AvBuyer Magazine October 2016 by AvBuyer Ltd.

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October 2016

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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 Aircraft Comparative Analysis â&#x20AC;&#x201C; Hawker 400XP Dealer Broker Market Update Medium Jets Retail Price Guide/Specifications www.AvBuyer.com

To see Elliott Jetsâ&#x20AC;&#x2122; inventory go to pages 18 - 19

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Editor’s

Welcome

Necessary and Welcome usiness, like aviation, favors those who acquire knowledge. One of the more efficient and stimulating forums for gathering information and relevant intelligence for brokers and dealers as well as for financiers focusing on the resale market is the JETNET iQ Summit, held annually just before the NBAA’s Regional event for the northeast. Professionals tracking new aircraft sales also find the Summit very informative. Such interest by all segments of the Business Aviation community is understandable. There’s only one market for business aircraft—new or pre-owned—and that is the market for efficient and effective transportation. Whether considering new or pre-owned, the need for relevant information that supports knowledge is vital for success. Rollie Vincent, co-founder of the Summit, oversees the event and presents findings from his ongoing surveys of the global Business Aviation community. Paul Cardarelli, Director of Marketing for JETNET, is co-chairman of the Summit. Each quarter since the beginning of 2011, JETNET’s research staff has done one-on-one inquires with 500 owners and operators of business aircraft, a process that generates comprehensive data that are mined by JETNET iQ personnel for valuable insights. Aside from networking with key influencers in Business Aviation, the JETNET iQ Summit offers a unique venue for delving into the state of Business Aviation. An area that was particularly interesting to AvBuyer was respondent answers to a list of 12 possible sources of information. When considering new or pre-owned aircraft, buyers stated that magazine articles were their second most useful and sought-after means of gathering useful data. First choice for new Aircraft information was material obtained from OEMs; first choice for respondents seeking information for pre-owned equipment was the Internet. We are not surprised by the importance of magazine articles as sources of meaningful intelligence for aviation professionals and aircraft owners. Readers value material presented in print and available for future reference. Also, content that has been generated for a print publication such as AvBuyer is digitized and archived for internet access. The starting place, however, is content authored by respected sources and communicated clearly and interestingly.

Although not robust, North America currently is the hottest arena for pre-owned and new aircraft sales. Business Aviation, however, is a global endeavor. Thus we would like to see the benefits of JETNET iQ’s Summit offered internationally, possibly in conjunction with one of the more important gatherings of the community such as EBACE and ABACE. Aviation professionals depend upon information, effectively transmitted in compelling formats.

This Month

In this edition, we offer market analyses aplenty – Rollie Vincent gives his perspectives within Market Indicators, while Dave Higdon polls a selection of Dealers and Brokers on the current status of the pre-owned aircraft markets. Mike Chase and Marj Rose, meanwhile, provide analysis of the Helicopter markets. Addressing the needs of the Flight Department, Ken Elliott offers an update on ADSB while Dave Higdon reviews the nuances of travelling to, or through Russia. The area of safety is well covered with Aviation Director Andre Fodor discussing his experiences of incorporating a tailor-made training program into his flight department, and Mario Pierobon discussing the threat posed by drones. Mike Chase compares the Hawker 400XP with the Citation Ultra in this month’s Comparative Analysis. Last, but not least, within the Boardroom section Rani Singh discovers how Business Aviation isn’t just for those who you’d think can afford it as she speaks with Fly 7 executive Yves Roch; Jeremy Cox highlights the impact of lost log books on aircraft value; and David Wyndham outlines ways of communicating the value of BizAv to others within the company.

Next Month

AvBuyer turns 20 in November! For two decades this publication has been dedicated to serving the informational needs of our readers, following market trends and developments within the Business Aviation community and seeking to impart Business Aviation Intelligence to its loyal readership. We continue today to listen to what you say. Your needs continue to guide us as we enter our third decade of publication! Jack Olcott Editorial Director & Publisher. AvBuyer

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

Mechanicsburg, PA 17055 AVBUYER MAGAZINE – October 2016

www.AVBUYER.com

Aircraft Index see Page 143

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Contents Layout Oct16.qxp 21/09/2016 10:04 Page 1

Volume 20, Issue 10

October2016

Contents

T BizAv Intelligence

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

Used Aircraft Sales Update Q3 2016: From a survey of Dealers & Brokers, Dave Higdon surmises the key numbers are slowly looking better – but at what cost?

Helicopter Market Analysis: Mike Chase & Marj Rose continue their JETNET >>KNOW MORE analyses, digging deeper into the cooling rotorcraft market

Used Aircraft Sales Trends: It may not seem exciting right now, notes Vref’s Fletcher Aldredge, but there are some positive things happening in the market. Find out more…

Retail Price Guide: 20-year Medium jet price guide from The Aircraft Bluebook

Specifications: Medium jet performance and specifications comparisons

Aircraft Comparative Analysis – Hawker 400XP: How does Hawker’s 400XP square up against the Cessna Citation Ultra? Find out here…

T Boardroom

High Flyer’s Case Study: Business Aviation isn’t just for mahogany row, says Fly 7’s Yves Roch. Rani Singh discovers more about the uses for his fleet of PC-12s

Keeping BizAv Relevant to Others: Why is message management so important in BizAv, and how can you best deliver the right information to those around you?

Lost Logbooks & Aircraft Value: What is the impact of poorly maintained or missing logbooks on the value of your aircraft when time comes to sell?

102

Improving on Your War Risk Coverage: Stuart Hope dissects War Risk insurance for BizAv and explains how to make it watertight

T Flight Department

International Business Aviation Operations: Dave Higdon considers how to plan around and overcome difficulties when travelling to and over Russia’s airspace

ADS-B – Where We Stand Now: Ken Elliott addresses the ‘Ins’ and ‘Outs’ of ADS-B, including the differences, the mandate, the latest status, and more…

Dealing with Drones: What role does the flight department have in alleviating the threat of drones? Mario Pierobon investigates

AVBUYER MAGAZINE – October 2016

T Community

106

BizAv Review: News and OEM Bites.

BizAv Safety - Going Above & Beyond: Aviation Director Andre Fodor offers tips on tailoring an ongoing safety program for your flight department…

www.AVBUYER.com

Aircraft Index see Page 143

Your first choice for pre- owned

Global XRS 2011 S/N 9399 | Hours 1547 | Engine Program

Global Express XRS 2010 S/N 9251 | Hours 1695

Global 6000 2013 S/N 9535 | Hours 1755

Challenger 300 2011 S/N 20331 | Hours 1085 | Engine program

Challenger 605 2008 S/N 5736 | Hours 4453 | Engine program

businessaircr af t. bombardier .com

Fo r i n q u i r i e s co n tac t yo u r d e d i c at e d Sa l e s D i r e c to r U S W e st e r n S t e v e R a h n 7 1 4 - 4 0 1 - 2 3 3 7 | U S U P P ER C EN T R A L Z a c Wa c h h o l z 3 1 6 - 6 4 8 -74 1 6 U S East e r n C h u c k T h o m a s 5 6 1 - 2 3 4 - 9 9 6 0 | U S L O W ER C EN T R A L C a r l L o w 2 1 4 - 4 1 5 - 3 1 2 9 L ati n A m e r ica N i c A l i a g a 3 1 6 - 2 8 5 - 4 4 5 7 | C a n a d a P e t e r B r o m b y 5 1 4 - 2 4 2 - 5 5 1 0 Eu r op e , Mi d d l e East a n d A sia C h i k o K u n d i + 9 7 1 ( 0 ) 5 6 1 1 6 2 0 0 0 | A f r ica H a n i H a d d a d i n + 9 7 1 5 6 6 9 6 0 3 0 3 Bombardier, Learjet, Challenger, Global, Global Express XRS and The Evolution of Mobility are trademarks of Bombardier Inc. or its subsidiaries. © 2016 Bombardier Inc. All rights reserved. The aircraft presented here are subject to availability. All images and information are for illustration purposes and are subject to change without notice.

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2009 Hawker 4000

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Acquisitions Brokerages Consulting Pre-Buy Management Contract/Legal Services

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BIZAV INTELLIGENCE T MARKET INDICATORS

Business Aviation Market Summary As the Business Aviation community prepares to gather in Orlando, FL for the National Business Aviation Association’s annual convention (November 1-3), the state of the market is a “hot topic” on many people’s minds. And why not, asks Rollie Vincent…?

ndustry leaders at the sixth annual JETNET iQ Global Business Aviation Summit in New York City in midSeptember were laser-focused on the issue of business aircraft residual values, which have fallen sharply in the last 12 months. The proverbial 800-pound elephant in the otherwise jampacked conference room, residual values are bellwether indicators of current market conditions, and the market today is unmistakably soft. By many indicators and (perhaps most compellingly) recent trends in transaction prices for new and preowned business aircraft, the supply and demand situation continues to be very unbalanced.

What Exactly is a ‘Residual Value’?

In the business aircraft world, residual value is the remaining market value of an aircraft at a given point in time. Residual values are influenced by a multitude of factors, some of which have much to do with tangible product features and an aircraft’s maintenance condition and status. Other factors that affect an aircraft’s residual value have much more to do with the specific competitive landscape - for example, the presence or absence of other aircraft that can perform similar missions and deliver similar customer benefits. Further complicating the residual value calculus are market factors that are typically cyclical in nature – for example, where is the economy in the overall macroeconomic cycle? In an increasingly global marketplace with highly mobile assets - aircraft that can be re-positioned quickly to operate and/or be sold to buyers in an entirely different part of the world – how do we even measure where a “market” is? Ah, price! In the classical Marketing 101 course, we are taught about the so-called ‘Four Ps’ (Product, Place, Price and Promotion) of the Marketing Mix. As the theory goes, companies can use the Four Ps as a lens through which they can view the market and organize themselves to design, sell, and deliver a product or service that customers truly value. In theory, price reflects the intrinsic value of product and brand attributes – for example, the total value of cabin, speed, range, payload, systems, quality, durability, reliability, service and support, and other features – that together define a business aircraft. In practice, determining an aircraft price or residual value tends to be a lot more complicated. Much like the proverbial 10 economists in a room who espouse at least 11 different forecasts, we can be almost certain that a room of 10 aircraft sales executives and appraisal experts will come up with at least 11 different prices for a particular aircraft. Truth be told, this observation is anything but a criticism. 16

AVBUYER MAGAZINE – October 2016

If there is in fact a science to pricing, there is little doubt that it is inexact at the best of times and complicated at any time.

What’s in a Price?

For an aircraft OEM, ‘Price’ can refer to the original list price of a new aircraft, the asking price of a pre-owned aircraft, the transaction price at which a sales contract was actually written, or a multitude of other definitions. In today’s hyper-competitive market, discounting a new aircraft to encourage a sale might be deemed to be necessary to avoid the build-up and the carrying cost of unsold finished goods inventory. No manufacturer in their right mind sets out to build ‘whitetails’. A discount might also be required to protect an OEM from losing a customer to a competitor, or as a tactical lever to protect against an encroachment of a new entrant into a strategic market segment. With about 40 new business aircraft models competing for perhaps 600-650 new sales in 2016, aggressive discounting can have an immediate impact on the residual value of recently delivered aircraft, creating a deflationary spiral from which market recovery can be difficult. As an example, if a new aircraft contract is written at a 25% discount to list price, and this price is somehow signalled to the market, that aircraft’s residual value may have been unintentionally but effectively compromised. What customers thought they owned – an aircraft with a resale value of $XXm - might suddenly be worth only half of its previous valuation. This drop might all sound very theoretical, but the consequences for aircraft owners, lenders and lessors are anything but. Earlier this year, a worldwide JETNET iQ Survey of more than 500 business aircraft owners/operators in 60 countries found that almost half of those who made or influenced their organizations’ most recent aircraft purchase had delayed their decision in the prior two years over concerns about residual values (see Chart A, top right). With almost 150 different models currently represented in the worldwide fleet of 35,000 fixed-wing turbine business aircraft (jets and turboprops), all competing for about 2,200+ whole retail pre-owned sales this year, prices and residual values are a “big deal” to aircraft owners, operators, lenders and lessors. With 80-90% of sales typically coming from within the existing community of aircraft owners and operators, the tradein value that resides in their existing aircraft is diminished by the steepening of residual value curves. In the last 18-24 months, many dealers, brokers, lenders and lessors are reporting that the rates of price depreciation have increased to 10-12% per

www.AVBUYER.com

Aircraft Index see Page 143

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year in the first five years of an aircraft’s service life, up sharply from the low-single digit percentages just a few years ago. In recent quarters, this change has hit hardest in the large cabin business jet segment, where the gap between the value of a pre-owned aircraft and a new aircraft has grown sharply, despite OEM discounting. This is creating a situation where many prospective buyers are remaining on the sidelines, discouraged by the step-up cost and opting to wait until values stabilize. On-going quarterly JETNET iQ Surveys confirm that the gap between pre-owned values and new aircraft purchase prices is a significant and growing inhibitor to aircraft purchases (see Chart B, right).

CHART A: Residual Value Impact on Last 2 Years of Aircraft Purchases Decision Makers & Influencers

Pre-Owned Inventory

The good news is that pre-owned aircraft are continuing to transact at relatively high levels, no doubt encouraged by lower and lower prices. Whole retail sales of pre-owned business jets have averaged between 150-200 units per month for the last four years according to JETNET records, although there are signs that the rate of change may have recently slowed. We will be watching these indicators very closely over the coming months. Pre-owned jet inventory ‘For Sale’ represented 11.6% of the active fleet at the end of August 2016, according to the latest JETNET records. Inventory levels appear to be inching upwards after a long, steady decline - an unwelcome sign for anyone looking for residual values to stabilize or even strengthen going forward. As a rather unique product that delivers time savings (or that in some ways actually ‘creates’ time), a speedy business aircraft continues to have little direct competition for people who know how to capitalize on the benefits of more face-to-face dealings with clients, suppliers and other stakeholders. For others, the advantages of a business aircraft include the ability to simply get more done – and arrive home faster – than their peers. For the time being, business aircraft prices and residual values continue to slide, and an unprecedented buyer’s market continues. For those considering an entrée into Business Aviation, now is certainly a good time to purchase a new or pre-owned aircraft. MI www.rollandvincent.com Advertising Enquiries see Page 4



Source: Q1 2016 JETNET iQ Survey; weighted average; excludes respondents who are “Uncertain / Do Not Know”

CHART B: Aircraft Purchase Inhibitors

“Purchase Price/Step-Up Cost Too High” - Weighted - 4-Quarter Rolling Avg.

Source: Q1 2012-Q3 2016 JETNET iQ Surveys

Rollie Vincent is President of Rolland Vincent Associates. His aviation market analysis is second to none, and he is the creator/director of the JETNET iQ program. With a solid background in market research, economics and statistics, he has more than 30 years of experience in business, regional and international aviation, including positions with Bombardier, Cessna, Learjet, Flexjet, and ICAO. Contact him via rvincent@rollandvincent.com continued on page 20

www.AVBUYER.com

October 2016 – AVBUYER MAGAZINE

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BIZAV INTELLIGENCE T MARKET INDICATORS

BizAv Activity Europe

BizAv Activity - North America August Business Aviation flight activity posted its anticipated Month-overMonth (MoM) increase from July, finishing up 2.0%. Year over Year (YoY), TRAQPak data indicates that August 2016 posted an increase of 3.0%... MoM, results by operational category were mixed for the month, with Part 91 activity up 4.0%; Part 135 fairly flat at +0.6%; and Fractional activity down -2.3%. The aircraft categories were up MoM across the board, again led by Large Cabin jet activity. Turboprops also posted a solid 2.3% monthly rise.

Year-over-Year

Reviewing YoY flight activity (August 2016 vs. August 2015), an overall increase of 3.0% was recorded, topping 250,000 monthly flights for the second time this year. The results by operational category were mixed, with rises in Part 91 and Part 135, but a slight drop in Fractional activity. All aircraft categories were all positive, led by a 6.1% boost for Large Cabin jets. MI www.argus.aero

According to WingX, there were 74,689 Business Aviation departures in Europe in August 2016, a -0.9% year-over-year (YOY) decline in activity. Notably, business jet activity fell by -2% (versus the same period last year), largely due to declines in flight activity in Germany, Switzerland and Turkey. Compared to August 2015, there were 750 (-27%) fewer flights in Turkey. Growth was recorded in the UK and France during August, as well as smaller markets like Norway and Belgium. “The relapse in activity for August is linked mainly to private jet owners flying less, particularly from Russia and Turkey, and heavy jet activity in general fell sharply,” specified Richard Koe, Managing Director, WingX. “There is no doubt some wariness of the elevated terrorist threat, reflected in markedly less activity at major airports… “There is still some growth in UltraLong-Range and Super Mid-Size segments, where aircraft order books are strongest. VLJ and certain turboprops are also continuing to increase activity, especially in Western Europe.” Whilst jet activity took the brunt of falling demand this month, turboprop activity saw some recovery, with double digit growth in Spain, Greece and Croatia. Flight activity within Western Europe retained its slight YTD growth trend. Flights from Eastern Europe were 4% stronger this month, but overall activity in Southern Europe declined this year. The main outbound destination from Europe was the CIS, down -6% YOY.  MI www.wingx-advance.com

continued on page 24

AVBUYER MAGAZINE – October 2016

www.AVBUYER.com

Aircraft Index see Page 143

Eagle October.qxp 21/09/2016 15:19 Page 1

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BIZAV INTELLIGENCE T MARKET INDICATORS At last month’s Business Aviation Forum in Moscow, Alexander Kuleshov, chairman of the Russian United Business Aviation Association (RUBAA), revealed they’ve been collecting traffic data on Russian Business Aviation activity since 2014… Figures prepared by the RUBAA for June–normally the busiest month for Russian bizav—show that business jet movements have steadily declined over the past three years, as represented by Table A. Flights performed by business jets in the region’s busiest destinations, which generate more than 80 percent of traffic (including Moscow, St. Petersburg, Yekaterinburg, Samara, Nizhy Novgorod, Rostov and Sochi) have trended down. The number of business jet flights have dropped as have the number of passengers carried on these flights. Comparing figures for the first half (H1) of the year, 2014 vs 2016, Kuleshov noticed that the number of flights performed by foreign operators shank by 34%, while those made by Russian companies rose 22%. In summary Kuleshov noted, “Clearly, there is a general negative trend…and yet the amount of traffic generated by Business Aviation in this country remains rather big.” MI www.rubaa.ru

BizAv Activity - Russia

Pre-Owned Gulfstream G650 Inventory Dips The number of pre-owned G650s/650ERs ‘For Sale’ has fallen from a peak of 18 in May to 13, UBS reports. This now equates to 7% of the installed base, below the typical 10% mark for used business jets. The available inventory of pre-owned Gulfstream G650s has dropped by more than 25%, according to a recent UBS Business Jet Update published in Aviation International News. The slide in G650s on the market comes as the overall available inventories of business jets stabilize. Pricing for the models, however, dropped another percentage point in August and is 19% below peak. This puts average preowned G650 prices about $10m below that of new G650s. The past increase in the number of models on the market had raised concerns from analysts about the potential effect on new aircraft sales. As for pricing, Hagerty Jet Group (HJG), in its recent market update, suggested that the softening may provide opportunity for G550 owners to upgrade. HJG, noting G650 sellers “are struggling to understand this quickly changing market,” added that the asking price at the end of June still appeared 5-10% higher than it should be. Industry-wide, used business jets ‘For Sale’ represented about 11.2% of the fleet in August, below the average of 13%. Inventories of aircraft five years or younger crept up 1 percentage point to 7% of the installed base in August, while inventories of aircraft between six and 10 years old dropped 2 points to 10% of the installed base. However, inventories of that six-to-10-year range are still skirting near-historic highs, UBS concludes. MI www.ubs.com

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AVBUYER MAGAZINE – October 2016

www.AVBUYER.com

continued on page 28

Aircraft Index see Page 143

Freestream October.qxp 21/09/2016 15:18 Page 1

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MarketIndicators October16.qxp_Layout 1 20/09/2016 14:19 Page 5

BIZAV INTELLIGENCE T MARKET INDICATORS

JSSI: ‘New Normal’ For BizAv According to JSSI’s recent Q2 2016 Business Aviation Index, global flight hours during Q2 of 2016 showed growth of 4% over the previous quarter, following the cyclical trend of higher flight hours in Q2 of a given year…. While there was QoQ growth, there was also a -1.2% decline in flight hours YoY, compared to Q2 of 2015, coinciding with a trend JSSI has seen in past presidential election years of a “holding pattern” by corporations waiting to see who becomes the next US president. However, this is also consistent with the ‘new normal’ for flight hours, which is seen in Chart A for overall flight activity QoQ. After the peak-year in 2008 and subsequent plunge in 2009, there has been a relatively stable period overall from 2012 through 2016. “Businesses are using private jets in a very disciplined manner today,”

observes Neil W. Book, JSSI President & CEO. “…Q2 2016’s flight activity, while slightly up over last quarter and down from last year, is reflective of a flat US economy. We are in a slow growth environment.”

By Region

Business Aviation experienced YoY growth in only two markets – Europe and South America. Of the seven regions, four (Asia-Pacific, Europe, Middle East, and North America) saw positive growth over last quarter. Of those four, only North America saw a decrease in utilization in comparison to this time period last year. The majority of regions have seen some stabilization over the past few years. Africa, however, continues to see a steady decline in utilization since reaching highs in 2011. With five consecutive years of decreasing average

flight hours, the African market is showing little sign of recovery.

By Type

Q1 saw helicopter utilization hitting the lowest hours since 2011, but in Q2 the hours rebounded to a more normal level. The major contributing factor was the economic downturn in the power and energy sector. “Flight hours in the large cabin aircraft segment have seen a steady, but gradual decline since Q2 of 2011. After experiencing its lowest first quarter since 2009, Q2 2016 saw more declines hitting all-time lows in average flight hours,” observed Mr. Book. “This is consistent with the current prudent usage of corporate jets. Private aviation is not a frivolous expense, but rather a valuable business tool for an increasingly interconnected global economy,” he concluded.  MI www.jetsupport.com

Average Flight Hours

Chart A: Overall Flight Hour Activity - Quarter Over Quarter

Average Flight Hour Activity

AVBUYER MAGAZINE – October 2016

www.AVBUYER.com

Aircraft Index see Page 143

General Aviation October.qxp_Layout 1 20/09/2016 12:28 Page 1

MarketIndicators October16.qxp_Layout 1 20/09/2016 14:19 Page 6

BIZAV INTELLIGENCE T MARKET INDICATORS

Hours Matter on Charter Trips Nearly half of business aircraft charter flights are booked within two days of departure, according to Avinode’s analysis of 18,000 trips over the past 12 months using the company’s SchedAero system… Avinode found that 19% of the trips are actually booked on the day of travel, while 20% are scheduled just one day in advance. As many as 80% of departing flights were quoted within the preceding 48 hours, and 90% within the previous five days of the travel date. What significance does this have? Simply, operators who do not provide customer charter quotes within 48 hours of being contacted face the prospect that 80% of these trips are already booked before clients receive a response, Avinode notes. Meanwhile, 75% of air charter trips departing within the next seven days do not exist as requests yet, and scheduling more than three days in advance is only 40% accurate. “We were surprised by just how fast-moving a lot of our bookings are,” said SchedAero business manager Johan Sjoberg. “Flight requests are often short-notice in the Business Aviation world, but we didn’t realize that in some cases a matter of hours can make all the difference. “If charter providers don’t have a quick enough process to quote a trip request, the flight will often have already departed.” MI www.avinode.com

Asia-Pacific Charter Report According to Asian Sky Group, the Asia-Pacific region is seeing

a growth in interest in business jet charter… The recent Asia-Pacific Business Jet Charter Report, published by Asian Sky Group, attempts to offer a better understanding of what is available in Asia-Pacific, exploring habits of charter users throughout the region. MI www.asianskygroup.com

In-Service Aircraft Values & Maintenance Condition An Asset Insight market analysis conducted on August 30, 2016 covering 91 fixed-wing models, and 1,981 aircraft listed ‘For Sale’ revealed the following. Aircraft values managed to reach another record low figure in August, dropping -3.3% to $5.19m. It required a joint effort by Large Jets (down -3.4%) and Medium Jets (down -5.9%) to achieve this reduction, while Small Jets and Turboprops saw a small value uptick. It will be interesting to see how final Transaction Values compared with Ask Prices once Q3 statistics are analysed at the end of September.

