AvBuyer Magazine September 2015

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AVBUYER September 2015

™

B U S I N E S S

A V I A T I O N

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

THIS MONTH GAMA Q2 Shipment Analysis Aircraft Comparative Analysis: CJ4 Cockpit Avionics AOG Solutions www.AVBUYER.com

Explore 70 years of Passion and Experience at SPARFELL & PARTNERS on page 21

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Editor’s

Welcome

A

Taking Charge

s a turbulent summer buffeted

by Greek debt and Chinese devaluation transitions into fall, perhaps the Business Aviation community can take heart in signs that flight activity is increasing, even if ever so slowly.

Maintenance support firm JSSI reported that hours flown by business aircraft increased nearly five percent in the second quarter of 2015 compared with the first three months of the year. Rollie Vincent’s comprehensive coverage in this month’s Market Indicators buttresses the JSSI data.

Usage is increasing among small-cabin aircraft, a segment that has been noticeably eclipsed by large-cabin, long-range business jets in recent years.

More activity among light and medium turbine aircraft is usually a positive sign.

Activity in Europe and the Middle East also grew noticeably over 2015’s First Quarter.

Yet now is no time to rejoice. Our community is operating at about 80-85 percent of the flight hours that peaked in 2008. Clearly there are challenges ahead. Nevertheless, the potential for success is extant.

Business aircraft are tools of choice for companies that create business opportunities rather than simply float along with the economic tide. Mobility—the ability to be at the right place at the right time with the right people—enables aggressive and perceptive business leaders to find profitable situations ahead of the crowd.

Rather than lament conditions over which they have no control, leading companies pay special attention to their existing customers and look for new opportunities to grow. They go where potential exists. They fill voids that others miss. They take charge.

When asked why he owned and operated a business aircraft, a successful entrepre-

neur responded with one word: ‘Control’.

His aircraft enabled him to control his transportation. In a greater sense, his aircraft allowed him to control his schedule and thus his time.

Successful people manage time wisely.

They use Business Aviation. The need for mobility is fundamental, thus our community will continue to grow.

In this Issue

Time spent reading AvBuyer’s BizAv Intelligence provides readers with a particularly efficient view of market conditions within the Business Aviation community.

The perspectives of Rollie Vincent and other researchers are captured in the pages of this section, thereby providing an overview that is comprehensive yet easily digested. JETNET’s research gives credence to their observations and analysis.

GAMA’s quarterly report offers context.

Knowledge is king.

AvBuyer this month also presents practical guidance for handling the necessary and often vexing subject of budgeting, a timely theme as flight department managers and Board members prepare for the next fiscal year.

Several articles address equipage concerns for a department’s existing aircraft as well as future acquisitions, and this month’s Boardroom section offers nonaviation executives a fuller understanding of why Business Aviation is an effective business tool.

Jack Olcott Editorial Director & Publisher AvBuyer - your source for Business Aviation Intelligence

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

EDITORIAL Editorial Director / Publisher J.W. (Jack) Olcott 1- 201 572 9284 Jack@avbuyer.com Commissioning & Online Editor Matthew Harris 1- 800 620 8801 +44 (0)208391 6777 Editorial@avbuyer.com Editorial Contributor (USA Office) Dave Higdon Dave@avbuyer.com Consulting Editor Sean O’Farrell 1- 800 620 8801 +44 (0)20 8391 6779 Sean@avbuyer.com ADVERTISING Linda Blackburn (USA Sales) 1- 614 418 7064 Linda@avbuyer.com Maria Brabec (European Sales) +420 604 224 828 Maria@avbuyer.com Karen Price 1- 800 620 8801 +44 (0) 208391 6774 Karen@avbuyer.com STUDIO/PRODUCTION Helen Cavalli / Mark Williams 1- 800 620 8801 +44 (0)208391 6776 Helen@avbuyer.com Mark@avbuyer.com CIRCULATION Barry Carter 1- 800 620 8801 +44 (0)208391 6770 Barry@avbuyer.com AVBUYER.COM Michael Myburgh Michael@avbuyer.com Emma Davey Emma@avbuyer.com MANAGING DIRECTOR John Brennan 1- 800 620 8801 +44 (0)208391 6771 John@avbuyer.com USA OFFICE 1210 West 11th Street, Wichita, KS 67203-3517 EUROPEAN OFFICE Trident Court, One Oakcroft Road, Chessington, Surrey, KT9 1BD, UK +44 (0)20 8391 6770 PRINTED BY Fry Communications, Inc. 800 West Church Road, Mechanicsburg, PA 17055

Mechanicsburg, PA 17055 4

AVBUYER MAGAZINE – September 2015

www.AVBUYER.com

Aircraft Index see Page 161

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info@welschaviation.com

Washington, D.C.

New York

Georgia

Texas

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Editorial Focus 28

GAMA Q2 2015 Shipment Analysis: Scratch below the surface and the airplane

shipment numbers reported by GAMA are not

as distressing as they appear, notes Mike Potts.

Here’s why…

58 High Flyers Interview: Zane Lambert, Manager of Aircraft

Operations at Sanderson Farms highlights

why his company finds Business Aviation so indispensable, operating six jets.

108

Economic & Functional Obsolescence? (Part 3 of 3): Accredited Senior Aircraft Appraiser

James’ Becker answers the question,

‘Can you fly away smiling with an older airplane purchase?’

128 Aircraft Comparative Analysis – Cessna Citation CJ4: How does Cessna’s CJ4 square up against

Bombardier’s Learjet 31A/ER? Find out

in this month’s Comparative Analysis!

8

AVBUYER MAGAZINE – September 2015

www.AVBUYER.com

Aircraft Index see Page 161

Contents Layout Sept15.qxp 19/08/2015 15:17 Page 2

September2015

Contents Volume 19, Issue 9

❚ BizAv Intelligence

are the advantages and disadvantages?

18

Back to Business: Busy Q3 and Q4 anticipated for BizAv market analysis, reflections, trends and comment

86

Cockpit Displays Have Come A Long Way: Reflections from the rear-view mirror...

38

GAMA Q2 2015 Shipment Report: All the billings and shipment numbers, as reported

by GAMA for the previous quarter

90

Head-Up Displays Moving to Head-On: A look at Thales’ futuristic head-mounted display for pilots

44

Aircraft on Ground: AOG can happen to any operator. It’s how you prepare that counts.

