . . . . . . . . . . . . . 97, 350 . . . . . . . . . . . 22, 601-3A . . . . . . . . 22, 53, 88, 95, 601-3R . . . . . . . . 12, 64, 95, 604 . . . . . . . . . . . 5, 50, 69, 88, 133, . . . . . . . . . . . . . . . 143, 167, 605 . . . . . . . . . . . 64, 69, 90, 115, 123, . . . . . . . . . . . . . . . 172, 600 . . . . . . . . . . . 97, 650 . . . . . . . . . . . 67, 83, 850 . . . . . . . . . . . 64, 163, 166, 172,

Learjet 24E . . . . . . . . . . . 85, 31A . . . . . . . . . . . 88, 31A ER . . . . . . . . 26, 31ER . . . . . . . . . . 77, 35A . . . . . . . . . . . 75, 88, 36A . . . . . . . . . . . 165, 40 . . . . . . . . . . . . 90, 40XR . . . . . . . . . . 133, 149, 45 . . . . . . . . . . . . 13, 31, 67, 81, 88, . . . . . . . . . . . . . . . 95, 151, 45XR . . . . . . . . . . 65, 95, 172, 55 . . . . . . . . . . . . 13, 60 . . . . . . . . . . . . 31, 95, 166, 60SE . . . . . . . . . . 88, 154, 60XR . . . . . . . . . . 89, 95, 155,

CESSNA Citation ISP . . . . . . . . . . . 76, III . . . . . . . . . . . . . 61, V. . . . . . . . . . . . . . 13, 88, VII . . . . . . . . . . . . 36, X . . . . . . . . . . . . . 12, 27, 61, 81, 95, . . . . . . . . . . . . . . . 171,

AIRCRAFT

PAGE

XLS . . . . . . . . . . . 26, 61, 67, 88, 135, . . . . . . . . . . . . . . . 168, XLS+ . . . . . . . . . . 12, 61, CJ. . . . . . . . . . . . . 76, CJ1. . . . . . . . . . . . 13, 27, CJ1+ . . . . . . . . . . 61, CJ2. . . . . . . . . . . . . 13, 33, 76, 88, 95, . . . . . . . . . . . . . . . 123, 172, CJ2+ . . . . . . . . . . 27, CJ3. . . . . . . . . . . . 67, 76, 123, 167, M2 . . . . . . . . . . . . 33, 172S Skyhawk..33, 206H StationAir 33, Bravo . . . . . . . . . 79, 88, 148, Encore . . . . . . . . 13, 85, Excel . . . . . . . . . . 12, 162, Jet . . . . . . . . . . . . 61, 133, Latitude . . . . . . . 27, 76, Mustang . . . . . . . 13, 79, 88, Sovereign. . . . . . 12, 26, 75, 97, T182T Skylane . 26, Ultra . . . . . . . . . . 13, 95, 164, 166,

Conquest II. . . . . . . . . . . . . . 77,

COLUMBIA 400 . . . . . . . . . . . 26,

ECLIPSE Eclipse . . . . . . . . 168,

EMBRAER EMB-135LR . . . . 97, ERJ-145EP. . . . . 97, Legacy 500 . . . . 22, 172, Legacy 600 . . . . 69, 97, 172, Phenom 300 . . . 90, 123,

FAIRCHILD DORNIER 328 . . . . . . . . . . . 33, 328/300 . . . . . . . 123, F300 . . . . . . . . . . 168,

FALCON JET Falcon .........27, 7X . . . . . . . . . . . . 3, 11, 81, 123, 170, 10 . . . . . . . . . . . . 88, 20F . . . . . . . . . . . 171, 20F 5BR . . . . . . . 158, 20-5F. . . . . . . . . . 133, 50 . . . . . . . . . . . . 5, 11, 50, 85, 101, . . . . . . . . . . . . . . . 123, 170, 171, 50-40 . . . . . . . . . 170, 171, 50EX . . . . . . . . . . 3, 11, 27, 66, 67, . . . . . . . . . . . . . . . 170, 100 . . . . . . . . . . . 12, 900B . . . . . . . . . . 11, 22, 64, 89, 95, . . . . . . . . . . . . . . . 97, 170, 171, 900C . . . . . . . . . . 170, 900DX . . . . . . . . . 160, 900EX . . . . . . . . . 30, 172, 900EX EASy . . . 3, 64, 74, 170, 171, 900LX . . . . . . . . . 11, 170, 172,

AIRCRAFT

PAGE

10.14 AIRCRAFT

PAGE

2000 . . . . . . . . . . 11, 31, 50, 81, 85, . . . . . . . . . . . . . . . 88, 95, 97, 2000EX. . . . . . . . 64, 2000EXEASy . . 29, 172, 2000LX . . . . . . . . 3, 22, 172, 2000S . . . . . . . . . 1, 11,

PIPER

GULFSTREAM

SOCATA

IV . . . . . . . . . . . . . 10, 11, 53, 63, 65, . . . . . . . . . . . . . . . 69, 95, 133, 168, IVSP . . . . . . . . . . 29, 35, 36, 69, 75, . . . . . . . . . . . . . . . 90, 97, 172, V. . . . . . . . . . . . . . 10, 22, 36, 69, 74, . . . . . . . . . . . . . . . 115, 171, 100 . . . . . . . . . . . 89, 150 . . . . . . . . . . . 22, 36, 85, 95, 200 . . . . . . . . . . . 5, 10, 22, 85, 89, 90, . . . . . . . . . . . . . . . 133, 150, 152, 156, . . . . . . . . . . . . . . . 171, 300 . . . . . . . . . . . 22, 153, 400 . . . . . . . . . . . 153, 450 . . . . . . . . . . . 7, 10, 34, 37, 65, 69, . . . . . . . . . . . . . . . 74, 96, 550 . . . . . . . . . . . 7, 27, 30, 37, 52, 61, . . . . . . . . . . . . . . . 96, 145, 146, 152, . . . . . . . . . . . . . . . 157, 159, 172, 650 . . . . . . . . . . . 30, 146,

TBM 700B . . . . . 88, TBM 700C2 . . . . 88, TBM 850. . . . . . . 79,

HAWKER BEECHCRAFT Beechcraft 400 . . . . . . . . . . . 26, 400A . . . . . . . . . . 13, 79, 89, 90, 167, Premier 1 . . . . . . 95, Premier 1A. . . . . 161,

King Air 200 . . . . . . . . . . . 89, 168, 350 . . . . . . . . . . . 26, 88, 95, 101, B90 . . . . . . . . . . . 88, B200 . . . . . . . . . . 61, 79, 90, 135, C90 . . . . . . . . . . . 123, C90B . . . . . . . . . . 13, F90 . . . . . . . . . . . 77,

Cheyenne II . . . . 123,

SABRELINER 65 . . . . . . . . . . . . 88,

HELICOPTERS AGUSTAWESTLAND A109A II Plus . . 14, A109 Power . . . . 172, A109E Power. . . 14, 172, A109S Grand. . . 14, A119 KE . . . . . . . 123, AW109 SP . . . . . 123, Grand . . . . . . . . . 97,

BELL 206 L4. . . . . . . . . 165, 212 . . . . . . . . . . . 165, 407 . . . . . . . . . . . 14, 412 EMS . . . . . . 165, 429 . . . . . . . . . . . 14, 53,

EUROCOPTER AS 350 B2 . . . . . 14, AS 350 B3 . . . . . 123, AS 355 F2 . . . . . 97, BK 117C1. . . . . . 123, EC120B . . . . . . . 123, EC 130 B4 . . . . . 61, 105, EC 135 P2i . . . . . 14, EC 135 P2+ . . . . 123,

SIKORSKY S-76C+ . . . . . . . . 14, S-76C++ . . . . . . 30,

Hawker 400XP . . . . . . . . . 90, 95, 133, 700A . . . . . . . . . . 88, 800A . . . . . . . . . . 76, 166, 800XP . . . . . . . . . 5, 7, 12, 79, 81, 89, . . . . . . . . . . . . . . . 90, 95, 101, 133, . . . . . . . . . . . . . . . 157, 850XP . . . . . . . . . 81, 1000A . . . . . . . . . 31, 165, 4000 . . . . . . . . . . 90, 133,

IAI Astra . . . . . . . . . . 88, Astra SP . . . . . . . 101,

CORPORATE AVIATION PRODUCTS & SERVICES PROVIDERS Aircraft Engine /Support . 55, 110, . . . . . . . . . . . . . . . . . . . . . . . . 119, 137, Aircraft Perf & Specs . . . . . 109, 110, . . . . . . . . . . . . . . . . . . . . . . . . 124, 125, . . . . . . . . . . . . . . . . . . . . . . . . 139, Aircraft Title/Registry . . . . 43, 45, 47, . . . . . . . . . . . . . . . . . . . . . . . . 49, 131, Finance . . . . . . . . . . . . . . . . 129, Ground Handling . . . . . . . . 169, Legal. . . . . . . . . . . . . . . . . . . 110,

PIAGGIO Avanti P180 . . . . 105, 123, 167,

PILATUS PC12/45. . . . . . . 77,

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Contents

Volume 18, Issue 10 – October 2014

Featured Articles Business Aviation and the Boardroom

18

68

98 Regular Features 78 116 118 128 138

16

Failures in Governance: Jack Olcott urges Boards to look inward and accept the need for creative thinking and ongoing due diligence in their global and domestic policies.

18

Benchmarking: Pete Agur outlines the essence of benchmarking – one of management’s most important and misused tools – as applied to Business Aviation.

24

Recruitment & The Board: David Wyndham outlines the Board’s responsibility in understanding the role of, and selecting personnel for Flight Department Leadership.

32

The Metrics of a Recovery: Jay Mesinger outlines the best measures of value and what they indicate in the Business Aviation marketplace.

42

Anatomy of an Aircraft Claim (1 of 2): Stuart Hope outlines the steps along the path of a ‘less complex’ insurance matter (such as a gear collapse).

46

Documentation: Chris Younger highlights why careful implementation and thorough recordkeeping are essential when supporting tax deductions.

54

Medium Jet Value: A look at the benefits of the Medium jets, and a listing of values for the models built over the last 20 years.

Main Features 58

Flight Dept. Management Skills – High Trust Leadership (4 of 4): Great leaders and managers have trustworthiness in common. George Dom concludes his series with a focus on ‘Communication’ and trustworthiness.

60

Flight Dept. Management Skills – Market of Opportunity: Jodie Brown sets out the art of the interview, both from the perspective of the employer and prospective employee…

68

Aircraft Comparative Analysis – Global 6000: How does the performance of the Global 6000 stand up against the Global 5000, G550 and G650?

92

Ground Handling Mishaps: Airport handling businesses’ standards vary widely. Dave Higdon illustrates the need to be especially careful on the ground.

98

IS-BAH Review: Mario Pierobon outlines the new International Standard for Business Aircraft Handling (IS-BAH), looking at IS-BAH Framework, Audits, Benefits and more.

102

A/C Specifications & Performance Tables JETNET >>KNOW MORE 112 Aviation Leadership Roundtable Market Indicators BizAv Round-Up 120

Next Month’s Issue Business Aviation & The Boardroom Aircraft Comparative Analysis Plane Sense on Aircraft Management & Charter

8

AVBUYER MAGAZINE – October 2014

126

Surface Movement Guidance Control: A significant upcoming area for pilots/operators to be aware of, Ken Elliott unpacks the latest in the SMGCS arena.

Safety Matters - Autumn Aviating: As we look at summer in the rear-view mirror and begin to anticipate Christmas, Dave Higdon highlights the challenges that fall flying brings…

Dealer Broker Market Update: Pre-owned activity is returning, according to a panel of dealers and brokers interviewed. There was even “heat coming off the light jets”…!

Pre-Owned Aircraft Sales Trends: There’s been a virtual wave of buying in some markets. Why? Vref’s Fletcher Aldredge outlines in his latest Pre-Owned market discussion. www.AvBuyer.com

Aircraft Index see Page 4

Panel Sept14 24/09/2014 11:36 Page 2

AVBUYER

CHANGE OF NAME BUT NOT OF MISSION !

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

WORLD

www.AvBuyer.com ™

The global marketplace for business aviation

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

June 2014

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

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

Linda Blackburn (USA Sales) 1- 614 418 7064 Linda@avbuyer.com Maria Brabec (European Sales) +420 604 224 828 Maria@avbuyer.com Karen Price 1- 800 620 8801 Karen@avbuyer.com

an AvBuyer.com Publication

AVBUYER October 2014

™

B U S I N E S S

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

A V I A T I O N

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

CIRCULATION Barry Carter 1- 800 620 8801 Barry@avbuyer.com

THIS MONTH Business Aviation & The Boardroom

Performance. Integrity. Reputation.

AVBUYER.COM Nick Barron Nick@avbuyer.com

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

Is Now WORLD

Safety Matters – Autumn Aviating

Serial Number 711 - Registration N775TM See pages 10 - 15 for further details

Aircraft Comparative Analysis – Global 6000 Formerly World Aircraft Sales Magazine

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

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

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

IS-BAH Review

proudly presents

Falcon 2000S

www.AVBUYER.com

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

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

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

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

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

Warm regards John Brennan Managing Director

AVBUYER ONLINE : IN PRINT : BROADCAST

Visit us at the NBAA Convention - Booth #2773 AVB UYER IS A MEMBER OF THE FOLLOWING ORGANISATIONS: Aircraft Electronics Association (AEA) British Business and General Aviation Association (BBGA) British Helicopter Association (BHA European Business Aviation Association (EBAA) Helicopter Association International (HAI) National Aircraft Finance Association (NAFA) National Aircraft Resale Association (NARA National Business Aviation Association (NBAA)

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October 2014 – AVBUYER MAGAZINE

9

Avpro October 24/09/2014 15:11 Page 1

GLOBAL 5000 VISION 2015 DELIVERY POSITION

GLOBAL EXPRESS XRS SERIAL NUMBER 9387

GLOBAL EXPRESS SERIAL NUMBER 9010

GULFSTREAM V SERIAL NUMBER 525

GULFSTREAM G450 SERIAL NUMBER 4024

GULFSTREAM G200 SERIAL NUMBER 224

GULFSTREAM G200 SERIAL NUMBER 205

GULFSTREAM G200 SERIAL NUMBER 203

GULFSTREAM IV SERIAL NUMBER 1176

GULFSTREAM IV SERIAL NUMBER 1042

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

Avpro October 24/09/2014 15:11 Page 2

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

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

GULFSTREAM IV GULFSTREAM SERIAL NUMBER 1029

FALCON 2000S 2000S FALCON SERIAL NUMBER 7111

FALCON 2000 FALCON SERIAL NUMBER 222

F ALCON 2000 FALCON SERIAL NUMBER 2166

F ALCON 77X X FALCON SERIAL NUMBER 36

FALCON 900LX 900LX FALCON SERIAL NUMBER 1900

FALCON 900B 900B FALCON SERIAL NUMBER 3

FALCON 50EX 50EX FALCON 275 SERIAL NUMBER 275

FALCON F ALCON 50 SERIAL NUMBER 158

INFO@AVPROJETS.COM

EMS S

FALCON F ALCON 50 SERIAL NUMBER 1599

WWW.AVPROJETS.COM

Avpro October 24/09/2014 15:12 Page 3

FALCON 100 SERIAL NUMBER 206

CHALLENGER 601-3A/ER SERIAL NUMBER 5041

HAWKER 800XP SERIAL NUMBER 258562

HAWKER 800XP SERIAL NUMBER 258293

CITATION SOVEREIGN SERIAL NUMBER 278

CITATION X SERIAL NUMBER 254

CITATION X SERIAL NUMBER 251

CITATION X SERIAL NUMBER 72

CITATION XLS+ SERIAL NUMBER 6022

CITATION EXCEL SERIAL NUMBER 5161

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

Avpro October 24/09/2014 15:12 Page 4

V ISIT ISIT

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

CITATION CITATION I ULTRA ULTRA SERIAL E NUMBER 439

CITATION C ITATION V SERIAL NUMBER 234

CITATION C TATION ENCORE IT ENCORE SERIAL NUMBER 603

CITATION CITATION CJ1 CJJ1 SERIAL NUMBER 495

CITATION CITATION CJ2 CJ2 J SERIAL NUMBER 15

CITATION CITATION MUSTANG MUSTANG SERIAL NUMBER UMBERS S 171 & 204 2

B BEEC BEECHJET 400A HJET 400 A SER ERIAL RIAL NUMBER RK-67 RK-67

KING AIR C90B KIN GA IR C 90B SERIAL NUMBER LJ-1453 LJJ-1453

L EAR RJET 45 LEARJET SERIAL NUMBER 294

LEARJET L EAR RJET 55 SERIAL NUMBER 110

INFO@AVPROJETS.COM

WWW.AVPROJETS.COM

Avpro October 24/09/2014 15:13 Page 5

AGUSTA A109E POWER SERIAL NUMBER 11831

AGUSTA A109E POWER SERIAL NUMBER 11770

AGUSTA A109E POWER SERIAL NUMBER 11145

AGUSTA A109S GRAND SERIAL NUMBER 22031

AGUSTA A109S GRAND SERIAL NUMBER 22137

AGUSTA A109A II PLUS SERIAL NUMBER 7436

BELL 429 SERIAL NUMBER 57056

BELL 429 SERIAL NUMBER 57090

BELL 407 SERIAL NUMBER 53127

EUROCOPTER EC 135 P2I SERIAL NUMBER 691

EUROCOPTER EC AS350 B2 SERIAL NUMBER 2555

SIKORSKY S-76C+ SERIAL NUMBER 760464

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

Avpro x1 October 24/09/2014 15:14 Page 1

Performance.

Integrity.

Reputation.

Over 20 Years of Excellence. #FTUHBUF 3PBE 4VJUF t "OOBQPMJT .%

JOGP!BWQSPKFUT DPN t XXX BWQSPKFUT DPN

BG 1 Oct14_FinanceSept 23/09/2014 11:07 Page 1

BUSINESS AVIATION AND THE BOARDROOM

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

More information from Jack@avbuyer.com

Failures in Governance can Precipitate a Spectrum of Problems.

Recent media coverage of lapses by the GM Board regarding defective ignition systems highlights the need for creative thinking and ongoing due diligence by Directors, observes Jack Olcott.

S “...for years Directors were either disinterested or deceived at a time when they should have been more diligent.”

16

AVBUYER MAGAZINE – October 2014

hould there be any doubt that oversight neglect can be costly, look no further than the failure of General Motors’ Board of Directors during the decade or so in which ignition switches on various GM models were malfunctioning. To date, nearly 30 million vehicles have been recalled, at least 13 deaths were linked to the defect and nearly $4 billion in GM assets have been set aside to cover costs related to the problem, according to an article published in the New York Times last month.

Numerous law suits have surfaced recently against Directors for failing to exercise their fiduciary duties to oversee management, and the corporation is being investigated by the Justice Department, the Securities and Exchange Commission and the attorney generals of 45 states.

The same news item (NYT, Page 1, September 8, 2014) stated that the GM Board took a “handsoff” approach to safety issues. Directors were satisfied with periodic reviews of product quality and left safety matters in the hands of company executives. GM’s recently appointed Board Chairman, Theodore M. Solso, said he had only a vague recollection of the ignition switch issue even though he was a Board Member since 2012.

For reasons not stated, the Board either did not know or did not demand to know the problems affecting GM ignition switches, even though it appears that company officials had been aware of the issue for more than a decade. Only now is the GM Board and the corporation it is responsible for governing confronting the reality that for years Directors were either disinterested or deceived at a time when they should have been more diligent. www.AVBUYER.com

HOW’S YOUR GRASP ON BOARD OVERSIGHT?

Aircraft Index see Page 4

BG 1 Oct14_FinanceSept 23/09/2014 11:09 Page 2

What the Boardroom needs to know about Business Aviation THINKING BROADLY Being a Board Member is much more than collecting a nice fee for periodically chatting with chums. To do the job responsibility, Directors need to focus on those governing principles that maximize shareholder value in a sustainable and ethical fashion. There is no room for preconceived positions, such as the apparent attitude of the GM Board that product safety was the responsibility of management and that senior executives were handling the issue in a satisfactory fashion. (No Board concern expressed during more than 10 years of problems? Such narrow thinking is simply not good governance.)

Directors must be open minded in their oversight and avoid ‘group think’—that excuse for not engaging the gears of thought. Buying into the party line or dismissing a concept simply because it seems politically sensitive is unsatisfactory for a Board that is meant to serve shareholders. For example, rejecting any form of travel via business aircraft simply because of concern that the media might raise questions exemplifies Board myopia and impedes productivity. Furthermore, Board nearsightedness does not serve society.

IT’S A BOARD’S RESPONSIBILITY TO PROMOTE POLICIES THAT WORK DOMESTICALLY AND GLOBALLY

GLOBALIZATION—A BIG IDEA In his latest book The Road to Global Prosperity, Professor Michael Mandelbaum argues that economic success rather than military power will be the dominant driver of a country’s greatness in the 21st century. He postulates that technology and free markets will lead to greater cooperation between nations, thereby reducing the possibility of repeating the carnage that dominated the first half of the 20th century or entering into a cold war that characterized the decades following WWII. Globalization, he believes, will expand the economy and well-being of people throughout the world. While some nations will be bigger winners than others, there will be overall growth for all nations that participate in global commerce.

Unlike war where there are winners and losers, globalization produces benefits for all parties.

Professor Mandelbaum emphasizes that increasing productivity is a prime factor in economic development, particularly in the era of globalization. He also implies that cooperation between nations, facilitated by understanding between politicians and business leaders, is necessary. While there is no mention of Business Aviation, the professor cites the role that transportation and communication technology play in enhancing the global economy.

BOARD’S ROLE IN BUSINESS AVIATION Markets today are far larger and potentially served by more suppliers than in the 20th century.

Opportunities surface in remote areas that have yet to be explored fully. Trading relationships, whether at the level of national policy or locally between two companies, need to be facilitated.

It is a Board’s fiduciary responsibility to proAdvertising Enquiries see Page 9

mote policies that work at all levels, domestically as well as globally. A clear and unbiased examination of Business Aviation as a tool for increased productivity and effective application of human resources must be part of such Board deliberations.

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

Get them answered/published in AvBuyer Magazine. Email feedback to: Jack@avbuyer.com Business Aviation and the Boardroom continues on Page 18

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October 2014 – AVBUYER MAGAZINE

17

BG 2 Oct14_FinanceSept 23/09/2014 11:50 Page 1

BUSINESS AVIATION AND THE BOARDROOM

Benchmarking: A Tool for Creating Competitive Advantage?

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

Contact him via www.VanAllen.com.

Pete Agur examines the essence of benchmarking - one of management’s most important (and potentially misused) tools.

T

he CEOs of two companies were attending a charity event. During a quiet moment one turned to the other and asked, “Tom, you’ve had a jet for years. We are in the process of getting our first one. My board is concerned about corporate headcount. How many pilots do I really need?”

This is NOT Benchmarking. Yet, you would be surprised how often these kinds of exchanges are given great credence and become the foundation for very important Business Aviation decisions.

WHY BENCHMARK?

“ Used in this fashion, benchmarking determines pack performance.

But, it does not confirm whether the pack is right or wrong.”

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AVBUYER MAGAZINE – October 2014

Like all tools, benchmarking has its proper uses.

Benchmarking is an excellent way to confirm that you are within the norm. For instance, most public institutions (utilities, universities, etc.) are focused on their responsibilities to the community. They want to be certain their use of Business Aviation does not exceed the norm. With that in mind, they often use benchmarking to compare themselves against peer organizations.

Used in this fashion, benchmarking determines pack performance. But, it does not confirm whether the pack is right or wrong. Even worse, pack performance does not create competitive advantage. In

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fact, if done incorrectly, your benchmarking efforts could misdirect you into courses of action or inaction that can harm the value and benefits you seek to gain from Business Aviation.

Your company’s strategic direction defines what and how you benchmark—not the other way around. For instance, assume you have one aircraft.

Also assume, because of your core business and its strategic direction, one of your competitive differentiators is the company’s ability to respond immediately to customer service needs. Then, by definition, your aviation services are like a fire department; they must be ready to respond 24/7. This calls for staffing levels that enable such an objective.

Benchmarking against the general population of single aircraft operators indicates you need only three pilots. But, your mandate for responsiveness requires four pilots, including the allowance for one pilot to also act as the flight department manager (365 days x 2 crewmembers divided by 210 operational duty days available per pilot, per year = 3.5 pilots).

The lesson is clear: you can benchmark critical criteria that drive the outcomes you intend. But, like all tools in your kit, you must use benchmarking properly.

U

Aircraft Index see Page 4

888 aero October_Layout 1 22/09/2014 14:25 Page 1

BG 2 Oct14_FinanceSept 23/09/2014 11:51 Page 2

What the Boardroom needs to know about Business Aviation

HOW TO BENCHMARK If benchmarking is going to be valid and valuable, you want to be certain that particular factors are considered: •

•

•

20

Benchmark against peers: The cardinal rule in benchmarking is to compare yourself to your peers. This sounds easy, but when it comes to the use of Business Aviation it is critical to ensure a true apples-to-apples group. That means the definition of peers goes beyond financial and operational comparisons. It includes a variety of additional elements of the business: cultural, organizational, ethical, philosophical and strategic direction are a few examples. If those facets of the business are not aligned within the peer group the picture you will get will be skewed, giving you information that can take you in the wrong direction.

Benchmark specific impactful policies: For instance, assuming you are benchmarking with true peer organizations, their responses to a series of questions about the policies surrounding the distribution of Business Aviation can be very insightful. Examples include: - How many primary users are there per aircraft? As executive transportation tools, the benchmark norm is six authorizers per aircraft, and the range is one to hundreds.

- What executive level should have authorizing capability? The norm is the C-suite.

- What do you chargeback for Business Aviation services? The most common is Direct Costs only, with many other conventions used as alternatives.

Benchmarking practices can be a challenge: If you are trying to determine if your aviation services are employing Best Practices, benchAVBUYER MAGAZINE – October 2014

•

•

marking is not the best tool for several reasons.

First, a corporate peer is not necessarily an aviation services peer. Second, your aviation services are unique. It is not practical to try to benchmark your practices as a whole. Instead, it is much more effective to benchmark specific practices. For instance, the use of contract pilots is a growing trend. Identifying practices that assure contract pilot performance as a flight deck member can be extremely helpful.

Benchmark data that are relevant and concisely defined: Asking other operators their Direct Operating Costs is too vague. The results of such a request will not be apples-to-apples.

There is no accounting convention that defines what is included in aircraft fixed and variable costs of operation. On the other hand, asking what a peer company actually pays for fuel versus the advertised retail price, at home and away, is comparable across all operators.

Benchmarking variances from the norm can be extremely valuable: It is okay to stand out from the crowd, as long as the reason for doing so is well justified.

“...benchmarking creates even greater value when it points out specific performance and variances from the norm.”

Throughout your life you have used benchmarking. You have probably used it most often to confirm pack performance. However, benchmarking creates even greater value when it points out specific performance and variances from the norm. After all, what you do uniquely is what gives you a competitive advantage.

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

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

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Aircraft Index see Page 4

BUYING OR SELLING AN AIRCRAFT CAN BE A DAUNTING EXPERIENCE, BUT IT DOESN’T HAVE TO BE We have the expertise, experience, insight and process you need to smooth out the bumps along the way. Whether you’re buying or selling an aircraft for your business or personal use, we bring the best to every transaction.

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the NBAA board for six years with his terms on each

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BG 3 Oct 14_FinanceSept 23/09/2014 11:30 Page 1

BUSINESS AVIATION AND THE BOARDROOM

Recruitment and the Board...

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

“Flight department leaders must show an understanding of the corporate mission... stepping away from the airport and spending time downtown.”

The Importance of Selecting Key Personnel for Flight Department Leadership.

Finding the most capable individual to manage a company’s aviation assets is a Board responsibility, asserts David Wyndham.

W

hen it comes to selecting key leaders for the corporation, the Board is usually very assertive. Among the many duties of the Board, acquiring leadership talent may be the most critical for the success of the corporation.

This same level of care and concern should be applied to the selection of the flight department leadership as well. At a minimum, the flight department head must be someone who can advocate the use of business aircraft in the accomplishment of the corporate mission. Applying the unique advantages of Business Aviation to satisfy the diverse needs for each business demands skilled management.

Note: It takes more than being a good pilot or maintenance tech to lead the flight department.

Flight department leaders must show an understanding of the corporate mission. This mindset often involves stepping away from the airport and spending time downtown. In order to advocate for the effective business use of the aircraft, the aviation manager must appreciate where in the future of the company the aircraft can best contribute. He or she must communicate with the flight department’s customers - the users of the business aircraft – to understand their needs.

Negative perceptions of business aircraft exist even within corporations that operate aircraft. The flight department leader needs to be proactive in selling the benefits of the aircraft as an essential, strategic asset.

DON’T ALLOW YOUR NEXT FLIGHT DEPARTMENT MANAGER TO BE A RANDOM SELECTION

AVIATOR AND/OR MANAGER While knowledge of Business Aviation arguably is essential, leading the flight department is not a flying job. It is a management job. The head of the aviation department must work with the corporation’s U

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AVBUYER MAGAZINE – October 2014

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continued on page 28 Aircraft Index see Page 4

BG 3 Oct 14_FinanceSept 23/09/2014 11:31 Page 2

What the Boardroom needs to know about Business Aviation

administration, legal, human resources, IT, finance and other business units. These departments can facilitate the flight department’s success by providing their expertise and enabling aviation to be integrated into the corporate structure. Thus an aviation manager must be able to communicate effectively with others in the corporation who may know little about Business Aviation and have minimal appreciation for this unique business tool.

Budgets are essential in business. While flight department leaders do not need to be accountants, they do need to work with the appropriate financial entity concerning costs of operating the aircraft.

While managing costs is important, the flight department leader must do so while maximizing the benefits of the business aircraft to the corporation.

Staff development is another job function of the aviation manager that goes beyond an aviator’s classic skill set. Fortunately, techniques for selecting, hiring, and relocating personnel can be acquired by aviation managers through education, such as undergraduate or graduate degree programs as well as professional development courses and certification offered by the National Business Aviation Association.

Professional development of staff should be encouraged by department leaders. An educated staff better serves the corporation and provides a path for advancement within the department as well as within the corporation.

PITFALLS OF PROMOTION

training captain, Tom mentored the new pilots and stressed safety and piloting skills. He was well liked by those in the aviation department and by the executives he flew.

When the aviation manager retired, Tom was the unanimous choice to be the new manager, even though he had no management education and limited management experience. Unfortunately, Tom was not particularly fond of his office at the corporate headquarters. His favored roles were piloting and mentoring, not being the boss. Tom lasted less than a year as the aviation manager. Fortunately, he was able to return to the cockpit in his old job and also became a close associate to the new aviation manager.

I'm working with another client (let’s call her Jane) who is planning for the future of her flight department. Jane has been working on her bachelor's degree in aviation management, and she is in the process of upgrading the aviation department's technology to incorporate a paperless cockpit and identify a future aircraft the company will need. Jane is comfortable communicating with the senior leadership of the corporation and is active in promoting the uses of the aircraft. Within all those duties, she still finds time to enjoy flying.

Selecting the right people for leadership roles is critical for the success of any organization. When selecting a leader for the flight department, the Board should insist on someone who knows and appreciates the vital role that an aircraft has within the corporation.

I have seen several illustrative cases in recent years.

In one, the individual (let’s call him Tom) had been with the corporate flight department for over twenty years. First as a skilled line pilot and then as a senior

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

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

28

AVBUYER MAGAZINE – October 2014

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“Thus an aviation manager must be able to communicate effectively with others in the corporation who may know little about Business Aviation...”

Aircraft Index see Page 4

Freestream October 01/10/2014 10:25 Page 1

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

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

1996 Gulfstream GIVSP S/N: 1283 • Total Time: 9842 hrs • Landings: 4220 • APU on MSP • Honeywell Avionics covered through Honeywell HAPP • MSG-3 Maintenance Program with CMP • No Damage History • Collins SAT-906 SATCOM • Secure-A-Plane • 13 Passenger Interior

2005 Falcon F2000EX EASy S/N: 056. Reg: N056BL • Total Time: 2703 • Total Landings: 2010 • APU: P-357 Type: Garrett GTCP36-150(F2M) (On MSP) • CAMP/OCIP • ‘C’ Check, SB171 Dry Bay Mod, SB185 L/G Dampening, August 2011 • Seating: 10 passenger; 4 forward club seats

Global XRS

S/N: 9195. Reg: N4T • New Price US$23,950,000 • Total Time: 3401 hours / Landings: 1116 • On CAMP • Engines on Condition • Second GPS (Honeywell GPS550) • Bombardier Enhanced Vision System (BEVS) / HUD • FDR Upgrade •13 Passenger

Freestream October 01/10/2014 10:29 Page 2

2014 Gulfstream G650 S/N: 6085

• Brand New Gulfstream G650 • Delivery Time Only • US Registered • Customized 15 Passenger Layout • Honeywell L5Z-860 Lighting System • Part 135 Certified • Enhanced Soundproofing • Secureplane 500 System

2005 Gulfstream 550 S/N: 5070 • Time since new: 4’550 hrs (as per 15. July 2014) • Cycles since new: 1’544 Cyc (as per 15. July 2014) • Engines: Rolls Royce BR700-710C4-11 (G550) • APU: Honeywell RE220 (G550) • 4 Honeywell Display Units DU-1310 • EASA approved: RVSM / RNP5 / RNP10 / MNPS • Thirteen (13) passenger configuration • Only one Owner aircraft

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

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

Sikorsky S-76C++ S/N: 760757 Reg: B-7336 • Make Offer • Low Time • Single Pilot IFR Equipped • EGPWS • CVR • Pop-out Float

Freestream October 01/10/2014 10:32 Page 3

2001 Learjet 45 S/N: 167 • Make Offer • AFFT: 5905 hours. Landings: 4801 • Engines on MSP Gold • Smart Parts Plus • APU on MSP • Honeywell Primus 1000 • TCAS II with Change 7 • EGPWS • Airshow 400 • Forward and Aft Monitors

1993 Falcon 2000 S/N: 001 • US$4.75M • APU and Engines on MSP Gold • 6300 hours • Ex Dassault demonstrator and always been well mantained • 2007 paint • Elegant 10 pax interior • TCAS II

1993 Hawker 1000A S/N: 259034 • US$2.395M • Beautifully maintained and hangar kept at Farnborough UK • Engines o MSP Gold • 8500 hours, fresh 48 month inspection due for completion in May 2014 • TCAS II • No Damage history

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

2001 Learjet 45 S/N: 005. Reg: G-ZXZX • US$1.95M. New to Market • Total Time: 7270.43 Hours • Total Landings: 6276 • APU: Model RE-100 (LJ) • Honeywell 4-Tube EFIS • GC-550 Flight Guidance System • RVSM Certified • 8 Passenger

BG4 Oct14_FinanceSept 23/09/2014 11:55 Page 1

BUSINESS AVIATION AND THE BOARDROOM

The Metrics of a Recovery: Jay Mesinger is the CEO and Founder of Mesinger Jet Sales.

Jay serves on the Jet Aviation Customer and Airbus Corporate Jets Business Aviation Advisory Boards and was a Member of the Board of the National Business Aviation Association (NBAA), and the Chairman of the Associate Member Advisory Council (AMAC). Contact him via Jay@jetsales.com.

“I want this article to help the reader sort out the tremendous amount of data and create value from the evaluation.”

The Best Measures of Value and what they Indicate.