Inventory Fleet Maintenance Condition

Overall Asset Quality remained “Excellent,” while Maintenance Exposure increased slightly. Specifically: • •

The Asset Insight Quality Rating fell to 5.346 from last month’s 5.366, on our scale of -2.5 to 10, but the figure was still impressive. Maintenance Exposure (an aircraft’s accumulated/embedded maintenance expense) increased a mere $3k to $1.459m. While this represents the highest/worst figure for the past twelve months, the Exposure amount was only slightly above the historical fleet average of $1.456m, so the news was only marginally negative.

By aircraft sector, the figures were as follows: • Large Jets: ‘Excellent’ asset quality at 5.496 (the best among all groups), albeit 3.1 AI2 basis points worse than last month’s 5.527 figure and down from the Outstanding rating the group achieved during the first seven months of this year; Maintenance Exposure worsened 3.1%, rising from $3.110m to $3.125m. • Medium Jets: ‘Excellent’ asset quality at 5.360 (versus last month’s 5.339), keeping the group in third place among the four sectors; Maintenance Exposure remained unchanged at $1.274m. • Small Jets: Retained second place with ‘Excellent’ asset quality at the lower rating of 5.401, versus last month’s 5.431; Maintenance Exposure improved by a nominal $4k, to $777k, as opposed to last month’s $781k. • Turboprops: ‘Very Good’ asset quality at 5.038, but lower than July’s 5.097 rating; Maintenance Exposure remained virtually unchanged at $563k. Maintenance Exposure to Ask Price (ETP) Ratio Our tracked fleet’s ETP Ratio (an aircraft’s Maintenance Exposure divided by its Ask Price) worsened slightly last month, increasing from 54.7% to 54.9% and posting a 12month high figure for the second consecutive month. Twelve-month low Ask Price for Large and Medium Jets were the primary drivers. We consider any ETP Ratio over 40% to represent excessive Exposure in relation to Ask Price, and the tracked fleet’s figure has been above 40% for the past twenty months. By aircraft sector…

AVBUYER MAGAZINE – October 2016

www.AVBUYER.com

Aircraft Index see Page 143

MarketIndicators October16.qxp_Layout 1 20/09/2016 14:20 Page 7

& &

•

Large Jets: The best ETP Ratio among the four groups and, at 39.4%, below the excessive Maintenance Exposure range it crossed into last month with a figure of 40.8%. Ask Price fell nearly $500k to $13.73m from $14.22m – a 3.4% reduction and another 12-month low figure. Since January, Ask Prices for Large Jets have dropped $2.42m – approximately 15%. Sellers have felt the financial pain of devaluation during seven of the past eight months, and the group’s average value going into Q4 appears to be trending downward. Medium Jets: ETP Ratio degraded for the fifth consecutive month, increasing to 60.7% from 58.4% and registering the group’s second consecutive worst figure for the past twelve months. Since December, Ask Prices have decreased approximately $550k, or 14.4%, to achieve a new record low figure, $3.26m. With few apparent trades during the past thirty days, it would seem that some Sellers are seeking to move their asset before year-end by reducing their Ask Price. Keeping in mind the group’s Asset Quality improvement and stable Maintenance Exposure figure, Buyers should have little trouble locating good values. Small Jets: The group’s ETP Ratio has been posting figures within a relatively narrow band during the past six months. At 69.7% the current figure is near the group’s 12-month worst/highest Ratio, but Buyers should note that Asset Quality is Excellent and Maintenance Exposure improved a bit this month. With Ask Prices receding by $50k during the past thirty days, good values are available, and careful analysis of each asset is the key. Turboprops: The ETP Ratio continues to hold second place among the four groups, improving to 43.4% from last month’s 45.4%, while Ask Price rose by $50k, to $1.58m. Ask Prices now equal the group’s 12month average and while Asset Quality was lower than last month’s figure, Maintenance Exposure remained relatively unchanged. We believe these data points continue to create good opportunities for both Buyers and Sellers.

Table A

& &

Table B

Market Summary

In last month’s report, we advised that if we take into account the inexpensive, life-extending technical solutions available to aging aircraft owners, the number of new assets being manufactured, and the number of aircraft listed for sale, we are unlikely to see a sustainable increase in the average Ask Price. That forecast proved all-too-accurate all-too-quickly, with average Ask Prices this month hitting a new all-time low point. However, purchase or sale price is but one factor of an effective value optimization strategy. An equal, if not more important, component is careful analysis of the maintenance cost exposure the asset is facing during your anticipated ownership period. If you’re a Buyer or a Seller – learn how to justify the value of your aircraft’s asset quality against competing units. The cost to do so is insignificant, literally equating to less than 0.07% of an average turboprop. MI www.assetinsightinc.com T Advertising Enquiries see Page 4

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

www.AVBUYER.com

October 2016 – AVBUYER MAGAZINE

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Avjet multi dps October.qxp_Layout 1 21/09/2016 14:35 Page 1

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Dealer Broker Market Oct16.qxp_Finance 19/09/2016 16:37 Page 1

BIZAV INTELLIGENCE T BUYING & SELLING

Used Aircraft Market Going Placesâ&#x20AC;Ś

Slowly the Numbers Look Better, But at What Cost? Analyzing data from various sources and piecing together several conversations

with brokers and dealers, Dave Higdon notes the first half of 2016 brought some improvements in sales of pre-owned business aircraft - but at what cost? nventories of Light and Medium jets during the first half of 2016 exceeded the historic norms. The impact of that inventory glut came in the form of average asking prices dropping by low double-digits that, in turn, help sales edge up by low single-digits. That was the good news of the first half of 2016. In parallel with pre-owned sales, the industry saw

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

deliveries of new business jets and turboprops all decline, with the biggest hit landing on the Large jets.

Used Aircraft Market Overview

According to market analyses, used aircraft sales during the opening six months of 2016 edged only slightly above the number of transactions in the same period of 2015, with JETNET putting the gain

www.AVBUYER.com

Aircraft Index see Page 143

Dealer Broker Market Oct16.qxp_Finance 19/09/2016 16:38 Page 2

growth trend continued into Q3, with more available aircraft and lower asking prices prevailing through July and August. Said one broker specializing in international transactions, overseas weaknesses contributed most to the bad news: “Africa cooled off, China cooled off and South America cooled off. Meanwhile business aircraft use in Brazil dropped; a reflection of that country's economic struggles.” One East Coast dealer's top marketing executive concurred, offering that the slowdown in sales of both new and pre-owned Large jets reflects the economic struggles in Asia and South America. “Even the Middle East has slacked off, but not as steeply as other parts of the world.” And as inventories grow, sale prices will likely continue to slide. “When it hits here, whether it hits here, nobody knows,” the East Coast executive added. “The US market has held up better than many of us expected for longer than average.”

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

A Growing Economy Helps

at 1.9%, and feedback from the dealers and brokers we polled (see below) supports that view – but selectively, and by segment. Markets started turning sluggish right after the midpoint of the year and signs (per the feedback from our dealers and brokers) point toward a slowdown in-progress. According to JETNET's August report, askingprice averages declined in the first half of 2016, down by a hefty 11.2%. For the same period, the inventory of available pre-owned aircraft grew to 11.7%, a half-point increase over the available preowned business-turbine fleet in the same period for 2015 – but still below the historic average of 13%. Brokers and dealers indicate that the inventory Advertising Enquiries see Page 4

A Southeast US broker believes there are some signs of the US market cooling, but he and others don't believe it is economics that has some potential buyers hesitating. “Most of it is the political environment. Some folks have simply decided to wait out the weeks leading up to the election. Overall, our economic indicators are better than our political indicators.” He points to solid gains in the stock market; a market that rose to record highs in July and early August with steady, respectable job growth, decent profit reports and continued low interest rates. “The recent hints of a possible interest rate increase from the Federal Reserve don't seem to be a big issue because the increase will almost certainly result in interest rates still well below the historic norms,” the Southeastern broker continues. “And there's more finance available and it's available across the board – for new, pre-owned, older pre-owned and really old pre-owned.” Nevertheless, he adds, some prospects fear the election result could spur another recession. “These folks are frankly worried about which way the country will go depending on the results of November 8th.”

“The US market has held up better than many of us expected for longer than average.” - East Coast Dealer Executive

Not Enough...

Other indices reflect a continuation of a weak market for used business aircraft, and one in particular has seen little change all year. The UBS BizJet Market Index started trending downward early in the year, and it remained at 29 points in July's report - not only the lowest the index has seen since 2009 but far below the 50 point mark that indicates strengthening in the market. Other indicators during 2016 have wavered only slightly, with inventory moving down and back up by www.AVBUYER.com



October 2016 – AVBUYER MAGAZINE

Dealer Broker Market Oct16.qxp_Finance 22/09/2016 14:48 Page 3

BIZAV INTELLIGENCE T BUYING & SELLING

“The choices may not be at an all-time high, but they are higher than we like to see – and likely to get higher.” - Midwest Broker

a single-digit percentage point through the year. The latest observations and surveys put the current inventory upward toward that 13-percent historic average while growing about a point per month as it edges upward, according to a consensus figure from several brokers. “What's troubling to many of us,” elaborates one West Coast broker, “is that what has kept the number from growing faster and higher has come from the withdrawal of aircraft from the active ‘For Sale’ marketplace. “A small percentage of the aircraft listed don't really seem to be ‘For Sale’ – the owners aren't lowering their prices and many are no longer getting offers because they've refused offers that could have moved the airplane into the 'Sold' column previously. But this seems to be the trend across the board – new, pre-owned, jets, turboprops...almost everything.” 38

AVBUYER MAGAZINE – October 2016

Latent Optimism Holds...

“Know anyone looking? Whatever they need, we can find them the airplane…” That was the opening of a conversation with a Midwest broker who works with high-performance Piston Singles to Large jets and even Businessliners. “The choices may not be at an all-time high, but they are higher than we like to see – and likely to get higher. “That should make it easy to match up a prospect with a seller! Now I just need to hear from more prospects,” he added. This broker questioned why prospective buyers wait when what they need is available, airworthy and ‘a good deal’.“A couple of my clients are ready to take an offer – I know because they're calling me, weekly, to remind me that they are ready to negotiate.” But with new-aircraft sales slowing, the used inventory growing, and prices www.AVBUYER.com

trending lower this broker is confident that things will start to break open and people will begin dealing again. “When they hear that the interest rate increase from the Federal Reserve is a percentage point – or less; when the election is over and people stop worrying about what could go wrong; when prospective customers see their accountants to get ready for year-end adjustments....that's when we expect things to pick up. We won't see the pool hit 13 percent.” He cautions that he’s not predicting the strong swing upward experienced in the aftermath of the so-called ‘Great Recession’, but a swing strong enough to start airplane sales moving again, help transactions close and stimulate money changing hands. T Are you looking for more market insight articles? Visit www.avbuyer.com/articles/category/businessaviation-market-insight

Aircraft Index see Page 143

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Jetnet KnowMore.qxp_Layout 1 20/09/2016 14:36 Page 1

BIZAV INTELLIGENCE T JETNET >>KNOW MORE

Helicopter Market Analysis Cooling Market Trends Continue In this JETNET >>KNOW MORE analysis Mike Chase & Marj Rose review the current climate of the Helicopter industry, offering insight on new and used transactions and current market conditions…

he mood in the helicopter market has cooled somewhat in recent months. The oil industry turndown that has impacted economic conditions globally has also created significant challenges for the helicopter segment of the Business Aviation community. Although all of us like the lower gasoline prices that have resulted from lower oil prices, the helicopter market has suffered from the oil glut because of the limited offshore activity in oil drilling operations around the world.

New Helicopter Shipments H1 2016 vs H1 2015

Turbine & Piston Helicopter Shipments and Billings were reported by GAMA for the first six months of 2016 recently. Table A (below) compares the numbers reported with those reported by GAMA for the same period in 2015. We can see more than a -30% drop in total billings and a -16.1% decline in total shipments. Some readers may observe that decline as less of a ‘cool’ market, and more of a market in deep freeze!

Used Turbine & Piston Helicopters

Table B (below) shows the used helicopter worldwide trends for June 2016 and a comparison of H1 2016 versus H1 2015. The market for Turbine helicopters finished H1 2016 with 7.0% of the fleet ‘For Sale’ (a 0.5 point increase compared with H1 2015), while the Piston helicopters fleet ‘For Sale’ reached 5.7%, a 0.1 point increase over H1 2015. Reviewing the number of full retail sale transactions in H1 2016 compared to H1 2015, both the Turbine and Piston markets showed double-digit declines. The used Turbine helicopter market declined by -12.4% and there was a decrease of -2.6% in the average asking prices. The used Piston helicopter market saw a decline of -22.4% in the full retail sale transactions but a 5.1% increase in the average asking prices. In addition, used Piston helicopters remained on the market ‘For Sale’ for a shorter period (-40 days) before they sold in H1 2016 compared to H1 2015.

New Helicopter Shipment Observations

In spite of the adverse overall market performance in 2016 vs 2015, interestingly Airbus Helicopters actually enjoyed an increase in the number of shipments this year over last (146 vs 113) and in billings ($658m vs $555m). However, until this year Robinson Helicopter Company has enjoyed a successful introduction of its R66 turbine model. During H1 2016 there were 25 new R66 shipments, representing a large drop from the 64 units reported in H1 2015. Nevertheless, there were 67 shipments of the new R44 Raven II piston powered helicopter representing five more units from the 62 shipments in H1 2015.

AVBUYER MAGAZINE – October 2016

www.AVBUYER.com

Aircraft Index see Page 143

Jetnet KnowMore.qxp_Layout 1 20/09/2016 09:53 Page 2

Civil Helicopter Market by Continent – 2016

CHART A - Worldwide Civil Helicopter Market by Continent - Aug. 2016

As illustrated in Chart A (right), at the end of August 2016 there were 20,744 Turbine helicopters and 9,389 Piston helicopters in operation worldwide. The North American market (including Canada and Mexico) accounts for 42% of all Turbine and 40% of all Piston helicopters in operation worldwide. Europe, meanwhile accounts for a further 22% of the total of Turbine helicopters and 23% of the Piston helicopters. By Continent, Australia/Oceania remains the only Continent with more Piston helicopters (1,366) than Turbine helicopters (1,263).

Summary

* In Operation Wholly owned / Leased (excludes fractional and shared aircraft) Source: JETNET/AvData Star Report - Based at; Presentation and Analysis by Chase & Associates

2016 so far has been a tough year for the Helicopter market as billings and shipments continue to decline in both new and used models. We hope this downward trend will reverse itself with more new helicopter purchases in H2 2016. We will continue to monitor the industry’s progress and report back in a future JETNET >>Know More article. T

Mike Chase (president, Chase & Associates) and Marj Rose (president, MarketLift), offer highly sought-after aviation market research expertise. Contact them via mike@avbuyer.com or MRose@market-lift.com. JETNET, meanwhile, the ultimate source for information & intelligence on business and commercial aircraft worldwide, can be contacted via www.jetnet.com.

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October 2016 – AVBUYER MAGAZINE

Used Aircraft Sales Trends Oct16.qxp_Finance 19/09/2016 16:55 Page 1

BIZAV INTELLIGENCE T BUYING & SELLING

Used Aircraft Sales Trends Update on the Used Aircraft Sales Markets…

If you look at the market as a whole, it sure doesn’t seem to be that exciting notes Vref’s Fletcher Aldredge. However, there certainly are some positive things happening right now… mong the positives occurring in Business Aviation, Cessna delivered its 7,000th Citation worldwide while the G280 logged a speed record from Grand Rapids, MI to Luton, England in 7 hours at Mach 0.82, boosting the jet’s record-breaking tally to 54. On July 8th, Honda earned its production certificate from the FAA and is ready to ramp up production of the HondaJet. On July 15th, third party medical reform was signed, and activity for the light single engine piston market has picked up somewhat. Sales for the light piston twin market are also improving while values for the overall single piston market are holding steady. In the past year, the light single aircraft has actually gone up in value very slightly by 0.12%. Values for the twin have risen by 3.16%. Jet values on the other hand, not so much… In a market that has been plagued by slow growth in the past few years, sometimes it’s easy to forget that any growth is always better than none. There are definitely good and exciting possibilities happening.

Aircraft by the Numbers

How is the total number of aircraft ‘For Sale’ affecting today’s market? That number is directly impacting the values of planes, especially Large jets. With an increasing inventory, there are several key things that can be done to make sure that yours doesn’t sit on the market too long. • Price aggressively. • Use a reputable broker. (They can provide a complete analysis and market your airplane in the manner needed to spark the interest of the right buyer and help with many purchase details.) • Be flexible and keep your eye on the prize. The transaction is not complete until the airplane has a new captain. T More information from www.vrefpub.com Fletcher Aldredge is publisher of the industry-respected Vref Aircraft Value Reference Guide. Vref is the industry’s modern price guide, designed especially for professionals operating in today’s challenging marketplace. Contact Fletcher via info@vrefpub.com

AVBUYER MAGAZINE – October 2016

www.AVBUYER.com

Aircraft Index see Page 143

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

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Int Operations Oct.qxp_Finance 20/09/2016 11:15 Page 1

FLIGHT DEPARTMENT T OPERATING

International Business Aviation Operations (Part 6)

Russia: Eleven Time Zones, Plenty of Local Variations - and Don't Forget your Navigator… International operators experienced in flying business aircraft in Russia advise total preparation, Dave Higdon notes. Avoid leaving any detail untended, and consider using a local agent or professional trip planner. Here’s a checklist for transiting Russian airspace… ven with all of the necessary precautions taken, those experienced in travelling to and over Russia still advise operators to be prepared for surprises resulting from unexpected demands, delays or expenditures. Post-Soviet Russia remains as bureaucratic and process-driven as any Socialist regime, with the impact of official corruption ever-near, ready to trip up even the best prepared traveler. While General Aviation flying for Russian citizens

E 48

AVBUYER MAGAZINE – October 2016

has improved in recent years, experts advise that if any country warrants a third-party provider, groundhandling representative or professional trip planner – in-country – it's Russia. While the processes themselves aren't particularly onerous, the need to manage the details of permits, visas and permissions makes for a degree of uncertainty, especially when operating beyond the few large airports with airline service and facilities familiar to Western operators. Travelers shouldn't expect perfect consistency in

www.AVBUYER.com

Aircraft Index see Page 143

Int Operations Oct.qxp_Finance 20/09/2016 11:15 Page 2

catering, etc., add up to make flying into Russia among the more-expensive propositions for business aircraft operators. Russia imposes navigation fees, airport fees, aircraft parking and ground handling charges, while fuel costs reportedly run higher than in most neighboring countries. Accommodations in the 4-star range within the Moscow metropolitan area may exceed $450-500 per night for crew. And then there's another rippled effect of Russia's economic challenges: significant variations in currency exchange rates. Even exchange fees can be significant. Be prepared.

Preparations Start with Proper Paperwork

the application of rules, regulations and airport operating hours. Spread across 11 time zones, local officials can impose the vagaries and variability possible when they operate largely independently of national oversight. And if you plan to stop at any facility that isn’t an airport of entry, be prepared to hire a domestic navigator.

An Expensive Destination

Russia's economy in recent years hasn't exactly been friendly to the natives, so it's unsurprising that it has had an impact on the use and popularity of Business Aviation among the country's domestic operators. Of course, these problems roll over onto the costs of visiting the country and traveling within her borders. High aviation fees, expensive accommodations and food, and the cost of security, trip support, Advertising Enquiries see Page 4

Among the advance preparations to undertake before traveling to Russia are the paperwork requirements imposed by the state. The requirements for visas vary with the type of operation involved – Part 91 versus 135 – and the number of destinations planned within the country. Flight permits, landing permissions and overflight permits should be arranged well in advance of your planned departure date – and reconfirmed within a few days of departure. An extra check is also considered a smart idea, as circumstances allow. Be sure your country of departure doesn't impose any additional requirements, since Russia is not on the best terms with all of its neighbors. No visa is normally needed for an operator making a technical stop. A visa will be required for additional planned stops at most locations, however. But some areas within Russia require visas for flights making a single stop inside the country. Hence the repeated recommendations to work with a third-party trip planner or local agent. All of the above visa requirements are for passengers. For crew, visas are a must – and they must be acquired before arriving. The penalty for landing without crew visas may be as little as a warning or as much as a big fine. Add other landings without crew visas and you can expect the fines to increase and continue to increase with each additional indiscretion. The penalties peak at a total travel ban from Russia that lasts for five years. Thus, agents and trip planners counsel you to make visas a top priority for everyone on board, obtained well in advance.

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

“Spread across 11 time zones, local officials can impose the vagaries and variability possible when they operate largely independently of national oversight.”

Permits & Documentation

To land in Russia you must have a landing permit – it's required for all aircraft traveling to Russia. Before you can acquire a landing permit you'll need to show the aircraft's airworthiness certificate, registration and insurance documentation. That takes care of the aircraft. For the pilots and flight attendants you'll need to show the flight crew's licenses and medical certificates appropriate for the license. That's for Part 91 private operations – and applies to aircraft seating no more  than 19. www.AVBUYER.com

October 2016 – AVBUYER MAGAZINE

Int Operations Oct.qxp_Finance 20/09/2016 14:56 Page 3

FLIGHT DEPARTMENT T OPERATING

“Be sure you’re up to date on flight constraints in the airspace adjoining Ukraine, the Crimean Peninsula and the Russian mainland.”

For charter operators, Russia also wants to see an Aircraft Operator’s Certificate. Russia's Civil Aviation Authority (CAA) may accept temporary registration certificates; it's strictly on a case-by-case basis and is decided when the operator applies. Then there are country-specific requirements. For example, operators of French-registered aircraft need a letter from France's CAA. And there are individual airport requirements. Not all of Russia's airports have fire-fighting equipment, for example. Thus when flying into an airport lacking fire coverage you’ll need to have a “crew crash card” available, and send that document in advance in order to obtain a landing permit. Again, an incountry agent can help make sure you cover this requirement. All this bureaucracy takes time to work, which requires planning accordingly. The lead time for landing and overflight permits varies with the number of times you visit Russia in a month. If visiting Russia between one and four times in a month, the permit lead time is a reasonable one day. Exceed four visits in a month and the lead time grows significantly – to 14 days for a landing permit. Of course, the CAA may consider permit applications on short notice but approval is strictly at the agency's discretion. And you can discount any thought of getting permits processed on weekends or Russian holidays. The CAA offices are closed. For non-scheduled operators Russia extended the flexibility of landing permits a few years ago. Now permits become valid starting at 0001 UTC on day of operation and stay valid for 48 hours. The change significantly improved flexibility for operators, as did changes in the circumstances requiring permit revisions.

AVBUYER MAGAZINE – October 2016

www.AVBUYER.com

Russia No Longer Requires Revision of Permits For: •

Changes in your estimated time of arrival or departure (within the effective time of the permit);

•

Changes to the digital element of a flight number;

•

Adding a technical stop within

Russia at an airport serving as an

airport of entry; •

Change to the reserved aircraft

listed on the permit; •

Changes to the entry or exit points entering or exiting Russia's flightinformation region (FIR);

•

Changes in the departure or arrival

airport outside Russian territory.