What are some solutions?

94

Communicate for Higher Returns: Four tried and true strategies for managing the flight department effectively

52

A Chain’s No Stronger than its Weakest Link: Jay Mesinger considers the value of the reputable broker

98

Creating a Flight Department: Taking your business plan, and dealing with the specifics…

104

Are You Ready for PBN? (1 of 3): What is it and how does it differ from traditional navigation?

❚ Boardroom 62

Budgeting for the Flight Department: It’s absolutely essential – and easy when you know how…

112

Retail Price Guide: 20-year Ultra Long Range & Large Cabin aircraft price guide from The Aircraft Bluebook

66

The World of Budgets: Living in an environment where planning and tracking costs are essential

116

68

Business Aircraft Acquisition Checklist (Part 2 of 2): The items aircraft buyers should consider carefully

Specifications: Ultra Long Range & Large Cabin aircraft performance and specifications comparisons

70

Flight Department Insurance Budgeting: A fresh look is required each year

74

Dassault History (Part 4 of 4): Generation three arrives from Dassault - the X-Planes!

❚ Flight Department 80

❚ Community 153 BizAv Review: ‘Helicopters – Adapt or Exit’, OEM Bites and Arrivals

Next Month • • •

Dealer Broker Market Update Aircraft Comparative Analysis – Learjet 45XR Maintenance Program Review

Avionics Mandates (Part 9): An update on Data Comm. What

Advertising Enquiries see Page 4

www.AVBUYER.com

September 2015 – AVBUYER MAGAZINE

9

Avpro September.qxp_Layout 1 17/08/2015 12:53 Page 1

Aircraft Sales & Acquisitions

GLOBAL 5000

SN 9206

GULFSTREAM G550

SN 5115

GULFSTREAM G550

SN 5059

GULFSTREAM G450

SN 4024

GULFSTREAM G450

SN 4288

GULFSTREAM G200

SN 224

GULFSTREAM G200

SN 121

GULFSTREAM G200

SN 110

GULFSTREAM G200

SN 019

GULFSTREAM IV

SN 1149

900 BESTGATE ROAD z SUITE 412 z ANNAPOLIS, MARYLAND 21401 z (410) 573-1515 ©Copyright - Avpro, Inc - Aircraft Sales & Acquisitions ® 2015 - All Rights Reserved Aircraft Subject To Prior Sale or Withdrawal from Market.

Avpro September.qxp_Layout 1 17/08/2015 12:53 Page 2

V ISIT

WWW . AVPROJETS . COM VIEW VIDEO OF OUR EXCLUSIVE LISTINGS!

GULFSTREAM IV

SN 1176

FALCON 7X

SN 172

FALCON 7X

SN 130

FALCON 7X

SN 50

FALCON 7X

SN 32

FALCON 7X

SN 11

FALCON 900EXY

SN 181

FALCON 900B

SN 94

WWW.AVPROJETS.COM

FALCON 900B

SN 93

FALCON 2000EXY

SN 50

INFO@AVPROJETS.COM

©Copyright - Avpro, Inc - Aircraft Sales & Acquisitions ® 2015 - All Rights Reserved Aircraft Subject To Prior Sale or Withdrawal from Market.

Avpro September.qxp_Layout 1 17/08/2015 12:53 Page 3

Aircraft Sales & Acquisitions

FALCON 2000

SN 207

FALCON 50EX

SN 337

CHALLENGER 604

SN 5578

CHALLENGER 604

SN 5539

CHALLENGER 604

SN 5490

CHALLENGER 604

SN 5402

CITATION SOVEREIGN

SN 322

CITATION X

CITATION X

SN 143

CITATION ENCORE+

SN 254

SN 765

900 BESTGATE ROAD z SUITE 412 z ANNAPOLIS, MARYLAND 21401 z (410) 573-1515 ©Copyright - Avpro, Inc - Aircraft Sales & Acquisitions ® 2015 - All Rights Reserved Aircraft Subject To Prior Sale or Withdrawal from Market.

Avpro September.qxp_Layout 1 17/08/2015 12:53 Page 4

V ISIT

WWW . AVPROJETS . COM VIEW VIDEO OF OUR EXCLUSIVE LISTINGS!

CITATION MUSTANG

SN 257

CITATION CJ2

SN 185

CITATION CJ2

SN 179

CITATION CJ1

SN 431

PIPER MERIDIAN

SN 538

HAWKER 800XP

HAWKER 800XP

LEARJET 45XR

SN 258607

SN 258575

LEARJET 60

SN 273

SN 317

LEARJET 45

SN 265

WWW.AVPROJETS.COM

INFO@AVPROJETS.COM

©Copyright - Avpro, Inc - Aircraft Sales & Acquisitions ® 2015 - All Rights Reserved Aircraft Subject To Prior Sale or Withdrawal from Market.

Avpro September.qxp_Layout 1 17/08/2015 12:53 Page 5

Aircraft Sales & Acquisitions

AGUSTA A109E POWER

SN 11650

SN 635

EUROCOPTER EC1350B

SN 3764

EUROCOPTER EC130B4

SN 4864

EUROCOPTER EC155B1

EUROCOPTER AS350B2

SN 9072

EUROCOPTER EC145

AGUSTA A109E POWER

EUROCOPTER EC135T2i

EUROCOPTER EC145

SN 11770

SN 9570

SIKORSKY S-76C++

SN 6847

SN 9087

SN 760781

900 BESTGATE ROAD z SUITE 412 z ANNAPOLIS, MARYLAND 21401 z (410) 573-1515 ©Copyright - Avpro, Inc - Aircraft Sales & Acquisitions ® 2015 - All Rights Reserved Aircraft Subject To Prior Sale or Withdrawal from Market.

Make the World

Your Oyster.

Owning your own aircraft is the ultimate way to experience the world. The destinations of your dreams are literally at your fingertips.

Let our wisdom and over 40 years of experience ensure a successful transaction so you can get on with living your dreams.