Jay Mesinger opines on the abundance of data that is available, and attempts to discern how those graphs and reports can assist Board members make informed decisions.

I

t seems that graphs and reports with daunting numbers captivate our financial and economic world. Every newspaper includes them, but how could a mere mortal use that information to forecast what lies ahead regarding the market for business aircraft? One analyst says his view is correct, and the very next article features data points that show conflicting trends. Different sources produce different opinions regarding the health of the aviation industry. The results are dizzying, if not simply bewildering. I want this article to help the reader sort out the tremendous amount of data and create value from the evaluation.

As we see positive precursors to our community’s recovery, it is critical for those tasked with governance and fiduciary responsibly to interpret the information correctly. The more comfortable the Board becomes with sorting out this wealth of information, the better their decisions will be regarding first-time buying, transitioning or just re-investing in their company’s current aviation assets.

AVAILABLE DATA To prepare for this article I reviewed the current and previous editions of AvBuyer (nee’ World Aircraft Sales) Magazine. This publication is dedicated to providing its readership with “needto-know” information that informs and educates buyers, sellers, operators and users of business aircraft.

A quick tour of the ‘Market Indicators’ section of AvBuyer, for example, gives the reader a three hundred and sixty degree view of our community. Followers of this magazine and its U

DON’T DISPAIR AT THE AMOUNT OF DATA ABOUT THE MARKET

continued on page 38

32

AVBUYER MAGAZINE – October 2014

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Aircraft Index see Page 4

Eagle October 25/09/2014 10:25 Page 1

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1999 TURBO 206H STATIONAIR, S/N T20608111

1979 172S SKYHAWK, S/N 172S8239

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Tempus Jets October_Layout 1 24/09/2014 12:15 Page 1

Exceptional Pre-Owned Aircraft For Sale

2008 Gulfstream G550 Serial Number: 5206

Total Time: 3145

Registration Number: N469SD

Total Cycles: 1338

Aircraft features include: t Synthetic Vision

t Broadband Multi Link

t Gulfstream Enhanced EVS

t Airshow 4000

t 14 Passenger Executive Interior

t Securaplane 500

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Tempus Jets October_Layout 1 24/09/2014 12:15 Page 2

Exceptional Pre-Owned Aircraft For Sale

1998 Gulfstream IV-SP Serial Number: 1356

Total Time: 4400

Registration Number: N970KG

Landings: 3164

Aircraft features include: t HAPP Avionics

t Honeywell MCS-6000 SATCOM

t 3 Collins VHF-422C Comms

t Honeywell SPZ-8400 Autopilot

t 2 Collins VIR-432 Navs

t CMP

t 2 Collins ADF-462 ADF

t HAAP

t 2 Collins DME-442 DME

t APU - MSP Coverage

t 2 Collins TDR 94 MODE S TDR

t RRCC

t 1 Honeywell 880 Radar w/Dual

t Honeywell GP550 12 Channel GPS

Controllers

t Fwd Cabin Galley

t 2 Honeywell NZ-2000 FMS

t 15 Passenger Executive Interior

t 3 Honeywell LASEREF

t Dual DVD, Fax, iPod Dock

t Honeywell AT-910 TCAS II

CONTACT PHIL JORDAN

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+1 214.213.7469 +1 303.799.9999

Project1_Layout 1 01/10/2014 10:54 Page 1

Project1_Layout 1 01/10/2014 10:55 Page 1

BG4 Oct14_FinanceSept 23/09/2014 16:43 Page 2

What the Boardroom needs to know about Business Aviation OPPORTUNITY CAN BE FOUND AMONG THE DATA WHEN READ CORRECTLY

website find the common thread that adds perspective and understanding to the world of Business Aviation. Within this section readers find insightful revenue reports and forecasts from Original Equipment Manufacturers (OEM). Market activity in aircraft categories ranging from ultra-long-range business jets to turboprops is addressed, as is a compilation of operational data such as hours flown and other relevant stats.

AvBuyer coverage of the pre-owned market segment is compelling. For example, lately inventory of pre-owned aircraft has been shrinking and days on the market have been decreasing. When we couple such information with data that show asking prices are rising, we might conclude that now is time for sellers to raise their prices.

But there is the problem with that logic. One must be careful how data are used. Yes, in some segments inventory is trending down, but in many areas it is remaining stagnant and in others it is even increasing.

The reader needs to look at all the data, including information from specialized sources such as Aircraft Bluebook and Vref. (There is a very expansive list of inventory status for many aircraft categories on www.vrefonline.com.) Vref’s latest Market Leader (2014 Volume 3,) is printed on p126 of this edition.

few years, however.

These two items of information are good but not wonderful news. Aircraft that are selling are still being discounted. When asking prices are set at levels that might have been appropriate for the pre-crisis years, aircraft for sale remain in inventory longer than anticipated. This situation is very important to understand.

Aircraft listed for sale in the most recent quarter remain flat with no change in price from the preceding quarter. This fact is huge!

In the most recent editions of both Aircraft Bluebook and Vref, many aircraft took another turn downward. The pre-owned market is not yet stable in the area of pricing.

How should Board members look at indicators depicting the market for business aircraft? I suggest they do so optimistically. When you read the data correctly you will see that the opportunity to buy smartly still exists. Modernizing and investing in your business aircraft to meet regulatory changes seems to be a safer bet now than at any time in the last six years.

Note, however, that transitioning from your current aircraft to something newer will move smoothly if the relinquished aircraft is priced correctly.

All in all, we are seeing a better, healthier environment than many professionals have seen in many years.

“How should Board members look at indicators depicting the market for business aircraft?

I suggest they do so optimistically.”

TODAY’S DATA Reviewing what is currently available, inventory of pre-owned business aircraft is more static than moving down or up. Days on the market—one of the most positive indicators—is fewer than in the preceding

38

AVBUYER MAGAZINE – October 2014

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

Get them answered/published in AvBuyer Magazine. Email feedback to: Jack@avbuyer.com Business Aviation and the Boardroom continues on Page 42

www.AVBUYER.com

Aircraft Index see Page 4

Aviatrade single September_Layout 1 18/08/2014 14:19 Page 1

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

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BG 5 Oct14_FinanceSept 23/09/2014 11:58 Page 1

BUSINESS AVIATION AND THE BOARDROOM

Anatomy of an Aircraft Claim (Part 1).

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

“The aircraft is damaged extensively and the runway subsequently closed until debris could be moved. Your company pilot calls to report the accident to his direct report.

What’s next?”

Managing the ‘Less Complex’ Matter of a Gear Collapse...

Stuart Hope outlines the steps along a path you trust your company will never need to tread.

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our corporation has paid premiums for years hoping it would never need to use the product it had been purchasing since acquiring the firm’s first aircraft, but unfortunately Mr. Murphy surfaced. Your risk manager received a call that the company aircraft was involved in a loss situation. This article will give you some insight regarding the right moves to make, and what to expect from an insurance perspective.

No one ever thinks it will be their flight department that has an accident, but even the most seasoned pilots make mistakes and the best maintained aircraft sometimes fail. When the stars align against your company, the result can be as simple as a call from the pilot informing the insurance broker of an inadvertent gear collapse or runway excursion on landing, to a news reporter calling the company receptionist asking if management will comment on its aircraft being involved in a catastrophic accident with multiple fatalities. Obviously, the handling of these two events from an insurance perspective will vary. This month we tackle the gear collapse scenario.

Your company aircraft is returning from a long day of business travel with two executives, two prospective investors, and its crew of two pilots. On roll-out, the right main gear collapses; the aircraft veers hard right and off the runway, careens into a drainage ditch and comes to a stop.

Everyone immediately exits the aircraft and runs for safety. Two passengers received non-critical injuries. The aircraft is damaged extensively and the runway subsequently closed until debris could be moved. Your company pilot calls to report the accident to his direct report. What’s next?

RULES TO FOLLOW •

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AVBUYER MAGAZINE – October 2014

Rule number one after any accident is always the same: Take care of the people involved! Worry about the airplane once you have attended to anyone injured or affected by the accident.

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Aircraft Index see Page 4

BG 5 Oct14_FinanceSept 23/09/2014 11:59 Page 2

What the Boardroom needs to know about Business Aviation

•

•

•

Once you have all injuries under control, one of your first calls should be to your company’s insurance broker to report the claim.

The broker in turn will contact the insurance underwriter, which will assign an adjuster to handle your claim. He or she can provide valuable guidance. Use those resources.

Also, your broker will act as your claim advocate throughout the process, to monitor and make sure the underwriter is meeting its coverage obligations.

Deal next with the damaged aircraft. Here is where the insurance adjuster can be a great resource.

A seasoned adjuster will have handled hundreds of similar claims and can quickly advise you regarding the proper sequence of aircraft removal, such as who to hire to accomplish that task and where to take the aircraft to begin appraisal for repair.

Pressure will mount to move the aircraft as quickly as possible so the runway can be re-opened, but hiring a local tow-truck operator to throw some straps around the aircraft and pull it out of the runway area is not a good idea. In the rush to reposition a vehicle after an accident, many aircraft that were not badly damaged wind up with major structural issues due to someone attempting something for which they were unqualified.

COVERAGES In addition to repair of the aircraft, other coverages also are available to your company.

•

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Trip Interruption coverage reimburses a specified amount per person, for the cost to transport your passengers to their destination airport or origin airport.

AVBUYER MAGAZINE – October 2014

•

Extra Expense coverage will pay for supplemental lift [to charter or lease an aircraft] while the company aircraft is being repaired. This coverage pays the “extra expense” over and above the per hour operating expense that your company would have incurred with its own aircraft for the same trip. Extra Expense for Temporary Rental Parts, Guest Voluntary Settlement, Medical Expense and other ancillary coverage may also be triggered in the event of an accident.

So there are no unrealistic expectations, coordinate closely with your company’s adjuster and insurance broker. They can explain what coverages are available and the scope of each coverage. In its simplest form, insurance is designed to put your company back where it was before a loss—no better, but no worse.

Generally, once the claim has been reported to the insurance company, your firm’s insurance broker is not technically a part of the claims process and may or may not be copied on correspondence between your firm and the insurance adjuster. I suggest keeping your broker in the loop, however. Although the broker has no power to make something covered that’s not mentioned in the policy, I have found over the years that the difference between a good and bad experience boils down to one word: ‘Communication’.

Your company’s broker speaks the “language” and is its claims advocate when needed.

“I have found over the years that the difference between a good and bad experience boils down to one word: ‘Communication’.”

Do you have any questions or opinions on the above topic? Get them answered/published in AvBuyer Magazine. Email feedback to: Jack@avbuyer.com Business Aviation and the Boardroom continues on Page 46

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Aircraft Index see Page 4

BG 6 Oct14_FinanceSept 23/09/2014 15:13 Page 1

BUSINESS AVIATION AND THE BOARDROOM

Documentation: A Necessity when Claiming Deductions.

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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AVBUYER MAGAZINE – October 2014

Careful implementation and thorough recordkeeping are essential when supporting tax deductions, notes attorney Chris Younger.

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recent United States Tax Court decision illustrates the need to carefully implement tax planning and thoroughly maintain business records when acquiring and operating a business aircraft. In that case (Williams v.

Commissioner, T.C. Memo 2014-158 (2014)), the court analyzed an individual’s ability to take income tax deductions relating to the purchase and use of an aircraft.

The court’s conclusions regarding careful and complete documentation also apply to corporations owning a business aircraft for company travel while making it available part time to a third party (such as a charter operator) for generating income or offsetting expenses, or to employees for personal use.

The taxpayer, Scott Williams, was a pilot and a practicing lawyer who owned a telephone skills training business. His firm purchased the aircraft in question in December 2006 and leased it to two flight schools.

In 2007, total use of the airplane was 384.3 hours, of which 58.4 hours where flown by Williams for his own use, 55.7 hours by his business for company travel, and the www.AVBUYER.com

remaining 270.2 hours by the flight schools.

Agreements with the flight schools required them to provide virtually all management and other services relating to the aircraft. Furthermore, neither Williams nor his business was allowed to preempt flights scheduled by the schools. Williams abided by his agreements with the flight schools, and in testimony to the tax court he confirmed that on several occasions he chartered other aircraft when his aircraft was not available because of its use by the schools.

ACTIVITY DOCUMENTATION NOT COMPLETE Williams estimated that he spent approximately 150 labor hours solely on activity related to his aircraft in 2007. He did not, however, provide a log of his time spent on this activity or any other documentation regarding maintenance performed on the aircraft. For example, Williams claimed that he spent over 25 hours on business dinners relating to the aircraft ownership and operations but failed to support this assertion with any business records. He also provided incomplete logs that listed only the trips flown by him for personal matters and for his business. He failed to produce any flight logs describing the flight schools’ use of the aircraft.

Williams deducted depreciation and other expenses relating to the aircraft against income earned by his telephone training skills business. The IRS disallowed the deductions because the Service determined they were passive and could not be deducted from the non-passive income generated by William’s telephone skills training firm. Williams appealed the IRS’s decision to the Tax Court.

The passive loss rules of the IRS provide that net losses from a taxpayer’s passive activities may not be used to offset net income from the taxpayer’s nonpassive activities. Two or more activities may be grouped together and considered a single activity but only if they constitute an appropriate economic unit for the measurement of gain or loss. Whether activities constitute an appropriate economic unit is a matter of facts and circumstances, with greatest weight U being placed on the following factors: Aircraft Index see Page 4

BG 6 Oct14_FinanceSept 23/09/2014 12:02 Page 2

What the Boardroom needs to know about Business Aviation

(1) Similarities and differences in types of trades or businesses; (2) Extent of common control; (3) Extent of common ownership; (4) Geographical location; and (5) Interdependence between/among the undertakings (for example, the extent to which the activities sell goods/services to one another).

The Tax Court held that the aircraft activity could not be grouped with the activity of the telephone skills training firm because the two activities had no similarities and that common control and ownership and geographic location were not of any probative value (i.e., they were not pivotal in determining the case’s outcome). Additionally, the court found that there was no meaningful interdependence between the activities because Williams utilized the aircraft only “to avoid pat downs, searches, baggage claim and lost baggage with the airlines” and would charter another aircraft if necessary.

100 hours during the taxable year, and the taxpayer’s participation in the activity is not less than the participation in the activity by any other individual; or 3. Taxpayer participates in the activity for more than 100 hours during the taxable year, and based on all of the facts and circumstances, the taxpayer participates in the activity on a regular, continuous and substantial basis.

The term “passive activity” includes any activity in which the taxpayer does not materially participate, as well as any rental activity regardless of whether the taxpayer does or does not materially participate in the activity. A “rental activity” is any activity where payments are principally for the use of tangible property, unless the activity falls within a regulatory exception.

Notably, the activity is not deemed passive if the average period of use by customers is seven days or less, such as is typically the case in the car rental business.

There are seven tests for determining whether a taxpayer is treated as materially participating in an activity for any taxable year, including three that are particularly relevant to the Williams case. These three are as follows:

The extent of an individual’s participation in an activity may be established by any reasonable means including records such as appointment books, calendars or narrative summaries. Creating and maintaining records of participation in the activity, therefore, is critical.

Williams maintained that the activity was not a rental activity because the customers of the flight schools used the aircraft for less than seven days. The IRS argued that the flight schools were the customers that rented the aircraft so they did not fall within that seven-day exception. However, the Tax Court bypassed this issue altogether and held that regardless of whether the aircraft use by the flight schools was a rental activity, Williams had not produced sufficient records to show that he materially participated in the activity. The court stated that “a post-event ‘ballpark’ guesstimate’’ will not suffice.

Williams had provided too little written documentation to corroborate his testimony that he spent the required time working on the aircraft activity to meet the material participation tests. This simple failure to maintain and produce adequate records prevented Williams from deducting any of the aircraft-related losses against income generated by the Business.

This case provides a good illustration of the fact that carefully following the requirements of tax rules and maintaining thorough records to support tax positions are critically important.

1. Taxpayer participates in the activity for more than 500 hours; 2. Taxpayer participates in the activity for more than

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

Get them answered/published in World Aircraft Sales Magazine. Email feedback to: Jack@avbuyer.com Business Aviation and the Boardroom continues on Page 54

DOCUMENTING PASSIVE VS. NON-PASSIVE ACTIVITY

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AVBUYER MAGAZINE – October 2014

www.AVBUYER.com

“The extent of an individual’s participation in an activity may be established by any reasonable means including... appointment books, calendars or narrative summaries.”

Aircraft Index see Page 4

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BG 8 Oct14_FinanceSept 23/09/2014 12:05 Page 1

BUSINESS AVIATION AND THE BOARDROOM

Medium Jets Just the right fit for many Operators...

“Medium Jets can still access a significant percentage of the secondary airports serving most of the 150 largest metropolitan areas in the US.”

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AVBUYER MAGAZINE – October 2014

Of all the business jet categories, none does more to balance capability with utility than the Medium Jet segment; and no segment provides more options. A step up on the Light Jet segment, Medium Jets are loosely defined here as aircraft with a Maximum Take-Off Weight (MTOW) between 20,001-40,000 lbs. here’s no disputing the advantages of space in the comfort equation that comes with stepping into the Medium Jet category, particularly when applied to longer trips - and that is ultimately where the Medium Jet’s basic advantage comes into play over the Light Jet segment. While Medium Jets deliver plenty of added space and comfort, however, this comes at costs significantly below those of the Large Cabin jet segment.

Medium Jets tend to cruise at the upper-end of the private jet speed range (between Mach 0.78 and Mach 0.85). While on average faster than the Light Jet, a Medium Jet’s superior speed generally provides only a few minutes of gain on the typical Business Aviation trip of 350 to 500 miles, but the difference will become noticeable on longer legs exceeding 1,000 miles.

In terms of range, the average Medium Jet can reach most of the US non-stop from almost anywhere else within the US, making them excellent candidates for the operator with regular transcontinental travel needs. That range capability also gives

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the crew the flexibility to string together a sequence of stops that total the same distance – making it possible for a Medium Jet to cover multiple locations and still get home at the days’ end, without buying fuel along the way.

Runway requirements for Medium Jets are generally longer than the average length needed by a Light Jet – but nevertheless Medium Jets can still access a significant percentage of the secondary airports serving most of the 150 largest metropolitan areas in the US. Indeed, Medium Jets generally can match their Large Cabin kin in terms of speed and, to a point, their range, while providing reasonable office amenities that are competitive with most larger aircraft. With all of the above considered, it is little wonder that the Medium Jet segment is the biggest selling, deepest segment across the business aircraft market.

MEDIUM JET PRICE GUIDE The following Medium Jets Retail Price Guide represents current values published in the Aircraft Bluebook – Price Digest. The study spans model years from 1995 through Autumn 2014 (20-year period). Values reported are in USD millions, with each reporting point representing the current average retail value as published in the Bluebook by its corresponding calendar year. For example, the Learjet 60XR values reported in the Autumn 2014 edition of Bluebook shows $5.6 million for a 2009 model, $5.1 million for a 2008 model and so forth. Aircraft are listed alphabetically.

Note: We have includ e d 31 aircraft m o d e ls in the fo llo w ing Me d ium Je ts ave rage p rice guid e , ho w e ve r, fo r ad d itio nal assistance and inte re st, Co nk lin & d e De ck e r Pe rfo rm ance and Sp e cificatio n d ata fo r the se Me d ium Je t m o d e ls can b e re fe rre d to , b e ginning o n p age 78 o f this issue .

Aircraft Index see Page 4

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Retail Price Guide OCT14_RPG 23/09/2014 12:09 Page 1

BUSINESS AVIATION AND THE BOARDROOM

MEDIUM JETS AVERAGE RETAIL PRICE GUIDE

AUTUMN 2014

YEAR OF MANUFACTURE $ MODEL

2014 US$M

2013 US$M

2012 US$M

2011 US$M

2010 US$M

2009 US$M

2008 US$M

2007 US$M

2006 US$M

2005 US$M

BOMBARDIER CHALLENGER 300

24.860

20.0

17.5

16.5

15.0

14.0

13.0

12.0

11.5

11.0

8.5

7.5

6.7

6.0

5.6

5.1

4.6 4.6

3.9

3.4

4.8

4.5

4.2

4.5

4.2

3.9

3.7

3.4

3.0

3.3

3.0

2.7

BOMBARDIER LEARJET 60XR BOMBARDIER LEARJET 60SE BOMBARDIER LEARJET 60 BOMBARDIER LEARJET 45XR

8.1

7.5

6.7

6.1

5.5

BOMBARDIER LEARJET 45 BOMBARDIER LEARJET 40XR

6.9

5.9

5.2

4.5

4.2

BOMBARDIER LEARJET 40 CESSNA NEW CITATION X 750

23.663

CESSNA CITATION X 750

16.2

14.5

13.3

12.2

10.5

9.5

8.5

7.5

12.8

12.0

10.5

9.0

8.5

7.8

7.3

6.8

9.2

8.7

8.0

7.5

6.8 5.2

4.7

4.4

8.0

7.6

7.1

7.2

CESSNA CITATION VII 650 CESSNA CITATION SOVEREIGN 680+

18.131

15.8

CESSNA CITATION SOVEREIGN 680 CESSNA CITATION XLS+ 560

12.992

10.5

CESSNA CITATION XLS 560

5.5

CESSNA CITATION EXCEL 560 DASSAULT FALCON 50EX DASSAULT FALCON 50 GULFSTREAM G280

24.5

24.0

22.0

GULFSTREAM G200 GULFSTREAM G150

15.7

13.0

10.9

12.5

11.5

10.0

9.3

8.7

7.7

8.9

8.2

7.3

7.0

6.8

6.5

GULFSTREAM G100

4.1

3.8

GULFSTREAM/ ASTRA 1125 SPX HAWKER 4000

6.0

5.8

5.4

5.3

5.2

9.5

7.2

6.5

5.5

5.0

5.4

5.0

HAWKER 1000 HAWKER 900XP HAWKER 850XP PRO LINE HAWKER 800XP/i PRO LINE

4.5

4.2 3.7

HAWKER 800XP HAWKER 800 HAWKER 750

6.5

4.9

4.3

3.8

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

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www.AVBUYER.com

Aircraft Index see Page 4

Retail Price Guide OCT14_RPG 23/09/2014 12:10 Page 2

What the Boardroom needs to know about Business Aviation

What your money buys today 2004 US$M

2003 US$M

10.5

10.25

2002 US$M

2001 US$M

2000 US$M

1999 US$M

1998 US$M

1997 US$M

1996 US$M

1995 US$M

YEAR OF MANUFACTURE $ MODEL BOMBARDIER CHALLENGER 300 BOMBARDIER LEARJET 60XR

3.0

BOMBARDIER LEARJET 60SE 2.7

4.0

3.6

3.7

3.3

2.6

2.5

2.4

2.3

2.1

2.0

1.9

1.8

BOMBARDIER LEARJET 60 BOMBARDIER LEARJET 45XR

3.0

2.9

2.8

2.7

2.6

BOMBARDIER LEARJET 45 BOMBARDIER LEARJET 40XR

2.4

BOMBARDIER LEARJET 40 CESSNA NEW CITATION X 750

7.0

6.5

6.1

5.7

5.3

4.8

4.4

4.2

4.0

2.7

2.5

2.4

2.3

2.1

CESSNA CITATION X 750 1.9

CESSNA CITATION VII 650 CESSNA CITATION SOVEREIGN 680+

6.4

CESSNA CITATION SOVEREIGN 680 CESSNA CITATION XLS+ 560

4.2

CESSNA CITATION XLS 560

4.0

3.8

3.6

3.3

3.0

2.7

2.5

6.7

6.3

5.9

5.6

5.3

5.0

4.8

CESSNA CITATION EXCEL 560 4.6

DASSAULT FALCON 50EX 3.3

3.1

DASSAULT FALCON 50 GULFSTREAM G280

6.7

6.2

5.7

5.2

4.7

4.2

GULFSTREAM G200 GULFSTREAM G150

3.6

3.4

3.0

2.8 2.8

GULFSTREAM G100 2.5

2.4

2.3

2.2

2.1

GULFSTREAM/ ASTRA 1125 SPX HAWKER 4000

2.5

2.4

HAWKER 1000 HAWKER 900XP HAWKER 850XP PRO LINE HAWKER 800XP/i PRO LINE

3.5

3.0

2.7

2.5

2.4

2.3

2.2

2.1

2.0

1.9

HAWKER 800XP

1.6

HAWKER 800 HAWKER 750

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

www.AVBUYER.com

October 2014 – AVBUYER MAGAZINE

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FLIGHT DEPARTMENT MANAGEMENT SKILLS

High-Trust Leadership: High-trust leaders communicate clearly, concisely and directly. by George Dom his is the fourth article in a four-part series highlighting the fundamental importance of trust in effective leadership and teamwork. In July, we covered why trust matters and introduced the five key ingredients needed to earn trust. For each element of trust there was a question my teams were asking

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about me to make a judgment of my trustworthiness as their flight leader and commanding officer of the Navy’s Blue Angels.

Your team, your boss, your vendors and your professional colleagues are asking the same questions about you and your flight department.

In this final installment, we’ll focus on communication – the oil of the high-trust www.AVBUYER.com

engine - and conclude with some final thoughts on why trust matters.

COMMUNICATION – ARE YOU UNDERSTOOD? The biggest problem with communication for leaders is the presumption it has occurred. Too many managers aspiring to be leaders think they have successfully Aircraft Index see Page 4

Flight Dept Mng1 Oct14_Finance 23/09/2014 12:17 Page 2

communicated their thoughts, ideas, priorities and decisions by simply sending an email, writing a letter, calling everyone together for an announcement, having a conversation, sending a text, or leaving a voicemail. One and done – “they got the message.” Most likely they didn’t…

In aviation, we have protocols to enhance communication. The FAA publishes terminology that must be used verbatim on the radios by aircrew and controllers with specific responses to acknowledge receipt of the message and avoid misunderstanding. Similar communication strategies are followed in the cockpit to achieve effective crew coordination.

During our Blue Angel post-flight debriefs, we spent considerable time dissecting and analyzing our communications. We continually asked ourselves how we could communicate more clearly, concisely and directly.

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Clear: Were our transmissions understandable? Was there any static and noise interference? Did the words we used convey our intended meaning?

Concise: Were we able to communicate efficiently and avoid long transmissions that blocked the frequency?

Direct: Did the person we were speaking to know the information was for him?

news, or are in a hurry. They shotgun the message and unrealistically expect the blast to find its target with the precision of a sniper’s bullet.

• • •

Character – “Do I walk my talk?”

Commitment – “Can I be counted on during good times and bad?”

Competence – “Am I skilled and relevant?”

Connection – “Do they believe I understand them?”

Communication – “Do they understand me?”

Training tip: Ask a teammate and your boss, “In what ways can I communicate with you better? Are my communications clear? Are they concise? Are they direct?”

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NON-VERBAL COMMUNICATION

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

Research tells us only 7% of the messages we receive result from the verbal content of the transmission. Most (93%) of what is communicated is based on non-verbal voice inflection, context, gestures, facial expressions, mannerisms, etc.

Effective communicators pay as much attention to how they communicate as they do to content.

Remember, Business Aviation in general - and your flight department in particular - are in the trust business. Building and sustaining a high level of trust requires continual effort and attention to investing in relationships at all levels. Trust can’t be expected, demanded, bought or coerced.

Trust is a gift—indeed a reward—that must be earned every day. The return on investment is high—autonomy, productivity, collaboration, innovation, camaraderie and resilience. In order to be trusted, you and your team must be viewed as trustworthy based on five simple questions…

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These three characteristics for effective communication – and a method for confirming receipt of the message - apply just as much on the ground as in the air. They also apply to written communication.

Consider the effect if messages are not clear, concise or direct.

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Lack of clarity: Unfamiliar words, references, and acronyms, and/or mumbling or distracting delivery are communication killers. If the listener doesn’t understand the transmission, who is at fault? The speaker or writer must communicate in terms the listener can digest.

Verbose and tedious: Speakers and writers who are repetitive, redundant and lack organization in their communication cause listeners and readers to tune them out. Being concise requires effort. As Blaise Pascal famously said, “I would have written a shorter letter but I didn’t have time”.

Unfocused: If the intended receivers don’t know the message is for them, they won’t pay attention. This is often the problem when leaders face a difficult conversation, must deliver bad

Advertising Enquiries see Page 9

DOES YOUR COMMUNICATION SET OUT A CLEAR PATH FOR YOUR TEAM?

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October 2014 – AVBUYER MAGAZINE

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Flight Dept Mng2 Oct_Finance 23/09/2014 12:22 Page 1

FLIGHT DEPARTMENT MANAGEMENT SKILLS FISHING THE TALENT POOL?

Market of Opportunity: The Art of the Interview.

by Jodie Brown he “Horse Fair” oil on canvas painted in 1852 by Rosa Bonheur depicts the horse market held in Paris on the tree-lined Boulevard de l'Hôpital. You can sense the heightened excitement of sellers leading carefully groomed horses with tails neatly braided to be sold in the open market.

The scene reminds me of the upcoming NBAA convention and the opportunities awaiting both flight department managers and aviation talent. Suits pressed, shoes spitshined, business cards and elevator pitches ready to deliver, aviation professionals burst onto the convention floor with various objectives in mind. Many attendees are present to sell their goods and services. Others are there to seek employment. Some use the gathering to find new hires for their flight department.

Entering into any transaction brings inherent risks. Will expectations be realized, and if so for how long? Hiring personnel is

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particularly challenging as some people can spot talent naturally. Others should not attempt it themselves.

The first step in hiring personnel for your flight department is determining what skills are needed. Have economic forces or company’s demands created a requirement for additional staff with certain talents? Do gaps exist within your department? You hire for the present with an eye on the future. In addition to knowing best practices, does the candidate have the ability to support your department’s growth plans?

HELP EXISTS Flight department managers do not have to fly solo. They may want to retain a recruiting business that specializes in the selection and hiring of aviation personnel. Also, NBAA’s Corporate Aviation Management (CAM) program provides training and courses with valuable resources to develop hiring techniques. www.AVBUYER.com

The NBAA Business Aviation Conference & Exhibition (BACE—the event’s official name) provides a great venue for meeting, interviewing and selecting personnel. So, within the midst of the mind-numbing environment of a convention, how do you determine whether or not a person or opportunity is good for you?

With a few key tips, both clients and candidates can present themselves at their best.

Fundamentals are important for both interviewer and interviewee. First impressions are the most lasting. Personal appearance and behavior make a statement about your flight department, your management style, how personnel within the department are valued, and how the opportunity is truly special. Remember, as the interviewer you want the job opportunity to appeal to the best candidates.

Thus arriving late, rumpled and distracted kills an interview, regardless who is interviewing whom. ❯ Aircraft Index see Page 4

Charlie Bravo October_Layout 1 24/09/2014 11:53 Page 1

Flight Dept Mng2 Oct_Finance 23/09/2014 12:23 Page 2

FLIGHT DEPARTMENT MANAGEMENT SKILLS

“Often we hear what we expect to hear while ignoring critical information that contradicts our expectations.”

CRUCIAL TIPS FOR PERSONAL PRESENTATION The following basics apply to managers doing the interview as well as to candidates being interviewed: 1. Depending upon the position, a black or dark suit is the most conservative. Keep jewelry and accessories to a minimum: a watch, ring and good pen.

2. Facial hair should be freshly trimmed and hair styles conservative.

3. Marketing materials include a clean, crisp business card, a job description or resume in an envelope. Better yet, job candidates should provide a thumb drive.

4. The first introduction includes a firm, dry handshake and clear pronunciation of your name which you could repeat with spelling to help the other’s retention and recall.

5. Posture and body language speak loudly about self-confidence.

6. The introduction is followed by your features and benefits—or in the case of the interviewer, the benefits of the job opening—so make it memorable. Pause and relax. Make it pleasant for the other person. Speak clearly and with a lower pitch - especially when ending your sentence to convey confidence. Prepare your summary “pitch” (maximum five minutes, preferably shorter) and learn it so you sound natural when it’s “show time”.

7. Create a dialogue, not a monologue, by keeping statements short and by asking questions that invite your counterpart to speak.

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AVBUYER MAGAZINE – October 2014

For interviewers, explain the organization and team and what is needed in the job, the physical and mental demands of the job, and any conditions such as hard days off, limited vacation schedules, or the possibility that the Part 91 flight department might develop into a Part 135 operation.

For interviewees, prepare to ask and answer pertinent questions. Be clear about the capabilities you wish to convey. Take notes.

All parties to the interview must listen naively. Einstein said, “Our theories dictate what we measure”. Often we hear what we expect to hear while ignoring critical information that contradicts our expectations. Be clear when describing the values, abilities and attitudes that you personally believe support success. Use open-ended questions to learn what your counterpart believes are important qualities. Choose your words with care. “Frugal” conveys an entirely different mindset than “cheap”.

WHAT NOT TO SAY Interview topics forbidden by federal law include (but are not limited to) age, marital status, children, disabilities, club memberships, religious or political affiliations, financial situations and ancestry. If you are concerned about conflicts between a personal life and company demands, ask if there are any reasons other than occasional illness that would limit the ability to work according the company’s culture and department schedules.

Interviewers should ask questions that www.AVBUYER.com

require complex thinking. You want insight as to what makes the other person “tick”.

Prepare questions that require someone to reflect on their own behavior and reasons for actions that demonstrate values and assumptions. “When you talk about smart operations and working efficiently, what does that mean to you?” Let the person think about the answer. How well was the response presented?

Throughout the entire interaction, show enthusiasm for learning about the other individual. Even if it’s not a good match, you want this person to leave as your good-will ambassador.

❯ Jodie Brown, is the founder and president of Summit Solutions— the only Business Aviation company devoted to both executive recruiting and leadership & management development. With over 20 years’ Business Aviation experience and more than 25 years of leadership and teaching experience Ms. Brown is consultant and executive coach to C-Suite executives, owners and directors of aviation companies and flight departments. ❯ More from www.summit-solutions.com Do you have any questions or opinions on the above topic? Get them answered/published in AvBuyer Magazine. Email feedback to Jack@avbuyer.com ■ Aircraft Index see Page 4

GIV SN 1049 Simply the most advanced GIV available today.

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

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

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

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AirCompAnalysisOct14final_ACAn 23/09/2014 16:39 Page 1

AIRCRAFT COMPARATIVE ANALYSIS BOMBARDIER GLOBAL 6000

G650

G550

Bombardier Global 6000

by Michael Chase n this month’s Aircraft Comparative Analysis, we provide information on a selection of business jets in the $50.2m-$73.5m range for the purpose of valuing the pre-owned Bombardier Global 6000. We’ll consider the productivity parameters - payload/range, speed and cabin size, and cover current and future market values. The field in this study also includes the Bombardier Global 5000 and the Gulfstream G550 and G650.

The Global 6000 is the fourth and latest business jet model built by Bombardier to compete in the ultra-long-range and large cabin market. The ultra-long-range business jet market began in 1995 with the Gulfstream GV, followed two years later by the Global Express, and is defined as large cabin business jets that can fly a 5,000nm (or greater) distance.