And Russia also does not require permits for international flights that stay over neutral waters in an area of responsibility of the Russian Federation... as long as that flight doesn't cross into Russia's Aircraft Index see Page 143



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Int Operations Oct.qxp_Finance 20/09/2016 11:16 Page 4

FLIGHT DEPARTMENT T OPERATING

“So planning, as one trip agent explained, should be approached similarly to flying into the bush of an undeveloped country.”

sovereign airspace. Finally, no landings can occur for flights between the Republic of Georgia and Russia. And with the current hostilities between Ukraine, Russia, and Russian-backed Ukrainian separatists, be sure you're up to date on flight constraints in the airspace adjoining Ukraine, the Crimean Peninsula and the Russian mainland.

Airports: Good Security, Variable Hours

Few of Russia's 140+ airports operate 24-hours a day. Those that do will be the airports serving major cities such as Moscow. But operators can be comfortable that the airport is secure. Beyond that, things can vary significantly. Hours and levels of service vary considerably, so working with your third-party planner or agent can help assure that you land at your destination while the lights are still on. The paucity of airports across Russia's vast expanses becomes more acute the further east you fly. Remember, the country stretches across 11 time zones. Depending on your ultimate destination the company aircraft may get you only so far, requiring ground transportation to reach your destination. Planning for alternative airports for whatever reason can become even more of an issue in Russia's far east. For some of the larger destinations in eastern Russia the alternative options are like an entirely separate trip. For example, if your flight to Petropavlovsk (UHPP) has to divert for any reason you're 480nm away from the nearest available alternate – Magadan (UHMM) - a diversion promising more complications than time and money. Factor into such diversions the need to revise flight permits, overflight permits, navigation fees and the availability of ground-handling services at that alternate airport.

AVBUYER MAGAZINE – October 2016

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Fewer than 150 airports – most of them on the smaller end of the scale – is not a lot of airports for a country spanning more than 6.6m square miles. Many airports lack basic services such as deicing or even snow and ice treatment of runways. Indeed, winter throughout Russia can prompt short-notice runway or full-airport closures, and an aircraft trapped by weather may face a lengthy delay in departure plans. So planning, as one trip agent explained, should be approached similarly to flying into the bush of an undeveloped country. Finally, remember this: To fly into most of Russia's domestic airports a domestic navigator must be on board. Make your request when applying for your landing permit, and use your trip planner or in-country agent to help you work with one of the suppliers Russia approves for this work. This requirement eliminates your ability to fly directly to such domestic airports, since the flight must land at an airport of entry to pick up the navigator. And after flying the leg or legs to the domestic airports, the aircraft will have to return to the AOE to drop off the domestic navigator before departing the country. On the bright side, this requirement does provide a measure of language security, since controllers and ground crew at those smaller airports probably will use the Russian language for communications.

Thorough Planning and Flexibility…

In summary, pretty much every area of the trip should be planned thoroughly, with a flexible approach to handle any number of potential short-notice problems or alterations to those plans. Ideally this will be done in collaboration with in-country expertise for all stages of the trip. T Aircraft Index see Page 143

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Special Mission Oct16.qxp_Finance 20/09/2016 10:13 Page 1

FLIGHT DEPARTMENT T AVIONICS

ADS-B Where We Stand Now

Ken Elliott addresses the ‘Ins’ and ‘Outs’ of ADS-B, covering the mandate, its status, the basic differences of ADS-B In and ADS-B Out, Enhanced ADS-B remote service, and more…

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

s a refresher, Automatic Dependent Surveillance - Broadcast mode out (ADS-B Out) automatically broadcasts an aircraft’s situational data, including its position 1) to other aircraft directly; 2) rebroadcast via ground stations to other aircraft; and 3) both direct and rebroadcast, as Traffic Information Service Broadcast (TIS-B) to air traffic control. Its purpose is to complement ground radar, providing equivalent or better data even where radar coverage does not exist. Via satellite, ADS-C (as Contract) provides oceanic broadcast while work is underway to provide ADS-B worldwide, both terrestrially and oceanic, without the

AVBUYER MAGAZINE – October 2016

www.AVBUYER.com

need for ground stations. Not least, ADS-B is becoming a useful search and rescue tool, because of its aircraft tracking capability and all that implies. Apart from its current continental radar-like coverage, ADS-B Out: • Improves ATC’s ability to handle flight level and route change requests, mid-flight; • Facilitates continuous descents and climbs, saving time and fuel; • Needs no voice-based position reports; • Reduces the work of ATC, in turn improving the ability of ATC to support flights in progress. ADS-B In, meanwhile, adds the capability of the Aircraft Index see Page 143



Boutsen October.qxp_Layout 1 20/09/2016 13:04 Page 1

Special Mission Oct16.qxp_Finance 20/09/2016 10:14 Page 2

FLIGHT DEPARTMENT T AVIONICS

Figure 1: Basic ADS-B Out Operation

Figure 2: Basic ADS-B In Operation

ADS-B Transmission - Information Includes: position, altitude, identity, velocity vector and vertical rate. Typically broadcast twice per second.

Aircraft fitted with transmitter & receiver. Information displayed on panel-mounted CDTI. Aircraft fitted with ADS-B transmitter only.

Credit: Australian Government, Civil Aviation Safety Authority

aircraft to see a similar presentation to that viewed by ATC controllers. Other aircraft, position and trending information within 150nm can be displayed on compatible cockpit displays, overlaid on navigational moving maps. ADS-B In will also enhance surface operations for most users in the near future.

Equipage

Referencing data from the General Aviation Manufacturers Association (GAMA), 204,408 of the World’s 362,000 Business and General Aviation (B&GA) aircraft operate in the US today, but only 32,250¹ are equipped with Automatic Dependent Surveillance (ADS-B Out) as of August 15, 2016. Between now and January 2020, all aircraft must be equipped with ADS-B Out, thus 84% of the B&GA fleet remains to be updated. Taking all four groups of Business and General Aviation aircraft together (including rotorcraft), there are 154,633 aircraft still to undertake an ADS-B installation. From mid-August 2016 through to the end of December 2019, there are nearly 41 months to go until the US ADS-B Out deadline of January 1, 2020. Is there sufficient time to meet the compliance deadline? In the US alone, 3,772 aircraft per month will need to be fitted with ADS-B Out. Just for Business Jets, and assuming a current uptake of 12% (a little more than average), there will need to be hangar space for 265 aircraft each month for the three years remaining. This equates to over five aircraft being completed in each US state, for each month. Completion schedules amount to an ideal world solution, given the awkward situation that exists. Everybody knows that the reality will be an exponential curve of uptake, starting from today’s low number to very high modification rates during 2019. An ongoing debate continues about target numbers for the total amount of aircraft that will need to be equipped by 2020. However, for turboprops and business jets, the target is close to 100% of the fleet, due to the airspace sectors in which they invariably operate.

race to the finish. Why should operators behave any differently with yet another acronym? Aircraft facilities and avionics shops are frustrated with the prospect of overfilled capacity. It creates mayhem for their engineering team, installers and jugglers of hangar space. It also impacts their ability to cope with other regularly scheduled maintenance from their loyal long-term customers. Following are some of the actions facilities may be forced to take, for late adopters: • Put their scheduled customers first; • Put their loyal customer’s first; • Consider temporary contract labor; • Outsource engineering and other services; • Leave, and even work on drop-in customer outside; • Juggle the downtime and try their best to fit drop-in work within their full schedule. Unfortunately for those ADS-B late adopters, this situation will mean greater cost, longer downtime and an increased risk of unsuspected logistical issues. The message is clear: The FAA and other international authorities are not likely to move the deadline dates. Why? Because the ADS-B infrastructure is fully in place, functional and saving government money. The system further improves safety and situational awareness. Also, ADS-B has formed the backbone

Deja-vu

For many operators, ADS-B is another avionics acronym, just like TCAS, TAWS, ELT and RVSM. Each one of those involved a post Y2K mandated deadline for completion, and each one took a 60

AVBUYER MAGAZINE – October 2016

¹ Assumes 651 USA Air Carrier aircraft out of FAA August 15, 2016 status total of 22,518 completed. Other Business & General Aviation aircraft count data are sourced from GAMA.

www.AVBUYER.com

Aircraft Index see Page 143

Special Mission Oct16.qxp_Finance 20/09/2016 10:14 Page 3

to many upcoming NextGen and SESAR programs, intended to benefit all national airspace users. There is an FAA early-install rebate program contemplated (the proposed September 1, 2016 start date was delayed) but only available to US fixed-wing, single-engine piston aircraft, first registered before January 1, 2016. Operators equipping for ADS-B fall into many different buyer categories and for some, late adoption is the clever option examples being an owner who is looking to sell without any additional equity in the aircraft, and an owner who may upgrade to a different aircraft sometime between now and 2020. Late adoption would further apply to an owner that suspects the need to dispose of the aircraft before the deadline, due to ongoing volatile corporate finances. What is not clever, however, is to hold out for lower pricing. Even if the equipment price comes down, the installation costs will go up. Holding out also increases the risk of logistic issues, including schedule delays and increased downtime once work is underway.

Free ADS-B In Services

In a fit of sensibility, why not add ADS-B In during the installation of ADS-B Out, and save on the downtime? While the future requirement is for ADS-B Out, when you consider adding ADS-B In capability, your aircraft will have access to Flight Information Service–Broadcast (FIS-B), providing graphical weather and textbased advisories to the cockpit. Additionally, as a safety tool, ADS-B In provides TIS-B, relaying altitude, distance, ground track and speed of other aircraft being monitored by ATC within a 15-nautical mile radius, up to 3,500 feet above or below the receiving aircraft's position. Most Business and General Aviation aircraft have some version of display that provides for an external video input, permitting those equipped with ADS-B In to see surrounding aircraft and graphic weather. Because the view is similar to that seen by an air traffic controller, there is a sense of shared situational awareness along with crucial see-and-avoid capability. ADS-B In users also receive important flight information, such as temporary flight restrictions or closed runways. Later, ADS-B In users will be able to avoid terrain during low-visibility situations, as terrain maps are integrated to the same cockpit displays. Because ADS-B Out information can be broadcast on two frequencies, 1090 MHz and 978 MHz, Automatic Dependent Surveillance–Rebroadcast (ADS-R) relays data from one frequency to the other, providing aircraft operating on both ADS-B frequencies the ability to see each other on their individual traffic displays.

ADS-B Out Solutions

There are currently 5,549 ADS-B Out solutions mapped to 2,031 unique make/model combinations of aircraft. Solutions for ADS-B are part of the TC process for new aircraft and amended TC or STC process for retrofit. The equipment is certified on each aircraft platform using either the aircraft OEM or other approved aircraft and avionics facilities. The equipment providers in Table B (and others) work closely with facilities for integrated solutions that the aircraft owners will purchase. Some of the approvals apply to a wide range of aircraft types. This is where a certification is completed to one aircraft model and, because of technical commonality, can be applied to a broader group. These type of certifications fall under an Advertising Enquiries see Page 4

Approved Model List (AML), either under aircraft production or as a modification. The FAA has a useful tool for operators to enter their aircraft type and model in order to find new or retrofit as well as complete or partial solutions by different providers. In some cases, the tool allows for using different mixes of equipment. The FAA website provides the ability for operators to choose from multiple selections, where they exist (see http://www.faa.gov/nextgen/equipadsb/adsb_ready/).

Operator Compliance

Having ADS-B Out in your aircraft is only part of the effort to be 2020 compliant. The FAA and other airworthiness authorities need to be certain the ADS-B solution installed in the serialnumbered aircraft actually meets its intended function. That requirement makes sense because other aircraft and ATC will be relying on the accuracy of the automated broadcasts from your aircraft. The tool used for checking your ADS-B functionality is called Compliance Monitor by the FAA. In the US, to find out if your system is working properly, complete the Public ADS-B Performance Report Request at the FAA Equip ADS-B website; https://adsbperformance.faa.gov/PAPRRequest.aspx.

Equip ADS-B

Equip ADS-B (https://www.faa.gov/nextgen/equipadsb/) is a useful FAA tool for those looking to equip, and for actual users. It addresses the three major areas of Research, Installation and Capabilities. Beyond these three areas, it provides a full list of solutions and a place to report user problems. On the same website, browsers may review a FAQ section where more than half the questions answered are relatively new, so this is a recommended read for any flight department. A further FAA ADS-B website is Equip-2020, launched to encourage reluctant operators to equip sooner rather than later. This website is supported by the Equip ADS-B site.

Enhanced ADS-B

Also termed ‘Space-Based ADS-B’, Enhanced ADS-B proposes expansion of its capability to address separate initiatives being evaluated by ICAO, Canada and FAA. The goal is to improve the surveillance of aircraft flying Oceanic tracks and to reduce separation. For the US, the proposals include its own national 

www.AVBUYER.com

October 2016 – AVBUYER MAGAZINE

Special Mission Oct16.qxp_Finance 20/09/2016 10:15 Page 4

FLIGHT DEPARTMENT T AVIONICS

Figure 3: FlightAware Aircraft Location Coverage Map

airspace. Oceanic areas under consideration are NAT, Pacific and WATRS airspace regions. ADS-B, because of its accuracy and reliability, will be a useful contributor to other programs such as InTrail Procedures (ITP). Separately, as space-based, ADS-B is used for aircraft tracking in different world regions. Aircraft position information is becoming widely available due to the broadcasting of ADS-B data from aircraft to aircraft, and between them and ATC. Additionally, ADS-C (Contract) uses satellites for the transfer of surveillance data in oceanic regions. Subject to privacy authorizations, this same information finds its way to anyone, anywhere, when using tracking companies such as FlightAware, Plane Finder and ADS-B Exchange.

Further sources for figuring out aircraft locations are time-delayed FAA feeds and multilateration (MLAT) calculations, used by the various tracking specialists. Flight Radar 24 recently announced completion of their first space-based ADS-B flight tracking test, in cooperation with Airbus Defence & Space and GomSpace. Using the GOMX-3 satellite, they collected ADS-B data from flights transiting the Atlantic Ocean. This effort is one of the first steps towards integrating satellite-collected ADS-B data into existing networks, bringing global ADS-B coverage closer than ever. There is a vulnerability concern with any satellite based technology, due to the risk of

Figure 4: Path of the GOMX-3 Satellite During its Second Pass of the ADS-B Tracking Test

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

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Aircraft Index see Page 143

Special Mission Oct16.qxp_Finance 20/09/2016 12:41 Page 5

$1510

$1960

hacking, tampering, jamming and who knows what else. Thus, pilots will always be well served to hone and practice basic piloting and navigation skills, just in case.

ADS-B: An Evolving Tool

Because of the information provided between aircraft to aircraft, and aircraft to ATC, the use of ADS-B in the longer-term, and in many countries is crucial to the growing elements of air traffic planning. ADS-B plays a major role in national airspace ‘ondemand information’, as the need for such data exponentially expands. ADS-B also contributes to these evolving aircraft movement areas: • Separation management: - In-Trail Procedures (ITPs) - Time-Based Flow Management (TBFM) - Flight Interval Management (FIM) - Unmanned Aircraft Detect & Avoid - Flexible routing • Continuous Descent Approaches (CDAs) • Performance-Based Navigation (PBN) • Optimized Trajectories, including Oceanic • Surface Operations • Overall Traffic Flow Management (TFM). Advertising Enquiries see Page 4

Summary

Automatic Dependent Surveillance is a powerful tool and remarkably, across some regions of the world, much of the infrastructure is already in place and working. As expected, equipage rates are low for the amount of time left until 2020. While the advantages of fleet-wide equipage are obvious, they may be less clear to each individual operator and hard to justify early equipage to corporate HQ. It is clear, however, that the ADS-B mandate is fixed, the turnkey installation price is not likely to fall, and the number of hangar slots is not likely to climb. If there is one overriding business case to equip at this time, or at least schedule the upgrade, it is the avoidance of risk and the specter of unknown contractors working on your aircraft, possible errors, increased downtime and not being in the hangar throughout the work schedule. Why? Because shops will be forced to hire unknown contractors, will be rushed, and run the possibility of errors or increased downtime while taking care of loyal or appropriately scheduled customers. Such hassle has happened during previous mandates and could have been avoided. T www.AVBUYER.com

“While the advantages of fleet-wide equipage are obvious, they may be less clear to each individual operator...”

October 2016 – AVBUYER MAGAZINE

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Safety Sept16.qxp_Finance 19/09/2016 16:20 Page 1

FLIGHT DEPARTMENT T SAFETY

Dealing with Drones What Role Does the Flight Department Have in Alleviating the Threat? In August 2015 a drone nearly collided with a medical helicopter transporting

a patient to a hospital in Fresno, California, notes Mario Pierobon. How should

your Flight Department be trained to cope with a similar drone encounter? lying at approximately 1,000 feet altitude, the pilot of the medical helicopter spotted a large drone directly in his flight path. Thanks to his swift reactions, the pilot manoeuvred to avoid the drone, preventing a potentially catastrophic collision by about 20 feet. The incident occurred just two miles from Fresno Yosemite International Airport in a no-fly zone. The context of the Fresno occurrence provides opportunity to reflect on an emerging hazard to the

F 66

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

safety of flight for aviation generally, including all aspects of Business Aviation. Over the last few years drone technology has developed significantly, posing new challenges to aircraft operators and air traffic management alike. Such is the threat that international licensing and requirements are being developed for drone operations, specifying how remotely controlled vehicles should be integrated safely and legally into the airspace they occupy.

www.AVBUYER.com

Aircraft Index see Page 143

Safety Sept16.qxp_Finance 19/09/2016 16:16 Page 2

“Emergency procedures thus become control mechanisms targeted at reducing the severity of an accident outcome.”

In the meantime, the risk of mid-air collision with drones is receiving the attention of many crews. In the commercial airline world several air safety reports have been made public in recent times regarding near collisions with drones, predominantly in the vicinity of airports. Earlier this year the European Aviation Safety Agency (EASA) created a task force to assess the risks posed by drones—focussing on the review of all relevant occurrences; analysing existing studies on the subject; studying the vulnerabilities of aircraft (i.e. windshields, engines, and airframe); taking into account the different categories of aircraft and their associated design and operational requirements; as well as exploring the possibility for further research and for testing (on windshields, engines and airframes, etc.). But what can the safety-conscious Flight Department do to deal with the emerging risk of collision with drones as it waits for international safety requirements to be developed and enforced?

Preparing for the Unexpected

Currently it is very much down to individual Business Aviation operators to deal with the potential of Advertising Enquiries see Page 4

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

collision with drones. As a part of continuous improvement of aviation safety management the hazard registers should be kept fully up-to-date, and the hazard of uncontrolled drone operations in airspace should be given due consideration. As drone activities are still only emerging, nearmisses with manned aircraft are still quite rare. Yet there should be no room for complacency within a flight department towards the threat faced. It is very unlikely that a flight-crew will detect a possible collision-threat posed by a stray drone via the Traffic Collision Avoidance System (TCAS) as a drone is unlikely to be fitted with a transponder. More likely, the risk of collision will be visually recognised as the crew spots a drone is in the flightpath – in which case the standard procedure (to be stressed as a control mechanism in the hazard analysis) is to initiate a controlled turn to the right. Yet there are many circumstances in which the drone may not be visually detected, either because the field of view doesn’t permit, or because its presence is simply not perceived by the flight-crew. Both instances could lead to a collision necessitating the need for the applicable emergency procedures to be initiated (depending on the result of the collision). Emergency procedures thus become control mechanisms targeted at reducing the severity of an accident outcome. Pilots already have many tasks to accomplish in flight, especially during the phases of flight when the risk of collision with drones is heightened such as take-off or final approach. Nevertheless, an additional control measure to include in the Flight Department’s hazard training is to insist that flight crews appreciate that a collision with drones is within the realms of possibility. Crews should be prepared to detect uncontrolled drone operations, and be fully cognizant of what procedures to follow should a drone strike occur… T www.AVBUYER.com

Are you looking for more articles on Safety? Visit www.avbuyer.com/ articles-guides/businessaviation-safety

October 2016 - AVBUYER MAGAZINE

Safety Oct16.qxp_Finance 19/09/2016 16:23 Page 1

FLIGHT DEPARTMENT T SAFETY

Business Aviation Safety: Going Above and Beyond

The High-Value of Tailoring an Ongoing Safety Program for your Flight Department It’s one thing to talk about having a safety culture in the Flight Department, but it’s another to successfully execute one. Andre Fodor, Aviation Director, Johnsonville Sausage highlights the steps he implemented... n route home after completing my annual recurrent training for one of our large cabin aircraft, I reflect on the twenty hours of ground-school and six hours of simulator time. Engines failed, systems faulted and instrument approaches were mostly followed by a missed approach procedure, all giving me the opportunity to test my skills, review emergency procedures and re-learn aircraft systems. I return home humbled, reminded of just how much there is for me still to learn. In the early days of building our flight department, I was pre-occupied with managing and setting up the new operation. I was well aware that my proficiency was suffering and I had to remind myself to change roles whenever I put on

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

AVBUYER MAGAZINE – October 2016

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the uniform to fly a trip. I was, after all, still a crew member and I needed to stay focused in my duty as a pilot. I made a crucial decision to elect another pilot within the flight department as my Pilot in Command until my management duties eased-up. It proved to be a good decision that kept our safety standards high.

The Path to Better Safety

Since we operate under CFR 91 (General Aviation) there is no mandatory training requirement beyond annual recurrent training. Being a small flight department, we identified the need to maintain high proficiency and a mindset that leads to  constant learning awareness. Aircraft Index see Page 143

2009 Challenger 605 SN 5771

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2008 Challenger 605 SN 5729

o better time to buy! 96-month inspection underway at Duncan Aviation N Enrolled in airframe and APU maintenance programs 2011 Paint Exceptionally well-equipped

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Safety Oct16.qxp_Finance 19/09/2016 16:24 Page 2

FLIGHT DEPARTMENT T SAFETY

get the IS-BAO certificate hanging on the wall, but no drive to implement its safety standards for the sake of operational efficiencies. I wanted tangible and practical results that would lead to strong Standard Operating Procedures and safety practices; if the aggregate leads us to an IS-BAO certificate, then I will embrace it. Instead, I approached a company who specialized in flight training content to develop a tailored annual program for my flight department. Today, everyone in the team is assigned a block of on-line classes to be completed over the year. We emphasize that there is no rush to complete the assigned coursework, and we meter the material so it is released over the year. The intention is to keep everyone’s mindset focused on learning, rather than to generate additional workload. Our pilots receive training in corporate security, flight operations and international procedures, and our flight attendant learns about food safety and emergency procedures. Our Director of Maintenance learns about record-keeping and accounting. Everyone learns about Hazardous Materials and work safety, and we emphasize the importance of strong interpersonal relationships.

A Timely Reminder

“I’ve seen first-hand how structured training helped pilots stay proficient and I wanted the same for my team.”