MESINGER JET SALES BROKERAGE & ACQUISITIONS +1 303-444-6766

JETSALES.COM

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FOR SALE: NEW TO MARKET

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

FOR SALE: PRICE REDUCED

2009 Challenger 605

Hawker 800A

Serial Number: 5774 Hours: 1,043 TTAF

Asking Price: $13,700,000 Landings: 342

Serial Number: 258099 Hours: 8,109 TTAF

Asking Price: Please Call Landings: 5,222

Serial Number: 74 Hours: 5,658 TTAF

Now Asking: $11,500,000 Landings: 2,182

• Engines enrolled on GE OnPoint, APU on MSP Gold • One operational owner since new • Always Hangared

• Bombardier and Jet Aviation maintained • Currently in for 12/24/36 mo & 400 hour checks at Bombardier, Dallas • TCAS 7.1, ADS-B Out (DO-260A)

• Engines enrolled on Honeywell MSP Gold • Professionally maintained and operated Part 91 • Always Hangared • Dual NZ-2000 FMS

• Dual HF with SELCAL • Lightning Sensor System

• Engines on JSSI Premium Plus, APU on JSSI • Excellent Pedigree • Wing Tank Modification

• TCAS 7.1 • Gogo Biz Broadband Internet

FOR SALE: PRICE REDUCED

2000 Falcon 900EX

FOR SALE: MAKE OFFER

FOR SALE: PRICE REDUCED

1994 Falcon 900B

2014 Gulfstream G650

1997 Falcon 50EX

Serial Number: 134 Hours: 5,040 TTAF

Now Asking: $6,900,000 Landings: 2,407

Serial Number: 260 Hours: 4,742 TTAF

Now Asking: $4,350,000 Landings: 1,890

Serial Number: 6076 Hours: 49 TTAF

Asking Price: Make Offer Landings: 22

• Engines enrolled on Honeywell MSP Gold, APU enrolled on Honeywell MSP • Two Owners, Excellent Pedigree

• Professionally Maintained and Operated • Low Time/Cycles for Model-Year • WAAS/LPV Capable with (3) FMZ-2010 ver. 6.1

• Engines enrolled on Honeywell MSP Gold, APU enrolled on MSP • One Owner Since New • Very low total time to cycle ratio

• Complied with the 3C check and Wing Tank Modification (SB 496R2) in May, 2015

• Delivered September 25, 2014 • Factory Warranty • Block Point 1 (ASC-901 & ASC-18A) complied with

• Predictive Windshear, SwiftBroadband & More • Fwd Galley, Fwd & Aft Lavs, 4 Seating Sections — 17 Passenger Configuration

FOR SALE: MAKE OFFER

FOR SALE: PRICE REDUCED

FOR SALE

2011 Gulfstream G550

2000 Global Express

Serial Number: 5316 Hours: 2,590 TTAF

Asking Price: Make Offer Landings: 803

Serial Number: 9026 Hours: 5,772 TTAF

Now Asking: $13,000,000 Landings: 2,133

Serial Number: 9158 Hours: 1,723 TTAF

Asking Price: $18,750,000 Landings: 690

• Engines enrolled on Rolls-Royce Corporate Care, APU enrolled on Honeywell MSP • ASC 910 w/ Enhanced Navigation

• TCAS 7.1, ADS-B Out, FANS 1/A, CPDLC Capabilities • Gogo Biz Broadband Internet, SwiftBroadband

• Engines enrolled on Rolls-Royce Corporate Care, APU enrolled on Honeywell MSP, Smart Parts Plus

• Batch 3 Software Upgrade w/ FANS 1A+ CPDLC and SBAS w/ LPV Approach, ADS-B Out • SwiftBroadband

• Batch 3 Software Upgrade w/ FANS 1/A+ CPDLC and SBAS w/LPV Approach capability • Triple FMS • HUD & EVS

• Triple CD-820 Control Display Units • Autopilot Emergency Descent Mode • Honeywell AIS-2000 Satellite TV

2007 Global 5000

FOR SALE

FOR SALE

2013 Citation XLS+

FOR SALE

2001 Gulfstream V

2002 Gulfstream G200

Serial Number: 6138 Hours: 317 TTAF

Asking Price: $8,500,000 Landings: 283

Serial Number: 642 Hours: 11,166 TTAF

Asking Price: $11,900,000 Landings: 4,233

Serial Number: 58 Hours: 3,584 TTAF

Asking Price: $5,950,000 Landings: 1,834

• Cessna Maintained, Fresh Inspections • Single Channel SwiftBroadband • IFIS, XM Weather, Jepp Charts, TCAS-4000 Change 7.1

• ProParts, PowerAdvantage+ & AuxAdvantage • Dual FMS-3000 (FMS 4.0), WAAS/LPV & Dual SBAS GPS Receivers

• Engines enrolled on Rolls-Royce Corporate Care, APU enrolled on Honeywell MSP • Two Owners Since New

• FAR Part 91 Professionally Operated and Maintained • Honeywell Avionics Protection Plan (HAPP)

• Engines enrolled on Pratt & Whitney ESP Gold • Enrolled on Rockwell Collins CASP • Gogo Biz ATG 5000 Broadband Internet with Wi-Fi

• Gogo Vision UCS-5000 On-demand In-flight Entertainment System • Dual Collins FMS 6100 • 12C (144mo) Inspection complies with 10/28/14

SOLD: JULY 2015

UNDER CONTRACT: SELLING

ACQUIRED: AUGUST 2015

FILE PHOTO

2010 Global XRS

1994 Falcon 50

ACQUIRED: AUGUST 2015

Gulfstream G650

SOLD: JULY 2015

ACQUIRED: JULY 2015

FILE PHOTO

Global 6000

FILE PHOTO

2010 Global XRS

WANTED AIRCRAFT

Global 6000

• Immediate buyers • Our clients pay our commission • Sellers will contract directly with our clients

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Citation CJ3

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Challenger 300

FILE PHOTO

Falcon 2000EX EASy

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Falcon 2000LX

FILE PHOTO

Falcon 900EX EASy

Mesinger Jet Sales

+1 303 444 6766

Fax: + 1 303 444 6866

jetsales.com

MarketIndicators .qxp_Layout 1 18/08/2015 14:33 Page 1

BIZAV INTELLIGENCE ❚ MARKET INDICATORS

Back to Business Busy Third and Fourth Quarter Anticipated for the BizAv Market For most Business Aviation professionals, September means one thing - a return to work after a few days of rest and relaxation. At a time for renewed focus towards achieving objectives by year-end, Rollie Vincent, Editor, Market Indicators, assesses the market.