The Global 6000 traces its roots to the Global Express XRS which was the third ultra-long-range large cabin business jet produced by Bombardier. The Global 6000 started delivering to customers in 2012 and there are currently 99 Global 6000s in

I

68

AVBUYER MAGAZINE – October 2014

TABLE A ULTRA LONG RANGE BUSINESS JET MARKET - Oct. 2014 IN YEARS OPERATION PRODUCED Gulfstream GV 191 1995-2002 Gulfstream G500 9 2004-2008 Gulfstream G550 455 2003-Present Gulfstream G650 76 2012-Present Total 731 Global Express 148 1997-2006 Global 5000 166 2005-Present Global Express XRS 159 2004-2012 Global 6000 99 2012-Present Total 572 Dassault Falcon 7X 222 2007-Present Grand Total 1,525 MODEL

MARKET SHARE %

48%

37% 15% 100%

Source: JETNET

operation worldwide. The model offers a large, spacious cabin in excess of 2,000 cubic feet and can travel over 6,100nm non-stop. Two new models will follow the Global 6000 - the Global 7000 and Global 8000 ultra-long-range large cabin business jets. www.AVBUYER.com

Today the ultra-long-range large cabin business jet market has 1,525 units in operation (Table A, above). Currently Gulfstream (731 units) has a 48% share of the market, followed by Bombardier (37% share, or 572 units) and Dassault Falcon ❯ (15% share).

Aircraft Index see Page 4

LEAS Single October_LEAS 24/09/2014 11:55 Page 1

Price $6,595,000

Whether you are looking to buy or sell, it pays to have a trusted advisor to help navigate the complex processes of aircraft ownership. Through over $10 billion in aircraft transactions, Leading Edge has earned a reputation for developing and executing solutions that make the best sense for its clients.

2001 Challenger 604 s/n 5514 On Smart Parts w/ engine suppliement. XM weather & RAAS installed 9/2010, 96 mo. insp. 9/2010, 400, 800 hr & 12, 24, 48 mo. insp. 6/2014. Operating Part 135

Contact us: USA 201-891-0881 aircraftsales@leas.com WWW.LEAS.COM 2005 Embraer Legacy 600 s/n 14500933 Engines & APU on 100% JSSI, 8-yr. “C” check 8/2014, Paint 1/2012, Interior 9/2013, Steep Approach Kit (London City), Has operated EU-OPS 1 Price $16,395,000

Price $23,250,000

2008 Gulfstream G450 s/n 4122 14 passenger, Forward and aft lavs, Forward galley, Engines on Rolls Royce Corporate Care, PlaneView cockpit, HUD/EVS, Swift 64 internet, Wireless LAN, JAR Ops

1999 Gulfstream V s/n 565 Engines on Rolls Royce Corporate Care. APU on MSP, Avionics on HAPP, On Honeywell Mechanical Protection MPP, Aircell ATG-5000 Wi-Fi, Heads Up Display, Interior 2011 Price $7,845,000

2008 Challenger 605 s/n 5740 In service 5/2008. On Smart Parts, Engines on GE OnPoint, APU on MSP, Collins ProLine 21 System, ATG 5000 Wi-Fi, EVAS, Capable of WAAS/LPV approaches, 88 parameter FDR

1999 Gulfstream IVSP s/n 1383 Engines on RR Corporate Care, APU on MSP, Avionics on HAPP & MAPP, Ads-B-Out, Satellite Direct TV and Int’l TV, HUD, Triple Navs, IRS and VHF Comms, MCS7000 SatCom, Operating Part 135 Price $4,995,000

Price $11,295,000

2007 Challenger 300 s/n 20121 FOR SALE OR LEASE, Engines & APU on MSP, Recent Bombardier pre-buy, Collins ProLine 21, Dual IFIS, Aircell GoGo Wi-Fi, New woodwork, 4000 hr. & fuel nozzle replacement c/w 6/2014

1990 Gulfstream IV s/n 1137 Engines less than 600 hrs TSML, APU on MSP, 72-mo. insp.

10/2013, Direct TV, Honeywell DL-950 Dataloader, Dual auto throttles, New carpeting , side panels & divan fabric 11/2011, Dual iPod docking stations

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

AirCompAnalysisOct14final_ACAn 23/09/2014 14:30 Page 2

AIRCRAFT COMPARATIVE ANALYSIS BOMBARDIER GLOBAL 6000 PAYLOAD AND RANGE

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)

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

Global 6000

99,500

44,716

461

5,770

2,804

6,163

5,876

Global 5000

92,500

38,959

455

7,139

2,930

5,520

4,958

Gulfstream G550

91,000

41,000

402

6,600

2,500

6,708

5,767

Gulfstream G650

99,600

44,200

453

6,500

1,800

7,000

5,980

SOURCE: DATA COURTESY OF CONKLIN & DE DECKER; JETNET; AIRCRAFT COST CALCULATOR; B&CA MAY 2014 PLANNING HANDBOOK & AUG. 2014 OPERATIONS PLANNING GUIDE

CHART A - CABIN CROSS-SECTIONS

The data contained in Table B, left, is sourced from Conklin & de Decker and also B&CA (May 2014 issue). A potential operator should focus on payload capability as a key factor. The Global 6000s ‘Available payload with Maximum Fuel’ at 2,804 lbs has the second highest value in the comparative field, and is more than 1,000 lbs greater when compared to the Gulfstream G650 (1,800 lbs).

Also represented, according to Aircraft Cost Calculator the Global 6000 burns 461 gallons of fuel per hour (GPH), which is 1.8% greater than the G650 (453 GPH) and 14.7% more than the G550 (405 GPH).

CABIN VOLUME

SOURCE: UPCAST JETBOOK

CHART B - RANGE COMPARISON Bombardier Global 5000 Bombardier Global 6000 Gulfstream G550 Gulfstream G650

5070.00 Nm 5742.75 Nm 6527.75 Nm 6800.00 Nm

According to Conklin & de Decker, the cabin volume of the Global 6000 (2,002 cubic feet) is less than that of the Gulfstream G650 (2,421 cubic feet, or 20.9% less). However, the Global 6000 offers a larger cabin volume than the Global 5000 (1,889 cubic feet) and the Gulfstream G550 (1,812 cubic feet).

The differences can essentially be found in the cabin length.

Both the Global 6000 and the Global 5000 have the exact same cabin height and width, but the Global 6000’s 48.35 foot length is nearly 6ft longer than the Global 5000’s. The Gulfstream G650 has the greatest length of this study group at 53.6 feet. The respective cabin cross-sections are represented in Chart A (courtesy of UPCAST JETBOOK).

RANGE COMPARISON As depicted in Chart B, using New York City as a starting destination for the business jets in our field of study, the G650 shows more range coverage than the G550, Global 6000 and Global 5000 at 6,800nm, according to Aircraft Cost Calculator.

The Global 6000 ranks third behind the G550.

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

70

AVBUYER MAGAZINE – October 2014

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Aircraft Index see Page 4

AirCompAnalysisOct14final_ACAn 23/09/2014 14:31 Page 3

AIRCRAFT COMPARATIVE ANALYSIS BOMBARDIER GLOBAL 6000 IFR fuel reserve calculation for a 200nm alternate. The lines depicted do not include winds aloft or any other weather-related obstacles.

CHART C - COST PER MILE*

POWERPLANT DETAILS The Global 6000 and the Global 5000 jets are powered by two Rolls-Royce BR700-710A2-20 engines, each offering 14,750 pounds of thrust for both models. The Gulfstream models also use Rolls-Royce powerplants with the G550 using BR710-C411s offering 15,385 lbst, and the G650 using BR725 A1-12 engines with 16,900 lbst.

Global 6000

$7.87

Global 5000

$6.68

$6.55

Gulfstream G550

$0.00

$4.00

$2.00

$6.00

$8.00

US $ per nautical mile

• 1,000NM MISSION, 800 LBS PAYLOAD (G650 DETAILS NOT AVAILABLE)

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

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

Chart C (top right) details ‘Cost per Mile’, and compares the Global 6000 to the Global 5000 and G550 factoring direct costs, and with each aircraft flying a 1,000nm mission with a 1,600 pound (eight passengers) payload. The G550 at $6.55 cost per mile is lower by 16.8% compared to the Global 6000 ($7.87 cost per mile). The G650 ‘Cost per mile’ was unavailable at the time of print.

TOTAL VARIABLE COST COMPARISONS The ‘Total Variable Cost’, illustrated in Chart D, is defined as the cost of Fuel Expense, Maintenance Labor Expense, Scheduled Parts Expense and Miscellaneous Trip Expense. The total variable cost for the Global 6000 at $3,779 is higher than the Global 5000 ($3,466) and the Gulfstream G550 ($2,918). The G650 ‘Total Variable Cost’ was not available at the time of print. ❯ Advertising Enquiries see Page 9

CHART D - VARIABLE COST Global 6000

$3,779

$3,466

Global 5000

$2,918

Gulfstream G550

$2,000

$1,000

$0

$3,000

$4,000

US $ per hour • G650 DETAILS NOT AVAILABLE

TABLE C - COMPARISON TABLE Long Range Speed (kts)

Cabin Volume (cu ft.)

Max Payload w/avail fuel range(nm)

Vref (Used) Price $ M

In Operation

% For Sale

Sold*

Global 6000

471

2,002

5,876

$62.00

99

6.1%

38

Global 5000

471

1,889

4,958

$50.19

166

10.2%

38

Gulfstream G550

459

1,812

5,767

$60.00

455

6.4%

88

Gulfstream G650

488

2,421

5,980

$73.5

76

3.9%

56

Model

SOURCE: DATA COURTESY OF CONKLIN & DE DECKER; JETNET; OPERATIONS PLANNING GUIDE B&CA *Full Sales Transactions past 12 months - JETNET STAR reports

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October 2014 – AVBUYER MAGAZINE

71

AirCompAnalysisOct14final_ACAn 23/09/2014 14:32 Page 4

AIRCRAFT COMPARATIVE ANALYSIS BOMBARDIER GLOBAL 6000 MACRS schedule for a 2014 model Global 6000 in private (Part 91) and charter (Part 135) operations over five and sevenyear periods, assuming a Vref retail value of $62.0 million.

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

Following is the MACRS schedule for PART 135:

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

Year 1 2 3 4 5 6 7 8

ASKING PRICES VS AFTT, AGE & ENGINE THRUST

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

Source: NBAA

TABLE E - MACRS DEPRECIATION SCHEDULE 2014 Bombardier Global 6000 - Private (Part 91)

$62.0

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

1

2

3

4

5

6

20.0% $12.4 $49.6 $12.4

32.0% $19.8 $29.8 $32.2

19.2% $11.9 $17.9 $44.1

11.5% $7.1 $10.7 $51.3

11.5% $7.1 $3.6 $58.4

5.8% $3.6 $0 $62.0

2014 Bombardier Global G6000 - Charter (Part 135) Full Retail Price - Millions Year Rate (%) Depreciation Depreciation Value Cumulative Depreciation

AIRCRAFT COMPARISON TABLE Table C (previous page) contains the average new retail prices from Vref for each aircraft. The average speed, cabin volume and maximum payload values are from Conklin & de Decker. The number of aircraft in-operation and percentage ‘For Sale’ are as reported by JETNET. The Global 5000 has the highest fleet percentage ‘For Sale’ (10.2%), while the Gulfstream G550 has the most pre-owned sold in the past 12 months (88).

It is interesting to note that

72

AVBUYER MAGAZINE – October 2014

$62.0 1

2

3

4

5

6

7

8

14.3% $8.9 $53.1 $8.9

24.5% $15.2 $38.0 $24.0

17.5% $10.8 $27.1 $34.9

12.5% $7.74 $19.4 $42.6

8.9% $5.54 $13.8 $48.2

8.9% $5.53 $8.3 $53.7

8.9% $5.54 $2.8 $59.2

4.5% $2.77 $0.0 $62.0

of the 99 Global 6000 aircraft in operation today, only 6.1% of the fleet is ‘For Sale’ (representing a traditional seller’s market).

Of the 92 wholly-owned Global 6000 aircraft in operation (excluding seven Global 6000s that are in fractional service), North America is home to 46% and Europe 40% of the fleet (a combined total of 86%).

DEPRECIATION SCHEDULE FOR BUSINESS AIRCRAFT Aircraft that are used in a trade, business, or for the production

of income that are primarily operated domestically and not used in common or contract carriage (e.g. Part 91) may be depreciated over a five-year Modified Accelerated Cost Recovery System (MACRS) schedule. Aircraft used in common or contract carriage (e.g., Part 135) are depreciable under seven-year MACRS (see Table D). The aircraft can be purchased new or pre-owned to use the MACRS accounting method.

Table E, meanwhile, depicts an example of using the

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Chart E (top right), sourced from the Multi-dimensional Economic Evaluators Inc. (www.meevaluators.com), shows a Value and Demand chart for the pre-owned Global 6000, Global 5000, Gulfstream G550 and G650. The current preowned market for these aircraft shows a total of 55 aircraft ‘For Sale’. Fifteen of the 55 have an asking price - thus, we have plotted those 15.

The equation that we derived from these asking prices and other criteria used should enable sellers and buyers to compare, and perhaps adjust their offerings if necessary. Demand and Value are on opposite sides of the same Price axis. The market treats the Global 6000, Global 5000, G550 and G650 in much the same way.

The Demand Equation for these vehicles is Price ($m) = 63.9 *Qty-0.5416. The flat slope (exponent >-1.0) indicates that there is more revenue in the lower portion of the market than there is in the upper. This equation is very well correlated, with an adjusted R2 of 96.1%, a Pearson’s2 of 96.9%, a P-Value of 1.31%, and a Standard Error of $1.81m.

The Value Equation is Price = 36.93 x Years-0.4781 x Max Range Nautical Miles1.666. We find that the Value Equation for these aircraft is well correlated, with an Adjusted R2 of 92.4%, a Pearson’s2 of 94.7%, and a Standard Error of $1.94m (with P-Values of 1.58e-05 and 3.85e-07 for Years and Range in Nautical Miles, respectively).

The exponential value of range term - at 1.666 - is especially strong and reflects the importance that this market sector places on long-range capacity.

Thus, the market for used Aircraft Index see Page 4

AirCompAnalysisOct14final_ACAn 23/09/2014 14:33 Page 5

AIRCRAFT COMPARATIVE ANALYSIS BOMBARDIER GLOBAL 6000

The points in Chart F center on the same aircraft. Pricing used in the vertical axis is as published in the B&CA August 2014 Operations Planning Guide. The productivity index requires further discussion in that the factors used can be somewhat arbitrary.

Productivity can be (and it is here) defined as the multiple of three factors: 1. Range with full payload and available fuel; 2. The long range cruise speed flown to achieve that range; 3. The cabin volume available for passengers and amenities.

The result is a very large number so for the purpose of charting, each result is divided by one billion. Added to this chart to illustrate the overall standing of the Global family of aircraft are the Global 6000 and Global 5000 along with the Gulfstream G650 and G550. A computed curve fit on this plot would not be very tight, but when all business jets are considered, the “r” squared factor would equal a number above 0.9.

Others may choose different parameters, but serious business aircraft buyers are usually impressed with Price, Range, Speed and Cabin Size. After consideration of the Price and Cabin Size, we can conclude that the Global 6000, as shown in our productivity index, is very competitive with the Gulfstream G550, although the Global 6000 is more costly to operate hourly than the G550.

Another valuable measure is the payload capability of the Global 6000 at 2,804 lbs, which is more than 1,000 lbs greater than the G650 and 300 lbs greater than the G550.

Nevertheless, it is clear from Advertising Enquiries see Page 9

The Market for Used G550s, (Blue Octahedrons and Spheres), Global 5000s (Brown Octahedrons and Spheres)

$70M $60M $50M

Projections for Future Used Global 6000s (Orange line), G650s (Light Blue Line) and G650ERs (Purple Line)

$40M $30M

Asking Prices

PRODUCTIVITY COMPARISONS

CHART E - VALUE/DEMAND

$20M $10 M

CHART F - PRODUCTIVITY $100.0

Price (Millions)

Global 6000, Global 5000, G550 and G650 aircraft responds to at least the four features depicted here: Years, Range, Price and Quantity.

Gulfstream G650

$80.0

Global 5000 $60.0 $40.0

Global 6000

Gulfstream G550

$20.0 $0.0 4.0

4.5

5.0

5.5

6.0

6.5

7.0

7.5

8.0

8.5

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

the chart that the Gulfstream G650 has created a new target for productivity in this class.

SUMMARY Within the preceding paragraphs we have touched upon several of the attributes that business aircraft operators value. There are other qualities such as airport performance, terminal area performance, and time to climb performance that might factor in a buying decision, but are beyond the scope

of this article.

Overall, the Bombardier Global 6000 fares well against its competition so those operators in the market should find the preceding comparison of value. Our expectations are that the Global 6000 ultra-longrange large cabin business jet will continue to do very well in the pre-owned market over the coming years. Meanwhile, on the new aircraft market, it will be interesting to watch how Bombardier closes the gap on

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the G650 once the Global 7000 and 8000 are certified and delivering…

❯ For more information: Michael Chase is president of Chase & Associates, and can be contacted at: 1628 Snowmass Place, Lewisville, TX 75077; Tel: 214-226-9882; Email: Mike@avbuyer.com; Web: www.mdchase.com October 2014 – AVBUYER MAGAZINE

73

Guardian Jet 2 page October 22/09/2014 14:58 Page 1

AIRCRAFT FOR SALE FOR MORE INFO VISIT WWW.GUARDIANJET.COM OR CALL 203-453-0800

2009 Global XRS SN 9228 Airframe TT - 2453 $28,995,000 * APU enrolled on Honeywell MSP * Honeywell Primus 2000 XP Avionics Suite * Enhanced Sound Proofing Package * Lufthansa NICE Cabin Management System (CMS) * Enrolled on Smart Parts Plus Program Photos by FGL & Associates

2006 Gulfstream G450 SN 4191 Airframe TT - 1878.8 $25,995,000 * One fortune Owner Since New * Engines enrolled in Rolls Royce Corporate Care * Honeywell Primus Epic PlaneView Cockpit * Airshow 4000 * Securaplane 500 Security System Photos by FGL & Associates

2010 Gulfstream G450 SN 4047 Airframe TT - 3132 $18,750,000 * One Fortune Owner Since New * Enhanced Foxtrot Avionics * Dual High Speed Data Systems * Meticulously Maintained Interior * Forward Crew Lavatory Photos by FGL & Associates

2005 Falcon 900EX EASy II SN 144 Airframe TT - 6,406 $19,995,000 * Engines & APU enrolled on Honeywell MSP * Honeywell EASy II Avionics Package * Honeywell SSFDR (88 Parameters) * Securaplane 450 Aircraft Security System * Maintenance Tracking by CAMP Photos by FGL & Associates

1998 Gulfstream GV SN 562 Airframe TT - 10,136.5 $14,995,000 * Outstanding Pedigree * Swift Broadband and Gogo Biz * Flight Management System Software 6.1 * Enhanced Vision System * Rolls-Royce Corporate Care Photos by FGL & Associates

Tel: 203-453-0800

Fax: 203-453-4527

Email: Guardian@guardianjet.com

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Guardian Jet 2 page October 22/09/2014 15:00 Page 2

AIRCRAFT FOR SALE FOR MORE INFO VISIT WWW.GUARDIANJET.COM OR CALL 203-453-0800

1999 Gulfstream GIVSP SN 1374 Airframe TT - 6138 $10,649,000 * DU-885 PlaneDeck Display Upgrade * FMS 6.1 * ADS-B (Out) * Upgraded to -150 APU * Corporate Care, MSP, HAPP

Photos by FGL & Associates

2004 Bombardier CL300 SN 20025 Airframe TT - 4,935 $9,950,000 * Engines & APU on MSP * 96 Month Inspection c/w August 2012 * Landing Gear Overhauled August 2012 * GoGo Biz ATG 5000 * Combustion Liner SB c/w August

Photos by FGL & Associates

2006 Citation Sovereign SN 680-0082 Airframe TT - 3649 $7,245,000 * One Fortune 500 Owner Since New * Engines Enrolled in PowerAdvantage Plus * Enrolled in ProParts Program * Honeywell Primus Epic 4 Tube EFIS * Airshow 400, XM Radio 400

Photos by FGL & Associates

1980 Learjet 35A SN 35-334 Airframe TT - 12,545 $649,000 * Engines & APU on MSP * 96 Month Inspection c/w August 2012 * Landing Gear Overhauled August 2012 * GoGo Biz ATG 5000 * Combustion Liner SB c/w August

Photos by FGL & Associates

Tel: 203-453-0800

Fax: 203-453-4527

Email: Guardian@guardianjet.com

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South Carolina (CAE) • 803.822.4114 Colorado (GJT) • 970.243.9192 Texas • 214.904.9800 Aircraft Sales & Acquisitions

Cessna Citation Latitude Postion

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1984 Hawker 800A

1983 Citation II

•

550-0483

2007 Citation CJ3

1999 Citation CJ

•

525-0318

1981 Citation ISP

•

258008

•

525B-0147

•

501-0260

South Carolina (CAE) • 803.822.4114 Colorado (GJT) • 970.243.9192 Texas • 214.904.9800 Aircraft Sales & Acquisitions

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1991 Learjet 31ER

•

31-033

1981 King Air B200

1983 King Air F90-1

•

LA-205

1996 Pilatus PC-12/45

2006 Piper Meridian

•

4697251

1983 Conquest II

•

•

BB-894

•

131

441-0288

ACSpecs IntroOct14_AC Specs Intronov06 23/09/2014 12:40 Page 1

AIRCRAFT SPECIFICATIONS: MEDIUM JETS

NOVEMBER ISSUE: Entry Level & Light Jets DECEMBER ISSUE: Turboprops JANUARY ISSUE: Large Cabin Jets FEBRUARY ISSUE: Medium Jets

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

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

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

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

T

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

78

AVBUYER MAGAZINE – October 2014

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

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

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

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

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

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

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

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

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

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

SPECIFICATIONS PERFORMANCE RANGE: • Range - Seats Full is the maximum IFR range of the aircraft with all passenger seats occupied. This uses the NBAA IFR alter-

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

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

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

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

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

BALANCED FIELD LENGTH BFL is the distance obtained by determining the decision speed (V1) at which the take-off distance and the accelerate-stop distance are equal (fixed-wing multi-engine aircraft only). This is based on four passengers and maximum fuel on board (turbine aircraft). For single-engine and all piston fixed-wing aircraft, this distance represents the take-off field length at Maximum Takeoff Weight (MTOW).

LANDING DISTANCE (FACTORED) For fixed-wing turbine aircraft, landing distance is computed using FAR 121 criteria. This takes the landing distance from 50/35 feet (depends on certification criteria) and multiplies that by a factor of 1.667. No credit is given for thrust reversers.

Configuration is with four passengers and NBAA IFR Fuel Reserve on board. For fixed-wing piston aircraft, this figure is the landing distance over a 50 foot obstacle.

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

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

❯

Aircraft Index see Page 4

Elliott Aviation October_Layout 1 22/09/2014 15:08 Page 1

AIRCRAFT SPECIFICATIONS

BE EC HC RA FT HA WK ER 75 BE 0 EC HC RA FT HA WK ER 80 BE 0X EC P HC RA FT HA WK ER 80 BE 0X EC Pi HC RA FT HA WK ER 80 BE 0X EC PR HC RA FT HA WK ER 85 0X BE P EC HC RA FT HA WK ER 90 BE 0X EC P HC RA FT HA WK ER 10 BE 00 EC HC RA FT HA WK ER 40 00

AircraftPer&SpecOct14_PerfspecDecember06 24/09/2014 13:39 Page 1

MEDIUM JETS $3,067.86

$3,126.29

$3,117.29

$2,765.98

$3,137.79

$2,826.23

$3,068.30

$3,626.76

CABIN HEIGHT FT.

5.75

5.75

5.75

5.75

5.75

5.75

5.75

6

CABIN WIDTH FT.

6

6

6

6

6

6

6

6.46

CABIN LENGTH FT.

21.3

21.3

21.3

21.3

21.3

21.3

24.4

25

CABIN VOLUME CU.FT.

551

551

551

551

551

551

634

746

DOOR HEIGHT FT.

4.3

4.3

4.3

4.3

4.3

4.3

4.25

6

DOOR WIDTH FT.

2.25

2.25

2.25

2.25

2.25

2.25

2.25

2.5

BAGGAGE VOL. INT. CU.FT.

47

48

49

50

50

50

50

114

BAGGAGE VOL. EXT. CU.FT.

32

-

-

-

-

-

22

-

CREW #

2

2

2

2

2

2

2

2

SEATS - EXECUTIVE #

8

8

8

8

8

8

8

8

MTOW LBS

27000

28000

28000

28000

28000

28000

31100

39500

MLW LBS

23350

23350

23350

23350

23350

23350

25000

33500

B.O.W. W/CREW LBS

16250

16250

16250

16500

16330

16500

18150

23700

USEABLE FUEL LBS

8500

10000

10000

10000

10000

10000

11440

14600

PAYLOAD WITH FULL FUEL LBS

2200

1750

1750

1620

1790

1620

1510

1400

MAX. PAYLOAD LBS

2200

2050

2050

1950

2120

1950

2150

2300

RANGE - SEATS FULL N.M.

2050

2470

2470

2733

2525

2733

2970

3283

MAX. RANGE N.M.

2200

2620

2620

2929

2710

2929

3150

3100

BALANCED FIELD LENGTH FT.

4900

5640

5640

5258

5641

5258

6000

5459

LANDING DIST. (FACTORED) FT.

3803

3803

3803

3805

3810

3805

3917

4373

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

3500

3415

3415

3415

3415

3415

3577

-

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

530

470

470

570

470

570

797

880

MAX. CRUISE SPEED KTAS

447

449

449

452

452

452

470

489

NORMAL CRUISE SPEED KTAS

430

430

430

430

430

430

440

470

L/RANGE CRUISE SPEED KTAS

402

402

402

402

402

402

400

447

2

2

2

2

2

2

2

2

TFE 731-5BR

TFE 731-5BR

TFE 731-5BR

TFE 731-50R

TFE 731-5BR

TFE 731-50R

PW305B

PW308A

VARIABLE COST PER HOUR $

ENGINES # ENGINE MODEL

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

80

AVBUYER MAGAZINE – October 2014

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❯

Aircraft Index see Page 4

General Aviation October_Layout 1 23/09/2014 15:19 Page 1

AIRCRAFT SPECIFICATIONS

BO MB AR DIE RL EA RJE T4 BO 0 MB AR DIE RL EA RJE T4 0X BO R MB AR DIE RL EA RJE T4 BO 5 MB AR DIE RL EA RJE T4 5X BO R MB AR DIE RL EA RJE T6 0 BO MB AR DIE RL EA RJE T6 0X BO R MB AR DIE RL EA RJE T7 0 BO MB AR DIE RL EA RJE T7 5

AircraftPer&SpecOct14_PerfspecDecember06 24/09/2014 13:40 Page 2

MEDIUM JETS $2,303.50

$2,382.84

$2,337.90

$2,450.21

$2,671.08

$2,533.91

$2,415.09

$2,437.05

CABIN HEIGHT FT.

4.92

4.92

4.92

4.92

5.71

5.71

4.92

4.92

CABIN WIDTH FT.

5.12

5.12

5.12

5.12

5.92

5.92

5.12

5.12

CABIN LENGTH FT.

17.67

17.67

19.75

19.75

17.67

17.67

17.67

19.75

CABIN VOLUME CU.FT.

369

369

415

415

447

447

369

415

DOOR HEIGHT FT.

4.8

4.8

4.8

4.8

5.3

5.3

4.8

4.8

DOOR WIDTH FT.

2.5

2.5

2.5

2.5

2

2

2.5

2.5

BAGGAGE VOL. INT. CU.FT.

15

15

15

15

24

24

15

15

BAGGAGE VOL. EXT. CU.FT.

50

50

50

50

24

24

50

50

CREW #

2

2

2

2

2

2

2

2

SEATS - EXECUTIVE #

6

6

8

8

7

7

6

8

MTOW LBS

20350

21000

20500

21500

23500

23500

21000

21500

MLW LBS

19200

19200

19200

19200

19500

19500

19200

19200

B.O.W. W/CREW LBS

13718

13949

13890

14125

14772

14896

13715

13890

USEABLE FUEL LBS

5375

6062

6062

6062

7910

7910

6062

6062

PAYLOAD WITH FULL FUEL LBS

1507

1239

798

1563

1068

944

1473

1798

MAX. PAYLOAD LBS

2282

2051

2110

1875

2228

2104

2285

2110

RANGE - SEATS FULL N.M.

1573

1778

1423

1685

2186

2044

1873

1805

MAX. RANGE N.M.

1707

1960

1968

1937

2418

2398

2000

1976

BALANCED FIELD LENGTH FT.

4330

4680

4350

5040

5450

5450

4230

4440

LANDING DIST. (FACTORED) FT.

4033

4060

4063

4105

5208

5317

4060

4105

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

2820

2820

2800

2630

4500

4500

-

-

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

710

394

590

589

714

718

-

-

MAX. CRUISE SPEED KTAS

465

465

465

465

465

465

465

465

NORMAL CRUISE SPEED KTAS

436

436

436

436

436

436

436

436

L/RANGE CRUISE SPEED KTAS

428

432

416

432

423

423

432

432

2

2

2

2

2

2

2

2

PW305A

PW305A

VARIABLE COST PER HOUR $

ENGINES # ENGINE MODEL

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

TFE 731-40BR TFE 731-40BR

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

82

AVBUYER MAGAZINE – October 2014

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❯

Aircraft Index see Page 4

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AIRCRAFT SPECIFICATIONS

BO MB AR DIE RC HA LLE NG BO ER MB 30 AR 0 DIE RC HA LLE NG ER CE SSN 35 0 AC ITA TIO NV I CE SSN AC ITA TIO NV II CE SSN AC ITA TIO NE XC EL CE SSN AC ITA TIO NX LS CE SSN AC ITA TIO NX LS+ CIT AT ION SO VE RE IGN

AircraftPer&SpecOct14_PerfspecDecember06 24/09/2014 13:43 Page 3

MEDIUM JETS $3,200.45

$3,243.52

$3,309.51

$3,371.62

$2,590.16

$2,507.44

$2,474.80

$2,983.72

CABIN HEIGHT FT.

6.08

6.08

5.7

5.7

5.7

5.7

5.7

5.7

CABIN WIDTH FT.

7.17

7.17

5.5

5.5

5.5

5.5

5.5

5.5

CABIN LENGTH FT.

28.6

28.6

18.4

18.4

18.5

18.5

18.5

25.25

CABIN VOLUME CU.FT.

930

930

422

422

422

422

422

571

DOOR HEIGHT FT.

6.22

6.22

5

5

4.54

4.5

4.5

4.58

DOOR WIDTH FT.

2.5

2.5

2

2

2

2

2

2.5

BAGGAGE VOL. INT. CU.FT.

106

106

-

-

10

10

10

35

BAGGAGE VOL. EXT. CU.FT.

-

-

61

54

80

80

80

100

CREW #

2

2

2

2

2

2

2

2

SEATS - EXECUTIVE #

8

8

7

7

7

8

8

9

MTOW LBS

38850

40600

22000

23000

20000

20200

20200

30300

MLW LBS

33750

34150

20000

20000

18700

18700

18700

27100

B.O.W. W/CREW LBS

23850

24800

13800

14250

12500

12800

12800

18150

USEABLE FUEL LBS

14045

14150

7329

7330

6740

6740

6740

11223

PAYLOAD WITH FULL FUEL LBS

1105

1800

1071

1620

960

860

860

1177

MAX. PAYLOAD LBS

3350

3400

1600

2250

2500

2300

2300

2650

RANGE - SEATS FULL N.M.

3065

3200

1770

1693

1449

1539

1528

2620

MAX. RANGE N.M.

3340

3600

2000

1824

1839

1989

1976

3010

BALANCED FIELD LENGTH FT.

4810

4853

5630

5170

4060

3910

3910

3810

LANDING DIST. (FACTORED) FT.

3833

3850

4208

4500

4917

4738

4738

3867

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

4240

-

3699

4315

3790

3500

3500

4016

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

474

-

805

510

699

800

800

1237

MAX. CRUISE SPEED KTAS

470

470

427

452

433

433

440

459

NORMAL CRUISE SPEED KTAS

459

459

427

452

433

433

440

459

L/RANGE CRUISE SPEED KTAS

459

459

418

417

373

373

373

388

2

2

2

2

2

2

2

2

HTF 7000

HTF 7350

TFE 731-3B

TFE 731-4R-2

PW545A

PW545B

PW545C

PW306C

VARIABLE COST PER HOUR $

ENGINES # ENGINE MODEL

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

84

AVBUYER MAGAZINE – October 2014

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❯

Aircraft Index see Page 4

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AIRCRAFT SPECIFICATIONS

CE SSN AC ITA TIO NS OV ER CE EIG SSN N+ AC ITA TIO NX CE SSN AC ITA TIO NX + DA SSA UL TF AL CO N5 0 DA SSA UL TF AL CO N5 0E X GU LFS TRE AM G1 00 GU LFS TRE AM G1 50 IAI AS TRA SP

AircraftPer&SpecOct14_PerfspecDecember06 24/09/2014 13:44 Page 4

MEDIUM JETS $2,894.45

$3,953.99

$4,041.33

$4,444.65

$3,907.76

$2,626.51

$2,481.15

$2,796.41

CABIN HEIGHT FT.

5.7

5.7

5.7

5.8

5.9

5.6

5.75

5.6

CABIN WIDTH FT.

5.5

5.5

5.5

6.1

6.1

4.75

5.75

4.75

CABIN LENGTH FT.

25.25

23.92

25.2

23.5

23.5

17.1

17.7

17.1

CABIN VOLUME CU.FT.

585

538

538

569

569

215

521

304

DOOR HEIGHT FT.

4.58

4.5

4.5

5

5

4.3

4.33

4.3

DOOR WIDTH FT.

2.5

2.1

2.1

2.6

2.6

2.08

2.1

2.08

BAGGAGE VOL. INT. CU.FT.

35

-

-

25

25

9

25

9

BAGGAGE VOL. EXT. CU.FT.

100

82

82

90

90

55

55

55

CREW #

2

2

2

2

2

2

2

2

SEATS - EXECUTIVE #

9

8

8

9

9

7

7

7

MTOW LBS

30755

36100

36600

38320

39700

24650

26100

24650

MLW LBS

27575

31800

32000

35715

35715

20700

21700

20700

B.O.W. W/CREW LBS

18400

22025

22464

22000

22250

14365

15100

13400

USEABLE FUEL LBS

11348

12931

12931

15520

15520

9365

10300

9345

PAYLOAD WITH FULL FUEL LBS

1277

1444

1505

1280

2130

920

850

2055

MAX. PAYLOAD LBS

2600

2375

2514

3570

3320

2635

2400

3600

RANGE - SEATS FULL N.M.

2773

2890

3229

3057

3223

2550

2760

2330

MAX. RANGE N.M.

3163

3125

3380

3200

3388

2910

3130

2780

BALANCED FIELD LENGTH FT.

3820

5480

5320

5000

5000

6000

5640

6400

LANDING DIST. (FACTORED) FT.