Step 1: We began with baby steps, first enlisting a medical professional to train our team in CPR and First Aid before developing a program tailored for our operations. Our CPR and Defibrillator hands-on training takes place inside our aircraft where we simulate real life flight emergencies. We train, for example, to handle a medical event while crossing the Atlantic. Today, we conduct emergency procedure drills every three months or prior to any extended overwater flight, and we have noticed that cohesion within the team has strengthened. We became better at making, executing and sticking to a plan. We discussed international corporate safety, became more compartmentalized in our communications about upcoming flights and discussed real-life events that could happen to us during a trip. That was phase one. Step 2: Having worked as a manager for one of the largest charter operations in the world, I’ve seen first-hand how structured training helped pilots stay proficient and I wanted the same for my team. I chose to not pursue IS-BAO certification at this juncture. That decision was taken based on my previous experience in which there was a race to

AVBUYER MAGAZINE – October 2016

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Here’s a little confession: Last year I didn’t complete all my flight training assignments. As I discussed the coursework for the upcoming year with the chief instructor of our training provider, he asked me if I needed a reduced workload. The question reminded me that daily I need to make time for proficiency; that there is learning to be undertaken. It kept me in check, reminding me of my responsibility to maintain and improve skills every day. I am so proud of my team. Recently, I dispatched them on a difficult mission without me. During the trip in which they transported the principal and his wife, an unexpected circumstance required a radical change in schedule and logistics. The team performed magnificently without me, and the lead pilot messaged me, “we’ve got this, all handled to our standards”. I knew immediately what he meant - no follow up questions were required. Our mission statement is clear; we aim high and deliver unprecedented quality. A rubberstamp for the professionalism of the team, I subsequently received a handwritten note from our chairman. It read: “Your team did great work tonight without you – a sign of great leadership”. He saw value in how much we invest in training and empowering people within our flight department. It all came together in this opportunity for them to shine. My team has wings, and can fly solo! T

Aircraft Index see Page 143

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Values Intro.qxp_Finance 20/09/2016 11:20 Page 1

FLIGHT DEPARTMENT RETAIL PRICE GUIDE

Medium Jets:

Just the Right Fit for Many Operators... 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, either.

or the purpose of our Retail Price Guide, Medium Jets are loosely defined as aircraft with a Maximum Take-Off Weight between 20,001-40,000 lbs. There’s no disputing the advantages of space as you step into a Medium Jet cabin, particularly when applied to longer trips. That is ultimately where the Medium Jets’ basic advantage comes into play over the Light Jet segment. Medium Jets tend to cruise towards the upperend 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 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.

AVBUYER MAGAZINE – October 2016

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 1997 through Fall 2016. 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 Gulfstream G150 values reported in the Fall 2016 edition of Bluebook shows $6.8 million for a 2011 model, $6.2 million for a 2010 model and so forth. Aircraft are listed alphabetically. Note: We have included 29 aircraft models in the following Medium Jets average price guide, and for additional assistance, Conklin & de Decker’s Performance and Specifications data for these models can be referred to, beginning on page 76.

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 Aircraft Index see Page 143

SCA October.qxp_Layout 1 20/09/2016 14:27 Page 1

GLOBALLY INTIMATE. BROKERAGE | ACQUISITIONS | SALES | MANAGEMENT

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Retail Values.qxp_RPG 20/09/2016 11:23 Page 1

FLIGHT DEPARTMENT T RETAIL PRICE GUIDE

Medium Jets Average Retail Price Guide MODEL YEAR $

2016 US$M

2015 US$M

2014 US$M

2013 US$M

2012 US$M

2011 US$M

2010 US$M

2009 US$M

2008 US$M

2007 US$M

16.5

15.0

14.0

13.0

12.0

11.0

10.0

9.0

5.2

5.0

4.3

4.0

3.6

3.3

3.0

MODEL BOMBARDIER CHALLENGER 300 BOMBARDIER LEARJET 60XR BOMBARDIER LEARJET 60SE

3.0

BOMBARDIER LEARJET 60 BOMBARDIER LEARJET 45XR

5.8

5.5

5.2

4.8

4.4

BOMBARDIER LEARJET 45

3.3

BOMBARDIER LEARJET 40XR

4.4

4.0

3.5

3.1

2.9

BOMBARDIER LEARJET 40

CESSNA CITATION X+ 750

3.9

2.7 2.450

23.482

17.0

14.0

CESSNA CITATION X 750

12.0

11.0

10.2

9.0

7.9

6.9

11.0

10.0

9.0

8.0

7.7

7.2

6.8

6.5

7.5

7.0

6.5

6.2

6.0

CESSNA CITATION V11 650 CESSNA CITATION LATITUDE 680A

16.338

14.5

CESSNA CITATION SOVEREIGN+680

18.093

14.0

13.0

12.990

10.0

8.5

CESSNA CITATION SOVEREIGN 680 CESSNA CITATION XLS+ 560

12.5

CESSNA CITATION XLS 560

5.0

4.6

CESSNA CITATION EXCEL 560

DASSAULT FALCON 50EX

GULFSTREAM G280

6.4

24.5

19.0

17.5

17.0

16.250

GULFSTREAM G200 GULFSTREAM G150

15.7

10.5

9.8

8.5

7.6

8.5

8.0

7.2

6.7

6.2

6.8

6.2

6.1

5.8

5.3

GULFSTREAM G100 GULFSTREAM/ ASTRA 1125 SPX

HAWKER 4000

5.1

4.8

4.5

4.2

4.0

HAWKER 900XP

7.0

6.5

6.0

5.5

5.0

4.0

3.7

3.3

3.0

HAWKER 850XP PRO LINE

3.4

HAWKER 800XP/I PRO LINE HAWKER 800XP HAWKER 750

4.3

3.8

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

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

www.AVBUYER.com

Aircraft Index see Page 143

Retail Values.qxp_RPG 20/09/2016 11:24 Page 2

RETAIL PRICE GUIDE T FLIGHT DEPARTMENT

What your money buys today

Fall 2016 2006 US$M

2005 US$M

8.5

8.0

2004 US$M 7.750

2003 US$M

2002 US$M

2001 US$M

2000 US$M

1999 US$M

1998 US$M

1997 US$M

7.5

MODEL YEAR $ MODEL BOMBARDIER CHALLENGER 300 BOMBARDIER LEARJET 60XR

---

2.6

2.5

BOMBARDIER LEARJET 60SE

3.5

3.2

3.1

2.9

3.0

2.7

2.5

2.3

1.9

2.050

1.650

2.3

2.2

2.1

2.0

1.9

1.8

1.7

BOMBARDIER LEARJET 60 BOMBARDIER LEARJET 45XR

2.1

2.0

1.9

1.8

1.7

BOMBARDIER LEARJET 45 BOMBARDIER LEARJET 40XR

1.550

BOMBARDIER LEARJET 40

CESSNA NEW CITATION X+ 750 6.2

5.8

5.3

4.9

4.6

4.3

4.0

3.8

3.4

3.2

2.550

2.450

2.350

2.250

CESSNA CITATION X 750 CESSNA CITATION V11 650 CESSNA CITATION LATITUDE 680A CESSNA CITATION SOVEREIGN+680

6.0

5.5

5.0

CESSNA CITATION SOVEREIGN 680 CESSNA CITATION XLS+560

4.4

4.2

4.0 3.3

6.2

6.0

5.8

CESSNA CITATION XLS 560 3.1

5.4

2.9

2.7

2.5

2.3

2.2

4.9

4.4

4.0

3.6

3.3

CESSNA CITATION EXCEL 560

3.0

DASSAULT FALCON 50EX

GULFSTREAM G280 5.7

5.2

4.7

4.0

3.7

3.5

3.3

3.0

GULFSTREAM G200

4.8 3.5

GULFSTREAM G150 3.2

3.0

2.8

2.6

2.4 2.4

GULFSTREAM G100 2.1

2.0

1.9

1.8

GULFSTREAM/ ASTRA 1125 SPX

HAWKER 4000 HAWKER 900XP 3.0

HAWKER 850XP PRO LINE 2.6

HAWKER 800XP PRO LINE 2.5

2.350

2.250

2.150

2.050

1.950

1.850

1.750

HAWKER 800XP HAWKER 750

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ACSpecs Intro.qxp_AC Specs Intronov06 20/09/2016 11:58 Page 1

FLIGHT DEPARTMENT T SPECIFICATIONS

Aircraft Performance & Specifications Medium Jets

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

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

AVBUYER MAGAZINE – October 2016

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

•

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

Balanced Field Length BFL is the distance obtained by determining the decision speed (V1) at which the take-off distance and the accelerate-stop distance are equal (fixed-wing multi-engine aircraft only). This is based on four passengers and maximum fuel on board (turbine aircraft). For single-engine and all piston fixed-wing aircraft, this distance represents the take-off field length at Maximum Take-off Weight (MTOW). Landing Distance (Factored) For fixed-wing turbine aircraft, landing distance is computed using FAR 121 criteria. This takes the landing distance from 50/35 feet (depends on certification criteria) and multiplies that by a factor of 1.667. No credit is given for thrust reversers. Configuration is with four passengers and NBAA IFR Fuel Reserve on board. For fixed-wing piston aircraft, this figure is the landing distance over a 50 foot obstacle. Rate of Climb (Ft/Min) The rate of climb, given in feet per minute, is for all engines operating, at MTOW, ISA conditions. One Engine Out rate of climb is for one engine inoperative rate of climb at MTOW, ISA. Cruise Speed (Knots True Air Speed - KTAS) Max Cruise Speed - is the maximum cruise speed at maximum continuous power. This may also be commonly referred to as High Speed Cruise. Normal cruise speed is the recommended cruise speed established by the manufacturer. This speed may also be the same as Maximum Cruise Speed. Long Range Cruise is the manufacturer’s recommended cruise speed for maximum range. Engines The number of engines, manufacturer and model are shown. Aircraft Index see Page 143

AircraftPer&SpecOct16.qxp_PerfspecDecember06 20/09/2016 12:32 Page 1

BEE CHC RAF T HA WKE R 75 0 BEE CHC RAF T HA WKE R 80 0XP BEE CHC RAF T HA WKE R 80 0XP i BEE CHC RAF T HA WKE R 80 0XP R BEE CHC RAF T HA WKE R 85 0XP BEE CHC RAF T HA WKE R 90 0XP BEE CHC RAF T HA WKE R 40 00 BOM BAR DIER LEA RJET 40 LEA RJET 40X R

SPECIFICATIONS T FLIGHT DEPARTMENT

MEDIUM JETS

$2,327.90

$2,390.99

$2,380.63

$2,047.35

$2,374.07

$2,150.22

$2,721.03

$1,810.27

$1,779.76

5.75

4.92

CABIN HEIGHT FT.

6.46

5.12

CABIN WIDTH FT.

21.3

17.67

CABIN LENGTH FT.

551

746

369

CABIN VOLUME CU.FT.

4.3

4.8

DOOR HEIGHT FT.

2.25

2.5

DOOR WIDTH FT.

114

BAGGAGE VOL. INT. CU.FT.

BAGGAGE VOL. EXT. CU.FT.

CREW #

SEATS - EXECUTIVE #

27000

28000

39500

20350

21000

MTOW LBS

23350

33500

19200

MLW LBS

16250

16500

16330

16500

23700

13718

13949

B.O.W. W/CREW LBS

8500

10000

14600

5375

6062

USEABLE FUEL LBS

2200

1750

1620

1790

1620

1400

1507

1239

PAYLOAD WITH FULL FUEL LBS

2200

2050

1950

2120

1950

2300

2282

2051

MAX. PAYLOAD LBS

2050

2470

2733

2525

2733

3283

1573

1778

RANGE - SEATS FULL N.M.

2200

2620

2929

2710

2929

3100

1707

1960

MAX. RANGE N.M. 4 PAX

4900

5640

5258

5641

5258

5459

4330

4680

BALANCED FIELD LENGTH FT.

3803

3805

3810

3805

4373

4033

4060

LANDING DIST. (FACTORED) FT.

3500

3415

2820

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

530

470

570

470

570

880

710

394

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

447

449

452

489

465

MAX. CRUISE SPEED KTAS

430

470

436

NORMAL CRUISE SPEED KTAS

402

447

428

432

L/RANGE CRUISE SPEED KTAS

TFE 731-5BR TFE 731-5BR TFE 731-5BR

TFE 731-50R

TFE 731-5BR TFE 731-50R

PW308A

TFE 731-20AR TFE 731-20BR

VARIABLE COST PER HOUR $

ENGINES #



ENGINE MODEL

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

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AircraftPer&SpecOct16.qxp_PerfspecDecember06 20/09/2016 12:34 Page 2

CHA LLEN GER 350

BOM BAR DIER

CHA LLEN GER 300

LEA RJET 75

$1,846.71

$1,991.09

$1,909.25

$1,735.81

$1,739.80

$2,504.56

$2,516.45

CABIN HEIGHT FT.

4.92

5.71

4.92

6.08

CABIN WIDTH FT.

5.12

5.92

5.12

7.17

CABIN LENGTH FT.

19.75

17.67

19.75

23.7

CABIN VOLUME CU.FT.

415

447

369

415

930

1002

DOOR HEIGHT FT.

4.8

5.3

4.8

6.22

DOOR WIDTH FT.

2.5

BAGGAGE VOL. INT. CU.FT.

106

BAGGAGE VOL. EXT. CU.FT.

CREW #

SEATS - EXECUTIVE #

MTOW LBS

20500

21500

23500

21500

38850

40600

MLW LBS

19200

19500

19200

33750

34150

B.O.W. W/CREW LBS

13890

14125

14772

14896

13715

13890

23850

24800

USEABLE FUEL LBS

6062

7910

6062

14045

14150

PAYLOAD WITH FULL FUEL LBS

798

1563

1068

944

1973

1798

1105

1800

MAX. PAYLOAD LBS

2110

1875

2228

2104

2285

2110

3350

3400

RANGE - SEATS FULL N.M.

1423

1685

2186

2044

1849

1805

3065

3200

MAX. RANGE N.M. 4 PAX

1968

1937

2418

2398

2000

1998

3340

3600

BALANCED FIELD LENGTH FT.

4350

5040

5450

4230

4440

4810

4853

LANDING DIST. (FACTORED) FT.

4063

4105

5208

5317

3917

3951

3850

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

2800

2630

4500

4240

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

590

589

714

718

474

MAX. CRUISE SPEED KTAS

465

470

NORMAL CRUISE SPEED KTAS

436

459

L/RANGE CRUISE SPEED KTAS

416

432

423

432

459

TFE 731-20AR

TFE 731-20BR

PW305A

TFE 731-40BR

HTF 7000

HTF 7350

VARIABLE COST PER HOUR $

ENGINES # ENGINE MODEL

BOM BAR DIER

$1,860.70

MEDIUM JETS

BOM BAR DIER

LEA RJET 70

LEA RJET 60X R

BOM BAR DIER

LEA RJET 60

BOM BAR DIER

LEA RJET 45

LEA RJET 45X R

FLIGHT DEPARTMENT T SPECIFICATIONS

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

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Aircraft Index see Page 143

AircraftPer&SpecOct16.qxp_PerfspecDecember06 20/09/2016 12:34 Page 3

CES SNA CITA TION SOV ERE IGN CES SNA CITA TION SOV ERE IGN + CITA TION X

CES SNA CITA TION LATI TUD E

CES SNA CITA TION VII

CES SNA CITA TION XLS +

CES SNA CITA TION XLS

CES SNA CITA TION EXC EL

SPECIFICATIONS T FLIGHT DEPARTMENT

MEDIUM JETS

$1,870.75

$1,822.17

$1,781.57

$2,667.67

$2,247.24

$2,178.51

$2,101.56

$3,198.94

5.7

CABIN HEIGHT FT.

5.5

6.42

5.5

CABIN WIDTH FT.

18.5

18.4

28.08

25.25

23.92

CABIN LENGTH FT.

422

587

571

585

538

CABIN VOLUME CU.FT.

4.54

4.5

4.58

4.5

DOOR HEIGHT FT.

2.5

2.1

DOOR WIDTH FT.

BAGGAGE VOL. INT. CU.FT.

100

BAGGAGE VOL. EXT. CU.FT.

CREW #

SEATS - EXECUTIVE #

20000

20200

23000

30800

30300

30755

36100

MTOW LBS

18700

20000

27575

27100

27575

31800

MLW LBS

12500

12800

14250

18656

18150

18510

22025

B.O.W. W/CREW LBS

6740

7330

11394

11223

11390

12931

USEABLE FUEL LBS

960

860

1620

1000

1177

1125

1444

PAYLOAD WITH FULL FUEL LBS

2500

2300

2250

2544

2650

2490

2375

MAX. PAYLOAD LBS

1449

1539

1528

1693

2455

2620

2773

2890

RANGE - SEATS FULL N.M.

1839

1989

1976

1824

2870

3010

3163

3125

MAX. RANGE N.M. 4 PAX

4060

3910

5170

3760

3810

3650

5480

BALANCED FIELD LENGTH FT.

4917

4738

4500

3597

3867

3725

4693

LANDING DIST. (FACTORED) FT.

3790

3500

4315

3800

4016

3650

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

699

800

510

1145

1237

1120

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

433

440

452

429

459

525

MAX. CRUISE SPEED KTAS

433

440

452

429

459

525

NORMAL CRUISE SPEED KTAS

373

417

372

388

470

L/RANGE CRUISE SPEED KTAS

PW545A

PW545B

PW545C

TFE 731-4R-2

PW306D

PW306C

PW306D

AE 3007C1

VARIABLE COST PER HOUR $

ENGINES #



ENGINE MODEL

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AircraftPer&SpecOct16.qxp_PerfspecDecember06 20/09/2016 12:35 Page 4

G28 0

G20 0 GUL FSTR EAM

GUL FSTR EAM

$3,235.21

$3,209.16

$2,153.66

$2,023.15

$2,025.81

$1,883.71

$2,521.21

$2,555.76

CABIN HEIGHT FT.

5.7

5.9

5.6

5.75

6.25

CABIN WIDTH FT.

5.5

6.1

6.83

4.75

5.75

7.2

CABIN LENGTH FT.

25.2

23.5

17.1

17.7

24.5

32.25

CABIN VOLUME CU.FT.

593

569

705

304

521

869

888

DOOR HEIGHT FT.

4.5

5.42

4.3

4.33

DOOR WIDTH FT.

2.1

2.6

2.4

2.08

2.1

2.75

BAGGAGE VOL. INT. CU.FT.

BAGGAGE VOL. EXT. CU.FT.

150

125

120

CREW #

SEATS - EXECUTIVE #

MTOW LBS

36600

39700

35271

24650

26100

35450

39600

MLW LBS

32000

35715

32518

20700

21700

30000

32700

B.O.W. W/CREW LBS

22464

22250

22928

13400

14365

15100

19950

24150

USEABLE FUEL LBS

12931

15520

10851

9345

9365

10300

15000

14600

PAYLOAD WITH FULL FUEL LBS

1505

2130

1627

2055

920

850

650

1000

MAX. PAYLOAD LBS

2514

3320

2976

3600

2635

2400

4050

RANGE - SEATS FULL N.M.

3229

3223

2521

2330

2550

2760

3130

3590

MAX. RANGE N.M. 4 PAX

3380

3388

2640

2780

2910

3130

3530

3690

BALANCED FIELD LENGTH FT.

5320

5000

3825

6400

6000

5640

6600

4800

LANDING DIST. (FACTORED) FT.

4702

3500

3472

4362

4050

4352

5083

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

3650

3515

3866

3700

3400

3340

3700

5000

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

1120

671

996

1010

493

606

395

844

MAX. CRUISE SPEED KTAS

527

480

470

460

474

470

482

NORMAL CRUISE SPEED KTAS

527

459

448

459

470

L/RANGE CRUISE SPEED KTAS

470

430

438

414

430

459

AE 3007C2

TFE 731-40

HTF7500E

TFE 731-3C

TFE 731-40R

TFE 731-40AR

PW306A

HTF 7250G

MEDIUM JETS VARIABLE COST PER HOUR $

ENGINES # ENGINE MODEL

GUL FSTR EAM

G15 0

G10 0 IAI A STR A SP

EMB RAE R LE GAC Y 45 0

DAS SAU LT F ALC ON 50E X

CES SNA CITA TION X+

FLIGHT DEPARTMENT T SPECIFICATIONS

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AirCompAnalysis October.qxp_ACAn 20/09/2016 11:44 Page 1

FLIGHT DEPARTMENT T AIRCRAFT COMPARATIVE

Aircraft Comparative Analysis Hawker 400XP vs Citation Ultra

In this month’s Aircraft Comparative Analysis, Mike Chase provides information on two popular pre-owned business jets Mike Chase’s analytical and consultancy services are highly valued within the Business Aviation industry. He is founder and president of Chase & Associates, and works closely with several respected sources to compile his unique Aircraft Comparative Analysis feature. Contact Mike via mike@avbuyer.com

for the purpose of valuing the Hawker 400XP.

ow do the Hawker 400XP and the Citation Ultra compare in the pre-owned market today? Over the following paragraphs, we’ll consider productivity parameters (payload, range, speed and cabin size) and cover current market values. The Hawker 400XP replaced the Beechjet 400A starting with serial number RK-354, and entered operation in 2004. Production ended in 2010. The aircraft offers an increased gross weight and several standard

AVBUYER MAGAZINE – October 2016

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features that were optional on the Beechjet 400A. Today there are 217 wholly-owned Hawker 400XPs. With an additional eight in shared ownership and seven in fractional ownership, the total Hawker 400XP fleet numbers 232 in operation worldwide. 52 (22.4%) of the Hawker 400XP in-operation fleet are leased, according to JETNET. By continent, North America has the largest fleet percentage (70%), followed by South America (13%) and Asia (10%) for a combined total of 93%. Aircraft Index see Page 143

AirCompAnalysis October.qxp_ACAn 20/09/2016 11:46 Page 2

HOW MANY

SEATS?

HAWKER 400XP

(Manufactured between 2004-2010)

$2.45 Million (2010 Model)

vs.

CESSNA

CITATION ULTRA (Manufactured between 1994-1999)

$1.5 Million (1999 Model)

PUTTING THESE TWO BUSINESS JETS HEAD TO HEAD HOW MUCH

4600

RUNWAY

DO I NEED?

3510

(Balanced field length, ft) 0

1000

HOW FAR

2000

3000

CAN WE TAKE?

CRUISING SPEED?

(Nautical Miles. 4 Pax)

(Lbs)

1519

500

1000

LONG RANGE

(Knots)

2015 2000

500

1000

1500

HOW MANY

OPERATION?

EACH MONTH?

UNITS IN

6000

WHAT’S THE

PAYLOAD

5000

HOW MUCH

CAN WE GO?

1651 1500

4000

NEW/USED SOLD

2250 2000

410 372 2500

100

200

300

400

500

WHAT’S THE

COST PER MILE?

587 232

276

1 (11%)

3 (11%)

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

$2.98 $3.83

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

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(Direct operating costs based on 1000nm mission carrying 800lbs payload) October 2016 – AVBUYER MAGAZINE

 83

AirCompAnalysis October.qxp_ACAn 20/09/2016 16:06 Page 3

FLIGHT DEPARTMENT T AIRCRAFT COMPARATIVE

Table A - US Flight Activity - Hawker 400XP Flights Total Distance (stat miles) Total Time (hrs)

US Flight Activity

2014

2015

Difference

20,174

19,967

-207

-1.0%

9,457,301

8,990,921

-466,380

-4.9% -5.5%

1,544,635

1,459,105

-85,530

Avg Airframe Distance (nm)

468

450

-18

-3.8%

Avg Airframe Flight Time (hrs)

-3

-3.9%

In a comparison of Hawker 400XP operations in 2015 versus 2014, Table A (left) reveals a 1% decrease in the number of flights during 2015, while the distance travelled by the operational fleet declined 4.9% and flight hours decreased 5.5%.

Payload & Range

Source: FAA - ETMSC; JETNET

Table B - Payload & Range MTOW (lb)

Max Fuel (lb)

Fuel Usage (GPH)

Max Payload (lb)

Avail Payload w/Max Fuel (lb)

Max Fuel Range (nm) 4 Pax

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

Hawker 400XP

16,300

4,912

200

2,015

603

1,519

750

Citation Ultra

16,300

5,771

201

2,250

779

1,651

1,259

Model

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

The data contained in Table B (left) are published in the B&CA, Online edition, but also sourced from Conklin & de Decker. As we have mentioned in past articles, a potential operator should focus on payload capability as a key factor. The Hawker 400XP ‘Available Payload with Maximum Fuel’ (603 lbs) is less than that offered by the Citation Ultra (779 lbs). Additionally, Table B shows the fuel usage by each aircraft (sourced from Aircraft Cost Calculator). There is minimal difference in the fuel usage of the Hawker 400XP and the Citation Ultra at 200 versus 201 gallons per hour (GPH) respectively.