F

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

18

or the aircraft manufacturers and regulators, it will no doubt be a very busy Q3/Q4 with multiple new aircraft in the certification/entry-into-service cycle. For example, as we went to press we awaited news of initial deliveries of the Cessna Citation Latitude following its earlier FAA certification. This promising new aircraft literally raises the bar (and cabin headroom) for buyers whose need, expectation and desire for comfort and space has grown over time.

Likewise, Embraer announced at LABACE2015 receipt of ANAC (Brazilian) certification for its new fly-by-wire Legacy 450, with entry-in-service slated this year. Joining the recently certified Legacy 500, the Legacy 450 has helped Embraer move up into the Big Leagues of Business Aviation. Embraer delivered 16% of all new single-aisle business jets in 2014, according to GAMA records, and we forecast that it will modestly exceed that market share performance in 2015.

Still in this year’s new product pipeline are two other models, one from industry volume-leader Bombardier, and the other from new entrant

AVBUYER MAGAZINE – September 2015

www.AVBUYER.com

Honda Aircraft. Bombardier’s Challenger 650, the latest derivative of the ever-popular Challenger 600 family, is due for certification and entry into service in the second half of 2015, somewhat later than initially envisaged, while the HondaJet - an innovative light jet design sporting new GE Honda HF120 engines - represents Honda’s entrée into Business Aviation. Provisional FAA certification was achieved in March and full FAA type certification and service entry is imminent.

For aircraft sales professionals, year-to-date (YTD) results have no doubt been somewhat disappointing. Through H1 2015, most OEMs reported that their new order volumes have not matched their delivery rates of new aircraft. This is reflected in “book-to-bill” metrics that are less than 1.0, and declining overall backlogs for most inproduction OEMs. We note that there are a number of mixed signals emanating from the top-end of the business jet market, with Bombardier announcing a production rate cut to its Global 5000/6000 family effective from 2016, and Dassault Falcon achieving just five net new orders in H1 2015 (versus 90 in Aircraft Index see Page 161

MarketIndicators .qxp_Layout 1 18/08/2015 14:34 Page 2

2014), dragged down by a 20-aircraft cancellation from NetJets from a 2006 Falcon 7X order.

With emerging market slowdowns, attention has turned to the US, where Gulfstream and Cessna have traditionally done very well. True to form, Gulfstream had a splendid Q2 2015, and increased its funded order backlog to $13.9bn, buttressed by a series of successful sales campaigns with large corporate flight departments and non-fractional/noncharter fleet buyers, particularly in the US and the Middle East. With operating profit margins of almost 20% and a strong corporate parent, Gulfstream is in a good position to develop and fund new products like the Gulfstream G500 and G600, and to consider a modest ramp-up in production rates of the ultralong-range G650/G650ER. As expected, Bombardier has acknowledged a two-year delay to the much-anticipated Global 7000, and we suspect that the Global 8000 will follow this same pattern. Dassault’s new widecabin Silvercrest-powered Falcon 5X is also now delayed, with Snecma indicating that engine certification has shifted from 2015 into H1 2016.

Pre-Owned Trends

In the pre-owned sales world, whole retail transactions in H1 2015 were down about 6% for business jets and about 11% for business turboprops over the same period last year, according to JETNET. Into July 2015, business jet ‘For Sale’ inventory represents about 11% of the fleet (and 8% of the turboprop fleet) back to pre-Great Recession levels in both cases.

Encouragingly, aircraft that are selling are taking less time to do so, down about 11% in H1 2015 versus the same period a year ago. Although evidence is mixed, and apples-to-apples comparisons are notoriously difficult to make, it appears that asking prices have firmed up and may have actually increased year-overyear, a sign of a healthy market where buyers and sellers are actively engaged, and aircraft are exchanging hands.

Flight Activity

Flight activity in the US market is on the increase with cycles (a takeoff and landing) up about 3% on a trailing 12 months (TTM) basis through June 2015 versus the same period last year. Despite Advertising Enquiries see Page 4

steady gains and underlying fleet growth of about 21%, we estimate jet utilization as measured by US takeoffs and landings is still about 12% below the pre-recession peak of 2007. A rebounding US economy, after a slow start in Q1 2015, is expected to generate real GDP growth of about 2.3% in 2015.

In Europe, cycles are also edging upwards. In the Eurocontrol area, business jet cycles are up about 2% and turboprops are up almost 7% through June 2015 on a TTM basis.

With the US$ appreciating against the Euro (up about 22% over the last 12 months) and many other currencies, businesses that depend upon strong export sales to the US are feeling a pleasant tailwind that will help bolster their results. This is also a welcome development for sellers of business aircraft financed in currencies other than the US$ – repaying the note using US$ proceeds can help to unlock some of the asset value that was otherwise lost in the market downturn

Sales Factors?

General Aviation Manufacturers Association (GAMA) data through H1 2015 indicate that new single-aisle business jet deliveries were down about 4% to 302 units over H1 2014, mostly dragged down by a slow Q1. Delivery results in Q2 2015 were actually up 4% YOY, with a busy H2 2015 on the horizon.

(For an in-depth report on the GAMA delivery data, please see Mike Potts’ article in this issue of AvBuyer, p28.)

Our current forecast is that the industry will achieve about 720 new business jet deliveries in 2015, essentially flat year-over-year. Adding risk to the www.AVBUYER.com

forecast, however, are those several new aircraft in the queue for certification and initial entry-into-service before year-end as noted above.

Given the on-going sales doldrums that the industry seems to find itself in as we enter Q3 2015, what are some of the factors that are inhibiting aircraft sales?

Which of these factors are controllables?

Chart A (overleaf) is from the Q2 2015 JETNET iQ Survey of fixed-wing business aircraft owners and operators, conducted in April-July 2015, and with 504 respondents from 58 countries. The data represent weighted average responses to the question, “Which of the following factors are most likely to prevent or delay your organization from purchasing a business aircraft over the next 12 months?”

Worldwide, 21% of owner/operator respondents indicate that they simply do not need additional aircraft, down from 23% YOY. Other inhibitors, which have changed little include a perception that the purchase price or trade-up cost is too high – almost 13% of respondents September 2015 – AVBUYER MAGAZINE

19

!

MarketIndicators .qxp_Layout 1 18/08/2015 14:38 Page 3

BIZAV INTELLIGENCE ❚ MARKET INDICATORS

indicate that this is a factor preventing or delaying them from making a purchase.