3917

4693

4702

3500

3500

4362

4050

4362

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

-

3650

3650

3430

3515

3400

3340

3700

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

-

1120

1120

601

671

493

606

1010

MAX. CRUISE SPEED KTAS

459

525

527

480

480

474

470

460

NORMAL CRUISE SPEED KTAS

459

525

527

431

459

459

459

448

L/RANGE CRUISE SPEED KTAS

-

470

470

410

430

430

430

414

ENGINES #

2

2

2

3

3

2

2

2

PW306D

AE 3007C1

AE 3007C2

TFE 731-3-1C

TFE 731-40

TFE 731-40R

TFE 731-40AR

TFE 731-3C

VARIABLE COST PER HOUR $

ENGINE MODEL

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

86

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Aircraft Index see Page 4

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Asking $5,000,000

1993 Citation V, S/N 560-0236 - 9392.4 TT, 1430.5 SMOH, UNS-1Lw (WAAS), Freon Air, TCAS 2, Mk-Vii EGPWS. Asking $995,000

1999 Learjet 45, S/N 14 - 4108 TT, MSP Gold, Dual UNS-1C’s, 12 Yr c/w 3/11, Beautiful Paint and Interior.

Asking $2,000,000

1993 Citation V, S/N 560-0232 - 9710.7 TT, 2256.7/219.7 SMOH, 804.7 TSHS, TCAS II, Freon Air, Single Pt. Refuel, Phase 1-5 c/w 4/14. Asking $1,195,000

1993 Learjet 31A, S/N 65 - 6967 TT, Engines on JSSI Plus, TCAS 2, UNS-1C, TRs, Big Door, Single Pt. Refuel, 12 Yr due 5/17. Asking $895,000

1989 Challenger 601-3A, S/N 5037 - 6751.7 TT, 919.6 SMOH, 36 Month c/w 8/14, Gear O/H c/w 3/11, 12 Pax Interior.

Asking $2,595,000

Also Available: Astra, S/N 030 • Citation CJ2, S/N 525A-0016 • Citation Bravo, S/N 550B-0935 • Falcon 10, S/N 54 • Falcon 2000, S/N 008 • Hawker 700A, S/N NA231 • Learjet 35A, S/N 203 • Learjet 60SE, S/N 289 • Sabreliner 65, S/N 465-45 • King Air B90, S/N LJ-369 • King Air 350i, S/N FL-689 • Socata TBM-700B S/N 193 • Socata TBM-700C2, S/N 342

Jetbroker's October_Layout 1 22/09/2014 17:21 Page 2

2010 Learjet 60XR, S/N 378 - 1730 TT, Engines on ESP Gold, Pro-Line 21, IFIS,APU, On CAMP, Iridium Phone. Asking $6,395,000

2008 Gulfstream G200, S/N 212 - 1158 TT, Airshow 410, Iridium SATCOM, Warranty until 12/24/14, Premium Interior. Available for 1 or 2 Year Lease!

1989 Falcon 900B, S/N 76 - 10585 TT, MSP Gold, C Check c/w 6/14, Gear O/Hed 11/10, 14 Pax Interior.

Asking $8,900,000

2001 Gulfstream G200, S/N 35 - 4015 TT, ESP Gold, Triple UNS, CASP, SATCOM. Asking $5,395,000

2005 Hawker 800XPi, S/N 258729 - 4285 TT, MSP, Pro-line 21, Dual File Servers w/IFIS, HBC Winglets, WAAS. Asking $3,995,000

2001 Gulfstream G100, S/N 139 - 3750.5 TT, On MSP Gold, APU on MSP, Dual UNS-1C, TCAS II. Asking $2,995,000

1998 Beechjet 400A, S/N RK-204 - 3531 TT, 11/11 SMOH, AMS-5000, Wi-Fi, FDR, New Paint and Interior. Asking $1,395,000

2001 Gulfstream G100, S/N 139 - 3750.5 TT, On MSP Gold, APU on MSP, Dual UNS-1C, TCAS II. Asking $2,995,000

1981 King Air 200, S/N BB-851 - 8558.0 TT, 2640.6/2555.3 SMOH, 3600 Hr TBO, Fresh Gear O/H, Phase 1-4 c/w 1/14. Asking $895,000

Project1_Layout 1 01/10/2014 10:58 Page 1

Project1_Layout 1 01/10/2014 10:59 Page 1

GroundHandling Oct14_Gil WolinNov06 23/09/2014 10:51 Page 1

GROUND HANDLING MISHAPS

Business Aircraft Handling Let’s be careful down here...

by Dave Higdon

ooking at some safety authority numbers leaves few questions as to why we seldom see a safety investigation or accident report involving ground-handling incidents. It’s not because they don't occur (as anyone with a modicum of operating experience well knows), but so many fall short of the level of damage that clears the reporting threshold for ‘incidents’ and ‘accidents’ befalling operating aircraft. By ‘operating’ we mean any phase of flight operation, from takeoff to touchdown. And yet, with some frequency, ground mishaps do happen.

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AVBUYER MAGAZINE – October 2014

Once clear of the runway, aircraft typically travel at speeds which (instinctively, at least) impact operators’ actions in such a way that reduce the potential for serious aircraft damage, injury or fatality. But those instincts often fail to account for the potential energy of large mass impacts even when moving at low velocity… Such dissipations of energy can render aircraft unfit to fly.

A National Transportation Safety Board (NTSB) examination of airline and General Aviation safety noted ground handling and ground incidents to be among its top four, over several reports. In a majority of cases the transport category aircraft needed repair www.AVBUYER.com

before returning to service. It’s well worth noting the amount of training, practice, qualification and experience levels required to tug airliners on an airport ramp, yet in some instances it’s the flight crews - not the tug drivers - who precipitate the event.

In General Aviation, of course, the fleet size dwarfs that of the airlines. The same applies to airport variety, and consequently the indigenous conditions and the experience of pilots and ramp staff.

When the repair costs of taxi and tug accidents fall short of the NTSB's reporting threshold, the event is not counted among others as accidents or incidents. But taxi Aircraft Index see Page 4

GroundHandling Oct14_Gil WolinNov06 23/09/2014 10:52 Page 2

accidents, both fatal and (overwhelmingly) non-fatal, ranked around seventh on a list of the 10 defined causes. The tab for ground mishaps amounts to millions in insurance claims, as well as the expense of replacement lift while repairs are made.

Because of the frequency and potential severity of these damaging events, the National Air Transportation Association (NATA) and the International Business Aviation Council (IBAC) and its member organizations teamed to create the new International Standard for Business Aircraft Handling. You can read in detail about ISBAH on page 98 of this edition.

Advertising Enquiries see Page 9

GROUND-BASED RISKS There’s no question: No two objects may occupy the same space at the same time. In reality, over most of the planet the combination of millions of square miles of open sky and positive control practices of various airtraffic-management agencies render such a likelihood ‘minuscule’ – yet even then, the higher risks of aerial encounters exist in the crowded skies of the world’s major airports.

When on the ground the aircraft face far more risks from the various other participants sharing that airport real estate – and not only other airplanes: Fuel trucks, tugs, support vehicles, catering trucks, buildings, www.AVBUYER.com

obstacles – the ground area of an airport is a very busy place indeed...

Ground events occur during the seemingly simple act of towing an aircraft out of its hangar; they happen to aircraft parked on ramps; at the tips of other aircraft’s wings.

They occur when ramp staff works a crowded corporate hangar to remove the one parked way in the back of said hangar.

One single-engine propjet operator of our acquaintance suffered the errant indignity of sitting in the cockpit for a tow out to the ramp, a move designed to protect the occupants from the sub-freezing conditions outside. But a confused signal and a tight turn ❯ October 2014 – AVBUYER MAGAZINE

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GroundHandling Oct14_Gil WolinNov06 23/09/2014 10:53 Page 3

GROUND HANDLING MISHAPS brought the tow to an abrupt end when the tug dragged the aircraft to a spot where a prop blade impacted a low obstacle.

The bend in the blade barely showed – until a friendly journalist suggested taping a piece of wire coat hanger to a parking cone and checking all four blades for any runout… and there it was – all of an eighth of an inch – 0.125! The mechanic who was called to assess the damage offered, “You probably would feel it more than see it, but feel it you certainly would.”

The prop blade also showed damage at the hub – a strain crack of tiny proportions but huge implications. That strain crack might well have led to a blade failure. “Now that would have shaken us to death,” my acquaintance noted, “if the vibration didn't break the engine completely off its mount!”

So something as simple as moving into a hangar with a shorter door span puts an aircraft at risk - particularly at home where crew tend to adapt to each customer’s specific airplane. Likewise, taxiing from runway to ramp without minding the taxi guidelines painted on the pavement catches radomes and wing-tips, tail cones, gear doors and winglets. And the catering truck driver accustomed to dragging luggage trains under the wing may need added training to remember how much higher that rig stands.

Vehicles driving on ramps frequently show up in volunteered reports to various safety organizations. Complementary to the multiple risks aircraft face on airport ramps and in hangars is the variability in what airports demand and enforce on the businesses they allow on the field.

Varying training requirements, differing operational standards, and wildly divergent insurance requirements all help add up to a challenge: identifying best practices for ground handling, then creating a system encouraging their use, creating a program, training and auditing of participants for adherence to standards, and repeating the process often enough to assure its use.

That's the work IBAC and NATA accomplished and announced in July in the form of IS-BAH following several years of work with domestic and international Business Aviation groups - efforts to promote the use of industry best practices blended through a progressive Safety Management System (SMS) for FBOs and Business Aircraft Handling Agencies (BAHA).

IS-BAH Providing the Business Aviation community an industry code of best practices developed by the community itself, you can read about IS-BAH overleaf.

Although national requirements for FBOs

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AVBUYER MAGAZINE – October 2014

Complementary to the multiple risks aircraft face on airport ramps and in hangars is the variability in what airports demand and enforce on the businesses they allow on the field. and BAHA operations to adhere to the standard may take time, aircraft operators' recognition of adherence to IS-BAH standards will grow quickly as implementation takes hold and spreads. That may well turn into a change in visiting habits by some operators anxious to improve the odds of falling victim to ‘ramp rash’ or ‘hangar chaffing’. And those operators may also realwww.AVBUYER.com

ize some opportunities to save on their insurance if underwriters recognize the value in their clients limiting their FBO use to IS-BAH adherents.

If IS-BAH catches on as well as IS-BAO standards have, expect that point to soon be showing up in FBO ads and promotions. In the meantime, remember - let's be careful down here. ■ Aircraft Index see Page 4

Jeteffect Inventory October 23/09/2014 15:52 Page 1

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Year

Model

Serial No.

1990

Challenger 601-3A

5066

1995

Challenger 601-3R

5176

2002

Citation CJ2

525A-0099

1994

Citation Ultra

560-0260

1997

Citation X

750-0016

2000

Citation X

750-0121

1988

Falcon 900B

30

1988

Falcon 900B

45

1994

Falcon 900B

138

1998

Falcon 2000

75

2008

Gulfstream G150

256

1987

Gulfstream GIV

1021

1988

Gulfstream GIV

1050

2003

Hawker 400XP

RK-358

2005

Hawker 400XP

RK-407

1997

Hawker 800XP

258317

2001

Hawker 800XP

258531

1995

King Air 350

FL-126

2000

Learjet 45

079

2008

Learjet 45XR

383

2001

Learjet 60

229

2007

Learjet 60XR

320

2007

Learjet 60XR

333

2002

Premier I

RB-31

2004

Premier I

RB-107

1 Corporate Concepts October 25/09/2014 15:29 Page 1

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IS BAH Oct14_Edit 23/09/2014 11:00 Page 1

IS-BAH REVIEW

IS-BAH: An outline of the International Standard for Business Aircraft Handling.

by Mario Pierobon

usiness jet operators, unlike their counterparts in the commercial airline world, fly regularly into smaller airports with lower traffic volumes.

While apron and taxiway movements are normally less constrained at these smaller airports than at larger international airports, the choice for handling service providers may also be limited, and it may be more difficult to ascertain the quality of service of an unfamiliar handling agent.

Building on the experience of the largely successful International Standard for Business Aircraft Operations (IS-BAO) audit program, earlier in the year the International Business Aviation Council

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AVBUYER MAGAZINE – October 2014

(IBAC) introduced IS-BAH - the International Standard for Business Aircraft Handling – to address the issue of the quality of business aircraft handling services throughout the industry.

Business Aviation flight operations, as part of their Safety Management System (SMS) requirements, seek verification of the level of proficiency of the handling of their business aircraft. “IS-BAH was developed at the request of industry, by the industry, to provide standardisation to handlers and operators around the world, and to meet the coming SMS requirements from the International Civil Aviation Organization (ICAO),” an IBAC spokesperson told AvBuyer Magazine. “The Business Aviation www.AVBUYER.com

community has been asking for an industry lead standardized program for a number of years.

“Essentially an industry code of best practices developed by the international Business Aviation community for the benefit its members, conforming to these standards and recommended practices is voluntary.”

IS-BAH FRAMEWORK Like IS-BAO, IS-BAH is built upon some of the SMS framework for safety management.

The program centres on the SMS developed

by ICAO and other operations-critical industries, the IBAC spokesperson added, highlighting the focus placed by ICAO Safety Management Manual (Doc 9859) on defining Aircraft Index see Page 4

IS BAH Oct14_Edit 23/09/2014 11:01 Page 2

the SMS as a ‘systematic approach to managing safety, including the necessary organizational structures, accountabilities, policies and procedures’.

It should be remembered that there is no regulatory oversight for Business Aviation handling. It is important to note, however, that the focus of IS-BAH is not on providing standard operating procedures, thus establishing a list of peculiarities of handling business aircraft for handling agents to comply with. Instead, the standard focuses on safety performance management. IS-BAH follows the same framework as IS-BAO in that it constitutes a standard in relation to the management system of a business aircraft handling company with focus on safety Advertising Enquiries see Page 9

management as recommended by ICAO. “The program centres on the Safety Management System and continuous improvement,” the IBAC spokesperson clarified to AvBuyer. “It leads from the establishment of starting principles, to a sustainable SMS and operations program, to a performance-based, risk averse culture for both large and small FBOs/Business Aviation Handling Agencies (BAHAs).”

The standard is essentially designed to be fully scalable for the wide variety of FBO/BAHAs, allowing implementation of standards and recommended practices applicable to the scope of services they offer.

Thus, the IS-BAH program covers all aspects ❯ of Business Aviation handling. www.AVBUYER.com

“Ground safety occurrences do not distinguish between the different types of operation - Commercial, non-Commercial, Business or General Aviation...”

October 2014 – AVBUYER MAGAZINE

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IS BAH Oct14_Edit 23/09/2014 11:01 Page 3

IS-BAH REVIEW

IS-BAH AUDITS Audits concentrate on SMS development through a gradual, but increasingly detailed process, the IBAC spokesperson detailed.

•

•

•

Stage One: confirms that the SMS infrastructure is established, and that safety management activities are appropriately targeted and all supporting standards established.

Stage Two: ensures that safety management activities are appropriately targeted, and that safety risks are being effectively managed.

Stage Three: verifies that safety management activities are fully integrated into the operator’s business, and that a positive safety culture is being sustained.

Several operational areas fall within the scope of the audit program. “Each and every Business Aviation aircraft operator and FBO/BAHA differs in its operational needs and abilities,” the spokesperson noted. The audit structure covers the applicable services offered by the facility which can include, but are not limited to: • • • • • • • •

Facilities and Ramp; Passengers; Baggage and Cargo Handling; Support Equipment Requirements; Aircraft Maintenance Requirements; Emergency Response Planning; Environmental Management; Occupational Health and Safety;

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AVBUYER MAGAZINE – October 2014

• •

Dangerous Goods; and Security.

•

IS-BAH BENEFITS IBAC promises that IS-BAH-registered FBOs/BAHAs will benefit from the same advantages experienced by current IS-BAOregistered operators who are enthusiastic in their praise of the program, noting that since implementation they have experienced enhanced operational safety through predictive and proactive methods.

“Ground safety occurrences do not distinguish between the different types of operation - Commercial, non-Commercial, Business or General Aviation,” the spokesperson warned. “Safety occurrences happen for a large number of reasons. The implementation of measures to identify hazards and mitigate exposure to such risks is paramount in all walks of life, and Business Aviation is no different.”

Additional benefits for prospective ISBAH-registered organizations will include improved efficiency and effectiveness through an integrated management system; increased senior management understanding and appreciation of the flight department; reduced insurance rates; the ability to measure overall department performance; and a sense of teamwork and achievement among personnel.

THE PATH TO IS-BAH The procedure to follow for an organization to achieve IS-BAH registration consists of six main steps, as reported by IBAC: www.AVBUYER.com

•

•

•

•

•

Step One: Purchase the IS-BAH Manual, which contains the standards (13 Chapters) and the IS-BAH Implementation Guide from an IBAC regional or national affiliate.

Step Two: Perform a ‘gap analysis’ of the operation, as compared to the standards and procedures of the IS-BAH program.

Step Three: Have a representative of the organization attend an IBACapproved ‘Fundamentals of IS-BAH’ workshop.

Step Four: After a first familiarization with IS-BAH the organization is expected to develop procedures to identify hazards and eliminate the quantified risk (or reduce it to acceptable levels) using guidance material provided with the standard.

Step Five: Integrate procedures into department systems, programs, operating procedures and manuals - again using the materials provided.

Step Six: Complete an IS-BAH audit by selecting an accredited IS-BAH auditor.

IS-BAH audits are conducted every two years to ensure compliance with the standard and to provide feedback to the operator. A registration certificate is issued by IBAC upon successful completion of an audit which serves as proof of compliance with several key ICAO standards, which are required for operations in a number of countries.

❯ Discover more about IS-BAH at www.ibac.org/is_bah

Aircraft Index see Page 4

J Hopkinson 1 October 24/09/2014 13:34 Page 1

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

follow us on twitter@HopkinsonAssoc

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

Hawker 800XP 4721 AFTT, Engines on MSP Gold, Dual UNS-1LW Flight Management System w/WAAS & LPV

Gulfstream Astra SP 7097 AFTT, Engines on MSP, TCAS II, EGPWS, GNS XLS FMS, RVSM and VIP Configuration with 6 pax

Falcon 50 13,502 hrs, Engines on MSP Gold, Collins Pro-Line 4, Dual Honeywell Laser Ref III, Magnastar Airphone C-2000, Airshow 400, MGTW Increase, 8 Passenger Seating

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Surface Movement Oct14_Gil WolinNov06 23/09/2014 10:09 Page 1

SURFACE MOVEMENT GUIDANCE CONTROL

Surface Movement Guidance Control

by Ken Elliott ituational awareness for pilots and air traffic control (ATC) is critical both in the air and on the ground. Ground awareness extends to all users of airport movement areas as well as to ATC. It is also not just about safety and traffic avoidance, however. For a singular aircraft, taxiing around an unfamiliar airport can become very challenging at night and during low visibility.

Situational awareness is critical in all phases of flight (that means from ramp-toramp), but it typically increases in and around airports and Metroplexes. For the

S

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AVBUYER MAGAZINE – October 2014

purpose of this article the focus is on both low visibility operations and surface movement; the portion of a flight from the ramp until after take-off and again from the visual transition point of an approach procedure until parked at the ramp destination.

Historically, air navigation service providers (ANSPs) and flight crews have visually scanned surface operations, focusing on taxi management and separation.

This has evolved into enhanced surface situational awareness, based on the use of an airport surface movement primary radar system and display (SMR).

The FAA uses the term LVO/SMGCS www.AVBUYER.com

(low visibility operations/surface movement guidance control system) to cover surface operations, whereas both ICAO and EASA use the term A-SMGCS (advanced surface movement guidance control system). These are seen as systems that include a significant group of stakeholders all contributing to, and complying with an airport plan.

Formally, A-SMGCS is a system providing routing, guidance and surveillance, controlling aircraft and vehicles to maintain surface movement rates under all weather conditions within the airport’s visibility operational level (AVOL), while maintaining the required level of safety.

Aircraft Index see Page 4

Surface Movement Oct14_Gil WolinNov06 23/09/2014 10:10 Page 2

H ARMONIZATION NEEDED 2 US SMGCS Levels vs 4 ICAO LEVELS U SA Operations VFR IFR not lower than CAT I LVO (SMGCS) LVL 1 <1200ft-500ft RVR LVO (SMGCS) LVL 2 <500ft-300ft RVR US program is set at Vis <300ft RVR (NASA Langley Test) I CAO Operations VC1- Both TWR and Pilot see everything VC2 - TWR some obscuration & Pilot can see to avoid VC3 - Vis <400m RVR Pilot can taxi visually VC4 - Vis <75m RVR Pilot cannot taxi visually (A-SMGCS Development)

approach phase in its airport operations and interestingly it is perceived as accessibility.

(Note: wake separation and sequencing are also included, both impacting airport operations, with sequencing impacted especially by low visibility.)

SMGCS

ICAO has an online master manual for an A-SMGCS program. There are currently two major elements of an A-SMGCS program: 1) Surveillance, and 2) Alerting.

Surveillance via surface radar and ADS-B, for example, improves taxi operations and departure sequencing. Alerting with flight ID, meanwhile, improves situations where resolution is required, such as runway incursions.

For aircraft, the ID is set on the active transponder (Note: ADS-B APT is used by ATC, by airport vehicles and on aircraft alike).

Advertising Enquiries see Page 9

Plans today focus on SMGCS for use in low runway visual range (RVR) and specifically with respect to surface operations. The portions of a flight covering take off and then from visual approach (200ft DH) to touch down, are within the purview of existing flight rules with special authorizations provided to specific operators at different runways based on ground and airborne equipage, and crew certification.

As part of global harmonization, ICAO uses a block upgrade framework for its current and future aviation program, divided into areas and modules. Area 1 is Airports.

ICAO, like the FAA, wisely includes the www.AVBUYER.com

Surface Movement Guidance Control System facilitates the safe movement of aircraft and vehicles on the airport by establishing more rigorous control procedures and requiring enhanced visual aids. Key enabling elements of SMGCS are enhanced visual aids, including on airport lights, markings and signage designed to provide visual cues to pilots, along with the provision of visual cues to vehicle operators that are sufficient to maintain situational awareness, thus ensuring safe and efficient ground operations. These enhanced visual aids establish mechanisms by which surveillance, routing, guidance and control of surface operations in low visibility conditions may be achieved.

Aircraft operators have standard operating procedures (SOPs) that need to include operational guidelines conforming to standard SMGCS movement criteria. There are currently two levels of SMGCS - from 1,200500ft RVR, and <500ft RVR (until recently this was down to and below 600ft). The <500ft level is obviously stricter, with more airport equipage and recurrent maintenance cost needs.

Having a SMGCS program is voluntary for an airport, so it is expected that once a working group is assembled, a thorough airport-specific SMGCS plan will be created.

This would include a review of the business case before any plan is implemented.

Note: There is a harmonization effort to bring A-SMGCS and LVO/SMGCS into line with Level 1 (1,200-500ft RVR) and Level 2 (<500ft RVR), as it is considered pilots can â?Ż adequately see and avoid obstacles on October 2014 â&#x20AC;&#x201C; AVBUYER MAGAZINE

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Surface Movement Oct14_Gil WolinNov06 23/09/2014 10:11 Page 3

SURFACE MOVEMENT GUIDANCE CONTROL

airport aprons and taxiways at down to 500ft RVR. The EU now activates SMGCS at 550m and not 350m (1,200ft RVR), the trigger being anything less than Cat I conditions. FAA guidance applies to FAR Part 139 airports.

Most airports (and runways), authorized for Category II/III operations already have a significant amount of airport signage, lighting and marking that’s required under an SMGCS plan. At present, however, there is no worldwide standard for taxiway designation which leads to potential for confusion.

ICAO Annex 14 has some recommendations of taxiway naming without offering guidance to a system-wide application of designations. Equally there are different policies of use for stop bars, varying from airport to airport. (IFALPA the international arm of ALPA (Airline Pilots Association) has developed a recommended standardization of both).

HUDs can be good confirmation tools for taxiing. Because of image latency and nonconformity comparing EVS with ‘out the window’ viewing, there are other concerns that emerge if used as a primary tool for taxi awareness.

SVS and own-ship position on EFBs (for ground use only), are also valuable low-visibility confirmation tools. When relying on database-derived maps and GPS supported position, there is a currency and accuracy ❯ concern, so using any of these tools is

NASA TESTS Recently NASA conducted a very useful series of tests using aircraft equipped with EVS, SVS and HUDs to evaluate their effectiveness taxiing on airports during very low visibility conditions. The tests were scientific and included a true evaluation of situational awareness (for example, using EVS information displayed on an MFD and on a HUD).

Other factors monitored included workload, parallax, and conflict detection.

It was established that the use of EVS and

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AVBUYER MAGAZINE – October 2014

www.AVBUYER.com

Aircraft Index see Page 4

Wentworth October_Layout 1 24/09/2014 11:58 Page 1

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1739 Hours, Fresh 12-Year/150-Hour Inspection, New Interior in 2013. Owner wants offers - Taking delivery of replacement aircraft.

Surface Movement Oct14_Gil WolinNov06 23/09/2014 10:11 Page 4

SURFACE MOVEMENT GUIDANCE CONTROL always best as confirmation only. From a NextGen/SESAR or future surface visibility perspective, VDL Mode 4 and ADS-B data communication and surveillance will be important contributors to airport situational awareness, but costly to implement.

There were 1,365 US runways and their associated airports with SMGCS plans in use as of September 2012 (when last publicly published)¹, tending to focus on the airport itself while not providing 'credit' to aircraft with situational awareness tools such as onground 'own-ship position' on moving maps or EVS. This will change with time, especially now that new SMGCS and LVO guidance is in the works from FAA, ICAO and EASA. Data as of mid-June 2014 indicated 847 reported runway incursions across the US National Airspace alone in 2014, and a total of 1,241 for 2013. This compares with 1,150 and 954 for 2012 and 2011 respectively²,³.

There is a possibility of operational taxi credit for some certificated flight decks by use of protected low-visibility taxi routes (PLOVTRs) using an Operational Demonstration/Evaluation (OpEval) program. This is, however, a long-term effort by the FAA working with others, such as NASA and VOLPE.

Whether an airport is primarily used by airlines, freighters, business jets or small GA, there is always a mix of operators, with a fair sprinkling of infrequent visitors including military. Taxi-awareness includes how the other aircraft and ground vehicles are maneuvering with respect to you.

Users of Business Aviation should be familiar with rules and guidance used by other aircraft types and operational categories that in the commercial world are more restrictive. While LVO and SMGCS improve safety and reduce the potential for conflict, they also improve efficiency and access, saving time and fuel. All are positive outcomes, and worthy of some attention…

IN SUMMARY

R escue & Fire Fighting

While governments invest in airport traffic management, operators are left to deal with what is served and figure out creative means to improve their own on-board situational awareness.

Keep in mind that investments in infrastructure will be slow, and more safety-orientated surface procedures, signage and markings that reduce conflict without highcost surveillance equipage will be introduced first. Aircraft operators that have the wisdom to independently equip while using effective SOPs and SMS will receive the early benefits.

N oise Monitoring

USEFUL LINKS:

❯ http://www.faa.gov/airports/runway_safety/ ❯ http://www.faa.gov/about/office_org/ headquarters_offices/avs/offices/afs/ Notes: 1 http://www.faa.gov/about/office_org/ headquarters_offices/avs/offices/afs/ afs400/afs410/smgcs/ 2 http://www.faa.gov/airports/runway_safety/ statistics/year/?fy1=2014&fy2=2013 3 European Action Plan for the Prevention of Runway Excursions (EAPPRE - REC 3.4.13). ❯ Do you have any questions or opinions on the above topic? Get them answered/published in AvBuyer Magazine.Email feedback to: editorial@avbuyer.com

D IFFERENT USERS OF SURFACE INFORMATION T erminal S urveillance

S urface S urveillance

F light Plan D ata

A ir Traffic Control

x

x

x

A pron Management

x

x

x

O perations (airline)

x

x

x

x

O perations (aerodrome)

x

x

x

x

x

x

x

x

x

x

U ser

M aintenance (aerodrome) S now Removal Team

x

A rrival D ata List

x x x

F inance (landing fees) F light Information D isplay System

x

x

G round Transportation

x

x

B aggage Handling

x

x

F uelling

x

x

C atering

x

x

C ustoms & Immigration

x

x

L odging Facilities

x

x

THE WORLD’S FINEST

Business Jets, Turboprops and Helicopters

for sale at

www.AVBUYER.com and lots more...

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AVBUYER MAGAZINE – October 2014

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Aircraft Index see Page 4

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AVBUYER MAGAZINE – October 2014

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Safety Matters Oct14_Edit 23/09/2014 14:07 Page 1

SAFETY MATTERS: AUTUMN AVIATING

Autumn Aviating: The hemispheric season swap complicates weather fluctuations.

by Dave Higdon

long-time pilot friend recently extended an invitation to visit the base from which he flies for a major business aircraft operator in the Southeast US. “The scenery will already be changing in New England and spread south along the mountain chains,” he coaxed. “There's no more picturesque season than Autumn – and for General Aviation pilots the experience is all for us!”

He was, of course, correct in his observation. The foliage begins changing in late summer up in the Berkshire Mountains of New England and the extravaganza of colors flow west and south until the trees go bare, their brown;, gold and red coating the forest floor.

Accompanying the autumnal change, how-

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AVBUYER MAGAZINE – October 2014

ever, are weather variations produced by the changing patterns in the Earth's heating and cooling cycles, patterns at once familiar and unpredictable. For veteran Business Aviation users and crew, the most-familiar element is that very unpredictability. Those in the Lower 48 like to lay the blame on Canada – but its climate physics that really deserve the blame.

Consider the following weather wild cards as they rapidly near touchdown in the Northern Hemisphere...

BEYOND ALTITUDE, WATCH LATITUDE Business Aviation user Jimmy Buffet sings about the influence on humans of changes in latitude. Weather shifting its latitude comes into play with every change in season, but www.AVBUYER.com

few things in the world change quicker than the weather facing a fast-flying aircraft.

According to numerous studies along with years of statistics and pilot confessionals, pilots who fall into this situation generally fall into one of two categories: those who insufficiently looked at the forecast for their route, and those who did, but for whom that attention mattered little. The common phrase linking so many reports: “The weather wasn't as forecast”.

It’s basic science: the changing angle of Earth's rotation axis sets up a shift in the planet’s heating and cooling patterns. The northern regions feel it first; the ever-lower peak sun angle progressively lets the Arctic air begin to sink south, while in the south the same heating-cooling changes follow along.

Aircraft Index see Page 4

Safety Matters Oct14_Edit 23/09/2014 14:07 Page 2

surface and at altitude. The result is generally less convective weather and the turbulence spawned by the higher temperature differential. Up high, however, swings in cloud tops can challenge the anti-ice equipment of any aircraft, at any time of the year.

Nonetheless, we still feel the sting of autumn weather as we descend, and ever more so below FL180 – altitudes at which the speed and severity of weather swings become more influential.

And as temperatures drop, the need to remember to consult a low-temperature correction chart becomes necessary to arrive at a proper altimeter setting for those lower temperatures – otherwise, the error can be sufficient to put a pilot closer to the ground than desired, and at risk of an unhappy outcome.

CHANGES IN LONGITUDE...

Sometimes the changes operate at velocities that are unexpected and the weather either fails to improve as forecast or, conversely, it deteriorates unexpectedly.

Fortunately for the seasoned business aircraft crew, today's access to live weather information exceeds anything available in the past. Better still; the velocity of access to current information is extremely quick. The Aviation Digital Data Service (ADDS) produced by the National Oceanic and Atmospheric Administration (NOAA) and the National Weather Service (NWS) together – with FAA funding – offer the full spectrum of weather information as well as information on the joint FAA-NBAA “Got Weather” program http://www.aviationweather.gov/adds/.

Advertising Enquiries see Page 9

IT’S ALWAYS FREEZING OVERHEAD It’s sad to say, but the high efficiency of the altitudes at which a business-turbine crew typically flies serves to exacerbate the challenges. At no time of the year do air temperatures in the Flight Levels remotely approach “balmy” or “warm” – unless you speak in relative terms… A “warm day” is one in which the temperatures at the Flight Levels are warmer than the standard lapse rate would predict; when at FL250 the temperature is ‘only’ -20°F (rather than the standard -30.2°F), or -60°F at FL370 (instead of -70°F).

If business aircraft users and crew gain any specific benefit from the arrival of Fall it arises from the reduced difference between the temperatures on the planet’s www.AVBUYER.com

Beyond the heights at which business-turbine aircraft soar, the other most common factor to offer weather challenges stems from the ability of even modest light business aircraft to transit wide longitudes in a matter of hours. Time zone changes equate to longitude changes in influence. If you cross enough of those lines (lines of Longitude or time-zone borders) you can find yourself in another world where weather is concerned.

Consider, a piston-single capable of 175 knots can cover more than 1,100 miles in five to six hours – non-stop. The slowest propjets can deliver this distance in about four hours. Even a “slow” business jet can make that same trip in under three hours.

Yet pilots of all three types face the same possibility: Encountering weather challenges unmentioned in their briefing only a few hours earlier.

It’s shameful that too many pilots prepare insufficiently for their trips - particularly shorter trips - by not checking ahead by one, two, even three hours for what might arrive prematurely. Too many accident and incident statistics point to pilots who use their Mark II EB (their eyes) for their weather brief when just beyond the horizon, the tops of cumulonimbus clouds spawn Mother Nature's most-concentrated and most-violent weather…

THE FURTHER YOU FLY… The longer the trip, and the more the airplane changes latitude and longitude, the higher the prospect becomes of encountering conditions vastly different than at the departure point. The pilot flying even the most-modest light business aircraft enjoys multiple options to access nearly live weather-graphics and up-to-the-minute ❯ condition information. The wonders of October 2014 – AVBUYER MAGAZINE

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Safety Matters Oct14_Edit 23/09/2014 10:31 Page 3

SAFETY MATTERS: AUTUMN AVIATING microprocessors and software give pilots a host of options to stay on top of the weather, in advance of encountering it, and reduce - if not eliminate - the element of surprise from the weather-condition equation.

Modern business-turbine aircraft and ever-more high-performance piston aircraft carry weather-data receivers to display an aggregate of digital Doppler weather radar fed from the NWS. No matter where the aircraft flies, cyclical updates – generally every six minutes – allow flight crews to see the weather across the entire continental US. And beyond the radar graphics these services typically also deliver Terminal Area Forecasts (TAF); Meteorological Aerodrome Reports (METAR); and special information such as severe weather warnings and lightning strike data.

METARs typically come from airports or permanent weather-observation stations, generated once every 30-60 minutes, while if conditions change significantly, a report known as a special (SPECI) may be issued.

The equipment and provider delivering the data must match-up, and the providers charge a subscription fee for the service.

The FAA offers a similar service to aircraft equipped to receive ADS-B In broadcasts from a nationwide network of ground stations. The Flight Information ServicesBroadcast (FIS-B) delivers the same information for display on a cockpit screen. But with the proliferation of ADS-B In receivers, that display need not be an installed Multifunction Display. Options for obtaining this service range from dedicated portable ADS-B In receivers to ones that can display on a tablet – such as the ubiqui-

tous iPad – through a wired or wireless connection.

Whatever the option deployed, autumn flying makes this type of service a true value for avoiding conditions nobody wants to experience first-hand.

•

PRACTICALITIES OF AUTUMN AVIATING Wherever you are or plan to go, autumn generally delivers the weather dynamics that make flight planning an exercise in judgment, often challenging the desire to make every flight direct. By way of conclusion, some tips gleaned from veteran pilots with first-hand experience leads us to the following brief list of suggestions for avoiding the worst that fall offers…

• Ahead of the curve: Begin weatherwatching at least two days ahead of the planned departure date to gauge the movements of storms and fronts that

•

•

•

may cross the route. The best decision may be to fly earlier than planned and beat the weather to the punch – or, to postpone until the inclement conditions pass.

The value of flexibility: Sometimes you can't ‘get there from here’ (at least not direct). Dogleg routes may add time and fuel to the trip, but they allow you to make progress without encountering Mother Nature on one of her bad days.