Cabin Cross-Sections

Chart A - Cabin Cross-Sections Beechcraft Hawker 400XP

Cessna Citation Ultra

According to Conklin & de Decker, the Hawker 400XP cabin volume is 305 cubic feet with 15.5 ft. cabin length. The Citation Ultra has slightly more cabin volume (310 cu. ft.) with 17.3 ft. length. Chart A (left), courtesy of UPCAST JETBOOK, offers a cabin cross-section comparison and shows the Hawker 400XP offers more width (4.92ft vs 4.83ft), but less height (4.75ft vs 4.80ft) than the Citation Ultra. However, the Hawker 400XP offers a flat floor cabin.

Range Comparison

As depicted by Chart B (top, right) and using Wichita, Kansas, as the origin point the Hawker 400XP shows slightly less range coverage than the Citation Ultra, per data from Aircraft Cost Calculator (ACC). Note: For jets and turboprops, ‘Seats-Full Range’ Source: UPCAST JETBOOK

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Aircraft Index see Page 143

AirCompAnalysis October.qxp_ACAn 20/09/2016 16:07 Page 4

AIRCRAFT COMPARATIVE T FLIGHT DEPARTMENT

Chart B - Range Comparison

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

Hawker 400XP Cessna Citation Ultra

1150.50 Nm 1227.53 Nm

Powerplant Details

The Hawker 400XP is powered by two Pratt & Whitney Canada JT15D-5R engines each offering 2,965 lbst. The Citation Ultra is powered by two Pratt & Whitney Canada JT15D-5D engines with 3,045 lbst.

Cost Per Mile

Using data published in the May 2016 B&CA Planning and Purchasing Handbook and the August 2016 B&CA Operations Planning Guide we will compare our aircraft. The nationwide average Jet A fuel cost used from the August 2016 edition was $4.90 per gallon at press time, so for the sake of comparison we’ll chart the numbers as published. Note: Fuel price used from this source does not represent an average price for the year. Chart C (right) details ‘Cost per Mile’ and compares the Hawker 400XP to its competition, factoring direct costs and with each aircraft flying a 1,000nm mission with an 800 pound (four passengers) payload. The Hawker 400XP shows the lowest cost per nautical mile at $2.98 compared to $3.83 for the Citation Ultra - a difference of 22.2% cost per nautical mile in favor of the Hawker 400XP.

Chart C - Cost Per Mile* S

Citation Ultra

Advertising Enquiries see Page 4

$2.00

$0.00

US $ per nautical mile

Total Variable Cost

The ‘Total Variable Cost’ illustrated in Chart D (right) is defined as the Cost of Fuel Expense, Maintenance Labor Expense, Scheduled Parts Expense and Miscellaneous Trip Expense. The Total Variable Cost for the Hawker 400XP computes at $1,334 per hour, which is 11.1% less than the Citation Ultra at $1,501 per hour.

Q $2.98 Q $3.83

Hawker 400XP

*1,000 nm Mission costs, 800lbs payload

Chart D - Variable Cost Hawker 400XP Citation Ultra $500



$1,000

Q $1,334 Q $1,501 $1,500

US $ per hour

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October 2016 – AVBUYER MAGAZINE

AirCompAnalysis October.qxp_ACAn 20/09/2016 16:07 Page 5

FLIGHT DEPARTMENT T AIRCRAFT COMPARATIVE

Table C - Aircraft Comparison Long Range Speed (kts)

Cabin Volume (cu ft.)

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

Used Vref Price $ US Mil

In-Operation

% For Sale

Average Sold Per month*

Hawker 400XP

410

305

750

$2.4 - 2010

232

10.8%

Citation Ultra

372

310

1,259

$1.7 - 1999

276

10.9%

Model

Data courtesy of Conklin & de Decker, Orleans, MA, USA; JETNET: Vref; ACC- Aircraft Cost Calculator *Average Full Sale Transactions in the past 12 months; Source: JETNET

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

20.00 %

32.00 %

19.20 %

11.52 %

5.76 %

MACRS SCHEDULE FOR PART 135 Year Deduction

14.29 %

24.49 %

17.49 %

12.49 %

8.93 %

8.92 %

8.93 %

4.46 %

Source: NBAA

Table E - MACRS Depreciation Schedule 2010 Hawker 400XP - PRIVATE (PART 91) Full Retail Price - Million Year

$2.400 1

20.00 %

32.00 %

19.2 %

11.5 %

5.8 %

Depreciation ($M)

$0.5

0.8

0.5

0.3

0.1

Depreciation Value ($M)

$1.9

1.2

0.7

0.4

0.1

Cum. Depreciation ($M)

$0.5

1.2

1.7

2.0

2.3

2.4

Full Retail Price - Million

$2.400

Rate (%)

2010 Hawker 400XP - CHARTER (PART 135) Year

14.3 %

24.5 %

17.5 %

12.5 %

8.9 %

4.5 %

Depreciation ($M)

$0.34

0.59

0.42

0.30

0.21

0.11

Depreciation Value ($M)

$2.06

1.47

1.05

0.75

0.54

0.32

0.11

0.00

Cum. Depreciation ($M)

$0.3

0.9

1.4

1.7

1.9

2.1

2.3

2.4

Rate (%)

Source: Vref

Aircraft Comparison Table

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

AVBUYER MAGAZINE – October 2016

aircraft in-operation and percentage ‘For Sale’ are as reported by JETNET. The Hawker 400XP has 10.8% of its fleet currently ‘For Sale’ and the Citation Ultra at 10.9% ‘For Sale’. Also, the average number of pre-owned transactions (sold) per month for

the Hawker 400XP is much lower, at 1 unit per month, than Citation Ultra at 3 per month.

Depreciation Schedule

Aircraft that are owned and operated by businesses are often depreciable for income tax purposes under the Modified

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Accelerated Cost Recovery System (MACRS). Under MACRS, taxpayers are allowed to accelerate the depreciation of assets by taking a greater percentage of the deductions during the first few years of the applicable recovery period (see Table D, above center). In certain cases, aircraft may not qualify under the MACRS system and must be depreciated under the less favorable Alternative Depreciation System (ADS) where depreciation is based on a straight-line method, meaning that equal deductions are taken during each year of the applicable recovery period. In most cases, recovery periods under ADS are longer than recovery periods available under MACRS. There are a variety of factors that taxpayers must consider in determining if an aircraft may be depreciated, and if so, the correct depreciation method and recovery period that should be utilized. For example, aircraft used in charter service (i.e. Part 135) are normally depreciated under MACRS over a seven-year recovery period or under ADS using a twelve-year recovery period. Aircraft used for qualified business purposes, such as Part 91 business use flights, are generally depreciated under MACRS over a period of five years or by using ADS with a sixyear recovery period. There are certain uses of the aircraft, such as non-business flights, that may have an impact on the allowable depreciation deduction available in a given year. Table E (bottom, left) depicts an example of using the MACRS schedule for a 2010 Hawker 400XP business aircraft in private (Part 91) and charter (Part 135) operations over five- and sevenyear periods, assuming a preowned retail value of $2.4m, per Vref Pricing guide.

Asking Prices & Quantity

Chart E (overleaf, top), sourced from the Multi-Dimensional Economic Evaluators Inc. (www.meevaluators.com), shows a ‘Demand’ chart for the Aircraft Index see Page 143



LEAS Single October.qxp_LEAS 22/09/2016 10:25 Page 1

Price - $1,775,000

Price - $19,995,000

2009 Gulfstream G550 s/n 5063 16 pax

2009 Hawker 400XP s/n RK-513 8 pax

On RR Corporate Care, APU on MSP, On HAPP & MPP, Enhanced Nav. FANS 1A CPDLC, WAAS w/LPV, TCAS 7.1, ADS-B Out, Wi-Fi, US Based, Excellent Pedigree, Aft Galley, Fwd Crew Rest

Collins ProLine 4 Avionics, 360 Hrs TSHS, One Owner Since New, No Damage History, RAAS, Maintained to Part 135 Standards by Hawker Beech, Atlanta, On CASP

Price - $4,995,000

Price - $18,295,000

2007 Sikorsky S76C++ s/n 760698 6 pax Engines 100 Hrs TSOH, Gear Box on Power Train Assurance, Stunning Interior, Emerg. Flotation Sys., EMS Sky Connect, UNS1 w/WAAS LPV, Major Hourly & Calendar Insp. 2/2016

2005 Gulfstream G550 s/n 5070 13 pax PlaneView Enhanced Avionics, 12-24-36-48-72-Mo. In Progress at Gulfstream Long Beach, Aft Lav w/Shower, Fwd Crew Lav, Private Office w/Desk, Detailed Interior w/Rare Tiger Wood, APU Encl. Mod, U.S. Based

Price - $3,995,000

1996 Gulfstream GIVSP s/n 1268 13 pax Engines on 100% JSSI, APU on MSP, Avionics on HAPP, -150 APU Upgrade, Paint & Interior Excellent, TCAS 7.1, MCS-6000 SATCOM, Airshow 4000, 12-24-36 Mo. 12/2015, 72-Mo. 3/2013, Previously Oper. Part 135

+1 201-891-0881

1995 Gulfstream GIVSP s/n 1262 13 pax RR Corporate Care, APU on Condition on MSP, Avionics on HAPP, Oper. Part 135, Wi-Fi, Axxess II Irid SAT Phone, 96-Mo & 120 Mo. c/w 2/2011, 72-Mo. 12/2012. Fwd & Aft Lavs, APU Encl.Ventilation Mod, P & I Excellent

aircraftsales@leas.com

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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

AirCompAnalysis October.qxp_ACAn 20/09/2016 16:09 Page 6

FLIGHT DEPARTMENT T AIRCRAFT COMPARATIVE

Productivity Comparisons

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

Chart E - Aircraft Demand Comparison A Study of Pre-owned Hawker 400XP Compared to the Citation Ultra Business Jets

The red line is very well correlated with an adjusted R2 of 97.1%

Chart F - Productivity Comparisons $3.0

Price (Millions)

pre-owned Hawker 400XP. The current pre-owned market for the Hawker 400XP aircraft shows a total of 25 aircraft ‘For Sale’ with only 13 displaying an asking price, thus we have plotted them. We also added the pre-owned Citation Ultra with asking prices. The equation that we derived from these asking prices and other criteria used should enable sellers and buyers to compare, and perhaps adjust their offerings, if necessary. While each serial number is unique, the Airframe (AFTT) hours and age/condition will cause great variations in price. Our research suggests that the market for used Hawker 400XPs and Citation Ultras respond to at least two features: Quantity and Asking Prices. Of course, the final negotiated price remains to be decided between the seller and buyer before the sale of an aircraft is completed.

AVBUYER MAGAZINE – October 2016

$2.0

1999 Citation Ultra

$1.0

$0.0 0.100000

1. Range with full payload and available fuel; 2. The long range cruise speed flown to achieve that range; 3. The cabin volume available for passengers and amenities. Others may choose different parameters, but serious business aircraft buyers are usually impressed with Price, Range, Speed and Cabin Size. After consideration of the Price, Range, Speed and Cabin Size, we can conclude that the Hawker 400XP displays a high level of productivity. The high level of productivity is largely due to the fact that the Hawker 400XP offers a considerably lower cost per mile and lower variable cost compared to the Citation Ultra

2010 Hawker 400XP

0.124000

0.148000

0.172000

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

but at a higher price (2010 vs 1999). The Hawker 400XP is also faster, while both aircraft are similar in many of our other comparisons, with the Ultra holding the edge in Maximum Payload with Full Fuel, Range and Cabin Volume. Operators should weigh up their mission requirements precisely when picking which option is the best for them.

Summary

Within the preceding paragraphs we have touched upon several of

the attributes that business aircraft operators value. There are other qualities such as airport performance, terminal area performance, and time to climb that might factor in a buying decision, however. The Hawker 400XP continues to be somewhat popular today. Those operators in the market should find the preceding comparison useful. Our expectations are that the Hawker 400XP may continue to do well in the pre-owned market for the foreseeable future. T

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Casestudy Oct16.qxp_Layout 1 20/09/2016 14:31 Page 1

BOARDROOM T CASE STUDY

High-Flyers’ Interview

Business Aircraft: They’re Not Just for Mahogany Row

Yves Roch, Chief Executive of Lausanne-based Fly 7 Executive Aviation, is putting his Pilatus PC-12 to good use providing quick, efficient links throughout Europe – and not only for those who you’d think can afford it. Rani Singh discovers more… oasting a fleet of 13 business aircraft, ten of Fly 7’s aircraft are in fact Pilatus PC-12s. These single-engine turboprops are based in various locations, including Cannes, France; Liege, Belgium; and Lausanne and Geneva, Switzerland. An additional exclusive agreement with Rani Singh writes about Helsinki-based Hendell Aviation gives Fly 7 access aviation. A sought after to what was the first commercialy operated PC-12 Journalist and author she also reports on news, foreign in Europe. affairs, politics and business According to Mr. Roch, many of his European with the world’s largest news clientelle have businesses in remote locations. organization.

AVBUYER MAGAZINE – October 2016

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“Flying privately in a PC-12 increases the number of feasible airports in Europe to 2,000 destinations, because we can land on small runways. “We find that our corporate clients appreciate the discretion that smaller airports can offer. Moreover, reduced security controls means less time spent waiting, thus they enjoy a considerable gain of time; more time to be productive in their business activities. It is easy to understand why this is an attractive travel alternative for local business men, such as bankers, who wish to retain a low-profie.” Aircraft Index see Page 143

Casestudy Oct16.qxp_Layout 1 20/09/2016 10:22 Page 2

PHOTO © MATTHIAS GEIGER

(BOTTOM LEFT) MATTI AUTERINEN, CHAIRMAN, HENDELL AVIATION AND (RIGHT) YVES ROCH, CHIEF EXECUTIVE, FLY 7

So why is the PC-12 such an instrumental aircraft to Fly 7’s operations? “Being based in Lausanne we offer our clients a very good alternative to flying from Geneva,” Roch explains. “With the PC-12 - the largest aircraft that can land at Lausanne - we can compete with Light jets whilst also accessing other small, local runaways such as Saanen Airport that would otherwise not be accessible to our passengers. “Our customers are flying a lot from St. Tropez or Courchevel and the PC-12 enables us to respond to Advertising Enquiries see Page 4

the needs of our market segment perfectly. Our entrepreneurs can get closer to their preferred destinations, allowing them to make a day trip to visit clients, partners or factories in less time than it would take in a commercial airline, or even a larger private jet.”

Schedules Running Like Clockwork…

There are many puns to be made about a Swiss charter company helping its clients’ business schedules tick like clockwork – but on a serious www.AVBUYER.com

 October 2016 – AVBUYER MAGAZINE

Casestudy Oct16.qxp_Layout 1 20/09/2016 10:22 Page 3

BOARDROOM T CASE STUDY

note, Roch does offer the example of how the local watchmakers benefit greatly from the use of the PC-12. “The famous Swiss watchmakers are mostly based in a region called La Chaux-de-Fonds, a small town that is a fair distance from the main hubs of Geneva, Basel or Zurich,” Roch explains. “La Chaux-de-Fonds has a good, but small airport. There’s only one aircraft that can fly commercially out of this airport – namely our PC-12. So we are flying a lot from La Chaux-de-Fonds to Paris, or other destinations to enable the watchmakers to get their business done further afield in a single day. We are also able to bring clients directly to the factory doorsteps.” Roch feels that the PC-12 is essentially a niche market. “It’s marketed as an aircraft with a big cabin and an interior capacity that no other small business aircraft can provide. Fly 7 is one of only a few players in the market utilizing a PC-12 for charter.”

Business Aviation for All

Yves is well aware that Business Aviation has an unjustified reputation for being a luxury market, but he is keen to point out a new venutre, Fly Me Home, in which the less prosperous are able to benefit from the services of the company’s PC-12s. 92

AVBUYER MAGAZINE – October 2016

“We also conduct medical flights for a local hospital,” he explains. “We reduce ambulance costs by coming much closer to the hospital. The flights are partially funded by the hospital, but are mainly funded by our generous donors. “We are also having flight hours donated by the owners of the aircraft in our fleet, to bring terminally ill patients back to their families and loved ones. Full medical assistance is not always necessary to do that kind of flight – but thanks to Fly Me Home we can offer those patients the opportunity to spend their last moments in the place they love, with the people they love.”

In Summary

According to Roch, Fly 7 is getting an increasing number of requests for its Fly Me Home service. “We have already made four trips, and believe me; it is an amazing feeling when you see the relief on the patient’s face to finally be where their heart is! “For people who may not have the money to fund a trip in a private aircraft but have the need, to be able to benefit from the convenience of Business Aviation is just great news!” T More information from http://www.fly7.ch/

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Aircraft Index see Page 143

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BOARDROOM T OWNERSHIP

Keeping BizAv Relevant to Others

Why Message Management & Delivery are Important in Business Aviation Focus and brevity are essential elements in presenting a winning argument for Business Aviation, notes David Wyndham. successful communicator and author once stated, “I know that you believe you understand what you think I said, but I'm not sure you realize that what you heard is not what I meant." While amusing, this statement reflects the challenges that decision makers and managers face when conveying ideas or proposing actions to be taken. From the boardroom to the cockpit to the living room, effective communication is critical for our survival. A diverse Board of Directors can consist of leaders from various disciplines. Directors with a financial background can sit next to engineers, doctors, marketing pros, and experts from many other disciplines. While participants all speak business, their individual backgrounds and experiences can cloud their perception of what they hear. In cockpit communications, pilots must speak clearly and concisely so that any pilot or controller can understand what is said. "Taxi to Runway 18" is not clearance to taxi “onto runway 18.” Even at home, "Does this dress look good on me?" can lead to serious miscommunication (by the way, the correct answer is that YOU make the dress look awesome).

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

AVBUYER MAGAZINE – October 2016

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The Big Five

There are five parts to communication, including: Sender; Message; Medium; Receiver; and Feedback. Let’s look at ways to help get your message across. As the sender, organize your thoughts to be clear and direct. What do you need to convey? How short can you state that need? Can something written in three pages be reduced to three paragraphs? Can that be restated in three sentences, or even one? What is the most desired result or action based on what you say? In general, keep your message short. US President Lincoln's iconic Gettysburg Address was only 268 words long. In 1863, when he was dedicating the cemetery at the site of a momentous Civil War battle, the public was used to oratories lasting hours. Lincoln’s address was the equivalent of a Twitter message in its day. Brevity is using just enough words to convey the point. In February 2015, Satya Nadella took the reigns as Microsoft’s CEO. His first communication to his employees was critical to starting off in the right direction. In this one sentence— “The opportunity ahead will require us to reimagine a lot of what we have done in the past for a mobile and cloud-first Aircraft Index see Page 143

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BOARDROOM T OWNERSHIP

“...when the pilot, the executive, the lawyer and the CFO sit down to discuss Business Aviation, things can easily be misunderstood or worse.”

world, and do new things.”— Nadella defined Microsoft’s new direction. Nadella made it clear to all employees that Microsoft’s success would be based on a mobile-first strategy. To succeed, new things had to be created and done differently than in the past. He wanted Microsoft to know that its best days were yet to come and that he had a strategy to achieve that Vision.

Medium and Message

Some experts in communications like to say that the medium is the message, which may or may not be correct depending on circumstances. It is clear, however, that how you choose to communicate is very important. Carefully select your medium, be it verbal or written, and tailor your delivery to work within that medium. Face-to-face often is the most effective, but in today’s era of electronic messaging and highly dispersed locations for key personnel, knowing how to deliver a compelling message electronically is essential. Know your target audience and keep your message focused on that target. With regard to an aircraft selection, for example, make sure your acquisition team keep things pointed in the right direction, which is getting an aircraft to support the goals of the company. For the Board or the employees, make sure that everyone is able to connect the aircraft with the corporate mission. For example, I did an aircraft justification study for a company in financial difficulty. Corporate Headquarters was in a rural area. Operations were spread over half of the US. They had a light business jet. That jet was a critical tool that enabled the CEO and his team to visit their

AVBUYER MAGAZINE – October 2016

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operating locations on a regular basis. Face-to-face communication with the company managers was essential. No jet, and the CEO’s work (and the company) suffers. But many employees still saw the CEO getting into the jet as a perk. Part of the perception problem was that the Aviation Department was at the airport and rarely seen downtown. Thus the message needed to focus on how a business aircraft increased the effectiveness of the executive team and therefore benefitted the entire company. The audience for that message included employees as well as shareholders.

Receiving a Clear Message

Professionals use a lot of insider language or jargon. Abbreviations and jargon can shorten sentences but can also cause confusion. Thus it is essential to know who will receive the message being delivered. As long as we stay within our discipline, communication can be effective most of the time, but when the pilot, the executive, the lawyer and the CFO sit down to discuss Business Aviation, things can easily be misunderstood or worse. Know your audience and avoid verbal shortcuts that risk misinterpretation. Business aircraft are important tools that enable face-to-face interactions. When communicating the need for the aircraft and the missions it will achieve, have the message crafted for your audience and get the feedback that demonstrates they understand the value of Business Aviation. T Are you looking for more Business Aviation Ownership articles? Visit www.avbuyer.com/articles/ category/business-aviation-ownership Aircraft Index see Page 143

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BOARDROOM T BUYING & SELLING

Lost Aircraft Logbooks

What’s the Impact on Aircraft Value? Jeremy Cox, Sr. Certified Aircraft Appraiser, makes the unambiguous case for maintaining aircraft logs in proper order.

he FAA advises all aircraft owners that they are legally required to keep and maintain all of the following records pertaining to an aircraft and its key components (see FAR 91.405/91.417/AC43-9): • • • • • • • • • •

Records of maintenance; Records of alterations; Copies of all FAA Form 337 issued against the aircraft; Records of required or approved inspections; Current inspection status; List of unairworthy discrepancies; Current Airworthiness Directives compliance status; Records of total time-in service; Records of time since overhaul; Status of life-limited parts.

Such records are only required to be retained until the work is repeated, superseded by other work or 98

AVBUYER MAGAZINE – October 2016

for one year (except for altimeter and transponder checks, which are to be retained for two years). Operationally, the FAA also requires that the following documentation be aboard the aircraft at all times: • • • • •

Airworthiness certificate; Registration certificate; Radio station license (international operations only); Operating limitations (AFM, or POH); Weight & balance documents.

Have you ever heard the term ‘Provenance’? It is used extensively by the major auction houses like Sotheby’s and Christies, and its definition according to Merriam-Webster is: 1. Origin, Source; 2. the history of ownership of a valued object, or work of art or literature. Another relevant term is ‘Pedigree’. This is particularly popular amongst horse breeders, but I often hear it used when talking about an aircraft.

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Aircraft Index see Page 143

Buying & Selling Oct 16.qxp_Layout 1 20/09/2016 09:23 Page 2

any, FAA Form 337s issued for the aircraft. All FAA 8130 airworthiness tags, all work order packages, invoices, manuals, and logbooks should be complete, concise, and stored, ready to be included with the aircraft at the time of sale to a new owner.