Another 9% believe that their inability to sell their current aircraft is impeding them from buying another. Just under 6% of respondents indicate that the availability of financing or capital for purchase is an inhibitor, while public opinion is mentioned about 4% of the time (little changed YOY, despite ongoing advocacy efforts from the industry).

Following, we trust you’ll find useful, practical insights helping to clarify the complexities of the global Business Aviation marketplace.

For the remainder of 2015, we expect much of the focus to be on closing deals with some of the most sophisticated and demanding buyers in the market – those based in the US, where more than 60% of

Chart A - Purchase Inhibitors

the fleet is based. With so many companies seeking to meet their sales targets before year-end, we suspect that

conditions will continue to favor the buyer for the time being.

MI www.rollandvincent.com

Pre-Owned Jet,Turboprop & Helicopter Markets In JETNET’s June 2015 vs June 2014 analysis of key worldwide trends across all aircraft market segments, ‘Fleet For Sale’ percentages for business jet, piston helicopters, and commercial jet market sectors were down, but stayed the same or increased in the other markets.

The results show the lowest percentage for business jets for sale since the great recession began – at 11.2%. However, the total number of aircraft for sale is still well above the 2,200 mark.

It has been something of a mixed bag for business jets, with the first six months of 2015 showing a -6.1% decrease in pre-owned retail transactions from the same period in 2014. But on average, jets that have sold this year have turned over on the market 39 days faster, while listing at asking prices 17.7% higher than was the case in 2014.

Conversely, business turboprops decreased 10.8% in retail transactions, and did so with a double-digit increase in asking price (up by 16.9%). Further analysis of the asking price increase has revealed that on average, newer aircraft were sold in the first six months comparison.

Turbine helicopters saw a decline in YTD sale transactions, down 12.2%. However, piston helicopters saw an increase in sales transactions of 14.4%. Both turbine and piston helicopters saw declines in YTD average asking prices, down -7.5% and -5.2% respectively, and are taking longer to sell, at 49 and 58 more days respectively.

20

AVBUYER MAGAZINE – September 2015

Commercial airliner trends include the number for sale for `both commercial jets (including airliners converted to VIP) and commercial turboprops. Commercial turboprop YTD sale transactions were significantly lower (at 291) than any of the other market sectors.

For the first six months of 2015, there were nearly 4,000 preowned jets, turboprops, and helicopters sold, with both business jets and commercial jets leading all types.

MI www.jetnet.com

www.AVBUYER.com

Aircraft Index see Page 161

!

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TRADING@SPARFELL-PARTNERS.COM

+41 22 787 0877 (GENEVA HQ) Philip G. Queffelec (center), Chairman Started as a Xerox manager, Chairman and founder of an aircraft leasing company, represented McDonnell Douglas, owned and built up an airline operating 15 jets, and has traded aircraft of all types since over 25 years.

Christian Hatje (right), Partner Has worked in key positions in Airbus and Lufthansa and ran an aircraft leasing company in Ireland managing a portfolio of $2.2bn, then managed Privatair’s Business Aviation division.

Jason Mulcock (left), Partner Started his career at British Airways managing maintenance on } >Õ yiiÌÃ V À`i] i } Ç{Ç > ` ÇÇÇ] >vÌiÀ Ü V i was CEO of a major Dassault Aviation MRO company in Geneva followed by founder of his own company MPLANES, specialising in jet sales and consulting.

MarketIndicators .qxp_Layout 1 18/08/2015 14:39 Page 4

BIZAV INTELLIGENCE ❚ MARKET INDICATORS

Europe on the Mend?

There had been 382,000 Business Aviation flight departures in Europe at the midway-point of 2015, according to WingX. That’s approximately 4,400 fewer than at the midway point in 2014 (a -1% deficit).

Overall, flight trends in the first half of 2015 suggest the European market is on the mend, albeit this is a stuttering recovery. Flight activity is still 7% below the levels seen in 2008, despite the number of aircraft and operators growing during that period.

Last year, the expected recovery was knocked off course by the Ukraine crisis and the resulting collapse in that country’s budding demand for private jets. It’s clear from this year’s data that the negative repercussions of the crisis continue to impact the European picture.

In June year-to-date, Business Aviation activity in Ukraine was down 48%, equivalent to 552 fewer flights each month. Meanwhile Russia, ranked as the sixth largest European market in 2013 during the previous two years, is now ranked 11th in terms of flight operations.

Activity there was 23% down in the first six months of this year and it slumped a further 16% in June.

Take away the severe declines in activity within Russia and Ukraine and the European trend is slightly positive so far in 2015. We should also consider the one-off impact of Switzerland’s currency appreciation in January - the main factor behind the 5% drop in Europe’s fifth biggest market for Business Aviation.

The fact that there is core growth underlying these macroeconomic shocks is due to some solid recovery in Europe’s largest Business Aviation markets. Flights are up 4% for the year in France, and 2% in the UK. There is also slight growth in Spain and Italy. Germany was flat in the first half, but may be bouncing back, with 11% increased flight activity in June. The modest recovery in these markets appears to correlate to the Eurozone’s slightly improving GDP performance in Q2.

Overall, the market has been boosted more by turboprops and pistons than by jets. There are exceptions, such as the ultra-long-range (ULR) jets, with fastgrowing activity trends reflecting their large share of new deliveries last year.

For example, G650 flights were up 80% 22

AVBUYER MAGAZINE – September 2015

BizAv Activity - US & Canada July Business Aviation flight activity posted an increase from June to finish the month up 3.7%, according to ARGUS TRAQPak. Results by operational category were all positive, with Fractional operators posting a significant monthly increase of 7.1%. The Part 135 market also posted a big increase, up 6.1%, while the Part 91 market posted a 1.5% increase.

Looking at the aircraft categories, turboprops have continued to remain strong, posting an increase of 5.2% - the fifth straight monthly rise. Small cabin and mid-size aircraft posted monthly rises of 4.4% and 3.4% respectively.

The large cabin market posted a slight decrease from June, down -0.4%. The largest monthly gain occurred in the Fractional turboprop segment, up an impressive 25.8% from June.

Reviewing year-over-year flight activity

(July 2015 vs. July 2014), July 2015 posted an increase of 5.6% - the largest year-overyear rise since February 2012, which included an extra day due to leap-year. The results by operational category showed significant growth in the Part 91 and Part 135 markets, up 3.8% and 9.6% respectively. The Fractional market reversed course to post its first year-over-year rise since November 2014, up 2.8%.