Alternative thinking: Conditions at an arrival airport may preclude any possibility of landing – and can sometimes be discerned well before the start of the trip. Consider alternatives that put you close enough to make the travelers happy but far enough away to avoid the risks at the original airport.

Weather happens: Never lose sight of the reality that fall weather can suddenly develop that was neither expected nor in the forecast; such an encounter may require little more than a course correction – or it may require the 180degree escape-maneuver turn.

Delay of game: A premature blizzard; a late-season tropical depression; a Canadian Clipper; a cross-continent occluded front… the various ways weather can confound our best-laid plans occasionally confound the best of plans and technology. Those are days when it's good to remember the old aviator's adage: Better to be on the ground, wishing to be up there, than up there wishing that the plane was still on the ground.

Few trips necessitate the life-threatening potential of challenging Mother Nature at her worst, and the prospect of a day's delay.

Even a week's delay seldom carries the cost of a flight gone wrong. As the seasons change over the next month, adapt your planning accordingly and stay safe!

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www.AVBUYER.com

Aircraft Index see Page 4

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

2011 Bombardier Challenger 605

Price ex India: Make offers

Serial Number: Registration: Airframe TT: Landings:

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

5848 VT-MKJ 595 452

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

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

1999 Gulfstream V Airframe TT: Landings:

5050 1760

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

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

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

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

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

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

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

JetNet OCT14_PAMA interview November06 23/09/2014 09:43 Page 1

JETNET >>KNOW MORE

Business Jet Market Trends Fractional Ownership and Jet Cards.

by Michael Chase & Marj Rose n this month’s JETNET >>KNOW MORE feature, we will take a closer look at the fractional and jet card business jet market trends. These two segments generally represent entry-level users of Business Aviation who sometimes seek advancement to whole aircraft ownership. In addition, many flight departments utilize fractional shares to supplement lift demand on their own aircraft.

I

TABLE A

TABLE A

W ORLDW IDE FLEET B USINESS F LEET J ETS % 18,679 94% 716 4% 437 2% 19,832 100%

O W NERSHIP TYPE Wholly-Owned* Fractional Shared* Total

B USINESS T URBOPROPS 13,892 106 294 14,292

F LEET % 97% 1% 2% 100%

* Whole represents one owner; Shared is two or more owners, but is different from Fractional.

Source: JETNET; In-Operation as of September, 2014.

OVERVIEW The Business Aviation Market is driven by strong economic activity, corporate profitability, wealth creation, and business investment. The typical ownership types and the number in operation breakdown for both Business Jets and Business Turboprops, as depicted in Table A, are sourced from JETNET. It is interesting to see that Fractional aircraft make up just 4% of the worldwide business jet market today. In years past, this segment substantially impacted the OEM’s business jet forecasts. But new aircraft orders from Fractional providers, as with the rest of the market, have shrunk over the past several years.

The typical candidates for jet cards and fractional participation are either businesses that do not have their own flight departments, or are private individuals or corporate flight departments that need additional lift but cannot justify the cost of acquiring an additional aircraft.

Table B, meantime, separates usage based on a typical annual range of hours of each type of ownership. These usage hours present a ‘rule of thumb’ estimate of the typical user. The specific US regulation for each type has been included in the table, but the hours of usage are not mandated by these regulations. Other countries follow similar regulations.

BRIEF HISTORY OF FRACTIONAL OWNERSHIP The concept of aircraft fractional ownership was introduced in 1986 by NetJets when just

116

AVBUYER MAGAZINE – October 2014

TABLE B B TABLE

T YPES TABLE B Whole or Shared* Fractional Charter Jet Card

B USINESS AVIATION OWNERSHIP TYPES U SAGE - ANNUAL 200+ Hours** 50-200 Hours 25+ Hours 25-100 Hours

U S REGS FAA Part 91 FAA Part 91K FAA Part 135 FAA Part 135

* Whole represents one owner; Shared is two or more owners ** Average hours per year are 400

three shares in a single aircraft were sold.

Bombardier Flexjet followed NetJets in 1995; Raytheon Travel Air in 1997; Flight Options in 1998; and Citation Shares in 1999. Avantair was founded in July 2003 as the exclusive fractional provider of the Piaggio Avanti aircraft and in February 2007 became the only publicly-traded stand-alone fractional operator in the industry. Flight Options and Travel Air merged in 2002 to become Flight Options LLC. Citation Shares became Citation Air in 2009, and Avantair ceased operations in June 2013.

Directional Aviation Capital completed its acquisition of Flexjet from Bombardier for about $195 million in December 2013, along with an agreement to buy up to $5.6 billion in Bombardier aircraft. Directional confirmed its firm order for 115 Bombardier aircraft (including 25 Learjet 75s, 60 Learjet 85s, 20 Challenger 350s and 10 Challenger 605 jets).

This firm order, which was increased to include 30 extra Learjet 85s, is valued at $2.4 billion. The order also includes options for up to 265 more aircraft, pushing the total www.AVBUYER.com

value to $5.6 billion.

With the closing, Directional Aviation Capital adds Flexjet to its growing portfolio of Business Aviation companies, including one-time rival Flight Options, along with Sentient Jet Cards and Sentient Jet Charter.

As part of the sale, Flexjet partner, Jet Solutions’ stakeholders will buy the remaining portion of that company. Jet Solutions (49% Bombardier and 51% US stakeholderowned) provided Part 135 charter services to Flexjet. The strategic relationship between Flexjet and Jet Solutions, at least for the near term, is expected to continue.

Initial plans call for Flexjet to maintain its current leadership, operations and branding independent of Cleveland-based Flight Options. The two fractional ownership providers now face the prospect of carefully positioning themselves in the market, with Flexjet remaining the premium, high-end brand, and Flight Options emphasizing its value proposition.

Directional now has a strong footing in the fractional ownership market, and is well Aircraft Index see Page 4

JetNet OCT14_PAMA interview November06 23/09/2014 14:10 Page 2

JETNET >>KNOW MORE positioned to compete against fractional giant NetJets.

Other, smaller fractional aircraft providers will focus on covering demand by carving out their niche in a particular region in the US (like Executive AirShare and PlaneSense).

Their fractional models include utilizing small business jets (VLJ/Entry Level Jets) and/or turboprops to service targeted regional markets.

BENEFITS OF FRACTIONAL For those individuals or companies not requiring the use of an aircraft full-time, fractional ownership plans offer all of the benefits of private aviation, including on-demand transportation, consistently high service levels and an excellent safety record that reports zero fatal accidents, per Robert E. Breiling and Associates (which has been tracking business turbine aircraft accidents and incidents since aircraft introduction).

Fractional Programs that provide more than 16 owners per aircraft, including subleased shares that result in an ownership interest smaller than 1/16th (or 1/32nd for rotorcraft) must operate under either Part 121 or 135, per the March 2009 US Department of Transportation, FAA advisory circular.

Table C displays the number of flight hours flown by each operator’s fractional business jet fleet (included in these flight

hours are jet card flights and dead-heading) for the years 2010 to 2013.

EXPLORING THE JET CARD In 2010, NetJets bought Marquis Jet, which sells flight time on private jets. Under the terms of the deal, Marquis became a NetJets subsidiary, and the deal formally united two of the biggest names in private jet travel.

Marquis uses NetJets’ fleet to fly its cardholders to their destinations. A Marquis Jet flight card allows a customer up to 25 hours of flight time, with prices beginning at $149,900.

There are three Fractional providers that offer Jet Card options. However, they market the Jet Cards in different company names.

Other than the Marquis Jet Card, Bombardier Flexjet (now owned by Directional Aviation) has a Flexjet 25 Jet Card program and Flight Options has JetPASS Select, while Sentient Jet has the 25-Hour Card. Avantair was also selling Turboprop Cards prior to bankruptcy.

The list of eight Jet Card Providers displayed in Table D is provided by JETNET. The last column in the table shows the number of aircraft that could be used by each provider for either Jet Card holders, Fractional or Charter. Just how many Jet Card holders there are by each program is not reported, except for Marquis which mentioned in a 2010 press release that it had

TABLE C A NNUAL FLIGHT HOURS 2010-2013 BUSINESS JETS F LIGHT C ITATION N ETJETS F LEXJET O PTIONS S HARES 318,350 67,915 58,137 42,289 330,292 64,633 61,506 56,942 324,980 58,496 56,820 45,960 331,674 63,336 59,812 46,757

Y EAR 2 010 2 011 2 012 2 013

TURBOS A VANTAIR * 62,500 66,133 71,276 13,458

* Flight Hours in 2011, 2012, 2013 estimated by fleet size/average utilization as Avantair declined to submit.

- PlaneSense, which operates 29 turboprops, and other providers declined to provide flight hours.

Source: Various Jet Card provider websites

TABLE D # 1 2 3 4

J ET CARD PROVIDERS (as of beginning July 2014) N AME C ITY S TATE C OUNTRY Marquis Jet Holdings, New York NY USA Inc. (NetJets) FlexJet 25 Card Richardson TX USA (Bombardier) JetPASS Select Cleveland OH USA (Flight Options) Sentient Jet 25-Hour Weymouth MA USA Card (Flight Options)

A IRCRAFT 33 62 63 0

5

Delta PrivateJets

Erlanger

KY

USA

37

6

Air Partner JetCard

Crawley

West Sussex

UK

0

7

TWC Debonair Jet Card

Van Nuys

CA

USA

26

8

Wheels Up

New York

NY

USA

19

4,000 card holders. Marquis Jet sees the addressable market as comprising 500,000 to 1,000,000 people in the United States (each with a net worth of $7.5 million or more). It additionally believes there are 50,000 to 100,000 businesses that are candidates for the Marquis Jet Card. Seventy-five to 80 percent of that business is leisure travel, and 20 to 25 percent is for business.

According to Marquis Jet Card, 80-85 percent of the card owners are 25-50 hour per year users. Those people will typically stay with Marquis Jet Cards for the duration of their flying life. Fifteen to 20 percent of Marquis Jet Card owners are going to fly more than 50 hours annually – thus Marquis sees many people graduating to the NetJets fractional program.

SUMMARY The North American aviation market is the largest and most mature of the global regions so it is no surprise that the Fractional and Jet Card segments are well established in the States. As the industry recovers and the global economy picks up, the level of interest in Jet Cards should increase, which in turn should spur an increase in fractional owners and eventually overflow into the whollyowned aircraft segment. At least that is what we have seen in the past and speculate will happen again.

Other ownership options exist, of course such as simply chartering aircraft, and we look forward to covering that segment in a future article. We also anticipate that the industry will continue to evolve, and with the ingenious solutions that history has documented as coming out of Business Aviation down the years, who knows what the next new business model will be to successfully meet the demands of private travel for business and leisure? Stay tuned. ❯ For more information: • Michael Chase is president of Chase & Associates, and can be contacted at 1628 Snowmass Place, Lewisville, TX 75077; Tel: 214-226-9882; Web: www.mdchase.com • Marj Rose is president of MarketLift, Inc. and can be contacted at P.O. Box 595036 Dallas, TX 75359; Mob: 214-862-8992, Web: www.market-lift.com • JETNET can be contacted at 101 First Street, Utica, NY 13501; Tel: 800-400-2298; Web: www.jetnet.com * You can follow JETNET on Twitter at www.twitter.com /JETNETLLC

Source: JETNET

Advertising Enquiries see Page 9

www.AVBUYER.com

October 2014 – AVBUYER MAGAZINE

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THE AVIATION LEADERSHIP ROUNDTABLE

Top-Down Firming: How deep will the impact be? s we look at our market it seems that the last six years could be characterized as a meltdown, rather than stable or healthy. Top-down, bottom-up, no category of airplane was left unscathed by the downturn. Long-range, new, pre-owned and turboprop: everything melted. There is today - and will continue to be - a firming of prices, but I am very reluctant to declare prices are really going to go up. Possibly in a few very narrow cases with very new aircraft the firming may go further, but real price increases will be rare.

I talk to clients and prospects who still believe differently. I try to remind them that if they are considering pre-downturn pricing, the age of their aircraft has increased by six years since the start so there will always be the aging gap that will never be recovered.

Additional factors like demand (compared with 2007) and a continued lackluster environment for aircraft financing solutions will also hinder that type of robust recovery.

I don’t want to spend much time within these paragraphs reciting the problems. I do want to point out what I see as a ‘firming phenomenon’ taking place, however. I see the firming starting at the top, and for all of the most familiar reasons.

I can see the headline now… “Gulfstream G650: New, most modern airplane on the market firms pricing! ” This amazing aircraft has captured the interest and imagination of the entire industry. Units are delivering at a great pace and new owners are reporting stellar results. There have also been a few of the new deliveries put back on the market for resale soon after the original owners took delivery from the OEM, and these few jets have sold quickly - and I must say at handsome premiums.

That’s what I mean about the firming feeling familiar. If you remember for the few years just prior to the downturn, the demand for aircraft from the explosion of emerging markets also created premiums on new and like-new aircraft. These premium pricing scenarios created a firming of our market in the same way, from the top-down. Of course not all of the airplanes, especially the older ones,

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sold at premiums, but the strength at the top of the market pulled everything up to record pricing and sales numbers.

To a lesser measure, this is beginning to reoccur. What will keep this frenzy from happening to the degree of the past will be the financing limitations placed on the 10-15year-old aircraft segment, which will continue to struggle. I do not mean they will not sell, in fact these are the value target for many first-time buyers who have alternative means of sourcing the funds to purchase, and are attracted to this segment because of the attractive pricing. Indeed, I expect that even this older segment will firm over time.

This will not only lead to a firming, but also a clear delineation between the really good offerings and the mediocre ones.

Where I see a more immediate firming opportunity, however, will be the area of the new deliveries and the like-new pre-owned; those aircraft that are not limited in financing alternatives and will be picked-up and strengthened by the firming at the top. I am sure that as other terrific new market entrants come on-line (like Bombardier’s Global 7000/8000 and Dassault’s Falcon 5X and 8X), the same premium pricing will be present, which will also correspondingly pull up the market just below them.

Everyone believed that as soon as the G650 began to deliver it would weaken the Gulfstream G550 and G450 markets. It is true that the inventory of G550s and G450s has increased due to the greatest number of G650 buyers being current Gulfstream owners, but the good news is that as the deliveries build up steam and the G450s and G550s come to market for resale the general health of the market is improving - so the idea of a glut of www.AVBUYER.com

aircraft is not occurring.

Where you might see one reporting book say “‘this quarter the price of G450s and G550s dropped” and the other reports “no change”, the disparity between books can be attributed to an attempt to align with a market that continues to find its footing. It is certainly not necessarily due to the market not beginning to firm.

This top-down firming can be seen in many other market categories. For instance just one year ago there were 66 Bombardier Challenger 604s on the market. Today that number has shrunk to 25 airplanes for sale.

This will not only lead to a firming, but also a clear delineation between the really good offerings and the mediocre ones. I can assure you that buyers are beginning to pay more for the better offerings, and are recognizing the value of the investment.

All-in-all, we are continuing month-overmonth to see the precursors of the recovery.

This firming may not transcend every level, and it may not yet have the depth we all want - but monthly I believe it sinks deeper into our universe of inventory.

Stay tuned! We will continue to monitor these important steps to recovery. ❯ Jay Mesinger is the CEO and Founder of Mesinger Jet Sales. Jay serves on the Jet Aviation Customer and Airbus Corporate Jets Business Aviation Advisory Boards (BAAB). Jay was a Member of the Board of the National Business Aviation Association (NBAA), and the Chairman of the Associate Member Advisory Council (AMAC). If you would like to join in on conversations relating to trends in Business Aviation, share your comments on Jay’s blog www.jetsales.com/blog, Twitter and LinkedIn. For more information visit www.jetsales.com.

Do you have any questions or opinions on the above topic? Get them answered/published in AvBuyer Magazine. Email feedback to: editorial@avbuyer.com Aircraft Index see Page 4

Dealer Broker Mkt Update Oct14_Gil WolinNov06 23/09/2014 14:09 Page 1

DEALER BROKER MARKET UPDATE

Dealer/Broker Market Update: Interest and activity returning.

by Dave Higdon

sk two different brokers for their characterization of the preowned business-aircraft market through the 2014 summer months and you'll get two different perspectives pointing toward the same conclusion: There's some improvement out there where little had previously appeared, in the light jet segment.

To an East Coast purveyor of pre-owned jets, the summer was ‘easy’. “The phone rang more often, more people returned calls and

A

120

AVBUYER MAGAZINE – October 2014

more prospects got off the runway centerline,” he outlined. To a Southwestern broker, the summer was “hot” all the way down the line. “There was even a little heat coming off the light jets,” the broker observed, “but I can't honestly give you a simple explanation as to why.”

There’s no question that many factors come into play. Those that continue to buoy the medium- and large-cabin jets surprised nobody. “That's where the dominant markets remain,” explained a Southeastern US dealer, www.AVBUYER.com

“but inventories seem to be tapering down and high demand for later-model examples are helping to keep prices at premium levels.

They're also holding up for models available in higher numbers because, geographically speaking, a lot of those models are spread widely – and thinly.”

The one noted surprise centers on the light jets. “You can take a cue from what your neighbors are doing,” noted the Southwest broker. “There’s been a lot of new-product R&D devoted to the light jet equipment...

Aircraft Index see Page 4

Dealer Broker Mkt Update Oct14_Gil WolinNov06 23/09/2014 10:17 Page 2

Aircraft OEMs certainly believe that, judging by their light jet R&D efforts. “...A lot of little nuts and bolts came together,” noted a Northwest Broker, speaking of buoyed sales numbers.

American businesses have not – repeat, ‘not’ – suddenly experienced a transportation epiphany. “Those 'epiphanies' as you call them happened long ago,” the Northeast Broker added. “The 'epiphanies' at work here are more fiscal and physical than the realization of a business aircraft's inherent advantages. We've just seen that a lot of little nuts and bolts came together. The pieces make up an economy stronger than the popular image.”

Economic strength, the Southeast broker noted, begets confidence among those who recognize the disparity between the stuff that lands a client – market numbers, profit reports and job growth figures – versus election-year political rhetoric designed to land a vote. “Sometimes our own representatives are our own worst ally when it comes to working a prospect nervous about the markets because of some talking-head program.”

The Northwest Dealer added, “The higher we go in the market we work, the less we hear from people stressed that the economy isn't doing better.”

An independent New England broker calls this the ‘Hey, Martha Syndrome’. “It doesn't really exist when working with prospects interested in $40 million-50 million business jets. You do hear it from the small operator – or new-to-Business Aviation prospect – that the next downturn could undermine a low seven-figure investment in a business-turbine aircraft.” These folks hold a perception of Business Aviation that the value is wholly wrapped up in the hardware.

“We try to explain that the airplane flies just the same worth $5 million as it will worth $3 million,” the Northwest dealer outlined.

“Airplanes don't know what they're worth any more than they know when they’re over water or on a night crossing of the Rockies.

They only know when the fuel, oil, or money run out.”

ABOUT THAT ECONOMIC GROWTH...

Cessna's M2, the latest CJ3 iteration… on top of what's emerging from some other companies in the under-20,000-pound threshold.”

Cessna last month received FAA Type Certification for the Citation CJ3+, a singlepilot-approved light jet with a Garmin G3000 integrated avionics suite (replacing the longtime CJ-standard Rockwell Collins Pro Line 21 system), an advanced fault and maintenance diagnostic system, and automated cabin-pressurization control. A G3000 retrofit program for the CJ2+ is in testing - and don't Advertising Enquiries see Page 9

be surprised to see the Garmin package migrate to the CJ4, too.

Light jet development seems to foretell fresh, recently-replaced aircraft entering the pre-owned market. “A lot of late-model hardware those new airplanes replace come with plenty of technology, and lots of useful life left, at prices more competitive than new – and without a long wait to take delivery. It's been a long time coming, but it finally sounds like the light jets may finally be looking at a Renaissance.” www.AVBUYER.com

Did you notice the news from the airline industry recently? Their load factors are higher than ever. Thank the carriers' reduction in flights on many routes. And with carriers reconfiguring main cabins at a rapid pace – all to wedge in one, two, three more rows of seats to sell, experienced road warriors only expect load factors to grow further. With added airplane crowding, today's generally mild passenger revolts could become more heated; disputes over everything from seat❯ back reclining and tray-table use, to October 2014 – AVBUYER MAGAZINE

121

Dealer Broker Mkt Update Oct14_Gil WolinNov06 24/09/2014 13:31 Page 3

DEALER BROKER MARKET UPDATE

For former operators, as the experience of flying common carriers deteriorates the old concerns about image and biases seem to give way to the reality of Business Aviation's efficiency quotient.

lavatory occupancy and food service.

Companies that used business aircraft a decade ago – particularly those that dialed back or bailed out of private flying in the 2007-2008 time frame – find themselves once again convinced.

The New England jet sales operative revealed, “One old prospect called out of the blue last month when the booking service handling his travel sent him a note that air-travel consultants now recommend allowing at least 90 minutes to two hours for connection time between flights.

“He was incensed! How much time do they expect us to waste for the increasingly expensive experience of traveling their way? Check in two hours before departure; at the gate 45 minutes ahead; two hours between connections...and then 30, 40 minutes waiting to get off the airplane and out of the airport. He quit: no more airlines for him or his staff. He told us he could no longer afford to, ‘fly cheaper’. He finally returned to looking at the lost time and convenience.”

In truth, the deal the broker landed for his former airline-traveler means the client/customer now expects to spend less on his company's overall travel during the seven years of his finance package for one of Business Aviation's larger light jets.

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AVBUYER MAGAZINE – October 2014

“That's part of what's bringing some people back,” the Southeast dealer explained. “We're seeing this phenomenon at work here – increased interest in highperformance piston singles, turboprop singles and light jets. Some of them are owner/pilot prospects; small-business people who want to control their travel completely - from the left seat.”

For former operators, as the experience of flying common carriers deteriorates the old concerns about image and biases seem to give way to the reality of Business Aviation's efficiency quotient. And for the newly enlightened? For those folks an epiphany hit: Schedule, bank account, travel budget. “We hear from a few every week, making exploratory phone calls that help them come to terms with the benefits,” said the Northwest dealer.

THE CONSENSUS To the Southeast dealer, every new convert and returning operator represents a potential long-term client which adds to his incentive to make the best deal he can for the client. “We believe that maximizing the value to the customer holds the key to maximizing our potential with the customer,” he said. “If we make a little less than we could while making a happier www.AVBUYER.com

client, we make a little more good will.

More good will equals more repeat visits – that’s more airplane transactions in the future. It's an easy equation.”

The Northwest dealer added, “Keep tabs on what becomes available internationally and you just may find a deal not possible in the US due to exchange-rate benefits – particularly among the light stuff. Medium- and large-cabin models?

They're in a market all of their own, and demand just helps make the bigger light jets more attractive – when they can fulfil the mission.”

The Southwest-based broker had his own perspective. “Work your lists like the market will never be this hot again, and watch what the OEMs are doing for keys to where more pre-owned opportunities may come from downstream. The best way I know of to avoid getting burned by competitors trying to pick off your clients is to be hotter than those other guys by starting to talk to clients about the next airplane – a year or more ahead of their note maturing or their depreciation playing out. That’s how you'll be the hot one!”

❯ Do you have any questions or opinions on the above topic? Get them answered/published in AvBuyer Magazine.

Email feedback to: editorial@avbuyer.com ■

Aircraft Index see Page 4

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Pre-OwnedOct14_Pre-Owned Sales Jan06 23/09/2014 10:43 Page 1

PRE-OWNED A/C SALES TRENDS

Pre-Owned Aircraft Sales Trends

by Fletcher Aldredge f in 1989 you had purchased a new Rolls-Royce Silver Spur and a new Beechcraft A36 Bonanza, which would have held its value better? With all the talk of hardship and recession in General Aviation, many might say the Rolls should have a better residual value. That would be wrong.

Our apologies to all of you Rolls-Royce drivers, but the average 1989 Silver Spur is only worth a paltry 16% of its original value while the 1989 A36 is currently trading at 63% of new. Many piston singles have done even better. The typical 1989 Piper Malibu is currently worth about 68% of its new price, for example.

In an industry which has become excessively price-oriented, we should point out airplanes are legendary for holding value. Many 30-year-old airplanes are actually worth more

I

126

AVBUYER MAGAZINE – October 2014

TABLE A Vref Market Indices

$ Change this Quarter

Light Single Index

0%

Light Single, Late Model Index

+0.1%

Complex Single Index

+0.2%

Light Twin Index

+0.6%

Pressurized Piston Twin Index

0%

Turboprop Index

0%

A Compilation of the following aircraft…

AA5B Tiger, Be Sundowner, Ce 172P, 177, PA Warrior & Archer Ce 172S, Cirrus SR20GTS, Diamond DA40XLS & Piper Archer Be Sierra, A36, Ce 177RG, 182, 210, M20M, Arrow & Saratoga Be 55, 58, Ce 310R, Piper Aztec, & Seneca III Be 58P, Duke, Ce 340A, 414A & 421C KA C90A, B200, Cessna Conquest I & II, Cheyenne II & TC 690B Be 400A, CJ 525, Ce 550, 560, Falcon 10, Westwind II & Lear 31A

Light Jet Index

-1.5%

Late Model, Mid-Size Jet Index

-2.6%

Challenger 300, 605, Citation XLS+, Sovereign & G150

Mid-Size Jet Index

-2.9%

Citation III & VII, Astra SP, Hawker 800A & Lear 60

Large Jet Index

-0.7%

Challenger 601-3A, Falcon 50, 900 & Gulfstream IV

-2.0%

A109E, Bell 206BIII, 407, Airbus 350B2, 135P1, MD520N & S76C

Helicopter Index

www.AVBUYER.com

Aircraft Index see Page 4

Pre-OwnedOct14_Pre-Owned Sales Jan06 23/09/2014 10:44 Page 2

TABLE B

now than when they were new (check out the ‘% of New’ column in VrefOnline.com). The Cessna 182R and T210 are two examples of airplanes which have actually appreciated during their lifetimes.

A WORD ABOUT INDICES VrefOnline.com includes eleven market indices

allowing subscribers to quickly survey each segment. Clicking on a Piper Aztec will give you a look at the Vref Light Twin Index. The Gulfstream GIV will display the Large Jet Index. While each index is important, it does not imply every aircraft in the respective compilation behaved in unison.

For example, as you can see from Table A (left), the Late Model, Mid-Size Jet Index fell 2.6% in value this quarter. However, the value of the average Cessna Sovereign (a part of that index) remained unchanged. The price history of each individual year model can be accessed by selecting a specific year model.

Probably the most important take-away from these indices is, for several years now, just about everything with a propeller has stabilized — some quarters up, some down, some flat. The jet segments, however, have not been able to break the downward trend. This does not foretell the future, but for all the jet indices since 2008, it’s been steadily downhill.

For those of us who are price-sensitive, it remains a great time to be a buyer.

“Very busy!” or “Very active!” were typical responses from brokers and lenders this past quarter when Vref asked “How’s it going?”

This is very unusual to hear so consistently during the summer months, a time when lots of decision makers are on holiday. In fact, more than one dealer said they are practically out of inventory - something that rarely happens this time of year.

This leads us to an important discussion on Price versus Activity. There has been a virtual wave of buying in some markets such as the Challenger 604. Some would put the CJ3, Citation Sovereign, and G200 in that very active category. Why so much activity in these markets? I just have one word for you and it’s not plastics, it’s price! The most noteworthy change in these markets over the past six to eight months is sellers’ lowered expectations same airplane, lower price. The buyers have always been there…at the right price point.

ANOTHER LOOK AHEAD Last quarter when we mentioned a couple of threats to life as we know it – Russia and Ukraine – we thought it probably wouldn’t get much scarier than that. Well, that was before Ebola and the other scourge, Islamic State, dominated the headlines. Good grief! It makes the drought, wildfires, and flooding (yes, all three) in Arizona seem almost benign.

We at Vref have been students of the General Aviation marketplace for well over twenty years. During that time there have been Advertising Enquiries see Page 9

Make/Model

% Fleet For Sale (Aug ‘13)

% Fleet For Sale (May ‘14)

% Fleet For Sale (Aug ‘14)

Fast Facts

King Air B200

7%

6%

7%

Huge variations in times, condition and mods

King Air 350

5%

4%

5%

Early ProLine 21 airplanes firm

Conquest II

7%

4%

4%

Deferred maintenance can hurt value

Beechjet 400A

15%

15%

16%

Great prices. Greater availability

Challenger 300

5%

8%

7%

Lower prices keeping inventory under control

Challenger 604

14%

8%

6%

Prices overdue for an uptick

Astra SPX

14%

15%

14%

Meager demand keeps this market flat

CJ (525)

16%

14%

16%

Small increase in inventory.

No change in prices

CJ1

13%

12%

11%

Pricing trend remains flat

CJ2

14%

9%

9%

Stability looks good on this market

CJ3

6%

7%

6%

Later models correct slightly

Citation II

18%

17%

18%

Lots of choices in this buyers’ market

Citation Excel

9%

6%

6%

The better airplanes may have moved up a bit

Citation Sovereign

7%

6%

5%

Steady improvement

Embraer Legacy 600

13%

10%

9%

Some stability returns to the good airplanes

Falcon 2000

11%

10%

7%

Early segment continues to be improving

Falcon 900

16%

17%

18%

Part of the bloated big iron segment

Gulfstream GIV

13%

15%

15%

Low prices not clearing out enough inventory

GIV-SP

10%

7%

8%

Buyers/sellers trying to establish market

G450

5%

6%

8%

Prices settle as inventory creeps up

G550

2%

5%

6%

Inventory tripled but activity just came back

GV

12%

12%

12%

Frozen prices, frozen inventory

Global Express

17%

14%

13%

Early models levelling out

Global XRS

11%

13%

15%

Getting worse before getting better

Hawker 850XP

12%

8%

6%

Actually seeing some late models move up

Lear 45XR

7%

8%

8%

Relatively stable

20%

14%

16%

Inventory up, prices down - again

Lear 60XR

For current and detailed ‘For Sale’ information, visit www.jetnet.com

several recessions, many wars, and many dastardly despots and politicians. I would submit to you that strife, whether real or amped-up

by CNN, is a normal part of living on this planet, in this solar system.

Our industry has survived and even prospered through some pretty challenging times. www.AVBUYER.com

And here we are, living proof that life goes on.

Besides, if something truly bad happens, like an asteroid with our name on it, getting a deal on a Mooney 201 really won’t matter that much… ❯ More information from www.vrefonline.com October 2014 – AVBUYER MAGAZINE

127

MarketIndicators Oct14_Layout 1 23/09/2014 12:33 Page 1

Market Indicators BizAv Activity - US & Canada

2Q Global BizAv Activity Rebound Following a tepid performance in 1Q 2014, Business Aviation made a strong comeback in 2Q. According to JSSI’s Business Aviation Index, Q2 2014 global Business Aviation activity grew by 8% Quarter on Quarter (QOQ), and by 3% Year on Year.

“After a tough 1Q, economic activity in the US has picked up considerably, translating into a corresponding uptick in Business Aviation,” said Neil Book, President & CEO, JSSI. “Consumer spending increased, leading to increases in hiring and inventory levels. With corporate investments on the rise and businesses feeling more confident about the prospects for future economic growth, it is no surprise that the use of business aircraft, as tools for generating additional business, is on the rise, too.”

From a global perspective, every region experienced positive growth in flight activity on a QOQ basis, including Europe,

128

AVBUYER MAGAZINE – October 2014

A ugust 2014 vs July 2014 T urboprop S mall Cabin Jet M id-Size Jet L arge Cabin Jet A ll Combined

P art 91 1.4% 1.1% 3.3% 3.2% 2.0%

P art 135 4.9% 1.2% 0.5% 1.1% 2.3%

F ractional 12.2% 7.3% 2.6% 9.5% 5.3%

A ll 3.0% 1.8% 2.2% 3.3% 2.5%

F ractional 12.5% 28.0% -1.7% 3.1% 5.5%

A ll -1.4% 1.3% 1.5% 5.3% 0.9%

A ugust 2014 vs August 2013 T urboprop S mall Cabin Jet M id-Size Jet L arge Cabin Jet A ll Combined

P art 91 -3.5% -1.0% 4.0% 4.0% -0.1%

P art 135 0.8% -2.3% 0.9% 9.3% 0.8%

the usual trend with increases for all of the jet categories. Large Cabin flight activity led the way for the month, up 5.3% from August 2013.

Small Cabin and Mid-Size aircraft posted yearover-year increases of 1.3% and 1.5% in that order. The Turboprop industry posted a year-

over-year decrease of -1.4%. The Small Cabin fractional market continues to post the largest growth for an individual segment with a yearover-year increase of 28.0%.

MI www.argus.aero

JSSI INDEX: REGION R EGION

Y ear on Year

Asia-Pacific Europe Latin America Middle East/Africa North America

14% 11% 11% -3% 2%

Q uarter on Q uarter 2% 23% 8% 3% 4%

JSSI INDEX: AIRCRAFT TYPE A IRCRAFT TYPE Large Cabin Jet Medium Cabin Jet Small Cabin Jet Single Engine Turbo Helicopter

Y ear on Year 5% 6% 2% 1% 3%

which saw the highest growth (23 percent) – see ‘JSSI Index, Region’. Only the Middle East/Africa saw a slight decline on a YOY basis.

By aircraft type, all segments grew on a

www.AVBUYER.com

Q uarter on Q uarter 39% 5% 3% -19% 12%

year-over-year basis, with only the Singlengine Turboprop segment lagging on a QOQ basis, as represented in JSSI Index, Aircraft Type.

MI www.jetsupport.com

▼

August flight activity posted an increase from July to finish the period up 2.5% overall, outlines ARG/US’ latest TRAQPak report. All operational and aircraft categories posted positive month-over-month results...

Fractional flight activity posted the largest monthly gain, up 5.3% from July. Part 135 and 91 posted monthly gains of 2.3% and 2.0% respectively.

Large Cabin flight activity led the way for the aircraft categories, with an increase of 3.3% from July. Small Cabin and Mid-Size aircraft posted gains for 1.8% and 2.2% for the month.

The largest month-over-month increase occurred in the fractional Turboprop market which finished the month up 12.2%.

Reviewing year-over-year flight activity (August 2014 vs. August 2013); TRAQPak data indicates August 2014 posted a flight activity increase for the ninth month in a row, up 0.9%.

The results by operational category showed increases in the Fractional and Part 135 markets, up 5.5% and 0.8% respectively. The Part 91 market was virtually flat for the period, down -0.1%.

Flight activity by aircraft category followed

Aircraft Index see Page 4

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MarketIndicators Oct14_Layout 1 23/09/2014 12:34 Page 2

Market Indicators

Encouraging data from August

While it is only one month, the most recent used inventory and pricing data moves were favourable while US flight operations continue to grow at a ~4% pace, notes JP Morgan of August’s activity. In addition, estimated toddler and pre-K inventory (jets 0-5 years old) declined 40 bps m/m to 5.5%, returning to the year-end low…

JP Morgan would need to see these movements sustained to gain confidence in improving market conditions, it outlines. For example, while inventory declined modestly last month, it remains within the 8.0-8.4% range it has been in all year. More importantly, used pricing has yet to come off the bottom convincingly (six years after the last peak) and is still declining at a high-singledigit Year on Year (YOY) rate.

Geographically, while conditions in the US continue to broadly improve, Europe remains weak and China is no longer supporting global growth as much as it has in prior years.

Used jet inventory declined 10 bps in August: Aircraft for sale were 8.1% of the fleet for in-production models, with flat to modestly-down movement across size categories. Global, Falcon 900, Citation Sovereign, CJ3 and Phenom 300 aircraft were among the platforms driving the decline, while Legacy 600s, G100/150s, and CJ2s experienced meaningful inventory increases.