2. Establishing and Maintaining Pedigree

Again Merriam-Webster defines it as follows: 1. The history of the family members in a person’s, or animal’s past, especially when it is good or impressive; 2. The origin and history of something, especially when it is good or impressive.’ The history of an aircraft is documented in its log books. Probably every reader will agree that an aircraft is a ‘valued object.’ To elevate a specific aircraft to being an example with ‘pedigree,’ its ‘history’ has to be ‘good’ or impressive (preferably both). How can ‘pedigree’ occur in an aircraft? Consider the two following responses to that question…

1. Achieving ‘Good’ History

The aircraft can’t have any damage history. The aircraft must be maintained by following the recommended Factory Maintenance Program, achieved either by an OEM service center or by a well-known and reputable MRO that is a certified repair station. All mandatory and preferably all recommended Service Bulletins must be accomplished, and the interior is fire-blocked. No items should be installed under a field approval, and no insurance claims be made against the aircraft. There should be few, if Advertising Enquiries see Page 4

Pedigree is not quite as conclusive as ‘Good’ History, because the issue is subjective to different people, each of whom brings with them varying points of view. The classic expectation of Pedigree is usually achieved when an aircraft is ‘one owner since new’ and the owner is a Fortune 500 or similarlyrated company. The aircraft will have been operated and maintained exclusively under cfr 14, FAR Part 91 privately (or its equivalent outside of the USA), and lastly its total-time and landings will reflect the standard 400 to 500 hours per annum use. Highertime/cycle aircraft have a perceived diminished pedigree even though they meet all of the other requirements. The aircraft will have at least an ‘8’ rating for both paint and interior. Some people consider that an aircraft that is certified and operated under cfr 14, FAR Part 135 conversely has a higher pedigree than one flown exclusively under FAR Part 91. I can see this point of view, but I do not agree with it. The opposite of good pedigree, by most people’s expectations (mine included), is one that has had more than three previous owners, flies charter regularly, has high-time, has a ratty interior and exterior paint, and has obviously been “used hard, and put away wet”. Regardless of where an aircraft fits in the spectrum of Good History and Pedigree, it still garners a certain book and market value. Pedigree, etc. will elevate the desirability of the applicable aircraft, along with its matching higher value. A ‘dog’ aircraft still rates a US Dollar value, even though that value will be lower and ‘days on market’ considerably longer than an aircraft with good pedigree.

Lost or Missing Log Books/Records

Consider the following sad story: A maintenance office containing the records of multiple aircraft, burnt to the ground. This single event affected the value of more than ten large turbine business aircraft. I handled the sale of one of the affected aircraft years later, and I remember how some of the logbooks were literally photocopies of burnt and charred pages – some only 25% of their original size, i.e. 75% of the page was burnt away! Determining value of the aircraft affected was difficult. Always accomplish the following actions: 1. Store all of your Log Books and Archive Records in a fireproof, waterproof and lockable filing cabinet/safe. www.AVBUYER.com

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

“ Store all of your Log Books and Archive Records in a fireproof, waterproof and lockable filing cabinet/safe.”



October 2016 – AVBUYER MAGAZINE

Buying & Selling Oct 16.qxp_Layout 1 20/09/2016 09:23 Page 3

BOARDROOM T BUYING & SELLING

Perform a digital scan or digital image of every page of your archive records, and use the same protocol for all existing and future records. Often this digital backup creates a significantly useful tool for the in-house Director of Maintenance, because if ‘optical character recognition’ (OCR) works with your chosen archival database system, the entire history of the aircraft will be searchable digitally. This feature is amazingly useful, especially during a pre-buy inspection.

The FAA recognizes that the use of ‘wood-pulppaper’ records are quickly becoming obsolescent, and in 2002 it issued Advisory Circular No. 120-78, titled: Acceptance and use of electronic signatures, electronic recordkeeping systems, and electronic manuals. Electronic records do not guarantee that all prospective buyers will be satisfied with the aircraft’s pedigree. There will always be a perception issue, where a percentage of aircraft buyers only consider the purchase of an aircraft that has physical paper records by the box-load, instead of a simple thumbdrive or link to a data storage cloud. Jeremy Cox is experienced in presenting his expertise at aviation meetings, seminars and conferences. If you have an upcoming event and would like to discuss having Jeremy present, you can contact him via jcox@jetbrokers.com

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Bottom Line

So, how much value will be lost if an Appraiser can’t read your entire modification, maintenance and repair history? The Aircraft Bluebook Price Digest publishes in its ‘User’s Handbook’ the following advice regarding the value impact of ‘missing log books’: Electronic records do not guarantee that all prospective buyers will be satisfied with the aircraft’s pedigree. “The fact that an aircraft does not have original or complete log books diminishes its value. The reason for missing log books could well be innocent and out of the owner’s control – theft or destruction by fire,

AVBUYER MAGAZINE – October 2016

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for example – but the result is the same. Missing log books mean that the aircraft’s history is no longer available for scrutiny. If an aircraft has damage in its history or has had lapses in maintenance, destruction of that airplane’s log books would be a convenient way to hide these facts. “If an aircraft has been maintained by one facility or mechanic, the log books could be reconstructed, and doing so minimizes the impact of missing log books. “The question remains: how much to deduct for missing log books. Research indicates that missing log books could diminish the value of an aircraft by as little as 10% or as much as 25%.” The National Aircraft Appraisers Association offers the following Guide Note information: “Beginning immediately, when dealing with lost log books an NAAA member should use twice the major damage deduction on piston engine airplanes as the average reduction in value. From there the member will evaluate the situation regarding that particular aircraft and decide whether a higher or lower reduction is warranted. “If an aircraft has no log books not only will the reduction be twice the major damage deduction but the appraiser may choose to make it higher based on the individual situation. In addition, the engine will be run out, the propeller will be run out, and an estimate for complying with all AD notes will be made. It may also be necessary to estimate the cost of complying with other airworthiness issues such as an annual inspection… “For turbine aircraft continue to use the same methods and values you have been using. The damage deductions for turbine aircraft are significant.” When I run the damage deduction numbers through the NAAA proprietary software, twice the Major Damage Deduction usually results in a 30% reduction in the base value of a ‘Missing logbook aircraft’. T Aircraft Index see Page 143

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BOARDROOM T INSURANCE

Improving on Your War Risk Coverage Insurance Coverage for War Risks, Hijacking & Other Allied Perils Stuart Hope dissects War Risk insurance and explains how to make it watertight. very aviation insurance hull and liability policy contains a blanket exclusion for all War Risk perils. Prior to the events of 9/11, coverage for War Risk perils was commonly purchased for a small additional premium since the perceived risk of a loss caused by any of the war perils was considered minimal. The world changed after 9/11. For those who owned aircraft at that time, you will recall the War Risk underwriters exercised their contractual option to cancel all coverage [War Risk perils only, not the entire insurance policy]. That action wreaked absolute havoc in the aviation insurance world. Several weeks following the terrorist attacks, insurance carriers re-evaluated the exposure, rerated the coverage and again offered War Risk coverage - but at premiums exponentially higher than previously charged. Most owners had no option but to purchase the coverage as lienholders required it as part of the insurance conditions

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

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contained in their loan agreements. There is a separate insurance market that sells coverage for War Risk perils. In effect you have a policy within a policy. When you purchase coverage for War Risk perils you are removing all but one war risk exclusion. Most folks don’t realize how many perils are excluded, so here they are: 1.

War, invasion, acts of foreign enemies, hostilities (whether war be declared or not), civil war, rebellion, revolution, insurrection, martial law, military or usurped power or attempts at usurpation of power. Any hostile detonation of any weapon of war employing atomic or nuclear fission and/or fusion or other like reaction or radioactive force or matter (this coverage is simply not available at any premium). Strikes, riots, civil commotions or labor disturbances. Aircraft Index see Page 143

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BOARDROOM T INSURANCE

5. 6.

“While not a conventional insurance contract, TRIA improves coverage for the Terrorism peril...”

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Any act of one or more persons, whether or not agents of a sovereign power, for political or terrorist purposes and whether the loss or damage resulting there from is accidental or intentional. Any malicious act or act of sabotage. Confiscation, nationalization, seizure, restraint, detention, appropriation, requisition for title or use by or under the order of any government (whether civil, military or de facto) or public or local authority. Hi-jacking or any unlawful seizure or wrongful exercise of control of the aircraft or crew (including any attempt at such seizure or control) made by any person or persons on board the aircraft acting without your consent.

Uncovered

Depending on how you count them, that’s roughly 25 perils. Which exclusion do you think is the one war underwriters will not remove? If you guessed War Risk number 2, you would be correct. Nuclear is considered uninsurable. There is debate in the industry as to whether the Nuclear peril might be covered under the Terrorism Risk Insurance Program Reauthorization Act [commonly known as TRIA] since the coverage trigger is controlled by three individuals of the US Government who declare an event a terrorist act. Once this group certifies the circumstances as meeting the definition of a terrorist act under the Program, the TRIA coverage should be activated. If true, purchase of the TRIA coverage is much more important to consider.

AVBUYER MAGAZINE – October 2016

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Insurance companies remain undecided on this issue. In order to hedge the bet, in my opinion the smart money is on purchasing TRIA coverage, which in effect provides protection for only one event—terrorism as defined by the US Government in its TRIA Act. Consider a dirty bomb attack on an airport facility where aircraft are contaminated and the event is certified as a terrorist act under TRIA. While definitely not covered under the War Risk Perils insurance [nuclear exclusion], I cannot imagine the US government would allow insurance companies to make the argument that nuclear is not covered under the TRIA act and therefore not pay. While not a conventional insurance contract, TRIA improves coverage for the Terrorism peril including a broad coverage trigger, more favorable cancellation provisions and removal of the aggregate limit. In any event, the take-away is this: Purchase of coverage for War Risk Perils is a no brainer. For a small additional premium, you remove 25 perils that were previously excluded but now are covered. For our corporate aircraft clients, we don’t offer War Risk coverage as an option. It is included as part of their coverage—period, end of story. As discussed in a prior article, you should also consider purchase of per-occurrence war and TRIA coverage. The world is becoming such a crazy place. Have the conversation with your aviation insurance broker sooner rather than later. T Are you looking for more Business Aviation Insurance articles? Visit www.avbuyer.com/articles/category/ business-aviation-insurance

Aircraft Index see Page 143

NOVEMBER 1– 3, 2016 ORLANDO, FL

ATTEND THE WORLD’S LARGEST BUSINESS AVIATION EVENT Join 27,000 industry professionals for the most important three days of business aviation, with over 1,100 exhibitors, 2 static displays of aircraft – one inside the exhibit hall and the other outside at Orlando Executive Airport, and over 50 education sessions. Visit the NBAA-BACE website to learn more and register today.

Community News Oct2016.qxp_Layout 1 20/09/2016 10:44 Page 1

COMMUNITY NEWS T BIZAV REVIEW

Citation Longitude Ground Tests

BizAv Bites Bombardier is planning a series of temporary “pauses” of Global 5000 and 6000 completions in Montreal as it continues to manage costs, the Canadian aircraft manufacturer confirmed to AIN recently. The pauses “are really minor adjustments on a small scale,” according to a spokesman, who emphasized that the company will honor customer commitments. www.aero.bombardier.com BOMBARDIER

Progress Continues as Cessna Fires Up Longitude Engines… Cessna has taken the next step toward first flight of the

Citation Longitude, completing the initial ground engine tests on the Super-Mid-Size jet’s Honeywell HTF7700L turbofans.

he ground engine tests are designed to verify engine start, fuel system and autothrottle functions, along with avionics, electrical and hydraulic system interfaces. Having successfully mated the wing and fuselage of the first Longitude in May, just six months after unveiling details of the aircraft, it continues to make steady progress. The Longitude is the company’s latest innovation as Textron Aviation continues to invest in its family of larger business jets. The aircraft is designed specifically for maximum passenger comfort. State-of-theart cabin technology will allow passengers to manage their environment and entertainment from any mobile device, while standard high-speed internet maximizes in-flight productivity. With seating for up to

12 passengers, the Longitude features a stand-up, flat-floor cabin with a standard double-club configuration and a class leading walk-in baggage compartment fully accessible in flight. The clean-sheet Longitude integrates the latest technology throughout the aircraft, and features the next evolution of the Garmin G5000 flight deck. The aircraft is expected to offer a full fuel payload of 1,500 lbs, a maximum cruise speed of 476kts and a high-speed range of 3,400nm. With optional head-up display and enhanced vision capability, the Longitude facilitates eyes-up flying. Meanwhile, the spacious cockpit will incorporate easier access and an ergonomic design that fully focuses on crew comfort and efficiency. www.cessna.txtav.com

Embraer Executive Jets has introduced an auto-racing-inspired enhancement package of interior refurbishment options and exterior paint schemes for current Phenom 100 owners. Dubbed Phenom Ace as a nod to the racing theme, the upgrade aims to “bring a new life to the aircraft” while appealing to owners’ “passion for performance,” said company vice president of interior design Jay Beever. www.embraerexecutivejets.com Leonardo-Finmeccanica announced that the first flying tilt-rotor AW609 prototype flew to the company’s Philadelphia plant following a recent resumption of flight testing. Departing from Arlington, TX, the aircraft’s flight plan included an overnight stop in Huntsville, AL, before arriving in Philadelphia, PA.  www.leonardocompany.com LEONARDO-FINMECCANICA

The BEST AIRCRAFT FOR SALE SEARCH

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ONLINE I PRINT I BROADCAST I EVENTS

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Aircraft Index see Page 143

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VALUES REPORT: Gulfstream G-650 - 2012 Sold Sept. 9, 2016 Sold Value: $63.25 Million

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Community News Oct2016.qxp_Layout 1 20/09/2016 10:45 Page 2

COMMUNITY NEWS T BIZAV REVIEW

New App for G650 Crews

BizAv Bites Piaggio flew the first production Avanti EVO—registered as I-PDVS at the company’s new Villanova d’Albenga, Italy plant. The twin turboprop made its maiden flight from the facility's adjacent runway at Clemente Panero International Airport on Thursday, less than one year after aircraft production was moved from Genoa. The EVO is due to be delivered next month to an undisclosed customer. www.piaggio.aero

PIPER

Increased Situational and Operational Awareness Gulfstream has developed the first phase of its intuitive Performance iPad app to help Gulfstream operators streamline their flight operations…

companion to Gulfstream’s PlaneBook electronic suite of flight crew information, the Performance iPad app enables a Gulfstream G650 or G650ER flight crew to quickly calculate precise performance data for the take-off and landing phases of flight, replacing paper charts and manual calculations. The results are displayed in simple, easy-to-understand graphics, reducing the flight crew’s preparation time and workload and increasing their situational and operational awareness. The Gulfstream Performance app uses a model-specific weight-and-balance file validated by Gulfstream Flight Operations,

allowing operators to quickly determine their take-off and landing weights after inputting the number of passengers along with cargo and fuel load. The app includes real-time airport data, while app users can automatically receive real-time weather data when there is an internet connection. Additional models for the app are planned, and future enhancements will include cruise and mission planning along with a stand-alone weight and balance computation ability. The Gulfstream Performance app is available from the Apple App Store for all G650/G650ER PlaneBook users.

Piper’s M500 has received European Aviation Safety Agency (EASA) approval, allowing Piper to kick off a major sales campaign to bring the M500 to the European market, according to Piper President and CEO Simon Caldecott. Formerly known as the Meridian, the five-place aircraft has Garmin G1000 avionics with an Aspen EFD-1000 standby indicator and other features such as electronic stability protection and synthetic vision. www.piper.com Textron Aviation will move production of the Cessna Caravan to its Independence, Kansas, facility to make room for production of its newest business aircraft at its Wichita factory. The shift isn’t expected to affect employees’ jobs, but will make room in Wichita for production of the Citation Longitude, expected to enter service late next year, and the Denali turboprop. www.txtav.com T TEXTRON

www.gulfstream.com

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ONLINE I PRINT I BROADCAST I EVENTS

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Aircraft Index see Page 143

DEDICATED TO HELPING BUSINESS ACHIEVE ITS HIGHEST GOALS.

T H E O B S TA C L E S I N T H E I R F L I G H T PAT H

W E R E G R E AT E R T H A N A N Y S T O R M . For America’s aviation pioneers, the skies were a dangerous place. But Alfred Anderson sought to change all that. He became one of our country’s first African American pilots and flight instructors––training the famed Tuskegee Airman. Anderson took flying seriously. A trait we share at NBAA. We’ve been promoting flight safety and security for thousands of our members for decades. Making the skies a safer place to be. Because business aviation enables greater opportunities. And at NBAA, we enable business aviation.

Join us at nbaa.org/join.

NARA CHAIRMAN PUTS HIS HEAD ON THE LINE FOR THE NEXT GENERATION. National Aircraft Resale Association Chairman, Johnny Foster, is so committed to the NARA Business Aviation Scholarship Initiative, that he is offering up his head in sacrifice to raise money for contributions. Johnny will submit to the humiliationâ&#x20AC;&#x201D; and possible painâ&#x20AC;&#x201D;of having his lush beard and head shaved bald in exchange for contributions to the NARA Scholarship. Your donation will encourage students to pursue careers in fields like flight crew, maintenance technician, scheduling, management, sales, marketing, finance, legal, insurance and other specialties.

See the video at NARAaircraft.com/scholarship

Please donate generously. The aerospace industry has a lot to gain. And Johnny has a lot to lose. Live at the NARA Chalet in the NBAA static display in Orlando, Tuesday, November 1, 2016, 1 p.m.

To see the video and to donate with Paypal visit NARAaircraft.com/scholarship

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October 2016

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

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Sean advertorial - Products & Services October.qxp_Layout 1 22/09/2016 10:34 Page 1

PRODUCTS & SERVICES Blackhawk Modifications Texas-based Blackhawk Modifications is working on FAA STC approval for a Beechcraft King Air 350 engine upgrade that replaces the original 1,050-shp Pratt & Whitney Canada PT6A60A engines with 1,200-shp (flat-rated to 1,050 shp) PT6A67As. The engines and new, five-blade composite propellers from MT were recently installed on the company’s King Air 350 test bed and, according to Blackhawk, initial performance has been “promising.”

In hot conditions, the company has seen climb rate more than double from sea level to the FL350 service ceiling, reducing time-to-climb to 18 minutes. Cruise speeds have also increased by as much as 37 knots, up to a maximum of 340 knots at engine power limits. The STC will include a new flight manual supplement with full performance specifications for flight-planning purposes. The company expects the initial certification to cover all Rockwell Collins Pro Line II equipped 350s with analog engine instruments, and it is working with Garmin on G1000 compatibility on the initial STC. A separate STC is intended for King Air 350s equipped with the Pro Line 21 avionics suite. Blackhawk said the Hartzell 105-inch-diameter five-blade composite propeller will be available as an option, while Raisbeck Engineering is working to upgrade its newly certified Hartzell swept, four-blade aluminum propeller assembly to be compatible with the PT6A-67A installation. www.blackhawk.aero

Clay Lacy

Deer Jet

Clay Lacy Aviation, considered the world’s most experienced operator of private jets, adds twelve business jets to its expanding fleet since the start of 2016. The new additions include seven long-range, large-cabin aircraft, two supermidsize jets, and three light jets from Bombardier, Dassault Falcon, Embraer and Gulfstream. Nine of these aircraft will be available for private jet charter. www.claylacy.com

Deer Jet, China’s largest aviation services provider, has become the first FBO operator in the Asia-Pacific region to join the Air Elite Network. By joining the World Fuel Services-sponsored group, Deer Jet will begin accepting the Avcard at eight of its FBOs in mainland China, making them part of a network of 7,600 locations to welcome the aviation credit card.“More than a new milestone addition, by accepting Avcard, Deer Jet’s FBOs are ensuring that clients receive efficient services at every step of the air travel experience, making it easier for clients to charge fuel, maintenance, charters, catering, flight training and many other aviation services at [our] FBOs,” said Deer Jet chairman and CEO Zhang Peng. “Once again Deer Jet is

JSSI Jet Support Services, Inc. (JSSI), the leading provider of hourly cost maintenance programs for the business aviation industry, has introduced engine coverage for the new Pratt & Whitney Canada PW210S that powers the Sikorsky S-72D. JSSI is also introducing Airframe Parts-Only coverage for the MD Explorer. Today, JSSI offers Tip-to-Tail, Engine, Airframe, and APU coverage for over 350 different aircraft models, including more than 75 helicopters. www.jetsupport.com

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promoting the upgrading and global competitiveness of China’s business aviation.” www.deerjet.com

www.AVBUYER.com

Aircraft Index see Page 143

Sean advertorial - Products & Services October.qxp_Layout 1 22/09/2016 10:35 Page 2

PRODUCTS & SERVICES GARMIN Garmin International Inc. announced recently that it was breaking ground on a $200 million dollar facility expansion at its Olathe, Kansas campus. The campus expansion is designed to position the technology company as a leading innovator well into the future. The implementation of the company’s previously approved master plan will occur in two phases. The first phase includes an approximately 720,000 square foot manufacturing and distribution center located on its Olathe campus, which will take two years to complete. A large portion of this new development will significantly expand manufacturing for the company’s aviation business segment, providing the capacity needed to serve aircraft manufacturers and aircraft owners for decades to come. The second phase of the expansion will include the renovation of the existing Garmin warehouse and manufacturing space into a state-of-the-art research and development facility and supporting office space. This phase is expected to take an additional two years to finish, with the full project nearing completion in late 2020. In other news, Garmin’s G5000 integrated flight deck has achieved STC approval for retrofit in the Beechjet 400A and Hawker 400XP. The avionics suite features two touch-screen controllers and three 12-screen displays capable of displaying as many as six independent pages simultaneously in the landscape orientation. The touch-screen controllers are mounted in portrait orientation below the displays.

www.garmin.com

Guardian Avionics

Rockwell Collins

In response to growing demand for USB power in General Aviation cockpits as the use of tablets and smart phones becomes more common, Guardian Avionics has produced a new line of USB power solutions for both panel mounted and remote mounted applications. The new iFDR Power 250 series provides small, but highly capable power conversion, bringing 9 to 48 VDC systems down to 5 VDC at 2.1 amps to safely power most consumer electronics using a USB-A connection – including most smart phones and tablets like the iPhone and iPad. The iFDR Power 250 models were designed to be used as both stand-alone units and integrated with the popular iFDR Panel Mount line for iPhones and iPads currently offered by Guardian Avionics. www.guardianavionics.com

Advertising Enquiries see Page 4

Rockwell Collins’ Future Airspace Navigation System (FANS) 1/A solution for Dassault Falcon 2000 and Falcon 2000EX aircraft that have been upgraded with Pro Line 21 avionics is now certified under a supplemental type certificate held by Dassault Falcon Jet. The FANS 1/A solution is available from authorized Rockwell Collins dealers as an option with the Pro Line 4™ to Pro Line 21 upgrade. With FANS 1/A, Falcon 2000 and 2000EX aircraft operators will comply with regulations for operating over the North Atlantic and be able to access preferred wind-efficient transatlantic routes to save time and fuel. www.rockwellcollins.com

www.AvBuyer.com

October 2016 – AVBUYER MAGAZINE

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D A S S A U LT F A L C O N 7 X

YEAR: 2013

AIRFRAME HOURS: 625

C A PA C I T Y: 1 2 PA X

SERIAL NUMBER 218 AIRFRAME CYCLES: 278

HIGHLIGHTS • • • • • • • •

Interior in exceptional condition High quality finishes Low time Engines covered by Eagle Service Plan (Gold Plan) APU enrolled on Honeywell’s Service Plan (Gold Plan) Always been hangared Equipped with RAAS and LSS Certified for commercial operations under EU-OPS1

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BOMBARDIER GLOBAL 6000 YEAR: 2014

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Very nice interior Less than 600 hrs Engines covered by Rolls-Royce Corporate Care APU enrolled on Honeywell MSP State-of-the-art equipment on avionics Forward Galley Certified for commercial operations under EU-OPS1

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GULFSTREAM 550 YEAR: 2013

C A PA C I T Y: 1 3 PA X

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Elite interior option Immaculate interior Airframe covered by Plane Parts Engines covered by Rolls Royce Corporate Care APU enrolled on Honeywell’s Service Plan Certified for commercial operations under EU-OPS1

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BOMBARDIER GLOBAL EXPRESS XRS | SERIAL NUMBER 9306 YEAR: 2009

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AIRFRAME HOURS: 2379

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Tailor-made interior with high quality finishes Maintenance tracking on CAMP Certified for commercial operations under EU-OPS1/EASA Equipped with CES SOFTWARE Ver. 7 Global office interface LAN Airshow Interactive Passenger Tailwind 500 Avionics features: BATCH 3 - CPDLC - ADS-B OUT - TCAS 7.1 Two Lavatories