Flight activity by aircraft category was positive all-round, with turboprops posting a 7.6% gain from July 2014, large cabin up 7.0% from 2014, and the small cabin and mid-size markets posting yearly increases of 4.9% and 3.2%, in that order. The largest year-over-year gain for an individual segment occurred in the Fractional turboprop segment (19.7%).

in Q2. Over the last 12 months, ULR jet departures have increased by 9%. More modest but also consistent growth trends are indicated in the usage of ‘value for money’ entry level and VLJs. The midsize and traditional light jet segments have continued to see activity declines, although the last couple of months have seen a big comeback in super midsize aircraft flights (up 7% in June).

Business jet charter flights in Europe decreased by 2% in Q2 this year and have constantly subsided over the last 18 months. Again, the CIS market is largely to blame. AOC flights are well up in France

and UK, also in Scandinavia and Benelux, although much of this growth is turboprop and piston rather than jet activity.

In summary, the previously fast-growing CIS market is hobbled for the long-term, and weaker economic prospects in Southern and Eastern Europe will continue to subdue Business Aviation in these regions. In Western Europe, buoyed by closer connections to the robust North American market, the recovery should be brisker. After a bad Q1 and a flat Q2, the European market should make some tangible gains in the next six months.

MI www.wingx-advance.com

www.AVBUYER.com

MI www.argus.aero

Aircraft Index see Page 161

!

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BIZAV INTELLIGENCE ❚ MARKET INDICATORS

AEA Q2 2015 Market Report The Aircraft Electronics Association released its Q2 2015 Avionics Market Report, revealing that in the first six months of the year, total worldwide Business & General Aviation avionics sales amounted to more than $1.1bn.

Sales during April-June 2015 rose 3.1% compared to January-March 2015; however, the report indicated an 8.5% decrease in year-over-year sales compared to the first six months of 2014 (more than $1.3bn).

Of the more than $1.1bn in sales during the first six months of 2015, 52.3% came from forward-fit sales (avionics equipment installed by airframe manufacturers during original production), valued over $624m. The retrofit market (avionics equipment installed after original production) accounted for 47.7% of sales during the first six months (over $568m).

According to the companies that separated their total sales figures between North America (US and Canada) and other international markets, 64.5 percent of sales in the first six months occurred in North America, while 35.5 percent took place internationally.

MI www.aea.net

In-Service Aircraft Technical Condition & Price An Asset Insight Index analysis conducted on July 31, 2015 covering 87 fixed-wing models and 1,801 aircraft listed for sale revealed “Excellent” overall asset quality. Here’s how…

Maintenance Rating (ATC Score): Asset Technical Condition (ATC) Score - an aircraft’s rating relative to its Optimal Maintenance Condition, achieved the day it came off the production line, improved another 4.6 AI2 basis points, registering 5.435 versus June’s 5.389, on the ATC scale of -5 to 10. The figure was slightly better than the average rating achieved during the past twelve months.

Financial Rating: Asset Technical Financial Condition (ATFC) Score evaluating scheduled maintenance event cost based on the aircraft Maintenance Rating - worsened 7.9 AI2 basis points, on the 0-10 ATFC scale, registering 5.103 versus June’s 5.182.

Latin American Growth Slows…

Central and South America have traditionally been solid contributors to the business aircraft industry, notes Brian Foley. However the region is now expected to be uncharacteristically weak for the foreseeable future...

While acting as an industry life buoy during the worldwide financial crisis, this market has since entered a cyclic downturn that will be more pronounced than previous ones. “The private aircraft fleet population trend has been telegraphing a pending slowdown for some time now,” Foley notes. “In analyzing the region’s aircraft fleet data from AMSTAT, private jets, turboprops and helicopters all show a continuous decline in year-over-year fleet growth rates.”

While growth approached or exceeded double-digits just four years ago, in the past year it has declined into the low 24

AVBUYER MAGAZINE – September 2015

single-digits. “It’s my thesis that the fleet will eventually contract over the next few years, with equipment either being idled or sold to more prosperous regions of the world such as the US.” A variety of factors have contributed to the situation, none of which will soon be rectified, he warns. Debt, inflation, weakened currencies, minimal or declining GDP growth and politics have all contributed to the decline. “The final hit, with perhaps the greatest implication, is the drop off in commodity prices, including around a 50% drop in oil prices, over the past year.”

Foley believes Mexico could be a possible exception, since, as a key trading partner it has been indirectly benefitting from the US economic recovery.

MI www.brifo.com www.AVBUYER.com

Asset Exposure (ATFE Value): Asset Technical Financial Exposure (ATFE) Value - an aircraft’s accumulated maintenance financial exposure - worsened 1.3% in June, increasing over $23k to $1.798m, after achieving the lowest/best figure for 2015 in June ($1.775m).

Large Jets were the primary force behind this month’s “Excellent” overall asset quality rating. By aircraft group, asset quality was as follows: • Large Jets: “Excellent” asset quality, and the best ratings among the four groups, but below the group’s 12-month average. Slightly improved Ask Price, but still below the 12-month average; Asset Exposure is $10k worse/higher than June’s figure.

• Medium Jets: “Very Good” asset quality, but only sufficient to achieve third place in the rankings. Ask Price was just below the highest figure achieved in the past 12 months.

Asset Exposure increased $109k to a record worst $1.78m.

Aircraft Index see Page 161

MarketIndicators .qxp_Layout 1 18/08/2015 14:48 Page 6

!"#$%&'&

Table A

•

•

Small Jets: “Very Good” asset quality, achieving second place among the four groups. Improved and above average Ask Price compared to June. Asset Exposure increased $87k to $1.059m, just $10k below the worst 2015 figure.

Turboprops: “Very Good” asset quality with the highest rating the group has ever achieved. An above average Ask Price was recorded, but also an $11k improvement in Asset Exposure (just above the group’s 12 month average).

Exposure To Price (ETP) Ratio: The average maintenance ETP Ratio registered a record high/worst figure of 67.2% (see Table B).

We consider an ETP Ratio (the aircraft’s Maintenance Exposure divided by its Ask Price) above 40% to represent excessive Asset Exposure in relation to Ask Price, and the industry average has continuously exceeded the 40% level since March 2014, primarily due to depressed Ask Prices.