Avg asking price increased 0.8% Month on Month in August: The average asking price is now $10.85m, down 8.2% YOY. Heavy jets drove the sequential increase, rising 1.2%

130

AVBUYER MAGAZINE – October 2014

2Q 2014 Avionics Market Report

including contributions from Challenger 600s, Falcon 7Xs, and Falcon 2000s. Medium jet prices were flat, while Light jets fell 0.5%.

US flight ops increased 4.8% YOY in July: This represents a bit of acceleration from the 4.2% reported for 1H and growth has run consistently at 3-5% recently. With flight ops still 11% below the July 2007 level, there is plenty of room for further growth at least matching the current pace. Activity in Europe remains stagnant, with flight ops down 0.6% in August and a similar 0.9% YTD as the size of the fleet continues to decline slowly.

Whither Learjet 85? It is now seven years since Bombardier launched the Learjet 85, and while the aircraft entered flight testing earlier this year, there is a sense that meaningful development challenges remain and that it sits well behind the CSeries and Global 7000/8000 in the development program pecking order in terms of priority.

Meanwhile, Bombardier is engaged in a thorough Aerospace reorganization, intended largely to cut costs. Without a strong sense of what will happen or when, JP Morgan sees a possibility that Bombardier will defer the Lear 85 EIS to save cash and reduce development risk, perhaps even indefinitely.

While the future of Learjet is put into question without the Learjet 85, investors could greet such news positively, while the absence of another new mid-size competitor could benefit Textron, Embraer and Gulfstream.

In the three-month period of April-June 2014, total worldwide Business & General Aviation avionics sales amounted to more than $652m, observes AEA. That’s a 2.7 percent increase in sales compared to 2Q 2013.

2Q 2014 avionics sales marked a slight uptick in total sales over 1Q 2014 sales ($652m vs $651m). Combined, total worldwide sales now exceed $1.3b through the first six months of the year, a 6.8 percent increase over the first six months of 2013.

"It will be interesting to observe total sales figures in the years ahead, particularly as we get closer to the 2020 ADS-B Out mandate in the US, and the fact that several avionics manufacturers recently introduced new ADS-B solutions for the Business & General Aviation marketplace," noted Paula Derks, AEA president.

Of the more than $652m in total sales in 2Q 2014, over $333m (51.2%) came from forwardfit (avionics equipment installed by airframe manufacturers during original production) sales, and 48.8% (more than $318m) from retrofit sales - avionics equipment installed after original production. 62.7 percent of the sales volume occurred in North America (US & Canada), while 37.3 percent came from international markets.

The dollar amount reported includes all Business & General Aviation aircraft electronic sales - including all component and accessories in cockpit; cabin; software; upgrades; portables; non-certified aircraft electronics - and all hardware (tip-to-tail); batteries; and chargeable product upgrades from the participating manufacturers. The amount excludes repairs and overhauls, extended warranty or subscription services.

MI www.aea.net

▼

2

MI www.jpmorgan.com www.AVBUYER.com

Aircraft Index see Page 4

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3

Market Indicators

In-Service Aircraft Technical Condition and Price An Asset Insight Index analysis of 76 fixedwing models and 1,550 aircraft listed “For Sale” on July 31, 2014, registered little change in overall market asset quality ratings compared to last month’s figures…

Maintenance Rating (ATC Score): average ‘Asset Technical Condition Score’ (an aircraft’s rating relative to its Optimal Maintenance Condition – the day it came off the production line) decreased 5.2 AI2 basis points, to 5.342 from June’s 5.394, remaining comfortably above the Mid-Time/Mid-Life 5.000 level on the ATC Score scale of -5 to 10.

Financial Rating (ATFC Score): average ‘Asset Technical Financial Condition Score’ (rating scheduled maintenance events cost associated with the aircraft ATC Score) was virtually unchanged, remaining below the Mid-Time/Mid-Life 5.000 level – on the zero to 10 ATFC Score scale – by registering 4.965 versus the previous month’s 4.957.

Asset Exposure (ATFE Value): the average ‘Asset Technical Financial Exposure Value’ (an aircraft’s accumulated maintenance financial exposure) worsened by over $97k, raising the average aircraft’s accrued maintenance expense to $1.423m and registering the worst figure for the past twelve months.

Large Jets retained possession of first place relative to asset quality, Medium Jets came in second, while Small Jets once again earned third place. Turboprops registered mixed Ratings this month, and with the group’s Asset Exposure worsening by over $38k to register a 12-month high of more than $559k, Turboprops remained in fourth place.

State Tax Updates Conklin & de Decker’s Nell Stubbs highlights some of the sales and use tax changes effective July 1, 2014…

Colorado: HB1374 expanded the flyaway rule to resident/non-resident on-demand air carriers.

Large Jets

Small Jets

Medium Jets

Turboprops

Exposure to Price Ratio (ETP Ratio) Spread in the ratio of ‘Asset Exposure to aircraft Ask Price’ (ETP Ratio) narrowed slightly this month, but the Overall Market average for aircraft Asset Insight tracks increased to 45.2% from 42.4%. Anything over 40% is considered to be an excessive ATFE Value in relation to the Aircraft Ask Price - so the industry average is both high and worrisome. Last month, Asset Insight stated “assuming Ask Prices do not deteriorate, the Overall Market ETP Ratio should continue to improve.” Ask Prices were slightly improved this month, but Asset Exposure increased more than anticipated, worsening the ETP Ratio.

Market Outlook Average Ask Price for the aircraft we track registered a 1.9% increase to $5.74m, but that figure was $100k below the average value generated during the past twelve months.

Asset Insight continues to believe overall

Minnesota: Jet fuel tax rate change to 15 cents per gallon. Not applicable to jet fuel or special fuels purchased by an airline company.

Aircraft registration fees will change to a low of $100 to a high of $75,000 per year, based on the base-price of the aircraft (manufacturer’s list price).

market asset quality will improve during the third quarter. Large Jet average Ask Price increased approximately 1.6% this month, but fell short of the group’s 12-month average.

Maintenance and Financial Ratings for Medium Jets registered above their 12-month average, while the relative price stability for Small Jets, in the face of high Asset Exposure value figures, continues to be impressive.

Since actual trading value is what truly matters, sellers can only hope those figures are just as positive.

In view of the consistent average Ask Price figure achieved by Turboprops, Asset Insight previously advised serious buyers to focus on asset quality rather than aircraft price. It now believes Turboprop asset quality improvement is likely over the next few months, and aircraft that achieve a high Asset Insight Index are unlikely to remain on the market for long.

MI www.assetinsightinc.com

New Mexico: HB24 provides a deduction from gross receipts for sales of certain (>10,000) commercial & military carriers. In addition, HB14 provides a deduction from gross receipts from selling aircraft parts or maintenance services.

Mississippi: Aircraft used predominantly to transport persons or property to offshore oil or natural gas exploration, or production platforms or vessels are exempt from sales tax.

Kansas: Amateur-built aircraft used exclusively for recreational and display purposes are exempt from property tax.

Missouri: HB2029 made permanent an existing sales tax break for parts used to repair or modify aircraft.

MI www.conklindd.com

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www.AVBUYER.com

▼

Georgia: HB 933 made permanent the exemption from sales tax on parts to repair airplanes so long as such aircraft is not registered in this state.

Wisconsin: Charges for the repair, service, alteration, fitting, cleaning, painting, coating, towing, inspection and maintenance of any aircraft or any aircraft parts are not subject to sales tax.

Parts used to modify or repair aircraft are exempt from Wisconsin sales and use tax.

Aircraft Index see Page 4

Southern Cross October_Layout 1 23/09/2014 09:53 Page 1

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MarketIndicators Oct14_Layout 1 23/09/2014 12:35 Page 4

4

Market Indicators

The Meaning of Summer Paucity...

The summer season is often a good barometer of how active the market really is, notes IBA Group. In the most buoyant days of recent memory, the market remained active during the summer, and for several years it actually got busier during those traditionally more relaxed trading periods. So what of 2014?

Providing consultancy services - including valuations and inspections to banks, lessors, owners, operators and OEMs - IBA enjoys a reasonably broad exposure across the market and good visibility on transactions. In addition, IBA remarkets and sources aircraft for owners, which provides its team with real-time market information.

This summer brought a noticeable difference between the Commercial aircraft markets and the Business/Private Aviation markets and their respective levels of activity, with the Commercial market being by far the busier of the two sides of this industry. This has been driven by new investors buying aircraft from lessors.

The relative paucity of trading activity in the Private and Business Aviation markets does not necessarily mean that aircraft values took a battering over the same period, although the downward pressure would not have lessened. What does seem to happen over quiet summers is a realigning of the optimistic asking prices, as owners and re-marketers are given time to consider their position heading into what is hoped to be a busier and more active September through December 31 period.

IBA notes evidence of asking price realignment to bring them closer to the sale prices of competing jets, which have often left the market ahead of the optimistically priced jets. Deals were closed in July and August, with these being a mop of overruns from the first

Brazil Nascent Fast-paced growth fitted with Brazil’s ‘BRIC’ membership (up 7.5% out of recession in 2010), followed by tepid performance with annual GDP growth fluttering in the 1.0-2.5% range. With 2014 Brazil GDP forecasts currently revised downwards from 2.3% to just 1.0%, what are the implications for Business Aviation in the world’s third largest country market, and in Latin America more generally, asks Rolland Vincent...

The Latin America & Caribbean (LAC) region is home to more than 5,000 business aircraft, split almost equally between business jets (2,457 units as of June 30, 2014) and 2,588 business turboprops, according to JETNET. This represents 14.8% of the world’s fixed-wing business turbine fleet, in contrast to LAC’s 6.6% share of world GDP. LAC business jet fleet growth and LAC GDP growth have been essentially growing in tandem over the last 10 years, averaging about 3.9% CAGR. The 50/50 balance between business jets and turboprops in the LAC fleet is in contrast to the worldwide jet/turboprop mix outside the region, which favors business jets (by 1.5-to-1).

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AVBUYER MAGAZINE – October 2014

half of the year, and provide quite a good launch-pad for the closing months. Market activity in September appears to have started with real gusto, with renewed interest in aircraft which arrived on the market during the first half of the year and with deals which paused or slowed over the summer reigniting with renewed enthusiasm.

To provide a fair comparison with the Commercial aircraft market activity, although that market is much busier this is predominantly due to the transactions involving multiple aircraft portfolio.

This is not something easily replicated in the Business/Private Aviation community, for example one European bank has had its Business/Private Aviation portfolio available for quite some time with no sign of a deal closing this calendar year.

To summarize, it is obviously not quite as simple as a Business/Private Aviation portfolio being less attractive to investors and managers than a Commercial aircraft portfolio. Equally it is rare that they are trying to even attract the same type of buyer.

MI www.ibagroup.com

Mexico and Brazil are currently ranked #2 and #3 in the world after the US in terms of business jet populations, with Brazil on a trajectory to overtake Mexico within the next year or so.

Mexico, benefiting from its proximity to the US market, has long been a predominantly pre-owned market, although that has been changing with the rising fortunes of Mexican HNWIs and significant foreign direct investment. No doubt fueling some of Brazil’s ascension has been the rising prominence of Embraer, which has established a particularly strong and loyal following amongst LAC aircraft owners and operators, growing its fleet by 16.5% CAGR worldwide since 2008, and capturing more than 7% share of the LAC business jet fleet as of mid-2014.

Brazil’s dominance within the LAC business jet market over the last 5+ years is evident in its share of new jet deliveries amongst the “Top 5” country markets. Business jet fleet growth is set to continue, driven in part by the fact that Latin America & Caribbean is home to an estimated 542,000 HNWIs, based on research from the CapGemini RBC World Wealth Report 2014 (defined as those with investable assets of www.AVBUYER.com

US$1m or more). About 76% of LAC HNWIs live in just three countries, led by Brazil, Mexico and Argentina. The LAC region already has the highest concentration of business jets per 1,000 HNWIs, well ahead of North America and more than three-times the world average.

A number of factors have favored LAC Business Aviation including limited commercial air service, high concentrations of wealth ($14 million per HNWI, the highest of any world region), vast geographies, limited infrastructure and an air-minded culture.

With its business jet fleet age now almost 19 years old on average (about three years older than the world fleet), and with 54% of the fleet in the Very Light Jet and Light Jet segments (versus 41% worldwide), LAC represents both an important replacement market and an attractive step-up market for owners and operators with larger cabin, longer range requirements.

Despite recent economic turbulence, Brazil’s fundamental strengths (vast natural resource base; rapidly developing industrial and service sector; and young, educated population) are undeniable.

MI www.rollandvincent.com Aircraft Index see Page 4

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MarketIndicators Oct14_Layout 1 23/09/2014 12:37 Page 5

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Market Indicators

Improving Outlook for Wichita

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AVBUYER MAGAZINE – October 2014

attending and promoting their wares together under a single banner at trade shows and there's an energy level among the employees that would probably make their founders (and former partners) Clyde Cessna and Walter Beech take notice.

Textron has a couple of new models that will be important contributors to the revival of the small and mid-size business jet market. The new Citation Latitude and Longitude business jets have stand-up cabins which will accommodate the evolving business jet customers who have, over the past 50 years, grown taller and heavier, and want airplanes with larger cabins and longer range.

Up until now, that hasn’t been what Wichita builds. But that’s changing, Vincent said. “The market has paused” on those segments, he offered.

Bombardier Learjet has been impacted by the recent restructuring and streamlining of the parent company's aerospace operations, but can point to its Learjet 85 as the first of a new generation of sophisticated products providing exceptional new performance and capabilities as well as opportunities. As technology advances, so do the airplanes-including their various systems and components.

New models, like the Learjet 85, require workers who must adapt to a new way of building airplanes. They incorporate complex communications and avionics systems that require millions of lines of code to run efficiently. Digitalizing airplanes means recruiting highly trained and specialized workers - "a whole different type of worker" than was needed in the past, according to Tony Kinkel, president, National Center for Aviation Training (NCAT). www.AVBUYER.com

NCAT is itself yet another reason why Wichita faces a much brighter future than Detroit. It's a world-class, extraordinarily well-equipped and modern facility that is turning out well-rounded students.

Though he didn’t spend a great deal of time on it, Vincent noted that the large bizjet and commercial aerospace markets are already well into a dramatic recovery. As Spirit AeroSystems and its extensive list of local suppliers respond to the growing backlog for commercial jetliners, it keeps the experienced workers and innovative engineering talent from migrating elsewhere.

When it comes to commercial aviation, the Boeing 737 has been a staple in Wichita for decades. Spirit builds dozens of the fuselages each month. Wichita “loves single-aisle airplanes,” Vincent noted, adding that Boeing has steadily ramped up deliveries as orders continue to climb to the point that they’ve reached “stratospheric” levels.

Boeing and Airbus have 7-9 years of work ahead of them based on their order books, and although Vincent said those levels aren’t sustainable, he does expect a good run over the next decade. And that’s something Detroit hasn’t heard since the mid-1970s.

Dave Franson is a veteran communications executive with more than 35-years' experience in corporate management and consulting roles. Former employers include NBAA; AlliedSignal; Cessna; and Bombardier Aerospace and today he is Principal of The Franson Consulting Group, a PR and Marketing Communications firm serving a variety of domestic and international clients, and Executive Director of the Wichita Aero Club. Contact Dave via davefranson@mac.com.

MI www.fransonconsulting.com

■

At a recent Wichita Aero Club luncheon midway through another challenging year, aviation analyst Rolland Vincent responded to the question of whether or not the Air Capital was in danger of ‘becoming the aviation industry's Detroit’, reports Dave Franson…

No. Absolutely not, responded Vincent. He’s heard the question before, but he has never given it much weight. “We’re optimistic about Wichita,” he reported. “We’re predicting higher business jet deliveries this year over last year, and 9,391 business jets worth more than $250b in the next ten years.” Vincent expects makers of business jets to deliver 718 this year, up from 678 last year.

Large jets will take 10 percent of the market; super mid-sized - 13 percent; midsize jets - 8 percent; and light jets - 4.5 percent.

The biggest portion of the deliveries – 39 percent – will be ultra-long-range jets, followed by large long-range jets at 18 percent.

The market for Wichita-built business jets has not rebounded for a number of reasons.

Even though buyers are flush with cash, for now they’re risk averse. They’ve lived through the worst economic downturn of their lives and are still trying to recover.

Those who might be willing to consider a purchase have found that aircraft lenders have stiffened their credit requirements.

Some operators aren’t flying as much or, in some cases, at all.

Compared to 2007 (before the recession) 20-30 percent of the fleet is inactive. There has also been an oversupply of low-priced, used light and midsize jets on the market.

Throw in the presence of new, aggressive competition, especially from Brazil-based Embraer, which has taken some market share from Wichita manufacturers, and it’s made for a difficult half-dozen years. As Vincent summarized, “During the recession, orders cratered, backlogs evaporated, used inventory on the market spiked, and prices for used planes plummeted.”

Even though there have been some obvious impacts on Wichita's airframe manufacturers over the past six years, there's resilience born of having weathered difficult times before. Cessna has continued to invest during the downturn and is preparing for the introduction of new jets. It has even come up with some much-needed modifications to its single-engine piston airplanes.

The acquisition by Textron and combination of Beechcraft with Cessna to form Textron Aviation has put an end to speculation and stabilized Beech. “There’s a lot of strength there,” Vincent observed. It appears the rationalization of personnel may be over, as well. The former competitors have begun

Aircraft Index see Page 4

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BusAviationNewsOct_Layout 1 23/09/2014 10:01 Page 1

BizAv Aircraft Review Bell Helicopter Bell Helicopter gained FAA approval for a new flight manual supplement for high and hot operations (FMS-12) for the Bell 407.

This supplement allows operators the ability to improve hover in ground effect and hover out of ground effect with increased payload in high and hot conditions.

Bombardier Bombardier’s Challenger 350 received full type certification from EASA recently, following similar approvals from Transport Canada and the US FAA in June. With certification in hand, Bombardier is eager to start delivering EASA-registered aircraft to customers.

The OEM also announced that the Lear-

Cessna Aircraft Cessna received type certification from the Federal Aviation Administration for the Cessna Citation CJ3+. The approval came less than six months after the company introduced the new model (in March).

The Citation CJ3+, with seating for up to nine people, is certified for single pilot operation, featuring a number of new sys-

Dassault Falcon Jet Dassault Falcon Jet, exhibiting at the recent Jet Expo in Moscow, stated that Russia continues to be a very strong market for it.

Dassault registered as many Russian orders in the first half of 2014 as in all of 2013, leading the company to predict an excellent sales year in the region.

Nextant Aerospace Nextant Aerospace announced the sale of its first 400XTi quick-change Air Ambulance to New Zealand. The aircraft has been purchased by Skyline Aviation Ltd (Skyline) and wholly owned associate company The New Zealand Air Ambulance Service Ltd, the re-

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AVBUYER MAGAZINE – October 2014

www.bellhelicopter.com

For example, with an aircraft operation at 6,000 feet, ISA +20°C (23°C, 74°F), FMS12 provides more than 300 lbs for additional external load operations. The approved supplement was showcased in a Bell 407GX during a week-long demo tour along the coast of California in late August.

www.businessaircraft.bombardier.com

LEARJET 70

jet 70 and Learjet 75 aircraft have received full type certification from the European Aviation Safety Agency (EASA).

Overall, both aircraft will provide up to a 9% improvement in field performance under hot and high conditions and up to a 4% improvement in fuel efficiency.

www.cessna.com

tems designed to reduce pilot workload.

Building on the popular Citation CJ3, the CJ3+ features an integrated avionics suite from Garmin, the G3000, an automatically controlled cabin pressurization system, and an advanced fault and maintenance diagnostic system.

www.dassaultfalcon.com

Demand has been particularly strong for the Falcon 5X and the new ultra-long range Falcon 8X, unveiled in May. Sales and deliveries have also been led by the popular Falcon 7X, more than 20 of which are currently flying with Russian operators.

www.nextantaerospace.com

gion’s busiest aeromedical provider.

The Nextant 400XTi will complement Skyline’s aeromedical fleet of turboprops and helicopters.

It will also be available for charter throughout New Zealand and Internationally. ❯

www.AVBUYER.com

Aircraft Index see Page 4

ACC September_Layout 1 21/08/2014 16:51 Page 1

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BusAviationNewsOct_Layout 1 23/09/2014 10:05 Page 2

2

BizAv News In Brief

Dassault Falcon Jet broke ground on a major expansion of its Little Rock, Arkansas completion facility dedicated to the Falcon 5X very large body jet and the ultra-long-range Falcon 8X tri-jet. The $60 million project will add 250,000sq.ft of new production and completion space (www.dassaultfalcon.com).

Elliott Aviation announced the STC for a dual Honeywell NZ-2000 FMS upgrade that will allow for WAAS/LPV approach. The STC covers the latest NZ-2000 6.1 operating software of 03040 which unlocks the full capability of WAAS/LPV approaches, and certification covers all Hawker 800s with the SPZ-8000 avionics suite with an option for Honeywell’s EPIC CDS/R LCD cockpit upgrade (www.elliottaviation.com).

Epic and U.S. Bank introduced an enhanced Epic Card as the first card issued by a fuel supplier to provide global acceptance via US Bank’s aviation-specific network. In addition, a mobile app and a dedicated website provide online settlement, tracking and accountspecific pricing (www.epicaviation.com).

GAMA praised strong endorsement by both the European Commission and EASA for a global initiative to modernise the way smaller airplanes are certified. ‘CS/Part-23 Reorganisation’ is aimed at cutting the cost and increasing the safety of GA airplanes and technology.

GAMA also praised the FAA after announcing it would streamline the aircraft certification process by replacing the current project sequencing procedure with a new approach that better prioritizes all US aircraft certification projects (www.gama.aero).

with high-speed, in-flight connectivity virtually anywhere in the world (www.honeywellnow.com).

Jet Aviation Basel announced that the Airbus ACJ319 managed by Austrian operator MJET recently showcased the custom VIP interior it fitted. Designed by the Jet Aviation Design Studio, and outfitted at the Jet Aviation Basel Completions Center, the business jet interior design features an elegant combination of high-gloss American black cherry and Santos Rosewood veneers with fine stitch detailing on leather seats and upholstered divans (www.jetaviation.com).

Raisbeck Engineering's latest development in swept-blade propeller technology, the new Composite Swept-Blade 5-way Propeller for the Beechcraft King Air 350 series, has begun FAA certification flight testing. The cooperative development program between Raisbeck and Hartzell is the third in the Swept-Blade series (www.raisbeck.com).

Rockwell Collins has expanded its ProLine Fusion avionics upgrade to include ProLine IIequipped King Air 350 aircraft. Rockwell Collins is collaborating with Landmark Aviation’s Winston-Salem maintenance, repair and overhaul (MRO) location to achieve an STC for the ProLine Fusion upgrade on ProLine IIequipped King Air 350s in the first half of 2015 (www.rockwellcollins.com).

Gogo Inc. announced recently that Aircell has rebranded as Gogo Business Aviation. Gogo Business Aviation intends to build on the Aircell tradition using the same people, passion and culture of innovation that made it one of Business Aviation’s most trusted in-flight connectivity brand (www.business.gogoair.com).

Sierra Industries will jointly develop an engine retrofit program for the legacy Citation Jet platform using the recently certified GE Honda HF120 engine. Known as the Sapphire program, the original factory-installed Williams FJ44-1A engines are replaced by state-of-theart GE Honda HF120s. The HF120 engine will provide the Citation Jet with improved performance and enhanced productivity, FADEC engine management, along with redesigned engine pylons and nacelles for improved aerodynamics. The Sapphire program targets all 525 series Cessna business jets (www.sijet.com).

Gulfstream recently launched a new app that allows customers to explore the company’s pre-owned aircraft inventory on their mobile devices. Gulfstream Preowned Aircraft Sales app offers customers real-time inventory listings with high-quality photography and detailed aircraft information (www.gulfstream.com).

Traxxall Technologies Inc. launched globally a new aircraft maintenance tracking service for Business Aviation. The purpose-built system will improve customers’ ability to track maintenance on their aircraft, ensure regulatory compliance and protect aircraft residual values through its intuitive user interface (www.traxxall.com).

Honeywell announced Bombardier Business

VistaJet is adding $320 million worth of new

Aircraft as the launch business aircraft OEM for the JetWave Ka-Band satellite connectivity system. The hardware exclusively supports Inmarsat's forthcoming Jet ConneX(i) (JX) service which from 2015 will provide passengers

aircraft to its fleet as part of its on-going worldwide expansion strategy. The eight new jets include three Bombardier Global aircraft, three Challenger 605s, and two Challenger 350s ❯ (www.vistajet.com).

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AVBUYER MAGAZINE – October 2014

JET AVIATION

www.AVBUYER.com

RAISBECK

SIERRA

VISTAJET

Aircraft Index see Page 4

BusAviationNewsOct_Layout 1 23/09/2014 14:13 Page 3

3

BizAv People

Johannes Bussmann

Leda Chong

Tom Crowell Sr.

Ralph Acs, who led the Learjet 85 program in his role as vice president and general manager of Bombardier Learjet, left the company recently as part of Bombardier’s corporate restructuring plan.

James J. Barnes has been hired by Skandia, Inc. as executive vice president and CFO. Working closely with Gary Palmer, Skandia’s President, Barnes’ main objective is to manage growth for Skandia as a leading global company in the aircraft interiors and engineering arena.

Johannes Bussmann is to be the new Lufthansa Technik chairman of the executive board from April 2015. Dr. Bussmann will take over the position from August Wilhelm Henningsen who is due to retire in the coming year.

John Harpool

Marian Jancarik

Scott Plumb

John Harpool, a 20-year veteran of the Business Aviation marketplace, has joined U.S. Bank Multi Service Aviation as its national sales manager. Harpool previously served as director of sales and marketing for Houston-based Air Training International.

Marian Jancarik has been appointed senior aircraft broker and asset advisor on behalf of Colibri Aircraft which specializes in the worldwide marketing, resale and purchase of pre-owned private aircraft. Jancarik will be based in new offices in Bratislava, Slovakia, from where he will be responsible for Central and Eastern European sales.

Greg Johnson has been named director of business developLeda Chong was recently promoted by Gulfstream to senior vice president for Asia-Pacific, a position where she will be responsible for business development, strategic planning and government relations within the Asia-Pacific region.

ment for Meridian, the award-winning private aviation company based at Teterboro Airport. He will be responsible for overseeing the development of a new Meridian FBO to be built at Hayward Executive Airport in Hayward, CA, and growing the aircraft management business on the West Coast.

Tom Crowell Sr., the founder of JetBrokers, Inc., an international jet sales company, retired recently, after 46 years in the aviation industry.

Tom has made a life-long contribution to Business Aviation, both as a Businessman, and Educator, a leader and long-time industry insider.

He is extremely well known as a face and a voice both at home and abroad as an educated and connected advocate for Business Aviation.

Joël Frugier has been appointed as the new general manager at Airbus Corporate Jet Centre (ACJC) in Toulouse, France. Frugier will oversee operations, sales and marketing at Airbus Corporate Jet Centre (ACJC). He will also be responsible for the company’s overall performance.

Scott Plumb has been appointed senior vice president of sales at Jetcraft Corporation, a global leader in business aircraft sales, acquisitions and trades. He comes to Jetcraft from Textron Aviation and has held a number of sales management leadership positions in companies such as Beechcraft, Vistajet, Airbus and Gulfstream. Plumb will lead the sales team from Jetcraft’s Switzerland office.

Jim Tait was recently named vice president, sales operations and analysis at Gulfstream. He reports to Scott Neal, senior vice president, worldwide sales and marketing.

BizAv Events 2014 If you would like your event included in our calendar email: sean@avbuyer.com

AOPA Home Coming Fly – In MEBAA Conference Helitech International 2014 Int’l Business Aviation Symposium NBAA: Tax Regulatory & Risk Mang Conf NBAA: PDP Course: Emergency Response Planning NBAA: PDP Course: Aviation Human Factors NBAA: PDP Course: Mang Fundamentals Flt Depts NBAA: PDP Course: Conducting Performance Reviews NBAA: Single-Pilot Safety Standdown NBAA: (Business Aviation Convention & Exhibition) NBAA: PDP Course: IS-BAO Flt Ops Manual Workshop AOPA Fly – In First Saudi Int’l Civil Av. Exhibition CEPA (Central European Private Aviation) Expo MEBA 2014 Middle East Business Aviation Advertising Enquiries see Page 9

Oct 4 Oct 14 Oct 14 – 16 Oct 16 - 17 Oct 19 – 20 Oct 19 – 20 Oct 19 – 20 Oct 19 – 20 Oct 20 Oct 20 Oct 21 – 23 Oct 24 – 25 Nov 8 Nov 16 – 20 Nov 19 – 20 Dec 8 – 10 www.AVBUYER.com

Frederick, MD, USA Amman, Jordan Amsterdam RAI, Netherlands Republic of San Marino Orlando, FL, USA Orlando, FL, USA Orlando, FL, USA Orlando, FL, USA Orlando, FL, USA Orlando, FL, USA Orlando, FL, USA Orlando, FL, USA McKinnon Airport, GA, USA Dammam, Saudi Arabia Prague, Czech Republic Dubai, UAE

www.aopa.org www.mebaa.com www.reedexpo.com www.aeropodium.com www.nbaa.org www.nbaa.org www.nbaa.org www.nbaa.org www.nbaa.org www.nbaa.org www.nbaa.org www.nbaa.org www.aopa.org www.saudiairshow.com wwwcepa.aero www.meba.aero

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

D E D I C A T E D T O H E L P I N G B U S I N E S S A C H I E V E I T S H I G H E S T G O A L S. S.

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

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

Priorit y Code: PM09XP18

Global Jet Challenger 604 October 25/09/2014 10:46 Page 1

S H O W C A S E

2005 Bombardier/Challenger 604 Serial Number: Registration: Airframe TT: Landings:

5598 M-MDDE 3266,43 1435

• Aircraft in perfect conditions, ideal for your next midrange flights!

• Outstanding original interior designed with harmony!

• Fully equipped state-of-the-art galley available on board.