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Aviatrade Falcon 2000 October.qxp 20/09/2016 17:10 Page 1

S H O W C A S E

Best Deal in the Falcon 2000 Market

1999 Falcon 2000 Serial Number: Registration:

098 M-ABCD

Airframe TT: Landings:

9748.3 6073

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

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

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

Asking Price $3.75MM

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

118

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www.AVBUYER.com

Aircraft Index see Page 143

Aviatrade Falcon 2000 October.qxp 20/09/2016 17:10 Page 2

S H O W C A S E

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

www.AvBuyer.com

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

119

Aviatrade G650 August.qxp 20/09/2016 17:13 Page 1

S H O W C A S E

2013 Gulfstream G650 Serial Number: Airframe TT: Landings:

6043 828 224

APU 559 Hrs Engines on Rolls Royce Corporate Care APU on Honeywell MSP Gulfstream Plane Parts Avionics and Equipment Integrated Digital Avionics System, including: four (4) flat-panel LCD Electronic Display Units triple Modular Avionics Units (MAUs) a Guidance Panel dual Standby Multifunction Controllers (SMC) three (3) Multi-Function Control Display Units (MCDUs) dual Cursor Control Devices (CCDs) Primary sensors consisting of: four (4) Multifunction Air Data Probes (MFPs) triple Inertial Reference Systems (IRS) dual Global positioning Systems (GPS) Head Up Display Enhanced Vision System Dual Loading LAN Management Unit Cockpit Printer Communications and Navigation Systems, including: Minimum Navigation Performance (MNP) Reduced Vertical Separation Minimums (RVSM) FANS I/A oceanic position reporting and communication three (3) Multi- Function Control Display Units (MCDUs) CPDLC ADS-B Out TCAS II 7.1 Dual HF Transceivers

Triple VHF through two (2) VHF transceivers and one (1) NAVCOM unit VHF Navigation, Instrument Landing System (ILS), and Marker Beacon Automated Direction Finder (ADF) Dual (MODE S) ATC transponders Traffic Collision Avoidance System (TCAS) Dual Distance Measuring Equipment (DME) Transceivers Three-dimensional (3D) color weather radar system Dual digital radio altimeters Satellite Communications System (SATCOM) ASC003 SATCOM Direct Datalink Service Provider Enhanced Ground Proximity Warning System (EGPWS) Emergency Locator Transmitter (ELT) ASC007 Weather Radar with Predictive Wind Shear Next Generation Radar (NEXRAD) Flight Data Recorder System (FDR) Cockpit Voice Recorder (CVR) Central Maintenance Computer (CMC) FAR Part 135 compliant Cabin/Interior Forward Left-Hand Cabinet Forward Right-Hand Closet/Storage Cabinet Crew Rest Compartment (Forward RH), including One (1) RCO Engineering Inc. manually operated single seat Forward Lavatory Forward Cabin Bulkheads with Pocket Door Mid Cabin Bulkheads with Pocket Door Aft Cabin Bulkheads and Door Forward Galley/Galley Annex, including:

Crystal storage in lighted compartment Stainless steel trimmed appliance stack comprised of: One (1) manual fill Iacobucci Hi-Fly dual-cup espresso/cappuccino maker One (1) manual fill Iacobucci Hi-Fly American coffee/tea maker Microwave oven Convection oven with overboard vent Two (2) ice drawers each including: Canned and bottled drink storage Refrigerator with removable shelves and freezer compartment Quartz Polymer Surface Countertop Passenger Cabin Three-position conference table Electrically operated console tables Four (4) RCO Engineering Inc. manually operated single seats (28” wide) with: Full flat berthing capability (floorplan permitting) 12.1” widescreen HD LCD monitor in inboard armrest Headphone storage and headphone jack in outboard armrest Two (2) RCO Engineering Inc. manually operated single seats (25” wide) with: Full flat berthing capability (floorplan permitting) 12.1” widescreen HD LCD personal monitor in inboard armrest

BEST DEAL IN THE PRE-OWNED G650 MARKET AVIATRADE INCORPORATED

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

120

AVBUYER MAGAZINE – October 2016

www.AVBUYER.com

Aircraft Index see Page 143

Aviatrade G650 August.qxp 20/09/2016 17:13 Page 2

S H O W C A S E

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

www.AvBuyer.com

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

121

Jet Sense Aviation, LLC Excel October.qxp_Empyrean 22/09/2016 10:49 Page 1

S H O W C A S E

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

560-5172 N562P 4962 4194

• Can Be Delivered As-Is or with Zero-Time Engines • Externally Serviceable Lav • Single Point Refueling • APU • TCAS II Change 7 • Enrolled in CESCOM • Flight Data Recorder (FDR) • Upgraded 76 Cu Ft Oxygen System • Fresh Doc Inspections: 1-4,6,7,11,16,17,18,19,23,24,25,26,27, 34,35,36,40,44,45,50 and Prebuy Engines Pratt & Whitney 545A Left THSN: 4962 Hours TCSN: 4194 Cycles THS HSI: 2557 Hours

Right 4627 Hours 3915 Cycles 2191 Hours

APU Description: Honeywell RE100 Serial Numbers: P-221/3800722-1 Total Hours Since New: 2683 Hours

Avionics Honeywell Primus P-1000 Dual Universal UNS-1Csp Allied Signal TCAS II w/ Change 7 Allied Signal EGPWS Dual Honeywell NAV NV-850 Dual Honeywell DME DM-850 Dual Honeywell ADF DF-850 Dual Honeywell VHF TR-850 HF KTR-950 Honeywell Primus 880 (Color) Universal 12 Channel Dual Honeywell XS-833E w/ Mode S EHS Fairchild A200S CVR Honeywell XS-852B Mode S Artex C406-2 ELT w/ Nav Interface Honeywell IC 600 Autopilot Interior Number of Passengers: Nine (9) Refreshment Center Location: Fwd Refreshment Center Lavatory Location: Aft Lav Other Notable Features: Champagne Leather Seating with Aft Side Facing Belted Lav Seat with Flushing Potty, Forward Two Seat Divan, Right Hand Forward Storage Cabinet, Aft Left Hand Storage Cabinet and Toilet Exterior Base Paint Color: White Stripe Colors: Blue and Brown Asking Price: $3,495,000 with Zero-Time Engines or $1,995,000 As-Is

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

122

AVBUYER MAGAZINE – October 2016

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

Aircraft Index see Page 143

Jet Sense Aviation, LLC Lear 40XR October.qxp_Empyrean 22/09/2016 10:50 Page 1

S H O W C A S E

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

2104 N550DN 4786.2 3888

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

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

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

Advertising Enquiries see Page 4

www.AvBuyer.com

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

October 2016 – AVBUYER MAGAZINE

123

Jet Sense Aviation, LLC Lear 60XR October.qxp_Empyrean 22/09/2016 10:50 Page 1

S H O W C A S E

Asking price $3,525,000 2008 Learjet 60XR Serial Number: Registration: Airframe TT: Landings:

348 N550DG 3935 2742

• ESP Gold • Enrolled in SMART PARTS • Fresh A Inspection in February 2016 • TCAS II w/ Change 7 • Enrolled in CAMP• Part 135 Ready • New Paint Striping 7/15 • No Damage History • Always US Registered • Always Bombardier Maintained • Complete Logbooks • New Carpet Installed - March 2016 Engines Left Engine Description Pratt & Whitney PW305A THSN: 3862 Hours TCSN: 2694 Engines Left Engine Description Pratt & Whitney PW305A THSN: 3862 Hours TCSN: 2694 Avionics 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 FMS: Dual Collins FMS 5000 ADF: Dual Collins ADF-462 Cockpit Voice Recorder: Universal CVR-120 Communications: Dual Collins VHF 422C DME: Dual Collins DME-442 Navigation: Dual Collins VIR-432 Transponder: Dual Collins TDR-94D Radar: Collins WXR-840 Color Weather Radar System ELT: Artex C406-2 MHz ELT w/Nav Interface Interior Fireblocked, XR Executive Floor Plan A (Eight Passengers) 7 Passenger Seats and 1 Belted Lavatory Seat. The Cabin Features Four-Place Executive Club Chairs with Two (2) Executive Fold-Out Tables and a Forward Three-Place Divan. Forward Galley and the Standard Lavatory is Located Aft of the Main Cabin. External Baggage Compartment Exterior New Striping 2015. Top Fuselage is Matterhorn White. Bottom Fuselage is Royal Blue. Accent Stripes are Silver Additional Features Enrolled on SMART PARTS ICG ICS-100 Iridium SATCOM Airshow 410 Emergency Lighting System Enrolled in CAMP R.V.S.M. Capable Fwd and Aft Monitors (L.C.D.) SONY Cabin Entertainment System - DVD system

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

124

AVBUYER MAGAZINE – October 2016

www.AVBUYER.com

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

Aircraft Index see Page 143

JetPro Texas King Air B200 August.qxp_Heeren Cit Ultra sep 21/09/2016 09:45 Page 1

S H O W C A S E

2003 King Air B200 Blackhawk XP61 Serial Number: Registration:

BB-1833 N375JP

Airframe TT: Landings:

5,789 4,425

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

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

REDUCED PRICE OF $2,495,000

Please contact: Don and Sam Starling

Advertising Enquiries see Page 4

www.AvBuyer.com

Tel: +1 (254) 848 9192 Mob: +1 (254) 716 2981 E-mail: sales@jetprotexas.com www.jetprotexas.com October 2016 – AVBUYER MAGAZINE 125

Sorens Group October.qxp 21/09/2016 15:29 Page 1

S H O W C A S E

2010 Gulfstream G450 Serial Number: Registration; Airframe TT: Landings:

4181 M-SWAN 1897 763

•Engines Enrolled on Rolls-Royce Corporate Care Program •APU Enrolled on Honeywell MSP contract •Aircraft Enrolled on Gulfstream PlaneParts Program •Hangar parking Engines L/H Engine: TAY MK 611-8C Serial Number: 85371 R/H Engine: TAY MK 611-8C Serial Number: 85372 Engines Enrolled on Rolls-Royce Corporate Care Program APU GTCP36-150(GIV) Serial Number: P-296 Actual APU hours: 1844.5 APU Enrolled on Honeywell MSP contract 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 • SV-PFD Synthetic Vision - Primary Flight Display • Triple Honeywell VHF Communication Systems • Triple Honeywell VHF Navigation Systems

• Addressing and Reporting System With Satellite Communication • Link And Cockpit Printer Two Side-Mounted Cursor Control Devices Interior • Fourteen (14) passenger executive interior. The forward cabin features a forward four (4) place club with pull out tables as well as a crew refreshment area and forward crew vacuum lavatory. • The mid cabin area offers a four (4) place left side conference group opposite a credenza which incorporates the Cabin Entertainment System, facsimile machine and miscellaneous storage. The aft cabin beings at a hard partition divider and features a right side four (4) place divan opposite a two (2) place club arrangement. Aft passenger vacuum lavatory. The forward galley features both High- Temp and Microwave ovens as well as both Coffee & Espresso makers. The cabin Entertainment System features an Airshow 4000 System. There are also three (3) 220V/50Hz Universal Type Power Outlets located throughout the cabin. Options/Features • SecurePlane 500 Aircraft Security System With Three Cameras Cockpit Printer, • Dual Davtron Clocks, Dual Rosen Cockpit Sunvisors, Common Keyed Locks • Walker Young Tow Bar Assembly Passenger Address System Scott Portable • Oxygen System, Therapeutic Oxygen System

Sorens Group Ltd 1 1\2 Miles Northern Highway, Belize City, Belize

126

AVBUYER MAGAZINE – October 2016

www.AVBUYER.com

Tel: +43 (664) 430-12-27 Email: sales@sorens.aero www.sorens.aero

Aircraft Index see Page 143

Naljets October.qxp_Empyrean 21/09/2016 09:48 Page 1

S H O W C A S E

2014 Bombardier Challenger 350 Serial Number: Airframe TT:

20530 920

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

NalJets Contact: Craig McLeod

Advertising Enquiries see Page 4

www.AvBuyer.com

Tel: +44(0)191 2500459 Mobile: +44 (0)795 894 4422 Email: sales@nalijets.com Naljets.com October 2016 – AVBUYER MAGAZINE

127

IAG Falcon 50 EX October.qxp 21/09/2016 10:37 Page 1

S H O W C A S E

NEW Price $4,095,000 2000 Dassault Falcon 50EX Serial Number: Registration: Airframe TT: Landings:

304 N909JM 5637.7 4118

• Fresh Maintenance and Landing Gear Detailed Inspections • One US Owner Since New • Unmatched Pedigree, No Expense Spared • Engines/APU On MSP Gold • WAAS/LPV • ADS-B Out • AirCell Axxess II SatCom • GoGo Biz High-Speed Data • Dry Bay Mod • Always Operated FAR 135 • New Paint 2010 Airframe Certificate Of Airworthiness 7/21/00 Completion Facility Dassault Little Rock Engines Engine Plan MSP Gold. Engine Model 3 x TFE731-40-1C Engine #1 Engine #2 Engine #3 S/N: P115273 P115266 P115270 TSN (HRS) 5608.1 5608.1 5608.1 CSN 4089 4089 4089 MPI Due 7891.5 7891.5 7891.5 CZI Due 10891.5 10891.5 10891.5 Avionics AFIS 1 Allied Signal Audio Panels 3 Baker Autopilot (AP) 1 Collins APS-4000

Automatic Direction Finder (ADF) 2 Collins ADF-462 Cockpit Voice Recorder (CVR) 1 Honeywell SSCVR Communication Transceivers (VHF) 2 Collins VHF-422C Distance Measuring Equipment (DME) 2 Collins DME-442 Emergency Locator (ELT) 1 Socata ELT-97 Flight Data Recorder (FDR) 1 Honeywell SSFDR Flight Director (FD) 1 Collins EFIS-4000 (v 6.1) Flight Management System (FMS) 3 Collins FMS-6100 Global Positioning System (GPS) 2 Collins GPS-4000S (12 Channel) HF Radio (HF) 2 Collins HF-9000 Intertial Reference System (IRS) 2 Honeywell LASEREF IV Navigation Receivers (NAV) 2 Collins VIR-432 Radio Altimeter 1 Collins ALT-55B Secondary Flight Display 1 Meggitt Interior Seating 9 Jump Seat Right Hand Side Facing Crew Jump Seat Galley TIA Coffee Maker and High Temp Oven Forward Cabin 4 Place Double Club Aft Right Side 3 Place Divan Aft Left Side 2 Place Club Aft Lavatory Exterior New Paint 3/2010 by Duncan Battle Creek White Upper Fuselage, Tan Lower Fuselage and Underbelly, Royal Blue Accent Stripes

Manhattan Seattle Silicon Valley 128

AVBUYER MAGAZINE – October 2016

www.AVBUYER.com

Cass Anderson or Jeff Habib Managing Partners +1 212 888 7979 info@iagjets.com www.iagjets.com Aircraft Index see Page 143

IAG 2002 Falcon 2000 September.qxp 21/09/2016 10:39 Page 1

S H O W C A S E

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

183 N903GS 4628 2034

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

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

Manhattan Seattle Silicon Valley Advertising Enquiries see Page 4

www.AvBuyer.com

Cass Anderson or Jeff Habib Managing Partners +1 212 888 7979 info@iagjets.com www.iagjets.com October 2016 – AVBUYER MAGAZINE

129

Jetcraft October.qxp 21/09/2016 09:59 Page 1

S H O W C A S E

2006 GULFSTREAM G550

S/N

5094

HIGHLIGHTS

AIRFRAME

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

TOTAL TIME SINCE NEW:

(as of May 16, 2016)

10,180.5 Hours

TOTAL LANDINGS SINCE NEW: 3,315 Landings AIRWORTHINESS DATE: November 15, 2005 HOME BASE: Europe MAINTENANCE TRACKING: CMP CERTIFICATION: Currently Operated - EU OPS

FULL SPECS ON WWW.JETCRAFT.COM

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

AIRFRAME TOTAL TIME SINCE NEW:

(as of July 12th, 2016)

1,473 Hours

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

FULL SPECS ON WWW.JETCRAFT.COM

JETCRAFT.COM info@jetcraft.com

130

AVBUYER MAGAZINE – October 2016

www.AVBUYER.com

+1 919 941 8400

Aircraft Index see Page 143

Jetcraft October.qxp 21/09/2016 09:59 Page 2

S H O W C A S E

2016 BOMBARDIER GLOBAL 6000 HIGHLIGHTS â&#x20AC;¢ Q1 2016 New Completion â&#x20AC;¢ Full Program Enrollments Available â&#x20AC;¢ Swift Broadband High Speed ,QWHUQHW *OREDO 2IÂ¿FH â&#x20AC;¢ Comprehensive Bombardier Warranty Â&#x2021; 7KLUWHHQ 3DVVHQJHU &RQÂ¿JXUDWLRQ FULL SPECS ON WWW.JETCRAFT.COM

S/N

9704

AIRFRAME TOTAL TIME SINCE NEW:

DV RI 0DUFK

30.9 Hours

TOTAL LANDINGS SINCE NEW: &\FOHV COMPLETION DATE: Q1 2016 LOCATION Viewable at Jet Aviation â&#x20AC;&#x201C;

St. Louis (KCPS)

PROGRAM COVERAGE : Bombardier Smart Parts Enrollment Available MAINTENANCE TRACKING : CAMP CERTIFICATION: Currently Operated - FAR 91

2008 DASSAULT FALCON 7X S/N 030 HIGHLIGHTS Â&#x2021; ($6\ ,, $YLRQLFV â&#x20AC;¢ Full EASy II CPDLC (ATN + FANS 1/A), ADS-B Out & LPV Upgrades â&#x20AC;¢ Fully Programmed â&#x20AC;¢ Swift Broadband High Speed Internet Â&#x2021; )RXUWHHQ 3DVVHQJHU &RQÂ¿JXUDWLRQ

AIRFRAME TOTAL TIME SINCE NEW:

(as of July 30, 2016)

4,591 Hours

TOTAL LANDINGS SINCE NEW: 2,299 Landings ENTRY INTO SERVICE DATE: 19 November 2008 PROGRAM COVERAGE: 'DVVDXOW )DOFRQ &DUH MAINTENANCE TRACKING: CAMP CERTIFICATION: Currently Operated - EU OPS 1

FULL SPECS ON WWW.JETCRAFT.COM

JETCRAFT.COM info@jetcraft.com

Advertising Enquiries see Page 4

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+1 919 941 8400

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

131

Mente September.qxp 21/09/2016 10:07 Page 1

S H O W C A S E

Asking price: Make Offer

1998 Falcon 900EX Serial Number: Registration: Airframe TT: Landings:

32 N794SE 9491.2 5601

Engines Honeywell TFE731-60-1C Engine Program: MSP GOLD No 1 Engine s/n P112204 9490.2 hours, 5600 cycles No 2 Engine s/n P112205 9478.3 hours, 5594 cycles No 3 Engine s/n P112200 9490.4 hours, 5600 cycles APU Honeywell GTCP36-150F. 4587.6 hours. APU Program: MSP Avionics Programs: HAPP & CASP ADF Dual Collins ADF-462 Air Data Computer Dual Collins ADC-3000

Jim Lewis, Cell: +1 (503) 550-5503 Tel: +1 (503) 291-1650 E-mail: jlewis@mentegroup.com

Avionics Package Honeywell Primus Elite w DU-875 upgrade Broadband Go-Go Global Coverage Comm Radios Triple Collins VHF-422A w 8.33 spacing & FM immunity CVR (Digital) Honeywell Solid State DME Dual Collins DME-442 FDR (Digital) Honeywell Solid State FMS w LPV Triple Honeywell NZ-2000 w 6.1, GPS w WAAS Dual Honeywell GNSSU Hi-Frequency Dual Bendix King KHF-950 w single Coltech SELCAL IRS Triple Honeywell Laseref III Nav Radios Dual Collins VIR-432 w FM Immunity Radar Altimeter Dual Honeywell AA-300 RVSM Compliant SATCOM Honeywell MCS-7120 Satcom for FANS1/A (Go-Go service) SATPHONE Go-Go Global Coverage (3 handsets)

TAWS Honeywell Mark V EGPWS w/ windshear TCAS Collins TCAS-94 w/ change 7.1 Transponder Dual Collins TDR-94D VHF Comm Triple Collins VHF-4000 Weather Radar Honeywell Primus 880 XM Graphical Weather XM Interior Cockpit seating rebuilt in 2010. 12 pax interior; Fwd 4 place club, mid-cabin double conference and dining group, aft cabin with 3 place berthable divan and VIP seat with 17” monitor. Neutral tan leather seats and carpet replaced in 2015. Forward Galley with dual coffee makers, convection oven, and microwave oven Exterior Matterhorn White by Duncan Av. (Aug 2016). Buyer can choose striping

Asking price: $10.25M

2008 Bombardier Challenger 300 Serial Number: Registration: Airframe TT: Landings:

20204 N302R 3,803 1839

Engines Honeywell HTF-7000. Engine Program: MSP Left Engine s/n P118541. Current Time: 3803 hrs, 1840 cycles. MPI next due: On-Condition. CZI next due: On-Condition Right Engine s/n P118540. Current Time: 3803 hours, 1840 cycles. MPI, next due: On-Condition. CZI, next due: On-Condition APU Honeywell GTCP36-150(BD). APU Program: MSP 2456 Hours Avionics ADF: Collins NAV-4000 ADS-B Out: Collins TDR-94D

Air Data Computer: Dual Collins ADC-3000 Avionics Package: Collins Pro Line 21 Broadband: Go-Go ATG5000 w Talk and Text Comm Radios: Dual Collins VHF-4000 w/ 8.33 spacing CVR (Digital): L-3 Solid State Database Loader: DBU-4000 Digital Voice Checklist: CMS400-1-R5 DME: Dual Collins DME-4000 FDR: L-3 Solid State FMS (w V-speed option): Dual Collins FMS-5000 GPS (w WAAS/LPV): Dual Collins GPS-4000A Hi-Frequency: Dual Collins HF-9031A w SELCAL IFIS: Dual Integrated Flight Information System Nav Radios: Dual Collins NAV-4000 Radar Altimeter: Collins ALT-4000 RVSM: Compliant SATCOM: Dual Iridium (2 handsets, 1 wireless) + Data

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

132

AVBUYER MAGAZINE – October 2016

www.AVBUYER.com

Delray Dobbins, Cell: +1 (214) 551-5151 Tel: +1 (214) 351-9595 E-mail: ddobbins@mentegroup.com Link w SELCAL TAWS: Collins TAS-5000 TCAS: Collins TCAS II (TTR-4000), version 7.1 Transponder: Dual Collins TDR-94D VHF Comm: Triple Collins VHF-4000 Weather Radar (Enhanced): Collins WX-1000E XM Weather: XM Interior Interior features a double club configuration (8 pax) with headrests and leg rests on several forward facing seats plus a belted lav, audio and light controls located at each club seat. Seating is done in neutral leather. Dark colored high gloss cabinetry. Neutral carpeting with patterned aisle. Forward deluxe full service galley includes a Microwave & Hot Liquid Dispensers. Aft Lavatory offers hot & cold water & removable tank. Additional amenities include a DVD/CD Player, IPOD

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

Aircraft Index see Page 143

SIUS International October.qxp 21/09/2016 10:10 Page 1

S H O W C A S E

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

0067 HB-VJB 7301

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

Sius International

Advertising Enquiries see Page 4

www.AvBuyer.com

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

October 2016 – AVBUYER MAGAZINE

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S H O W C A S E

M R Pr ajo ed ic r uc e tio n

CAAP G280 September.qxp 21/09/2016 14:41 Page 1

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

2054 N186RW 55 15

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

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

134

AVBUYER MAGAZINE – October 2016

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Tel: +1 817 428 9200 Fax: +1 817 428 9201 Email: gherbst@caap.com www.caap.com

Aircraft Index see Page 143

CAI October.qxp 21/09/2016 10:13 Page 1

S H O W C A S E

2008 Legacy 600 Serial Number: 1069 Registration: N600YC Airframe TT: 595 Landings: 381 Engine Rolls Royce Model AE 3007A1E - Rolls Royce Corporate Care Left Engine: S/N CAE-313127 595 TTSN 381 TCSN Right Engine: S/N CAE-313135 595 TTSN 381 TCSN APU: Honeywell Sunstrand APS500R (with APU Silencer) 895 hrs/396 cycles since new Avionics/Radios Honeywell Primus 1000 Five 8” X 7” displays (2 PFD, 2 MFD, and 1 EICAS) Dual integrated computers Dual communication system (Integrated VHF/ mode S diversity transponder) with 8.33 kHz frequency spacing Dual navigation systems (NAV/ADF/DME) Dual FMS + GPS Dual Inertial Reference System (IRS) Dual Radio Management Units (RMU) Communications Management Unit (CMU) with 3rd VHF Emergency Locator Transmitter (ELT) Solid state Cockpit Voice Recorder (CVR) Solid state Flight Data Recorder (FDR) EFB with EPOP s/w

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

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

Advertising Enquiries see Page 4

www.AvBuyer.com

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

(561) 433-3510 (561) 433-3842 (561) 289-3355 jp@caijets.com www.caijets.com

October 2016 – AVBUYER MAGAZINE

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Avitrade dps October.qxp_Layout 1 21/09/2016 10:19 Page 1

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

Falcon 7X

Legacy 650

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

Avitrade dps October.qxp_Layout 1 21/09/2016 10:20 Page 2

Tel: +32 10 617 153 Fax: +32 10 617 957 Cell: +32 475 621 539 Email: info@avitradebelgium.com www.avitrade.eu • Fresh full refurbishment and fresh 1c for sale by owner

Engines • 2009 Falcon 7X with Crew Rest • 11 PAX +4 • s/n 046 • VQ-BAA • EU-OPS1 • TTSN 3740 • TCSN 932 • No Damage • One owner since new • ESP/MSP GOLD • UNDER FALCON CARE • EASY II+ • HUD EVS • 2 EFB • SDR Router +wifi • 1C check ongoing in Basel with Jet Aviation • Fully refurbish March 2016

Asking Price - $23.500.000USD

Asking Price - $12.900.000USD

Asking Price - $12.950.000USD

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

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

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

Altus.qxp_Layout 1 21/09/2016 10:47 Page 1

ARE YOU SATISFIED WITH YOUR AIRCRAFT BEING JUST ANOTHER ON A LIST?