While Prices increased $154k since June, they still registered below the industry’s 12month average. A closer examination of each market segment follows: • Large Jets: recorded the same 43.3% ETP Ratio as last month - the highest/worst Ratio for the group during the past 12-months but the best Ratio among all groups. The aircraft we track also registered the highest Ask Price since March at $15.99m. While this could be good news for Sellers, Buyers have only been willing to pay, on average, 11.6%* below Ask Price during the first half of this year.

Gulfstream G150 & G200 Market Spotlight

•

•

•

Table &B &

Medium Jets: at 67.3%, the ETP Ratio remains at the highest/worst figure ever posted by Medium Jets. On the bright side, the $3.81m Ask Price is equal to the group’s best 12-month figure. Ask Prices may provide good opportunities for quick, decisive Sellers, who should note that Buyers have been willing to pay approximately 15.3%* less than the Ask Price since January.

Small Jets: the group’s ETP Ratio increased to a new record high/worst figure at 101.7%. At $1.89m, average Ask Price increased 4.2% since June, and Sellers have secured deals during 2015 averaging 7.9%* below their Ask Price. These market dynamics are indicative of Buyer focus on newer Small Jets with lower Asset Exposure due to accrued maintenance.

Turboprops: ETP Ratio improved to 49.9% from June’s 51.1%, while Ask Price receded nearly 2% to just over $1.57m – slightly below the 12-month average. We continue to believe Turboprop asset quality, in the current pricing environment, represents good value. Since January, Sellers have secured transaction figures approximately 9.8%* below their Ask Price – only slightly worse than last year’s average difference between Ask and Transaction Price (* SAI Valuations LLC).

Market Summary Optimizing asset value starts by purchasing a high quality asset at the right price. That

The Gulfstream G150 and G200 used jet markets are worth watching closely over the coming months, says James Becker, Senior Aircraft Appraiser at Elliott Aviation…

In his exclusive online blog available to view for free at AvBuyer.com, Mr. Becker looks at the recent trends for these Advertising Enquiries see Page 4

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requires determining the dollar amount of maintenance an aircraft has accrued and adjusting the offer price as required.

Similarly, Sellers need to understand precisely how their aircraft’s accrued maintenance compares with similar assets listed for sale – if they wish to optimize their selling price by avoiding excessive holding costs.

As we have continually stated, maintenance represents an aircraft’s greatest cost ‘wild card’ and, as sales figures demonstrate, quality assets trade quickly. There is no value to paying more than an aircraft is worth, and it is similarly irrational to expect a buyer to pay a premium for an asset burdened by excessive embedded maintenance.

MI www.assetinsightinc.com ❚

two models, highlighting average days on market, recent transactions and availability – courtesy of JETNET – while assessing the possible impact of some significant recent sales activity.

MI Read the full analysis via http://www.avbuyer.com/articles/ the-biz-av-bloggers/gulfstream-g150-g200-market-spotlight/ ❚

www.AVBUYER.com

September 2015 – AVBUYER MAGAZINE

25

Elliott September.qxp_Layout 1 18/08/2015 10:09 Page 1

Elliott September.qxp_Layout 1 18/08/2015 10:09 Page 2

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BIZAV INTELLIGENCE ❚ OEM SHIPMENTS

GAMA Q2 2015 Shipment Analysis At first glance the year-to-date numbers from the General Aviation Manufacturers Association (GAMA) are very distressing. Fortunately, the bad news, if not exactly wrong, is somewhat misleading suggests Mike Potts…

Mike Potts is respected industry-wide as an aviation journalist. He has worked in the communications departments of Beech Aircraft, Sino Swearingen and M7 Aerospace, and has been analyzing GAMA’s delivery reports for AvBuyer since 2003 where he has built an excellent track record for accurate shipment predictions. Contact him via mpotts1@satx.rr.com

28

A

t face value, jet deliveries year-to-date were down 4.1 percent; turboprops down 9.9 percent; and piston airplanes off 11.8 percent over 2014 results. Total billings were also down, 4.6 percent.

While the overall numbers for the year are down, Q2 2015’s results are more encouraging than that.

Jet deliveries were up by 4.8 percent (versus Q2 2014); business turboprops (not counting those pesky agricultural airplanes) were up by 9.4 percent; and the piston category is the only segment lagging, down 4.9 percent from a year ago. But even among the pistons we can find good news – twinengine deliveries are up by 23 percent over Q2 2014.

AVBUYER MAGAZINE – September 2015

www.AVBUYER.com

There’s no disguising the fact that billings for the year-to-date are down ($10.4bn this year vs $10.9bn last), but once again, the shortfall is all in the first quarter. Q2 billings totaled $5.9bn, up from $5.7bn reported for the same period in 2014.

The Jet Market

Looking at the specifics of the jet market, the gains become evident. There were 172 business jets delivered in the Q2 2015, compared with 164 for Q2 2014. Of the eight business jet OEMs reporting, three had gains, two were even and three posted lower numbers than last year - more importantly, the three companies with gains were all key players in the business jet market. continued on page 32 Aircraft Index see Page 161

!

Freestream September.qxp 20/08/2015 10:31 Page 1

2007 Gulfstream G450

2009 Gulfstream G450

• Price: Make Offer • Total Time: 1850 hrs • Landings: 775 • Engines Enrolled on RRCC • HUD/EVS • SecuraPlane External Camera System • Airshow 4000 • Honeywell MCS 7000 SATCOM • 14 Passenger Interior • Aft Galley • Forward Crew Lavatory

• Price: Make Offer • Into Service 2010 • TTAF: 1402 • Landings: 668 • Engines on RRCC • Part 135 Compliance • Aft Galley • Crew Area • Fwd and Aft Lavs • 14 Passenger Configuration

2010 Gulfstream G450

2011 Gulfstream G450

• Price: Make Offer • Total Time: 849 hrs • Landings: 455 • Engines on RRCC • SV-PFD (Synthetic Vision – Primary Flight Display) 2.0 • Honeywell HD-710 High Speed Data System • Part 135 Compliance (Up to 10 hours) • Aft Galley • 14 Passenger Interior

• Price USD $24,900,000 • Total Time: 954 hrs • Landings: 435 • Engines Enrolled on RRCC • Synthetic Vision • Broadband High Speed Data System • Forward Galley • 14 Passenger Interior