• Rockwell-Collins advanced avionic system Airframe Maintenance Station: RUAG/TAG Engines CF34-3B General Electric. Engine n° 1: SN 950243, 3266,43 hrs. / 1435 cycl. Engine n° 2: SN 950244, 3266,43 hrs. / 1435 cycl. APU Honeywell GTCP 36-100E, S/N P-260, Time since new: 5488

Collins FMS-6000 MNPS, 2 IRU Litton LTN-101 RVSM, 1 EGPWS Honeywell Mark V B-RNAV, 1 CVR L3 FA2100 P-RNAV, 1 FDR L3 FA2100 RNP 5, 4 FCC Rockwell-Collins FCC4006 CAT II, Additional : Compliant MNPS, RVSM,BRNAV, P-RNAV,RNP-5, CAT II Interior Forward galley with “TIA” high temp oven, microwave and coffee maker. Entertainment system features Rosen Blu-Ray DVD player (2 disk),two Aux. panels, two 19” monitors. Airshow 4000 Exterior Overall White with dark/light grey stripes Price: $9,800,000

Avionics 2 VHF-COM Rockwell-Collins VHF-422C, 2 HFCOM Rockwell-Collins HF-9031A, 2 ATC Transponder Rockwell-Collins TRD-94D, 1 TCAS Rockwell-Collins TTR 921, 2 DME Interrogator Rockwell-Collins DME-422, 1 SATCOM ICG ICS2000, 2 Radio ALT Rockwell-Collins ALT-55B, 1 Weather Radar Rockwell-Collins RTA-854, 1 ELT Artex C406-2, 2 VHF-NAV RockwellCollins VIR-432, 2 ADF Rockwell- Collins ADF462, 2 GPS Rockwell-Collins GPS-4000A, 1 SELCAL Coltech CSD-714, 2 FMS Rockwell-

Global Jet Monaco Florian Van Der Cruyssen, Aircraft Sales Director, L'Albatros, 9, bd Albert 1er, MC - 98000 Monaco

Advertising Enquiries see Page 9

www.AvBuyer.com

Tel: +377 97 77 01 04 E-mail: florian.vandercruyssen@ globaljetmonaco.com www.globaljetconcept.com October 2014 – AVBUYER MAGAZINE

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Global Jet Global 5000 October 25/09/2014 10:51 Page 1

S H O W C A S E

2006 Bombardier Global 5000 Serial Number: Registration: Airframe TT: Landings:

9170 OE-LAA 2345 945

• EU-OPS 1 Compliant • Engines on Corporate Care • Bombardier SmartParts Airframe Coverage • On CAMP • Class 2 Electronic Flight Bag • Certified for CAT II landings • Artex 406-2 ELT with Nav Interface • HUD Heads Up Display • Honeywell Mark V EGPWS Some of the hightlights include: Entry into service in 2006, 13 seats certified for take-off and landing, EU-OPS 1 Compliant, Engines on Corporate Care, Bombardier SmartParts Airframe Coverage, On CAMP, Class 2 Electronic Flight Bag, Certified for CAT II landings, Artex 406-2 ELT with Nav Interface, HUD Heads Up Display, Honeywell Mark V EGPWS Engines BR700-710A2-20, Engine n° 1: 2345 hrs. / 945 cycl., Engine n° 2: 2345 hrs. / 945 cycl., TBO: On condition. APU RE220, 3064 hours / 1597 cycles, TBO: On condition Additional Equipment One main galley/bar that includes a coffee maker, micro-wave oven, thermal oven and hot cup. A forward L/H coat closet and entertainment cabinet. Fwd cabin club 4 seats. Mid cabin club 2

seats and a 4 place divan. A dining area with 2 double seats. 3 Place divan in aft cabin with a single seat and console table. Vanity and toilet lavatories, with sink, soap dispenser, shelves and mirror. 17», 14» and 5.6» LCD monitors, DVD & CD player, Cabin Stereo Equipment, Display cabin - Airshow 400, Wireless LAN network system with shared network printer Avionics Honeywell Primus 2000XP 6-Tube EFIS avionics suite, Six 8”x 7” DU-870 Color EFIS displays, Triple LASERREF IV Inertial Reference System (IRS), Triple AZ-840 Micro Air Data Computers (MADC), Quad Ametek DA-810 Data Acquisition Units (DAU), Triple FMS NZ-2000 Integrated Flight Management System, Dual 12 Channel Honeywell GPS HG-2021, Triple IC-800 Integrated Avionics Computers (IAC) with EFIS, Central Aircraft Information Maintenance System (CAIMS), Full Authority Digital Engine Control System (FADEC), Engine Indicating Crew Alert System (EICAS), Dual Honeywell Primus II RM-855 Radio Management Units, Dual Honeywell RNZ-851 Intergrated NAV Units Radios, Dual Collins ALT-4000 Radio Altimeters, Dual Collins HF-9031 HF Communication System, Single Coltech CSD-714 SELCAL Interior Thirteen (13) passenger seats in three (3) executive areas: Four (4) place forward club w/fold-out tables, Four (4) place mid-cabin conference/dining w/credenza cabinet, Two (2) place aft-cabin club, Three (3) place aft-cabin couch, Jump seat Beige Leather, Light beige

Global Jet Monaco Florian Van Der Cruyssen, Aircraft Sales Director, L'Albatros, 9, bd Albert 1er, MC - 98000 Monaco

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carpet, Two (2) 21 inch flat monitors, Airshow, VCP and DVD Reproducers Inspection Status Aircraft on CAMP, 8C Inspection due in May 2016, Last maintenance completed on Dec 20, 2013, including 1A, 1C, 2C, Next scheduled maintenance, including 1A, 2A, 3A, 6A, estimated due in Nov 2014 (2800 FHR) Price: $21,500,000

Tel: +377 97 77 01 04 E-mail: florian.vandercruyssen@ globaljetmonaco.com www.globaljetconcept.com Aircraft Index see Page 4

Global Jet Gulfstream G550 October 25/09/2014 10:52 Page 1

S H O W C A S E

2004 Gulfstream G550 Serial Number: Registration: Airframe TT: Landings:

5018 N818RF 3531 1067

• Only one owner since new • Extended cabin without crew rest • Automatic Flight Guidance System • Visual Guidance System • Triple VHF Communications 8.33 kHz • 18 seats Certified for Taxi, Take-Off and Landing • Avionics modification completed in December 2013: •Communications - CPDLC FANS 1/A •Navigation (ATA 34) - TCAS 7.1 Installation •Enhanced Navigation Cert Fox Airframe & Engines 3531 Hrs & 1067 Cycles. Rolls-Royce: BR710C4-11. S/N: 15139/15138, 3375/3375 Hrs, 1067/1067 Cycles. Next major check: 4000 hrs. APU: Honeywell RE220GV, S/N: P-328, on MSP, The next inspection in Dec 2014 is a 1C + 1A. Last major check: Dec. 2013, Next major check: Dec. 2014 Avionics Automatic Flight Guidance System, Triple Inertial Reference System, Two 24-channel Global Positioning System (GPS), Visual Guidance System - Heads-up Display (HUD), Enhanced Vision System (EVS) - Forward Looking Infrared Camera, Data Transmission and Auto-Calling: Facsimile System, MCS-7000 SATCOM system, Dual Enhanced Ground Proximity Warning System

(EGPWS), 60 Hertz Power System, Dual HF Transceivers, Triple VHF Communications 8.33 kHz, Dual ATC transpondeurs / TCAS 2000, Traffic Collision Avoidance System / TCAS 2000, Color Weather Radar, MagnaStar C-2000 radio telephone system, Flight Management System FMS, Flight Data Recorder System and Cockpit Voice Recorder Additional Equipment One main galley/bar that includes a coffee maker, micro-wave oven, thermal oven and hot cup. A forward L/H coat closet and entertainment cabinet. Fwd cabin club 4 seats. Mid cabin club 2 seats and a 4 place divan. A dining area with 2 double seats. 3 Place divan in aft cabin with a single seat and console table. Vanity and toilet lavatories, with sink, soap dispenser, shelves and mirror. 17», 14» and 5.6» LCD monitors, DVD & CD player, Cabin Stereo Equipment, Display cabin - Airshow 400, Wireless LAN network system with shared network printer Interior Once again, the cabin atmosphere created by Gulfstream Aerospace shows the main aim of its conception: the permanent consideration of the passenger and his comfort. Great care have been taken in selecting and matching finishes and colors to highlight the interior. Soft forms have been used to increase the feeling of warmness produced by the mix of beige colors of seats and the wood Exterior White with a black belly and several stripes on the fuselage

Global Jet Monaco Florian Van Der Cruyssen, Aircraft Sales Director, L'Albatros, 9, bd Albert 1er, MC - 98000 Monaco

Advertising Enquiries see Page 9

Best price on the market: $27,500,000

www.AvBuyer.com

Tel: +377 97 77 01 04 E-mail: florian.vandercruyssen@ globaljetmonaco.com www.globaljetconcept.com October 2014 – AVBUYER MAGAZINE

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Diversified Aviation Services, LLC October_Empyrean 25/09/2014 09:45 Page 1

S H O W C A S E

2014 Gulfstream G650 Serial Number: Airframe TT:

6078 N5GV

Offered for immediate sale through Diversified Aviation Services Features • Beautiful interior with custom wood veneer and many other upgrades • 14 Passenger with FWD Galley • Custom deluxe cabin interior features • Honeywell Swift Broadband Data System • Part 135 compliant w/two certified crew rest compartments Communication Equipment List • ONE (1) HONEYWELL NC-860A NAVCOM • TWO (2) COLLINS HF-9034A HF COMM • TWO (2) HONEYWELL TR-866B VHF/VDR COMM • ONE (1) AIRCELL AXXESS II / ST 4200 AIRCELL TRANSCEIVER • ONE (1) HONEYWELL SD-710 SATCOM • TWO (2) DME SRB-406 ELT (LIFE RAFT) • ONE (1) ARTEX C406N ELT (FIXED) • TWO (2) HONEYWELL KPA405B RADIO ALTIMETER • TWO (2) HONEYWELL EGPWM-100 EGWPS • ONE (1) HONEYWELL RDR-4000 WEATHER RADAR • ONE (1) ACSS SP 3500 TCAS • TWO (2) HONEYWELL NV-878A VHF/VOR/ILS/DATA LINK/GPS

• TWO (2) HONEYWELL DM-855 DME • ONE (1) HONEYWELL DF-855 ADF • TWO (2) HONEYWELL XS-858A TRANSPONDER Interior • Custom Forward Galley • Fwd and Aft Crew Rest Compartments • All Pocket Doors in Interior • 80” Berthing Divan • Four (4) 26” HD LCD monitors • One (1) 17” HD LCD monitor • Ten (10) 12.1” HD LCD monitors Supporting Documentation • G650 Production Specification • Weight & Balance • Completion Specification • Floor Plan • Sound Survey • C of C • NEF Report • Type Certificate Data • Options Added List

Diversified Aviation Services, LLC Gary Girard Miami Lakes, Florida, USA

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Tel: +1 (0) 305-606-5856 Email: info@diversified.aero www.diversified.aero

Aircraft Index see Page 4

Sorens Group Ltd October 23/09/2014 12:45 Page 1

S H O W C A S E

2008 Gulfstream G550 Serial Number: Registration: Airframe TT: Landings:

5224 N678SC 2510 810

Engines L/H Engine Rolls Royce BR 700-710C4-11 R/H Engine Rolls Royce BR 700-710C4-11 APU Honeywell RE 220 Actual APU hours 2500 Avionics • Honeywell PlaneView Cockpit Suite • Gulfstream EVS Enhanced Vision System • Honeywell HUD Heads Up Display / VGS Visual Guidance System • Four Multi-Function 14” Flat Panel LCD Avionics Displays • Triple Honeywell VHF Communication Systems • Triple Honeywell VHF Navigation Systems • ACARS Aircraft Communications • Addressing and Reporting System With Satellite Communication • Link And Cockpit Printer • Two Side-Mounted Cursor Control Devices • Honeywell TCAS-2000 Traffic Collision Avoidance System • EGPWS Enhanced Ground Proximity Warning System With Windshear Detection • Dual 24-Channel GPS Global Positioning Systems • Triple Honeywell IR-500 LASEREF V Micro Inertial Reference Units

Options / Features • CPDLC, TCAS 7.1, ADS-B Out (Installation in September 2013) • L3 CVR Cockpit Voice Recorder, L3 FDR Flight Data Recorder • Goodrich EBDI-4000 RMI Radio Magnetic Indicator, Goodrich Magnetometer • Goodrich GH-3100 Standby Attitude/Airspeed/Altitude Indicator • Dual Mason Cursor Control Devices, SecuraPlane 500 Aircraft Security System With Three Cameras • Miltope Cockpit Printer, Dual Davtron Clocks, Dual Rosen Cockpit Sunvisors • Jeppesen Manual Storage, Common Keyed Locks • Walker Young Tow Bar Assembly • Passenger Address System • Scott Portable Oxygen System • Therapeutic Oxygen System 30-Gallon Pressurized Water System • SkyLounger Berthing Pads (Singles And Doubles) • Enhanced Soundproofing • Airshow 4000 Passenger In-Flight Information System (English/Russian) • Brother Plain Paper Facsimile Machine • Honeywell MCS-7000+ SATCOM Satellite Communications With AirCell Axxess II • Iridium Dual-Channel Telephone System With Four Wireless Cabin Handsets And One Cockpit Handset

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

Advertising Enquiries see Page 9

www.AVBUYER.com

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

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Northern Jet Citation Bravo September 23/09/2014 15:41 Page 1

S H O W C A S E

2003 Citation Bravo Serial Number: Registration: Airframe TT: Landings:

550-1073 N899B 5924 4895

Engines Left Engine 423 SOH Right Engine 1920 SOH Avionics • Honeywell Primus 1000 Integrated Flight Director & Autopilot System 3-tube 8x7” EFIS • Dual 196B Comm Radios with 8.33 Capabilities • Dual Nav • Dual RMI • Dual Mode S Transponders • Dual DME • Universal UNS1 L FMS • Honeywell TCAS II • Honeywell Mark VII EGPWS • Honeywell Primus Radar 660 • ARTEX 406 Emergency Locator Transmitter • Cockpit Voice Recorder • N1 Computer Indicator • Radio Altimeter

Exterior Overall Snow White with Silver Platinum Metallic and Black Stripes Interior Fire-blocked eight passenger executive interior in a center club configuration with an aft belted seat for a ninth passenger. Left and Right executive tables with Sienna leather inlays in the center club. Seating is finished in Sienna leather with Henna lower sidewalls and finished Cocoa Maple wood gloss laminate Optional Equipment • Freon Air Conditioner • Ski Tube • AOA w/Indexer • Iridium Satellite Flight Phone • Cabin/Cockpit Fire Extinguishers • Interior 110V AC • Lead Acid Battery • Tail Cone Flood Lights • RVSM Capable

Northern Jet Management Gerald R. Ford International Airport 5500 - 44th Street, SE • Grand Rapids, MI 49512

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Tel: 800 462 7709 Tel: +1 616 336 4737 Cell: +1 616 648 2656 Fax: +1 616 336 4709 mserbenski@northernjet.net www.northernjet.net Aircraft Index see Page 4

Northern Jet Lear 40XR September 23/09/2014 15:44 Page 1

S H O W C A S E

2008 Learjet 40XR • Extended Range Fuel Serial Number: Registration: Airframe TT: Landings:

40-2100 N959RP 3,365 2,735

• Smart Parts Airframe Factory Warranty Smart Parts Engines Left Engine 3,378 / Right Engine 3,370 MSP Gold Avionics • Honeywell Primus 1000 Integrated Flight • Director & Autopilot System • 4-tube 8x7” EFIS • Dual Universal UNS1 L FMS • Dual Comm radios with 8.33 Capabilities • Honeywell HF 1050 Comm • Dual Nav and RMI • Dual Mode S Transponders • Dual DME • Single ADF • Honeywell TCAS II • Honeywell Mark VII EGPWS • Honeywell Primus Radar 660 • ARTEX 406 Emergency Locator Transmitter

• Cockpit Voice Recorder • Radio Altimeter • XM Satellite Weather Exterior Overall Matterhorn White with Blue and Yellow Stripes Interior Fire-blocked Six passenger executive interior in a center club configuration with an aft belted seat for a seventh passenger. Two Left and one Right executive tables with Imbuia gloss inlays in the center club. Seating is finished in Almond Crunch leather with Surfside lower sidewalls and finished Imbuia wood gloss laminate Optional Equipment • Freon Air Conditioner • AOA w/Indexer • Iridium Satellite Flight Phone • Cabin/Cockpit Fire Extinguishers • Interior 110V AC • Lead Acid Battery • Tail Cone Flood Lights • RVSM Capable • Airshow Cabin Audio/Video System • XM Satellite Radio • Extended Range Fuel Aircraft management Services Available

Northern Jet Management Gerald R. Ford International Airport 5500 - 44th Street, SE • Grand Rapids, MI 49512

Advertising Enquiries see Page 9

www.AVBUYER.com

Tel: 800 462 7709 Tel: +1 616 336 4737 Cell: +1 616 648 2656 Fax: +1 616 336 4709 mserbenski@northernjet.net www.northernjet.net October 2014 – AVBUYER MAGAZINE

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JetPro Texas G200 September_Heeren Cit Ultra sep 23/09/2014 15:47 Page 1

S H O W C A S E

2007 Gulfstream G200 Airframe TT: Landings:

2,131 827

• On Gulfstream CMP Engines Pratt and Whitney PW-306A’s with 6,040 lbs of thrust each. On Pratt and Whitney’s ESP Gold.

Engine 1 s/n PCE-CC-0328 2,131 SNEW 857 CSN Engine 2 s/n PCE-CC-0330 2,131 SNEW 857 CSN APU Honeywell GTCP36-150 Times: 1,469 Cycles: 1535 Inspection To be delivered with Fresh ARCS by Gulfstream, Dallas, TX. 3A/2C/4C c/w Aug. 2013 by Gulfstream, Westfield, MA, 1A/1C c/w June 2012, 2A c/w Oct. 2012

Interior Ten passenger interior arranged in a forward club, aft four place conference group opposite a three place divan belted for two during takeoff and landing. The forward right-hand Galley features ample workspace with microwave, draining ice drawer, stemware storage, dry goods storage and coffee maker. The Galley and Cabin are divided by a forward pocket door. Seats are finished in beige leather with complimentary carpet, Ultra Leather headliner and Mahogany woodwork.

Cabin entertainment is provided by Collins Airshow 4000 with Tail Camera, dual DVD Exterior Overall White with Blue and Gold Stripes

Avionics 5 Tube Collins Proline-4 Flight Deck Dual Collins FMC-6100 Dual Collins GPS-4000 GPS Receivers Dual Collins RTU-4220 Tuning Heads Dual Collins VHF-4000 Comms Dual Collins NAV-4500 Nav’s Additional Equipment Safeflite Auto-Throttles ICS-200 SATCOM Rosen Monorail Sunvisors Honeywell VHF/SAT AFIS

Don and Sam Starling

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

JetPro Texas Lear 45 September_Heeren Cit Ultra sep 23/09/2014 15:48 Page 1

S H O W C A S E

2005 Bombardier Learjet 45 Airframe TT: Landings:

3,463 2,594

Engines Honeywell TFE731-20AR-1B Engines with 3,500 lbs of thrust each Enrolled on Honeywell’s MSP Gold Engine 1 s/n P-116634 3,463SNEW 2,594 CSN 558 SMPI Engine 2 s/n P-116632 3,463SNEW 2,594 CSN 558 SMPI APU Honeywell RE100 s/n P-311: TTSN 1,626 Enrolled On Honeywell’s MSP Gold Inspection Full Prepurchase Survey c/w 12/2013 by BAS-AMS <br> Phase A c/w 12/2013 at 3,436 by BAS next due 12/2015<br> Phase B c/w 4/2013 at 3,320 by BAS next due 9/2017<br> Phase C c/w 9/2013 at 3,417 by BAS next due 9/2017<br> Phase D c/w 9/2009 at 2,378 next due 9/2017

Additional Equipment EU OPS Compliant Steep Approach RVSM, MNPS, P-RNAV & RNP-10 Capable Collins Airshow 400 w/ Dual Screens Audio International DVD Player 110v Inverter and outlets Interior The eight passenger interior is arranged in a double club with an additional 9th belted lavatory seat. Seats are finished in steel blue leather with new gray Kalogridis carpet, and Ultra Leather headliner. Amenities include a forward right-hand galley with dry storage and hot coffee dispenser, ice drawer with overboard drain. Cabin entertainment and outfitting includes Airshow 400 with forward and aft bulkhead monitors with DVD Player and 110v Outlets in the cabin. There is a private aft flushing lavatory with vanity with hot and cold running water Exterior Overall DeSoto Matterhorn White with Columbia Blue Metallic, Flight Red and Cumulus Gray metallic stripes. Refurbished 3/2014

Avionics 4 Tube HONEYWELL PRIMUS 1000 EFIS Universal UNS-1E FMS Dual Honeywell RCZ-851 Comm Units Dual Honeywell RNZ-851 Nav Units Honeywell PRIMUS 660 RADAR Honeywell PRIMUS 1000 Autopilot

Don and Sam Starling

Advertising Enquiries see Page 9

www.AvBuyer.com

Tel: +1 (254) 848 9192 Mob: +1 (254) 716 2981 E-mail: sales@jetprotexas.com www.jetprotexas.com October 2014 – AVBUYER MAGAZINE 151

CAAP G200, G550 October 23/09/2014 12:46 Page 1

S H O W C A S E

2007 Gulfstream G200 Serial Number: Registration: Airframe TT: Landings:

160 N670RW 2536 1284

Engines Pratt & Whitney PW306A. Engines enrolled in ESP Gold Engine #1: S/N PCE-CC-0329, TSN 2536, CSN 1284 Engine #2: S/N PCE-CC-0331, TSN 2536, CSN 1284 APU Honeywell GTCP36-150 APU enrolled in Honeywell MSP APU S/N P-269, TSN 1196, CSN 1519 Avionics Collins Pro Line 4 avionics suite 5-tube EFIS FMS: Dual Collins FMS-6100 with GPS 4000 AP: Dual Collins FCC-4005 IFCS

Asking Price: Make Offer

NAV: Dual Collins NAV-4000 ADF: Dual Collins ADF-462 COMM: Dual Collins VHF-4000E RTU: Dual Collins RTU-4000 DME: Dual Collins DME-4000 AHRS: Dual Collins AHS-3000 HF: Dual King KHF-950 XPDR: Dual Collins TDR-94D Mode S with Flight ID EGPWS: Honeywell Mark V FDR: Honeywell 29-parameter DFDR CVR: Universal CVR-120 TCAS: Collins TCAS-4000 with Change 7 RADAR: Collins TWR-850 VHF AFIS & SAT AFIS ICS Iridium 2-channel Satcom. Auto Throttles Additional Equipment Three Winslow life rafts with 406MHZ ELTs

2009 Gulfstream G550 Serial Number: Registration: Airframe TT: Landings:

5234 N674RW 3,289 1,035

CAAP is pleased to offer Gulfstream G550 to the market.

This meticulously maintained aircraft represents a true turn-key airplane for a discerning buyer. Engines are enrolled in Rolls Royce Corporate Care, APU on Honeywell MSP and avionics are on Honeywell HAPP Airframe In-service Date (Gulfstream New Aircraft Warranty Start Date): August 6, 2009 Engines Rolls Royce BR 700-710-C4-11 Engines enrolled in Rolls Royce Corporate Care Engine #1: S/N 15573, TSN 3289, CSN 1035 Engine #2: S/N 15574, TSN 3289, CSN 1035

Asking Price: Make Offer

Avionics & Communications Honeywell Primus Epic PlaneView Cockpit with Certification Foxtrot Enhanced Enhanced Navigation and XM Weather WAAS/LPV & RNP/AR .3 Synthetic Vision version 1.0 Honeywell heads-up display/ Visual Guidance System Gulfstream Enhanced Vision System Triple VHF Navs / Triple VHF Comms Dual 24-channel Global Positioning System Airborne Flight Information System (AFIS) with satcom link and cockpit printer 88-parameter Flight Data Recorder TCAS 2000 collision avoidance system Enhanced GPWS with windshear detection Triple frequency emergency locator transmitter (ELT) Honeywell HD710 combined with Swift Broadband interfaced with CNX-200 router

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

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Defibrillator Single point refueling with external fuel control panel Interior 8-passenger executive interior with forward and aft 4-place club groups Four pull-out tables. Jumpseat Forward galley with microwave oven Pocket door between galley and cabin 10-gallon water tank Externally serviced aft lavatory Two LCD monitors in cabin Airshow 4000. Forward and aft closets Cordless phone in aft closet Extra 110V power outlets Aircell Gogo Biz High-speed Internet Exterior Overall Matterhorn White with red, black and gray stripes

www.AVBUYER.com

Exterior Overall Matterhorn White with red, black and gray stripes Interior Forward Galley with Forward LH Crew Rest 16-passenger “Hallmark” interior • Forward Cabin 4-place club group • Mid Cabin 4-place conference/dining group with electric conference table • Aft Cabin dual 4-place divans Forward (auxiliary) and aft (full-size) lavatories with vacuum toilet system Jumpseat Forward galley with microwave, convection oven, coffee pot and cappuccino machine 30 gallon potable water tank, UV water sterilization system Three LCD flat screen monitors: 20” monitor on fwd bulkhead; 17” on aft bulkhead and mid-cabin credenza

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

Aircraft Index see Page 4

CAAP G300, G400 October 23/09/2014 12:49 Page 1

S H O W C A S E

2003 Gulfstream G300 Serial Number: Registration: Airframe TT: Landings:

1507 N826RP 3,912 1,966

Airframe MSG-3 Maintenance. No Known Damage History Engines Rolls Royce TAY MK 611-8 Engine #1: s/n 18150, TSN 3912, CSN 1966, TSMLI 452 Engine #2: s/n 18152, TSN 3912, CSN 1966, TSMLI 452 Mid-Life Inspections Complied With March 4, 2013 Auxiliary Power Unit GTCP36-150G, s/n P-795-C, TSN 2,682 hrs Avionics • 6-tube Honeywell EFIS • Honeywell SPZ-8400 Autopilot • Honeywell 2000 w/CH 7 TCAS II

For Lease Only

• Honeywell Primus 880 color weather radar • Dual Honeywell NZ-2000 FMS • Dual Honeywell GPS sensors HG2021 • Dual Honeywell IRUs HG1075AE04 • Honeywell EGPWS with RAAS • Honeywell MCS-7000 SATCOM W/ Magnastar C-2000 Airphone Interface for voice communication • 2 Collins VHF-422C COMM • 2 Collins VIR-432 NAV • 2 Collins ADF-462 ADF • 2 Collins DME-442 DME • 2 Collins TDR-94D TDR • 2 Collins HF W/SELCAL HF • Artex C406-2 ELT • L3 Comm FA2100 CVR • L3 Comm FA2100 FDR Avionics Enrolled on Honeywell HAPP

2004 Gulfstream G400 Serial Number: Registration: Airframe TT: Landings:

1529 N477SA 5,478 2,479

Engines Rolls Royce TAY MK 611-8 Engine #1: s/n 18207, TSN 5476, CSN 2477, TSMLI 1533 Engine #2: s/n 18194, TSN 5478, CSN 2479, TSMLI 1533 Mid-Life Inspections Complied With October 25, 2011 APU GTCP36-150G (Installed 2009), s/n P-975-C, TSN 1423 Avionics 6-tube Honeywell SPZ-8400 EFIS Honeywell SPZ-8400 Autopilot Honeywell 2000 w/CH 7 TCAS II 1 Honeywell Primus 880 Radar 3 Honeywell FMZ-2000 FMS

Asking Price: $11.250m

Honeywell MK V ENH /RAAS GPWS 2 Honeywell 12-channel GPS 3 Honeywell LASEREF II Honeywell VHF/SAT AFIS Honeywell MCS-7000 SATCOM W/ Magnastar C-2000 Airphone Interface for voice communication Honeywell 2020 W/EVS Heads-Up Display 3 Collins VHF-422B COMM 2 Collins VIR-432 NAV 2 Collins ADF-462 ADF 2 Collins DME-442 DME 2 Collins TDR-94D TDR 2 Collins HF-9000 W/SELCAL HF Artex C406-2 ELT Fairchild F2100 FDR L3 FA2100 CVR Avionics on Honeywell HAPP

Corporate Aviation Analysis & Planning Inc 97 Village Lane, Suite 100, Colleyville, TX 76034, USA Advertising Enquiries see Page 9

Exterior Overall white with dark blue stripes Repainted 2014 by Jet Aviation, Cahokia, Illinois Interior 14-place interior with Forward 4-place club group; Mid-cabin LH 4-place divan opposite 2-place club; and Aft 4-place conference/dining group opposite credenza Seats upholstered in tan leather; divan in dark blue leather Divan recovered and leather reconditioned by Gulfstream Appleton, 2012 Forward jumpseat Forward 17" monitor; Aft 15” monitor at credenza Airshow Genesys, DVD/CD Aft galley w/ microwave oven, high-temperature oven, TIA coffeemaker, dual hot liquid carafes & Corian countertops Aft full-size lavatory; Fwd crew lavatory

www.AvBuyer.com

Interior 14-place interior with 7 fully berthable seats on either side of aisle Pull-out table at each seat Four matching interchangeable ottoman/storage units Seats upholstered in taupe leather; beige sidewalls and headliner; medium brown carpet Side panels and carpet refurbished by Duncan Aviation, Battle Creek, 2011 Cabinetry finished in high gloss birdseye maple veneer with satin nickel fixtures Forward & aft 17" LCD monitors; 6 seat monitors; DVD/VHS/CD. Airshow Genesys. Aft lavatory Aft galley with oven, microwave, and dual coffee makers Exterior Overall Matterhorn White with blue, gray and silver stripes.

Painted 2011 by Duncan Aviation, Battle Creek

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

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Jet Sense Aviation, LLC October_Empyrean 23/09/2014 12:57 Page 1

S H O W C A S E

2004 Lear 60SE Serial Number: Registration: Airframe TT: Landings:

276 N276BG 2,194 1,234

Engines P&WC305A Left Engine Hrs: 2,194 - ESP GOLD Cycles: 1,234 Right Engine Hrs: 2,194 - ESP GOLD Cycles: 1,234 APU Hamilton Sundstrand Gemini T-20G-10C3A 889 TSN/1854 CSN Avionics COLLINS PROLINE 4 AVIONICS SYSTEM Traffic Alert Collision Avoidance System: Collins TTR-4000 (TCAS II w/change 7) Autopilot: Collins Pro-line 4 HF Radio: Dual Honeywell KHF-950 w/Selcal EGPWS: Honeywell Mark V EGPWS (TAWS-A) FMS: Universal UNS 1E Automatic Direction Finder: Dual Collins ADF-462 Cockpit Voice Recorder: Universal CVR-120 Cockpit Voice Recorder Communications: Dual Collins VHF 422C (8.33 Spacing) Distance Measuring Equipment: Dual Collins DME-442 Radio Altimeter: Collins ALT-4000 Navigation: Dual Collins VIR-432 Nav Units (FM Immunity)

Transponder: Dual Collins TDR-94D w/ Enh. Mode S Radar: Collins TWR-850 ELT: Artex C406-2 MHz ELT w/Nav Interface Features 3 Rotor Brake Mod RVSM Compliant Fore and aft 15.1" color displays L3 FA2100 FDR On CAMP Cabin Entertainment system - DVD system Interior Eight Passenger configuration, with center four-place club grouping and forward two-place Side-facing divan across from a forward-facing seat. Seats covered with black leather. Aft belted lavatory, with wash basin. Forward galley Exterior Overall Black with 2 tone grey/silver accent Maintenance Fresh A & B inspection c/w 9/14. Phase D c/w 5/12

Jet Sense Aviation, LLC Contact: Brett Forrester

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www.AVBUYER.com

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

Aircraft Index see Page 4

Jet Sense Aviation, LLC Lear 60XR October_Empyrean 24/09/2014 12:01 Page 1

S H O W C A S E

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

334 N334BG 4,800 3,300

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

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

Jet Sense Aviation, LLC Contact: Brett Forrester

Advertising Enquiries see Page 9

www.AvBuyer.com

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

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aviatrax October_Empyrean 23/09/2014 13:01 Page 1

S H O W C A S E

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

207 M-ILTD 1159:42 534

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

Equipment & Options • Jump Seat • Mode S Flight ID w/ Enhanced Surveillance Modification • Maintenance Diagnostic Computer • ICG ICS-200 Iridium SATCOM (w/ Fax, Data Ports, & AFIS interface) • Airshow 410 Passenger Flight Information System • Dual Multi-Region DVD player Interior Hallmark 10 passenger interior configuration having forward 4-place club seating, 4-place conference group opposite a 3-place divan (certified for 2 passengers) in the aft cabin. Seats are done in Barcelona Beige leather; divan in Paisley print fabric; woodwork is Redwood Burl woodwork with brushed gold satin metal finish.

The club seats feature executive writing tables. A pocket door isolates the forward right side galley featuring hot/cold meal and beverage service, convection oven and coffee maker.

Exterior Base exterior Matterhorn White with Green and Red Striping.

Passenger Amenities Cabin entertainment sources include a Dual multi-region DVD player and the Airshow 410 Passenger flight information system. Video is displayed on a 15” panel display mounted on the cabin forward bulkhead.

AVIATRAX Contact: Hermann Reynisson

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AVBUYER MAGAZINE – October 2014

www.AVBUYER.com

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

Aircraft Index see Page 4

Mente GulfstreamG450 & Hawker 800XP October 23/09/2014 13:03 Page 1

S H O W C A S E

2003 Hawker 800XP

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

Serial Number: Registration: Airframe TT: Landings:

Beautiful nine passenger executive interior, featuring a well appointed, spacious forward galley. A forward fourplace club arrangement with foldout tables. The spacious mid cabin boasts another single seat across from a side facing three-placed divan.

Seating is tastefully finished in light earth-tone leathers.

Interior is complemented by luxurious carpeting found throughout the cabin. Forward galley poses ample storage and a microwave oven.

Cabin Entertainment includes: Worldwide Airshow 400, and Airshow briefing system, forward and aft 14inch computer display capable LCD monitors, DVD, CD. The aircraft also has power outlets for laptops and other electronic devices.

Exterior Original Paint 2003 By Hawker Beechcraft Matterhorn white and dark blue base coat with dark and light blue stripes. Winglets installed November 2010

258641 N513ML 4337.3 3624

Engines TFE 731-5BR-1H – 100% JSSI-Premium Plus Program Left: S/N P107839 4337.3 Hours 3624 Cycles Right: S/N P107840 4337.3 Hours 3624 Cycles APU Garrett GTCP 36-150W - 100% JSSI S/N P-748 3422 Hours Avionics Collins Proline 21 Avionics Suite ADF: Dual Collins ADF-462 AFIS: Honeywell AFIS Autopilot: Collins FGC-3000 IFCS Avionics Package: Collins FGC-3000 IFCS / Pro Line 4

Communication Radios: Dual Collins VHF-422C w/8.33 spacing CVR: Universal CVR-120 DME: Dual Collins DME-442 FDR: Honeywell DFDR full rack & wiring provisions Flight Director: Collins FGC-3000 IFCS SATCOM: AirCell w/four handsets FMS: Collins FMS-6000 w/dual GPS Hi Frequency: Collins HF-9000 w/SELCAL (provisions for 2nd) Navigation Radios: Dual Collins VIR-432 Radar Altimeter: Collins ALT-4000 TCAS: Collins TCAS-4000 TAWS: Honeywell Mark V EGPWS w/windshear Stormscope: Honeywell LSZ-850 lightening sensor Transponder: Dual Collins TDR-94D Mode S Interior Original Installation 2003 by Hawker Beechcraft.

2008 Gulfstream G450

Mark Payne Cell: +1 (972) 897-3246 E-mail: mark@mentegroup.com

Serial Number: Registration: Airframe TT: Landings:

• Gulfstream Broad Band Multi Link – BBML with VOIP • Enhanced Soundproofing • SecuraPlane External Camera System w/ 3 Cameras • SecuraPlane 500 Security System • Wireless LAN Local Area Network Interior Universal Fourteen (14) passenger executive interior. The forward cabin features a forward four (4) place club with pull out tables. The mid cabin area offers a two (2) place club with fold out table across from a four (4) place divan.

The aft cabin features a four (4) place conference group opposite a credenza which incorporates the cabin entertainment system, printer and miscellaneous storage, and an aft passenger vacuum lavatory Exterior Airframe overall Matterhorn White with Gold and Blue Accent striping

4108 N227RH 3,145 1,672

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

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

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

Advertising Enquiries see Page 9

www.AvBuyer.com

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

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157

AirResource October 23/09/2014 14:18 Page 1

S H O W C A S E

1973 Dassault Falcon 20F-5BR Serial Number: Registration: Airframe TT: Landings:

296 N220LA 9440 6485

• BRAND NEW ONE OF A KIND CUSTOMIZED INTERIOR! • Spacious Cabin with new style seats featuring multi-density foam padding and Avion Seashell Leather!

• Flight Display Systems Cabin Display • Duncan Aviation external baggage mod • Cabin 110V Receptacles • Spacious Forward Closet • Airshow 400 & CD Stereo system • Turnkey Ready To Go Engines TFE731-5BR-2C MSP GOLD Engine #1: 6465 TSN Cycles: 4144 Engine #2: 6669 TSN Cycles: 4263 APU Honeywell 36-150 2744 Total Time Avionics Dual Collins VHF-22A Comms Dual Collins VIR-32 Navs Dual Collins DME-42 ADF-60A ADF WXP-850A Color Radar w/Data Nav, Checklist and TCAS Display on MFD Universal Cockpit Voice Recorder CVR-30A

Collins 5 Tube EFIS 85C Collins APS 85 Autopilot Collins ALT-55A Radar Alt Dual Collins TDR-94D S Mode Transponder Dual Collins ADC-82A & Sgl ADC 3000 Air Data Computer Universal UNS-1A & UNS-1F Collins TCAS-II TCAS-94 System Rosemount AOA Artex ELT Interior Love the Smell of New Leather!

Just back from the interior shop with customized new style seats and divan including new multi-density foam padding and covered with Garrett Leather Avion Seashell. This spacious Fireblocked nine passenger configuration features a forward left hand three place divan plus six fully articulating, berthable extra wide seats and three executive tables. New Ultraleather Cream headliner and Marbel 75 carpet by Redrock.

Brighton Walnut laminate throughout with a customized map on the forward closet. A forward jump seat, both forward and aft galleys, a mid-cabin cabinet, central water system, fully enclosed aft lavatory with sink and vanity, forward and aft baggage closet. Integrated cabin management system with SPS Series VIP panel and individual SPS Series Controls Exterior 2007 Overall Matterhorn White with Fighter Blue, Aviation Silver and Gloss Black accent stripes

Make Offer

AirResource Group P. O. Box 3874, Little Rock, AR 72203

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www.AVBUYER.com

Tel: +1 501 219 4690 E-mail: cheri@AirResourceGroup.com Website: www.AirResourceGroup.com

Aircraft Index see Page 4

Aviation Advisors October 23/09/2014 14:24 Page 1

S H O W C A S E

2004 Gulfstream G550 Serial Number: Airframe TT: Landings:

5033 1750 870

• One owner since new • One of a kind designer interior in like new condition • Enhanced Navigation Upgrade & TCAS 7.1 • RVSM/RNP-1, 4, 5 & 10. MNPS. CPDLC. ADS-C • Securaplane 450 Security System • Airshow 4000 System • Four 5.6” Monitors, one 12” and one 20.0” Monitor • Single 5-Disc Audio CD Player / Controller • Two Multi-Region DVD Players • Miltope Cockpit Printer & Cabin Laser Printer • SATCOM and Ethernet: - Wireless LAN - One (1) Honeywell MCS-7000+ Satcom System - One (1) Honeywell AIRSAT 1 Satcom System - One (1) MagnaStar C2000 Radiotelephone (Functions also as a PBX connecting all handsets to each other and to the Honeywell MCS-7000 INMARSAT System.