WE ARE NOT. CONTACT US TO FIND OUT WHAT WE DO DIFFERENTLY.

ELITE SERVICE FOR ELITE CLIENTS

Find out more about our services: AltusAviation.com | Info@AltusAviation.com US: +1 888 337 3439 | EU: +49 1766 255 5634

P139-142.qxp 21/09/2016 15:14 Page 1

Marketplace Dassault Falcon 2000

Skyservice Jet Sales Price:

$4,600,000 USD

Year:

1999

S/N:

Reg:

C-GSMR

TTAF:

5595

Location: Canada

Bombardier Challenger 350

Skyservice Jet Sales Price:

Make offer

Year:

2014

S/N:

20519

Reg:

C-GJDU

TTAF:

590

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

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

Location: Canada

Embraer Phenom 100

Skyservice Jet Sales Price:

$2,395,000 USD

Year:

2012

S/N:

50000255

Reg:

C-GYMT

TTAF:

1403.4

Location: Canada

Cessna Citation CJ2

Skyservice Jet Sales Price:

$4,600,000 USD

Year:

2013

S/N:

525A-0511

Reg:

C-FIAS

TTAF:

1605.8

Location: Canada

Cessna Citation CJ3

Skyservice Jet Sales Price:

$3,900,000 USD

Year:

2007

S/N:

525B-0145

Reg:

C-FFCM

TTAF:

1781.1

Location: Canada

Tel: +1 (403) 592-3715 E-mail: jetsales@skyservice.com Low time Embraer Phenom 100 engines enrolled in P&W Eagle Service Plan Gold), airframe enrolled in Embraer Executive Care (EEC) program, electronic charts and much more. Avionics: Garmin Prodigy flight deck, G1000 Avionics. GMC 715 Guidance Panel. GSA 81 Low Torque Autopilot servos. KRX1053 HF Comm Transceiver W/Selcal. GMA 1347D audio panels. PS440 HF control display unit. Interior: Jet beds (2). 5 PAX seating (belted lav certified for take off and landing). Rigid Lav door. 6 Life Vests. Smoke Goggles. Sheepskin covered crew seats Additional Information: Aircraft enrolled in CAMP. RVSM certified.

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

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

www.aircraftsales.com Advertising Enquiries see Page 4

www.AVBUYER.com

October 2016 – AVBUYER MAGAZINE

139

P139-142.qxp 21/09/2016 15:14 Page 2

Marketplace Challenger 300

Price:

$10,250,000

Year:

2008

S/N:

20202

Reg:

N360PA

TTAF:

3308

Location: USA

Cessna Citation Encore

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

Capital Jet Group

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

International Jet Markets Price:

Please call

Year:

2004

S/N:

661

Reg:

N682CE

TTAF:

3,743.3

Location: USA

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

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

Email: JETMARKETS@aol.com

Hawker Beechcraft 1000 A

International Jet Markets Price:

Make offer

Year:

1998

S/N:

259003

Reg:

N261PA

TTAF:

10,058.9

Location: USA

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

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

Email: JETMARKETS@aol.com

Bombardier Global 7000

Tel: +352 661 26 55 10 E-mail: info@noafly.aero

NOAFLY AVIATION Price:

Please call

Year:

2019

S/N:

TBD

Reg:

TBD

TTAF:

GLOBAL 7000 DELIVERY SECOND QUARTER 2019. CONTACT US FOR MORE DETAILS

Location: Luxembourg

Cessna Citation III

JETFLIGHT AVIATION LTD Price:

$1,400,000 USD

Year:

1985

S/N:

650-0084

Reg:

N650CB

TTAF:

8305

Location: Switzerland

140

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

www.AVBUYER.com

Tel: +90 533 930 2398 E-mail: mehmet.d@jf-aviation.com

Please contact Mehmet Dulgeroglu at +90-533-9302398 or mehmet.d@jf-aviation.com. Aircraft located in Zurich Switzerland. The Asking Price Has Been Reduced to $1,400,000.00. Seat 09 / Nine pax interior features a two place divan, six main chairs and a belted toilet, TCAS II-7.1 updated in AUG 2016, Enrolled in MSP GOLD and HAPP Interior refurbished at 2014. Exterior refurbished at 2014, Pre-Buy inspections completed by TEXTRON-Cessna Zurich maintenance center at AUG 2016, Engines has been renewed in AUG 2016

Aircraft Index see Page 143

P139-142.qxp 21/09/2016 15:14 Page 3

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

Leonard Hudson Drilling

Bombardier Learjet 36A

Price:

Offer/Trade

Year:

1977

S/N:

36A-030

Reg:

N160GC

TTAF:

15,600

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

Location: USA

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

Leonard Hudson Drilling

BELL 206L4

Price:

US $1,775,000

Year:

2002

S/N:

52265

Reg:

N339MG

TTAF:

1700

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

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

Leonard Hudson Drilling

BELL 412EMS

Price:

Offer

Year:

1981

S/N:

33017

Reg:

N554AL

TTAF:

15265

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

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

Leonard Hudson Drilling

BELL 212 (Five Available)

Price:

Please Call

Year:

1991-1996

S/N:

Call for details

Reg:

Call for details

TTAF:

Call for details

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

Alberth Air Parts

+1 832 934 0055

Par Avion Ltd

Spare Parts

FALCONS • HAWKERS • LEARS

•BUY •SELL •TRADE

www.paravionltd.com

CESSNA LEARJET HAWKER WESTWIND FALCON GULFSTREAM

www.alberthaviation.com

SALES • ACQUISITIONS • CONSULTING

Fax: +1 832 934 0011 Advertising Enquiries see Page 4

www.AVBUYER.com

October 2016 – AVBUYER MAGAZINE

141

P139-142.qxp 22/09/2016 09:45 Page 4

Marketplace Tel: +1 (309) 675-8265 Email: Siems_Brian_J@cat.com

Brian Siems

Bombardier Challenger 604

Price:

$8,600,000 USD

Year:

2006

S/N:

5643

Reg:

N793CT

TTAF:

4,084.1

Location: USA - IL

Professionally operated and maintained by a U.S. Corporate owner with a large established flight department. APU enrolled on MSP. Computer Maintenance Tracking Program. Collins Flight Dynamics HGS-2150 Head-up Guidance System. 48,200 lbs. Increased MTOW. EMS HSD-400 with Swift64 and Wi-Fi. Dual Collins GPS-4000S WAAS GPS. TCAS Change 7.1. Triple Inertial Reference System. WSI AV-300 InFlight Satellite Weather System. Honeywell Runway Awareness Advisory System (RAAS). SATAFIS®.

Advertiser’s Index 21st Century Jet Corporation .........................146

Donath Aircraft Sales ..........................................69

Mente Group ......................................................132

Aircraft Guaranty Corporation...........................89

Duncan Aviation....................................................39

Mesinger Jet Sales...............................................71

Altus Aviation ......................................................138

Eagle Aviation........................................................21

Naljets...................................................................137

AMAC Aerospace...................................................5

Elliott Jets ................................................1, 18 - 19

NBAA Convention .............................................105

Aradian Aviation ....................................................47

Freestream Aircraft USA ....................................25

NBAA Corporate ...............................................109

AvBuyer ..................................................................81

General Aviation Services ..................................29

OGARAJETS................................................22 - 23

Aviatrade...................................................118 - 121

Global Jet Capital.................................................51

Par Avion ................................................................45

Avitrade Belgium.....................................136 - 137

Global Jet Monaco .................................114 - 117

Rolls-Royce............................................................93

Avjet Global ..................................................34 - 35

Hatt & Associates.................................................15

Sorens Group.....................................................126

Avpro ..............................................................10 - 14

IAG.............................................................128 - 129

Southern Cross Aviation.....................................73

Bell Aviation ..................................................64 - 65

JetBed ..................................................................101

Sparfell & Partners.............................................145

Bloomer deVere Dahlfors................................6 - 7

Jet Sense Aviation ..................................122 - 124

Sius International ...............................................133

Bombardier...............................................................9

Jet Support Services (JSSI)...............................95

Survival Products .................................................63

Boutsen Aviation ..................................................59

JetBrokers.......................................................54 -55

The Elite New York ............................................144

CAAP....................................................................134

Jetcraft Corporation .....40 - 41, 130 - 131, 148

The Private Jet Company....................................53

Central Business Jets .......................................147

Jeteffect .........................................................42 - 43

The Jet Business..........................................32 - 33

Conklin & de Decker .........................................111

JETNET ................................................................107

VREF Aircraft Values ...........................................63

Corporate AirSearch Int’l .................................135

JetPro Texas ........................................................125

Wright Brothers Aircraft Title ..........................103

Corporate Concepts...................................56 - 57

Leading Edge Aviation Solutions......................87

Dassault Falcon Jet ..................................2 - 3, 97

Lektro....................................................................111

Copy deadline for the November Issue - Wednesday 12th October

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

BUSINESS AVIATION INTELLIGENCE

AvBuyer (USPS 014-911), October 2016, Vol 20, 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 672033517. Postage is paid at Wichita, KS and additional mailing offices © Copyright of AvBuyer Ltd. Every effort is made to ensure the accuracy of material published in AvBuyer Magazine. However, the publishers cannot accept responsibility for claims made by manufacturers, advertisers or contributors. The views expressed are not necessarily those of the Editor or the publishers. Although all reasonable care is taken of all material, photographs, CD & DVDs submitted, the publishers cannot accept any responsibility for damage or loss. All rights reserved. No part of AvBuyer Magazine - Advertising, Design or Editorial - may be reproduced, stored in a retrieval system, or transmitted in any other form, or by any other means, electronic, mechanical, photographic, recording or otherwise, without prior written permission of the publishers.

142

AVBUYER MAGAZINE – October 2016

www.AVBUYER.com

Aircraft Index see Page 143

P143.qxp 22/09/2016 15:51 Page 1

Aircraft For Sale • AIRCRAFT • HELICOPTERS AIRCRAFT

PAGE

AIRBUS ACJ318-ER . . . . 33

AVIAT Husky A-1C . . . . 55

BOEING/MCDONNELL DOUGLAS BBJ . . . . . . . . . . . 6, 7, 34, 57, 148, 727-200 VIP . . . . 57 Super 727-200 . 57 737 . . . . . . . . . . . 35 757 . . . . . . . . . . . 34 DC-8-62 VIP . . . 57 DC-8-72 VIP . . . 57

AIRCRAFT

PAGE

CJ3. . . . . . . . . . . . 21, 45, 139, Bravo . . . . . . . . . 22, 40, 43, Columba 400. . . 54 Conquest I . . . . . 65 Conquest II . . . . 65 Excel . . . . . . . . . . 22, 47, 64, 122, Encore . . . . . . . . 140 Encore+ . . . . . . . 19 Jet . . . . . . . . . . . . 18, 21, 55, Mustang . . . . . . . 47 Sovereign 29, 41, 47, 53, 55, . . . . . . . . . . . . . . . 148, SII . . . . . . . . . . . . 64 Ultra . . . . . . . . . . 18, 55, 210M. . . . . . . . . . 54 310J . . . . . . . . . . 54

BOMBARDIER

DAHER SOCATA

Global 5000 . . . . 7, 22, 32, 41, 45, 56, . . . . . . . . . . . . . . . 73, 148, Global 6000 . . . . 9, 34, 40, 41, 57, . . . . . . . . . . . . . . . 115, 131, 148, Global 7000 . . . . 140 Global Express . 10, 40, 41, 51, 148, Global Express XRS. .7, 9, 25, 33, 34, . . . . . . . . . . . . . . . 40, 117, 148, Q Series Q400 . 136, 137,

TBM. . . . . . . . . . . 19 TBM700B . . . . . . 54 TBM930 . . . . . . . 19

Challenger 300 . . . . . . . . . . . 9, 12, 18, 22, 27, 41, . . . . . . . . . . . . . . . 73, 132, 140, 148, 350 . . . . . . . . . . . 127, 139, 601-3R . . . . . . . . 40 604 . . . . . . . . . . . 12, 41, 42, 71, 142, . . . . . . . . . . . . . . . 148, 605 . . . . . . . . . . . 9, 25, 40, 41, 42, 59, . . . . . . . . . . . . . . . 69, 148,

Learjet 31A . . . . . . . . . . . 43, 53, 54, 35A . . . . . . . . . . . 54 36A . . . . . . . . . . . 141 40 . . . . . . . . . . . . 19, 54, 40XR . . . . . . . . . . 123 45 . . . . . . . . . . . . 25, 29, 45, 54, 45XR . . . . . . . . . . 12, 15, 41, 51, 53, 55 . . . . . . . . . . . . 54 60 . . . . . . . . . . . . 12, 19, 35, 39, 43, 60XR . . . . . . . . . . 73, 124, 75. . . . . . . . . . . . . 59

CESSNA Citation ISP . . . . . . . . . . . 133 II . . . . . . . . . . . . . 18 III . . . . . . . . . . . . . 39, 55, 140, X . . . . . . . . . . . . . 43, 71, XLS . . . . . . . . . . . 12, 43, 47, XLS+ . . . . . . . . . . 41 CJI . . . . . . . . . . . . . 43 CJI+ . . . . . . . . . . . . 27 CJ2. . . . . . . . . . . . . 27, 41, 64, 139,

Advertising Enquiries see Page 4

AIRCRAFT

PAGE

FOLLAND Gnatt . . . . . . . . . . 55

GULFSTREAM IV . . . . . . . . . . . . . 35 IVSP . . . . . . . . . . 10, 25, 41, 42, 87, V. . . . . . . . . . . . . . 59 100 . . . . . . . . . . . 47 150 . . . . . . . . . . . 34, 41, 42, 47, 47, . . . . . . . . . . . . . . . 148, 200 . . . . . . . . . . . 10, 11, 22, 33, 35, . . . . . . . . . . . . . . . 47, 53, 73, 148, 280 . . . . . . . . . . . 71, 134, 300 . . . . . . . . . . . 51 400 . . . . . . . . . . . 10 450 . . . . . . . . . . . 7, 10, 25, 35, 39, 41, . . . . . . . . . . . . . . . 47, 148, 550 . . . . . . . . . . . 7, 10, 25, 33, 35, 41, . . . . . . . . . . . . . . . 42, 47, 71, 87, 116, . . . . . . . . . . . . . . . 126, 130, 148, 650 . . . . . . . . . . . 10, 33, 42, 56, 120, . . . . . . . . . . . . . . . 121, 650ER. . . . . . . . . 33

DASSAULT FALCON

HAWKER BEECHCRAFT

7X . . . . . . . . . . . . 3, 11, 32, 39, 41, 59, . . . . . . . . . . . . . . . 64, 71, 114, 131, . . . . . . . . . . . . . . . 136, 137, 146, 147, 10 . . . . . . . . . . . . 54 50 . . . . . . . . . . . . 12, 34, 146, 50EX . . . . . . . . . . 11, 27, 128, 146, . . . . . . . . . . . . . . . 147, 100 . . . . . . . . . . . 45 900 . . . . . . . . . . . 146 900B . . . . . . . . . . 11, 54, 146, 147, 900C . . . . . . . . . . 64, 146, 147, 900DX EASy . . . 27 900EX . . . . . . . . . 22, 25, 27, 42, 132, . . . . . . . . . . . . . . . 146, 900EX EASy . . . 3, 11, 32, 41, 71, . . . . . . . . . . . . . . . 146, 147, 148, 900LX . . . . . . . . . 3, 11, 146, 2000 . . . . . . . . . . 11, 29, 53, 59, 118, . . . . . . . . . . . . . . . 119, 129, 139, 2000EX EASy . . 3, 22, 32, 2000LX . . . . . . . . 3, 147,

King Air

DORNIER 328 . . . . . . . . . . . 59

100 . . . . . . . . . . . 65 200 . . . . . . . . . . . 54 B200 . . . . . . . . . 12, 47, 125, 350 . . . . . . . . . . . 13, 22, 39, 43, 47, 55, . . . . . . . . . . . . . . . 73, C90 . . . . . . . . . . . 47, 54, 59, C90A . . . . . . . . . . 59 C90B. . . . . . . . . . 21 E90 . . . . . . . . . . . 65 F90-1 . . . . . . . . . 65

Beechcraft Duke A60 . . . . . . 54 Premier I . . . . . . 13, 59, Premier IA . . . . . 15

Hawker 400A . . . . . . . . . . 18 400XP . . . . . . . . . 18, 47, 87, 750 . . . . . . . . . . . 47 800A . . . . . . . . . . 18 800B . . . . . . . . . . 59 800XP . . . . . . . . . 12, 15, 22, 41, 47, 71, . . . . . . . . . . . . . . . 73, 148, 850XP. . . . . . . . . 47, 53, 54, 900XP . . . . . . . . . 47, 59, 1000A . . . . . . . . . 140 4000 . . . . . . . . . . 15

AIRCRAFT

PAGE

Cheyenne IIIA . . 54 Meridian . . . . . . . 55 Mojave . . . . . . . .

ROCKWELL 690B . . . . . . . . . . 54

SABRELINER 65 . . . . . . . . . . . . 54

WESTWIND Westwind I . . . . . 64

HELICOPTERS AGUSTAWESTLAND A109 Grand . . . . 54 A109 Power . . . . 41, 148, A109E Power . . 13 AW139 . . . . . . . . 26 Koala. . . . . . . . . . 47

BELL 206L4 . . . . . . . . . 141 212 . . . . . . . . . . . 141 412 EMS . . . . . . 141

EUROCOPTER/AIRBUS AS350 B-2 . . . . . 26 AS350 B-3 . . . . . 13 AS355N . . . . . . . 13, 26, 59, EC 120 B . . . . . . 57 EC 130 B4 . . . . . 59 EC 135 P2+ . . . . 13, 47, EC 135 T1 . . . . . 59 EC 155 B1 . . . . . 13

MCDONNELL DOUGLAS MD520N . . . . . . . 26 MD900 . . . . . . . . 47

SIKORSKY S-76C+ . . . . . . . . 26, 41, S-76C++ . . . . . . 25, 87,

EMBRAER Legacy 600 . . . . 12, 27, 32, 54, 59, . . . . . . . . . . . . . . . 135, Legacy 650 . . . . 12, 32, 59, 130, 136, . . . . . . . . . . . . . . . 137, 148, Phenom 100 . . . 139 Phenom 300 . . . 18

IAI Astra SPX. . . . . . 54

PIPER Cheyenne III . . . 59

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October 2016 – AVBUYER MAGAZINE

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21st Century May 2016.qxp 21/09/2016 10:49 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. The Falcon 900LX pictured above is considerably more capable than the Falcon 900EX. Revolutionary and the world's first purpose built fly-by-wire (FBW) business jet, the Falcon 7X capitalizes on Mach 2 technology.

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DISTINCTIVE BUSINESS JET SALES & ACQUISITIONS. INCORPORATED IN 1989 TEL: 1.775.833.3223

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CBJ October.qxp_CBJ November06 21/09/2016 10:53 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

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

EASY II FALCON 7X SN88 w/ EASY II Plus Cockpit Upgrades No Damage History, CAMP Maintenance Tracking, Warranties Remaining thru year 2020, US Owner, 15 PAX Configuration w/ Crew Rest, CPDLC and Synthetic Vision, Spectacular Cabin Entertainment & Communications Systems

New Paint

EASY II FALCON 2000LX SN 194

2002 FALCON 900C SN 194

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

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

Enhanced Vision. 1425 Hours Since New; 6 Year C Inspection Completed March 2016 at Falcon. Custom Designed Interior; Exquisite Fabric Window Panels; LED Cabin Lighting; Auto Throttles; Triple FMS/IRS/Audio; CPDLC/WAAS/LPV/TCAS 7.1 and WIFI.

PROLINE 21 FALCON 50EX SN 302

FALCON 900B SN 139

Proline 21 Upgrade, MSP Gold, Aircell ATG-4000 Gogo Biz w/ WIFI, WAAS/LPV, Fully Refurbished Interior & Paint completed by Jet Aviation September 2012, A, 2A/2A+, 4A/4A+, 1B/2B Inspections c/w 04/16

2 US Owners Since New, MSP Gold, Standard Configuration Including Forward and AFT Lav, Acoustical Sound Proofing, Airshow 4000, Aerial View Camera's, Etcâ&#x20AC;¦

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www.jetcraft.com I info@jetcraft.com I Headquarters +1 919-941-8400 G200 S/N 187 • 1,123 Hours; 683 Cycles • Fully Programmed • 10 Passenger Interior with Collins CMS

2006 BOEING BUSINESS JET S/N 35990

2011 EMBRAER LEGACY 650 S/N 14501142

• 1,818 Hours; 484 Cycles •1 5 Passenger Interior Completed by Gore •O wner Will Pay for New White Paint

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2008 BOMBARDIER CHALLENGER 300 S/N 20184

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2010 AGUSTA A109 POWER FEATURED 2013 CHALLENGER 300 1998 CHALLENGER 604 2013 CHALLENGER 605 2012 GLOBAL 5000 2005 GLOBAL EXPRESS 2011 GLOBAL XRS 2012 GLOBAL 6000 2008 CITATION SOVEREIGN 2006 FALCON 900EX EASy 2008 FALCON 7X 2012 GULFSTREAM G150 2013 GULFSTREAM G450 2006 GULFSTREAM G550 2003 HAWKER 800XP

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