• JSSI “Platinum” (pro-rated)

Engines RR BR-710 Engines: 1750 hrs (as of January 23, 2014) Enrolled in JSSI Platinum Honeywell RE220 (G550) APU: 2053 Hours Avionics Certification “Foxtrot” basic completed August 2011, Navigation upgrade “Enhanced” c/w June 2013 (ASC 84B & ASC 96), Runway Awareness Advisory System (RAAS), Four (4) Honeywell DU-1310 Flat Panel Display Units, Two (2) Honeywell DC-884 Display Controllers, One (1) Honeywell DP-884 Display Brightness Panel, One (1) Honeywell/Kollsman Visual Guidance System (VGS), Three (3) Honeywell MAU-913 Modular Avionics Units, One (1) Honeywell GP-500 Flight Guidance Panel, Three (3) Honeywell MC-850 Multifunction Control Display Units, Three (3) Honeywell AZ-200 Air Data Modules, One (1) Honeywell WU-880 Weather Radar Receiver/Transmitter Antenna, Two (2) Honeywell WC-884 Weather Radar Controllers, Three (3) Honeywell IR-500 LASEREF V Micro Inertial Reference Units, Two (2) Honeywell MRC-855A Modular Radio Cabinets, Three (3) Honeywell AV-900 Audio Panels, One (1) Honeywell MT-860 Third Navigation /Communication Cabinet Two, (2) Honeywell RT-300 Radio Altimeters, One (1) L3 Cockpit Voice Recorder (CVR), One (1) Cockpit Voice Recorder (CVR) Control Panel, One (1) L3 Flight

Aviation Advisors International Inc 8191 N. Tamiami Trail, Sarasota, Florida, 34243-2032

Advertising Enquiries see Page 9

www.AvBuyer.com

Data Recorder (FDR), Two (2) Davtron Digital Clocks, One (1) Goodrich EBDI-4000 Radio Magnetic Indicator (RMI), One (1) Goodrich Magnetometer, One (1) Goodrich GH-3100 Standby Attitude/Airspeed/Altitude Indicator, One (1) Honeywell RT-951 (TCAS 2000) 7.1 (ASC 103), Two (2) Mason Cursor Control Devices, One (1) Thales Satcom antenna, One (1) Honeywell LP-860 processor, One (1) Honeywell LU-860 controller, One (1) Honeywell AT-855 brick antenna, One (1) Honeywell LSZ-860 Lightning Sensor System (LSS) Interior 18 Passenger custom designer interior w/ fwd galley including convection oven & microwave.

Flight attendant seat. Fwd & aft vacuum lavatories. Fwd cabin: Six individual seats of which two are berthable. Mid-cabin: Four-place club arrangement. Aft-cabin: Two four-place divans.

Interior is in excellent like new condition Asking Price: Call!

Tel: +1 (941) 351-5400 Tel: +1 (210) 490 1883 - San Antonio office Email: bobd@aaisrq.com www.aviationadvisorsintl.com October 2014 – AVBUYER MAGAZINE

159

IBA Falcon 900DX June_Empyrean 23/09/2014 14:26 Page 1

S H O W C A S E

2005 Dassault Falcon 900 DX Serial Number: Registration: Airframe TT: Landings:

604 G-TAGF 2931 1339

Engines Engine Type & Model Honeywell TFE 731-60-1C No 1 Engine Serial Number P112622 No 1 Engine Hours Since New 2711 No 1 Engine Cycles Since New 1254 No 1 Engine Hours Since Restoration 378 No 1 Engine Cycles to First Limiter 5746 No 2 Engine Serial Number P112598 No 2 Engine Hours Since New 2897 No 2 Engine Cycles Since New 1317 No 2 Engine Hours Since Restoration 382 No 2 Engine Cycles to First Limiter 5693 No 3 Engine Serial Number P112621 No 3 Engine Hours Since New 2865 No 3 Engine Cycles Since New 1312 No 3 Engine Hours Since Restoration 416 No 3 Engine Cycles to First Limiter 5688 APU Type & Model Honeywell GTCP 36-150F APU Serial Number P-494 APU Hours Since New 3492 APU Overhaul Interval 4500 Hrs APU Hours Since Overhaul 2107 Landing Gear Nose Landing Gear Cycles Since Overhaul N/A Nose Landing Gear Cycles Remaining 466/July 2018 LH Landing Gear Cycles Since Overhaul N/A LH Landing Gear Cycles Remaining 4661/July 2018

RH Landing Gear Cycles Since Overhaul N/A RH Landing Gear Cycles Remaining 4661/July 2018 Interior Configuration and Optional Equipment Pegasus Designed Interior Seating 14 Passengers Forward Double Club Seating Dining Group Dual 3 Seat Divans Seating Convertible to 4 Beds, Suitable For Sleeping Up To 6 Forward and Aft Safety Equipment Stowage Cabin Attendant Seat Forward and Rear WCs Honeywell MH Entertainment & Cabin Management System Multiple LCD Monitors Multi-region DVD Player DT Systems Premium Speakers Sony Stereo headsets Maintenance Status 1A & 1A+ Inspections Completed April 2013 C Check Completed 2012 Honeywell Avionics Protection Plan Engines and APU on MSP Gold Avionics EASy Cockpit with EASy II Upgrade EASy Modular Avionics Dual Honeywell AZ-200 Air Data Computers EASy Data Acquisition and Central Maintenance Computer EASy Jeppesen Electronic Charts EASy IFCS TCAS – Honeywell TCAS-2000 with 7.1 Upgrade

International Bureau of Aviation Contact: Ben Jacques

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AVBUYER MAGAZINE – October 2014

www.AVBUYER.com

Radio - Triple Honeywell TR866B CVR – Honeywell SSCVR DME – Dual Honeywell DM-855 FMS – Triple Honeywell EASy with Dual GPS-90X HF Radio – Dual Collins HF-9000 Satcom – Thrane Aero H+ TT-5000 HSD+ with ICG handset Transponder Dual Honeywell XS-855A Weather Radar – Honeywell Primus 880 Honeywell EGPWS

Tel: +44 (0) 1372 22 44 88 Email: ben.jacques@ibagroup.com

Aircraft Index see Page 4

CAI 2011 Beechcraft Premier 1A October 23/09/2014 14:28 Page 1

S H O W C A S E

2011 Beechcraft Premier 1A Serial Number: Airframe TT:

RB-283 497

Engines Williams/RR FJ44-2A (3,600 Hour TBO) #1: 497 SNEW #2: 497 SNEW Avionics/Radios Standard equipped Premier IA with Rockwall Collins Pro Line 21 Integrated Avionics System: Collins Integrated AFD-3010E Electronic Flight Instrumentation System Collins FGC-3000 Automatic Flight Guidance System Dual Collins ADC-3000 Air Data Computers Dual Collins AHC-3000 Altitude Heading Reference System (AHRS) Collins FMS-3000 Flight Management System with Database Collins TCAS 4000 Traffic Alert and Collision Avoidance System (TCAS II) Honeywell Mark V Enhanced Ground Proximity Warning System Artex ELT-C406-2 Emergency Locator Transmitter Dual Collins VHF-4000 Digital VHF Communication Collins NAV-4000 Digital Navigation Receiver Collins NAV-4500 Digital Navigation Receiver Collins DME-4000 Digital Distance Measuring Equipment (DME) Collins ALT-4000 Radio Altimeter GPS 4000A Global Positioning System (GPS) Collins WXR-800 Weather Radar Avionics Options Collins TWR-850 Turbulence Weather Radar

Interior Six (6) passenger executive interior (not including the two (2) pilot seats.)

Interior Colors: Cabin Headliner: Beechwood Shimmer Fabric Sidewall Armrest: Figured Satinwood Laminate Upper Sidewall: Bamboo Leather Lower Sidewall: Cameo Allure Fabric Upper Partition/Mirror: Bronze Jetmirror Floor Covering; Aisle Carpet: Toffee Frieze Carpet Table Work Surface: Bamboo Leather Chairs: Bamboo Leather Seatbelt/Harness: Fawn Metal Plating: Medium Aged Antique Brass Laminate: Figured Satinwood Exterior Beechcraft Demo Paint Scheme Dark Bottom Paint Nevada Tan Custom Exterior Paint Stripe: Regal Red Mica Custom Exterior Paint Stripe: Bermuda Tan Mica Painted Tail, 3rd Stripe Color (Additional Mask/Spray), Painted Logo 4th Window Painted: Post Delivery Modification Features Single FMS. Overwing Fueling RVSM Certified Inspection Status Maintained since new by Hawker Beechcraft Services Not on Engine Program - Approximate Buy-in $150,000

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

Advertising Enquiries see Page 9

www.AvBuyer.com

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

(561) 433-3510 (561) 433-3842 (561) 289-3355 jp@caijets.com www.caijets.com

October 2014 â&#x20AC;&#x201C; AVBUYER MAGAZINE

161

Aerosmith Penny Citation Excel October 23/09/2014 15:57 Page 1

S H O W C A S E

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

560-5244 N898PP 7233 7024

Airframe & Engines PRATT & WHITNEY 545A LEFT: TSN 7062 TSMOH 2176 RIGHT: TSN 6702 TSMOH 1440 (159 SHOT) APU HONEYWELL RE-100XL 1,479 TT Avionics FLT DIR: HONEYWELL PRIMUS 1000 IFCS W/8.33 EFIS: HONEYWELL PRIMUS 1000 3 TUBE RADAR: HONEYWELL PRIMUS 880 COLOR COMMS: DUAL HONEYWELL RCZ-851 NAVS: DUAL HONEYWELL RNZ-850 ADF: DUAL HONEYWELL DF-850 ELT: ARTEX 110-406 EGPWS: HONEYWELL MARK V w/WINDSHEAR FMS: UNIVERSAL UNS-1CSP HF: HONEYWELL KHF-950 PROVISIONS CVR: L3 FA-2100 TCAS: HONEYWELL CAS-67A TCAS II RMU: DUAL HONEYWELL RM-855

Additional HAPP REMOTE CABIN TEMP CONTROL SEAT TRACKS EXTERNAL LAV SERVICE CABIN 110V OUTLETS DOUBLE WIDE PEDESTAL RVSM CESCOM MAINTENANCE TRACKING Interior 2013- SOFT GOODS REPLACED-INTERIOR REVITALIZED. NEW CARPET, NEW SIDE PANELS, NEW SHEEPSKINS IN COCKPIT, WOODWORK CLEANED AND ALL SEATS CLEANED AND DYED. FORWARD TWO PLACE RH DIVAN, OPPOSITE REFRESHMENT CENTER. MID CAB IN FOUR PLACE CLUB AND TWO FORWARD FACING AFT SEATS Exterior OVERALL SNOW WHITE, WITH BEIGE, RED, AND BLUE STRIPING

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

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AVBUYER MAGAZINE – October 2014

www.AVBUYER.com

Tel: +1 (713) 649-6100 Fax: +1 (713) 649-8417 Email: aspinfo@aerosmithpenny.com www.aerosmithpenny.com Aircraft Index see Page 4

International Jet Management October_Empyrean 25/09/2014 09:38 Page 1

S H O W C A S E

2007 Challenger 850 Serial Number: Airframe TT: Landings:

8056 1872 1089

• MTOW: 24.040 kg / 53.000 lbs • Engine Type & Model: General Electric CF34-3B1 • Configuration of Aircraft: 15 Passengers • Registration: Europe / EASA • EU-OPS Compliance: Yes Engines/APU Airframe/Engines enrolled under SmartParts Plus APU enrolled under MSP Gold Avionics Rockwell Collins Pro-Line 4 Suite containing: • Dual Collins FMS-4200 Flight Management Computers • Dual Collins VHF-422C COMM System (8.33kHz Spacing) • Dual Collins FCC 4000 Digital Flight Control Computers • Dual Collins ADF-462 System • Dual Collins ADC 850A • Dual Collins GPS 4000A • Dual Radio Altimeter • Directional TCAS Antenna • Collins TTR 921 TCAS II w/Change 7.0 • Dual Collins VIR-432 NAV System (FM Immunity) • Dual Collins TDR-94D Mode-S Transponder System • Dual Collins DME-442 Distance Measuring Equipment • Dual Collins HF-9031A HF Communications System

• Honeywell Mark V Enhanced GPWS • Flight Data Recorder • SELCAL System (VHF and HF) • Cockpit Voice Recorder • Integrated Stby Instrument • Thrane & Thrane Aero H+ Inmarsat Integrated System • ICG ICS-200 Iridium Satellite Communication System • Weather Radar RTA-854 Interior Forward Cabin: 3 paired single-club seats and a three-place berthable divan Aft Cabin: 1 paired single-club seat grouping and two double-club seats A galley with Corian countertop is installed on the forward right side of the aircraft. The external surfaces of the galley are finished with veneer and hardwood and it incorporates a high-temperature oven, one coffee maker, one plated sink with hot/cold water faucet, a 10.4” Galley Control Panel and one dual electrical power outlet. Interior Age: Original condition (since delivery) Additional Equipment & Features • Auxiliary Fuel System (PATS) • Long Range Version • Second Dual DVD/CD Player • 230VAC / 50Hz Cabin Outlets • 1 additional 115VAC / 400Hz Utility Outlet in Galley • Main Wheel and Towbar Head Storage • Maintenance Ladder • Underfloor Stowage Unit

International Jet Management GmbH Felix Feller, CEO Concorde Business Park 2/F14 A-2320 Schwechat, Austria Advertising Enquiries see Page 9

www.AvBuyer.com

Tel: +43 (0) 1 707 8250 0 Mob: +41 (0) 79 400 62 68 Email: f.feller@ijm.at www.ijm.at October 2014 – AVBUYER MAGAZINE

163

J Hopkinson 2 June 21/05/2014 10:39 Page 1

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

follow us on twitter@HopkinsonAssoc

19 Sold 6 Remaining that Must Be Sold!

Cessna Citation Ultras AVIONICS Honeywell Primus 1000 3 - Tube EFIS Honeywell Primus GNS-XL FMS System

Honeywell MKVII EGPWS Honeywell TCAS II w/Change 7 L3 Cockpit Voice Recorder Global-Wulfsberg AFIS INTERIOR Seven Passenger Interior & Belted Lav Seat Aft Tailcone Baggage w/Ski Tube.

Zephyr Air Conditioning.

Recently refreshed Interior

EXTERIOR Recently completed Permaguard sealed Exterior MAINTENANCE Fresh Phase 1 - 5 completed by Landmark, Scottsdale Zero Engine Option

1441 Aviation Park NE, 2nd Floor, Box 560, Calgary, Alberta, T2E 8M7

P165-168 24/09/2014 11:21 Page 2

Marketplace Learjet 36A

Leonard Hudson Drilling Price:

US $1,695,000

Year:

1977

S/N:

36A-030

Reg:

N160GC

TTAF:

15,600

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

Learjet 36A, Long range capability, as configured 2,400 nautical miles. Can be upgraded to 2,600 mile range.

Recent paint and interior, RVSM. Competitively priced at $1,695,000 USD, may trade on helicopter

Location: USA

BELL 206L4

Leonard Hudson Drilling Price:

Please Call

Year:

2002

S/N:

52265

Reg:

N339MG

TTAF:

1700

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

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

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

Location: USA

BELL 412EMS

Leonard Hudson Drilling Price:

US $3,875,000

Year:

1981

S/N:

33017

Reg:

N554AL

TTAF:

15265

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

Full EMS Medical 4 patient and 4 attendant interior.

Recent ‘no expense spared’ airframe refurbishment at Acro Helipro within the last 100 hours.

Both engines are fresh Pratt and Whitney overhauled.

Immediate delivery, Meticulous records.

Current with medical interior and 13 passenger utility interior are included, aircraft is ‘turn-key’ will provide Fresh annual /Export C of A

Location: USA

BELL 212 (Five Available)

Leonard Hudson Drilling Price:

Please Call

Year:

1991-1996

S/N:

Call for details

Reg:

Call for details

TTAF:

Call for details

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

Five, Late Model, Bell 212s In 'Off Shore’.

Available for immediate use.

Asking $3.1M to $3.6M USD. Serial numbers: 35034, 35048, 35060, 35088 and 35096

Location: USA

Hawker 1000A

International Jet Markets, Inc. Price:

Make Offer

Year:

1992

S/N:

259010

Reg:

N52SM

TTAF:

5400

Tel: 1 (850) 213 3218 E-mail: jetmarkets@aol.com

MSN 259010, ESP Gold, Honeywell Avionics, Excellent 9 Pax Interior, Well maintained, 2 Corporate Owners, Replaced & excess to needs $2,450,000.00 but Make Offer Contact: Bill Pilker Mobile 1-770-330-2691

Location: USA

Advertising Enquiries see Page 9

www.AVBUYER.com

October 2014 – AVBUYER MAGAZINE

165

P165-168 24/09/2014 11:22 Page 3

Marketplace Hawker 800A

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

Capital Jet Group Price:

Make Offer

Year:

1993

S/N:

258241

Reg:

XA-CHA

TTAF:

5875

MSP GOLD for engines. API winglets for added range and performance. 2011 paint. 2013 48 month inspection.

Global AFIS. Aircell Iridium satphone. Dual GPS. Digital FDR. HF. TCAS 2000 8 passenger interior with DVD/CD/Airshow system with dual monitors

Location: USA

Citation Ultra

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

Capital Jet Group Price:

$1,995,000 USD

Year:

1998

S/N:

490

Reg:

N565NC

TTAF:

9742

Great blend of performance, DOC’s, cabin, acquisition cost, and single pilot flexibility. 910 hours since P&W engine overhaul. Recent Phase 1-4, 2009 paint & interior.

XM radio, AFIS, Aircell ST-3100, WAAS GPS, EGPWS, TCAS II. Many extras on this turn-key aircraft. Call for additional details

Location: USA

Learjet 60

Tel: +1 (561) 948-8202 E-mail: kthorup@eigerair.com

Eiger Air, LLC Price:

$1,925,0000 USD

Year:

1994

S/N:

037

Reg:

N101HW

TTAF:

8450

Excellent two-owner Lear 60. Painted 2013 by Duncan Aviation. Seven (7) place interior with enclosed lavatory and forward galley. Current Part 135. Engines ESP Gold, 7200hr TBO (1730/990 TSO). Collins Proline 4, Dual UNS1B+, TCAS II Change 7, King KGP860 TAWS, RVSM, 406Mhz ELT

Location: USA (FL)

Bombardier Challenger 850

Comlux the Aviation Group Price:

Make offer

Year:

2006

S/N:

TBD

Reg:

TBD

TTAF:

4474

Tel: +41 (0) 44 205 50 70 severine.cosma@comluxaviation.com

This Challenger 850 suitable for 14 passengers features an extremely comfortable cabin with two club-2 at the front, followed by a Club-4 and a divan. The private compartment at the rear is composed of a club 2 and a sofa and gives access to a beautiful VIP lavatory.

Contact: Severine Cosma

Location: Switzerland

www.comluxaviation.com

Bombardier Global 7000

Comlux the Aviation Group Price:

Please Call

Year:

2016

S/N:

TBD

Reg:

TBD

TTAF:

New

Location: Switzerland

Tel: +41 (0) 44 205 50 70 severine.cosma@comluxaviation.com

With its four distinct living spaces, the Global 7000 business jet provides unparalleled spaciousness, luxury, and comfort, in a homelike environment that can be as productive or as leisure-friendly as any moment demands.

Seats position you perfectly to take in the view from the largest cabin windows in its category. Enjoy exquisite dining experiences at a table for six, journeying non-stop between key cities such as London and Singapore. Engines: General Electric’s Passport™ Engine.

www.comluxaviation.com 166

AVBUYER MAGAZINE – October 2014

www.AVBUYER.com

Aircraft Index see Page 4

P165-168 24/09/2014 11:22 Page 4

Marketplace Challenger 604

BAS GmbH Price:

US$ 10,650,000

Year:

2006

S/N:

5632

Reg:

D-AEUK

TTAF:

3.400

Tel: +49 (0) 7403 914 04 66 E-mail: sales@basjets.com 12 Pax Seats in Club / Conference Configuration with Divan; Jumpseat, Airshow; Cabin Entertainment System; SATPHONE, dual FMS; CVR/FDR; Triple VHF; Coffee Maker; Oven; NDH, only one Owner, fresh 12/24/48/96 mths incl. Gear 06/2014; Engine GE OnPoint; Precision Plus

Location: Germany

www.basjets.com

Challenger 604

BAS GmbH Price:

US$ 5,250,000

Year:

1998

S/N:

5389

Reg:

D-AUKE

TTAF:

8.200

Tel: +49 (0) 7403 914 04 66 E-mail: sales@basjets.com 12 Pax Seats in Club / Conference Configuration with Divan; Jumpseat, Airshow; Cabin Entertainment System; SATPHONE, dual FMS; CVR/FDR; Triple VHF; Coffee Maker; Oven; NDH, only one Owner, Engine GE OnPoint (Option); Precision Plus

Location: Germany

www.basjets.com

Cessna Citation CJ3

Arrigoni Aviation Price:

€3,900,000 inc VAT

Year:

2006

S/N:

96

Reg:

3A-MRG

TTAF:

1214

Tel: +33 (0) 650 875 383 E-mail: riccardo@arrigoniaviation.com LOW HOURS, 1 owner. 6 pax configuration. Enrolled on TAP Elite, Pro Parts and CESCOM. Belted Lavatory. Sliding, hard lavatory door. EU VAT PAID. Equipped with ProLine 21, Collins 3000 with IFIS and DataLink. TCAS II, EGPWS, RAAS, ST-3100 Iridium, Electronic Charts on MFD, WX1000E Lightning Device, Pulselite System with Interface to TCAS II, PBS-250 Passenger Briefer, Ground Dispatcher.

Yoke iPad holders

Location: Monaco

Piaggio P-180 Avanti II

Taj Air, Ltd Price: Year:

2009

S/N:

1183

Reg:

VT-TET

TTAF:

1260

Tel: +91 (0) 2226 157050 E-mail: atiesh.mishra@tajhotels.com Well maintained aircraft with great interiors, seating in corporate #2 configuration

Location: India

Beechjet 400A

Best Jets Price:

1.2M

Year:

1999

S/N: Reg:

RK-232

TTAF:

4,565

Location:

Tel: +1 (0) 813-319-8064 E-mail: barbara@bestjetsusa.net Engines: PCE-JA0232 TT:1,000 TSOH Total Engine Hours 4,465 Both PCE-JA0231 TT:1,000 TSOH. Avionics: COL APS 4000. COL FCS 850B. ADC: 2 COL ADC 850D. ADF: 2 Collins ADF 462. DME: 2 Collins DME 422A. ALT: 55B. EFIS: Collins Proline 3 Tube. Paint: Excellent. Interior: Excellent 8 Pax, Rear Belted Aft Flushing Lav,Fwd LH Refresh Ctr, Airshow, Entertainment System with flat screen, ipod compatable, DVD, CD, aft baggage extension Reasonable offers encouraged

www.bestjetsusa.com Advertising Enquiries see Page 9

www.AVBUYER.com

October 2014 – AVBUYER MAGAZINE

167

P165-168 24/09/2014 11:23 Page 5

Marketplace Eclipse

Executive Flight Support Price:

Please call

Year:

2007

S/N:

30

Reg:

N768JF

TTAF:

835.3

Tel: +1 (619) 258-1070 E-mail: N768JF@sdexecflight.com

• Airframe Cycles: 1065 • Upgraded to Version 2.06 • IFMS Flight Management System • Certified Flight to FL410 • Certified Flight Into Known Icing • Part 135 Package (includes copilot quick don oxygen and 3rd AHRS)• Upgraded Tamagawa Seiki Gear Actuators • 5 Place Leather Seat Interior • Painted: 2007• P&W ESP Engine Warranty Program Current • Extended Tip Tank and Aerodynamic Airframe Mod

Location: USA

Beech King Air 200 Blackhawk -61 Upgrade

Tel: +44 8452 606727 Email: sales@adl.aero

Aerodynamics Ltd. Price:

USD$2,650,000

Year:

2003

S/N:

BB1833

Reg:

G-CIFW

TTAF:

5637.3

Blackhawk -61 upgrade New paint and interior 0 hour props and engines RVSM Capable TCAS with change 7 For full specs please contact us or visit www.adl.aero

Location: UK

www.adl.aero

Fairchild F300

Milenium Air Servicios Aereos Integrados SA de CV Price:

Please call

Year:

1984

S/N:

518

Reg:

XA-CMT

TTAF:

7691:07

Location: Mexico

Gulfstream IV

Please call

Year:

1988

S/N:

S/N 1059

Reg:

Reg. N271PS

TTAF:

8843:45

Location: Mexico

Cessna Citation XLS

Total airframe cycles since new: 5526, A,B,C & D Checks complied on July 2014. All SB´s & AD´s up-to-date, Max operating speed: 265 knots (up to 24 300 feet) Range: 1938 NMI (2231 MI, 3591 KM) With six occupants, at 26 000 feet, Rate of climb: 2650 ft/min, Passenger capacity: 8 passenger + 2 crew members, 9 passengers + 1 crew member, Perfect Condition, No damage history since new, All maintenance accomplished by authorized service centers

Milenium Air Servicios Aereos Integrados SA de CV Price:

Beechcraft GmbH Price:

Please Call

Year:

2007

S/N:

TBD

Reg:

EU Reg

TTAF:

4.160

Tel: +52 (0) 1 554 880 2924 Email: mgarcia@mileniumair.mx

Tel: +52 1 554 880 2924 Email: mgarcia@mileniumair.mx

Airframe:8843:45 Total airframe time.3523 Total airframe landings. Engines:Model: Rolls Royce TAY MK 611-8. Left: Serial number 16621 8650:21 Total time.3418 Total cycles. Right:Serial number 16238.8617:15:00 Total time.3401 Total cycles.

PLAN: JSSI APU. Model:Honeywell GTCP 36-100G.Serial number: P399.6150 Total time. Interior Fourteen passenger fire blocked interior was updated in 2003. A mid‐cabin double club arrangement is complimented by a forward right hand curved 3-place divan opposite.

Tel: +49 (0)821-7003-100 or 145 Email: sales@beechcraft.de EU-Reg., EU-OPS, 8 Seats, CVR (2h), HF-1050, CMS-400 Checklist, Dual FMS UNS-1 ESP, AvVisor+, Aircell ST-3100, EASA German commerc. certif., CAMO+, top condition !

Location: Europe

168

AVBUYER MAGAZINE – October 2014

www.AVBUYER.com

Aircraft Index see Page 4

P169 25/09/2014 09:55 Page 1

Par Avion Ltd FALCONS • HAWKERS • LEARS

www.paravionltd.com SALES • ACQUISITIONS • CONSULTING

Alberth Air Parts

+1 832 934 0055

Spare Parts •BUY •SELL •TRADE CESSNA LEARJET HAWKER WESTWIND FALCON GULFSTREAM

www.alberthaviation.com Fax: +1 832 934 0011

Copy date for the November issue

Wednesday 15th October 2014 AvBuyer (USPS 014-911), October 2014, Vol 18, Issue No 10 is published monthly by AvBuyer Ltd, 1210 West 11th Street, Wichita, KS 67203-3517 and has a targeted circulation to decision makers within business and corporate aviation throughout the world. It is also available on Annual Subscription @ UK £40 and USA $65. POSTMASTER: Send address changes to: AvBuyer Magazine 1210 West 11th Street, Wichita, KS 67203-3517. Postage is paid at Wichita, KS and additional mailing offices © Copyright of AvBuyer Ltd. Every effort is made to ensure the accuracy of material published in AvBuyer Magazine.

However, the publishers cannot accept responsibility for claims made by manufacturers, advertisers or contributors. The views expressed are not necessarily those of the Editor or the publishers. Although all reasonable care is taken of all material, photographs, CD & DVDs submitted, the publishers cannot accept any responsibility for damage or loss. All rights reserved. No part of AvBuyer Magazine Advertising, Design or Editorial - may be reproduced, stored in a retrieval system, or transmitted in any other form, or by any other means, electronic, mechanical, photographic, recording or otherwise, without prior written permission of the publishers.

Advertiser’s Index 1st Source Bank......................................................129 21st Century Jet Corporation ...............................170 888 Aero......................................................................19 AeroSmith/Penny.....................................................162 Aircraft Cost Calculator .........................................139 AIC Title Services .................................43, 45, 47, 49 Air Resource Group................................................158 Amjet .............................................................................85 Amstat ........................................................................124 Aradian Aviation .......................................................115 Aviation Advisors .....................................................159 Aviatrade ................................................................39-41 Avjet Corporation.................................................52-53 Aviatrax.......................................................................156 Avpro..................................................................1, 10-15 Bromma Air Sales....................................................135 Bell Aviation ...........................................................76-77 Bombardier ..................................................................87 Boutsen Aviation......................................................123 CAAP.................................................................152-153 Central Business Jets .............................................171 Charlie Bravo ..............................................................61 Conklin & de Decker ...............................................125 Corporate AirSearch Int’l .......................................161 Advertising Enquiries see Page 9

Corporate Concepts ...........................................96-97 Corporate Fleet Services ...................................25-27 Dassault Falcon Jet Europe....................................2-3 Diversified Aviation Services.................................146 Donath Aircraft Services...........................................63 Duncan Aviation ............................................................5 Eagle Aviation..............................................................33 Elliott Aviation..............................................................79 Flight Display Systems..............................................55 Freestream Aircraft USA....................................29-31 General Aviation Services ........................................81 GKG Law...................................................................110 Global Jet..........................................................143-145 Guardian Jet ..........................................................74-75 Gulfstream Pre-Owned ......................................36-37 IBA ..............................................................................160 Intellijet International .................................................6-7 International Jet Management ...............................163 Jet Black.....................................................................107 Jet Support Services (JSSI)..................................119 JetBrokers .............................................................88-89 Jetcraft Corporation...................................64-65, 172 Jeteffect ........................................................................95 JETNET......................................................................109

www.AVBUYER.com

JetPro Texas .....................................................150-151 Jetsense ............................................................154-155 John Hopkinson & Associates ....................101, 164 Leading Edge..............................................................69 Lektro .........................................................................169 MEBA.........................................................................111 Mente Group.............................................................157 NBAA Convention...................................................108 NBAA Corporate .....................................................142 NFS Advisors ...........................................................110 Mesinger Jet Sales ..............................................21-23 Northern Jet Management ............................148-149 OGARAJETS........................................................50-51 Par Avion................................................................66-67 Rolls Royce ...............................................................137 Sojourn Aviation ...................................................90-91 Sorens Group...........................................................147 Southern Cross Aviation ........................................133 Survival.......................................................................110 Tempus Jets ..........................................................34-35 The Jet Business ........................................................83 VREF ..........................................................................110 Wentworth.................................................................105 Wright Brothers Aircraft Title ................................131 October 2014 – AVBUYER MAGAZINE

169

21st Century March 01/10/2014 10:06 Page 1

Tri-Jets have earned a stellar reputation among owners and operators and usually command higher resale values than the competition.

With efficient space management the Falcon 900 aircraft have a larger passenger seating area than the Gulfstream IV. These Tri-Jets weigh 15 tons less and are 22 feet shorter, providing a more beneficial ramp presence.

The 900EX can speed across the Atlantic with all seats full at 0.84 IMN; and has 300 NM greater range than the Gulfstream IV-SP. Furthermore, the 900EX can fly from London to Kansas City, Buenos Aires to New Orleans and Anchorage to Seoul at 0.75 IMN with eight passengers and NBAA IFR reserves.

Revolutionary and the world's first purpose built fly-by-wire (FBW) business jet, the Falcon 7X capitalizes on Mach 2 technology.

AVAILABLE: FALCON 900B

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

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

INTERNET: WWW.TRI-JETS.COM

E-MAIL: sales@tri-jets.com

CBJ September_CBJ November06 19/08/2014 12:05 Page 1

General Offices

Mexico office

Minneapolis / St. Paul

TEL: 52.55.5211.1505

TEL: (952) 894-8559

CELL: 52.55.3901.1055

FAX: (952) 894-8569

E-MAIL: Enrique CBJets.com

EMAIL: INFO@CBJETS.COM

Celebrating 30 Years!

GULFSTREAM V SN 594

GULFSTREAM G200 SN 199

Of fered by Original Fortune 100 Corporation, Over 40+ Year History as a Fleet Operator of Gulfstream Aircraft, Honeywell Satcom with Wifi, Immaculate Maintenance, RRCC Engine Program

1960 TT / 1040 Landings, ESP Gold, Meets all EASA / JAR OPS Requirements, Impressive List of Options including Aerial View Camera

GULFSTREAM V SN 546 Single Owner, Forward Galley, Owners New G650 Has Arrived, Only 4100 Hours TT, Impeccable List of Options

FALCON 50 SN 177 Just over 5000 Hours TT, Upgraded 3D MSP Gold Engines, Recent New Interior from Window Ledges down including Seats, Cabin Switching, Carpet, Airshow 4000, External View Cameras, etc.

FALCON 900EXy SN 121

FALCON 50-40 SN 25

Single Owner, Former Falcon Demonstrator, Most Systems are Triple, 2529 Total Hours, FWD & AFT Lavs, AFT Cabin Divider, MSP Gold

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

FALCON 900B SN 67 Spectacular Honeywell EPIC Cockpit Upgrade, MSP Gold Engines, Upgraded Interior, Owners New Global Express Arriving Shortly

FALCON 900B SN 155 Always US Owned, 6400 TT, MSP Gold, Forward & Aft Lavs, Dual Aft Couches

FALCON 20F SN 470 - FALCON 900C ENGINES & APU MOD 7827 TT / 5009 Landings, MSP Gold, Collins Proline II EFIS Cockpit, Dual Collins Radio Tuning Units, Dual Universal 1Lâ&#x20AC;&#x2122;s w/WAAS, ETC

CITATION X SN 37 Single Midwestern Owner, Chairman Flown, Citation Factory Services, Rolls Royce Corporate Care, Aircell AGT-5000 with WIFI, New Replacement Aircraft Has Arrived

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

Just because you no longer have connecting flights

you no longer need connections.

The right aircraft can turn up anywhere—which means you need to know the right people everywhere. We’ve been cultivating worldwide connections for over 50 years, from legal and financial resources to the top aviation experts. Today our unmatched global network gives you eyes, ears and business savvy around the planet. A larger inventory of options. And fast, smooth, face-to-face transactions.

Want the best value in the business? Just connect the dots. www.jetcraft.com I info@jetcraft.com I Headquarters +1 919-941-8400

I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I

FEATURED INVENTORY

2007 Boeing BBJ - SN 35990

File Photo

1,724 Hours: 466 Cycles Low Cabin Altitude (8,000ft to 6,500ft) Completed

2009 Global 5000 - SN 9318 1,654 Hours; 555 Landings HST-2100 High-Speed Data

10-2014_Back Cover_Connections.indd 1

2011 Global XRS - SN 9409

Bombardier HUD with Enhanced Vision System MTOW Increased to 99,500 lbs - On Programs 2010 Agusta A109 Power 2011 Challenger 605 2008 Challenger 850 2003 Citation CJ2 2001 CRJ 200LR 2007 Falcon 2000EX EASy 2011 Falcon 2000LX 2002 Falcon 900EX 2010 Falcon 900LX

Download the

2012 Global 5000 2012 Global 6000 2015 Global 6000 2005 Global Express 2010 Global XRS 1998 Gulfstream IVSP 2005 Lear 45XR Q4 2015 Legacy 500 2007 Legacy 600

2010 Gulfstream G550 - SN 5265

Gulfstream Planeview Avionics Cert Foxtrot 1,160 Hours; 507 Cycles - 17 Pax Configuration

2008 Legacy 600 - SN 1451061

Low Time Aircraft with a 2” Dropped Floor Aircell ST-3100 SatCom - Swift 64 HSD 7000 Wi-Fi

Jetcraft App

- Search aircraft listings - Sort listings by manufacturer - Download aircraft brochures

- R ead recent Jetcraft news - View Jetcraft’s upcoming event schedule - Receive notifications about new listings

Scan this QR code to download to your Apple or Android device.

I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I

DOESN’T MEAN

9/11/14 1:59 PM