1996 Gulfstream GIVSP

• Price Reduced • Total Time: 9842 hrs • Landings: 4220 • APU on MSP • Honeywell Avionics covered through Honeywell HAPP • MSG-3 Maintenance Program with CMP • No Damage History • Collins SAT-906 SATCOM • Secure-A-Plane • 13 Passenger Interior FREESTREAM AIRCRAFT LIMITED

FREESTREAM AIRCRAFT (BERMUDA) LIMITED

FREESTREAM AIRCRAFT (H.K.) LIMITED

FREESTREAM AIRCRAFT USA LIMITED

London +44 207 584 3800 sales@freestream.com

Hamilton, Bermuda +441 505 1062 sales@freestreambermuda.bm

Hong Kong +852 2724 5620 info@freestreamhongkong.com

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

Freestream September.qxp 20/08/2015 10:31 Page 2

2008 Gulfstream G550 S/N: 5176 • Price : US$29,950,000

2009 Gulfstream G550 S/N: 5231

• Total Time: 3466.5 hrs • Landings: 953 • Engines on RRCC • APU on MSP • Honeywell APP & Parts Programs • BBML • Securaplane External Camera System • Airshow 4000 • 18 passenger interior • Forward crew rest • Available for viewing Immediately in Bridgeport, Connecticut

• New price • 1243 AFTT • 514 Cycles • Engines on RRCC • APU on MSP • Enhanced Nav w/Synthetic Vision • Honeywell Planeview Cert ‘F’ • Head-Up Guidance System • Forward Galley • 18 passenger configuration

1998 Boeing BBJ S/N: 29273 • Price reduced

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

• Total Time Airframe: 3797.17 Hours • Landings: 935 • Delivered with a Fresh A2 Check • HUD (Heads Up Display) • SATCOM • Pats 9 Tank Fuel System • Basic Operating Weight: 95,096 Lbs • SFR88 Mod • CVR/FDR • Airshow Network • 18 Place Interior • One Owner Since New

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

Challenger 604 S/N: 5426

• $6,495,000 • Total Time: 6329:55 hours • Landings: 3397 • Engines enrolled on GE On Point • APU Enrolled on Honeywell APU MSP Gold • Enrolled on Bombardier Smart Parts Plus • Safe Flight Enhanced Auto Throttles • EMS High Speed Data 128 Stand Alone • EGPWS • TCAS II with Change 7 • 12 Passenger Interior

Freestream September.qxp 20/08/2015 10:31 Page 3

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

Learjet 45 S/N: 167

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

Falcon 900EX S/N: 87

• Price reduced • TTAF: 5,345.16 • Landings: 2,922 • Honeywell Avionics Protection Plan (HAPP) • Engines & APU: JSSI • All three Engines: 3000/6000 • Fresh MPI Eng No. 2 • New 3rd Stage high pressure turbine ENG No. 2 • Fresh 2A, Fresh 2A+ • Dual GPS Honeywell HG2021GD02 • Airshow 400/Genesis • Securaplane Back up Batteries

2012 S76D

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

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

• Price reduced • TTAF: 211.54 hours • Lowest Time Pre-Owned S76C++ on the market • Excellent Condition • Single Pilot IFR • EGPWS • CVR & MPFR • Emergency Float System

FREESTREAM AIRCRAFT LIMITED

FREESTREAM AIRCRAFT (BERMUDA) LIMITED

FREESTREAM AIRCRAFT (H.K.) LIMITED

FREESTREAM AIRCRAFT USA LIMITED

London +44 207 584 3800 sales@freestream.com

Hamilton, Bermuda +441 505 1062 sales@freestreambermuda.bm

Hong Kong +852 2724 5620 info@freestreamhongkong.com

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

GAMA Sept15.qxp_GAMA DEC05 18/08/2015 16:00 Page 2

BIZAV INTELLIGENCE ❚ OEM SHIPMENTS

billings leader so far in 2015 with $3.97bn for the period, compared with Bombardier’s $3.47bn. None of the other jet OEM’s billings topped $1bn for the first half of 2015.

Textron’s Cessna unit finished the first half in third place with 69 units, including 36 in Q2, which exactly matched its total for the same period last year. YTD, Cessna is just two units behind its 2014 pace - a good indication that the recovery is not bypassing the lighter end of the jet market as it did earlier in this decade. And evidence of growing strength in the light jet market is further seen through Embraer’s performance, which included 33 units in Q2, including 26 of its Phenom series of light jets.

Embraer’s YTD total included 45 units securing fourth place in jet deliveries. Embraer’s Q2 total represented an increase of 13.79 percent over the 29 delivered in Q2 2014. YTD, however, the Brazilian jet-maker trails its 2014 total by four units, attributable to a soft Q1 for business jets.

Dassault was fifth among the jet OEMs with 18 units delivered for the year, down 28 percent from the 25 units reported in 2014. In both Q1 and Q2, Dassault trailed its 2014 results, with 12 in Q2 (down from 16 last year) and six in Q1 (down from nine).

Rounding out the jet deliveries for the first half of 2015 were Boeing with four (a single unit ahead of last year), ONE Aviation with three (down from nine a year ago), and Airbus, with a single delivery reported this year in the second quarter, leaving it trailing the prior year’s total by two deliveries.

Interestingly, ONE’s six-unit shortfall represented almost half of the combined jet market’s decrease from this year to last. To me, this indicates it will take very little boost in demand for the jet market to finish the year ahead of its prior year total, which amounted to 722 units.

“...this indicates it will take very little boost in demand for the jet market to finish the year ahead of its prior year total.”

32

On a year-to-date basis jet deliveries are lagging, at 305 units compared with 318 a year ago, but if the Q2 trend continues we should be ahead for the year by the time Q3 comes to a close.

Only two jet makers - Bombardier and Boeing enjoyed better year-to-date numbers than a year ago. The leader in business jet deliveries by a wide margin was Bombardier, with 92 YTD, including 47 in Q2. By comparison, Bombardier had delivered just 81 units by this time last year, and is currently 13.58 percent ahead of its 2014 performance.

Gulfstream took second place with 73 units, based on a strong Q2 that saw it deliver 41 aircraft – that’s up 28.13 percent from the 32 reported in Q1 2015. Gulfstream’s Q2 2015 total was also 7.9 percent ahead of its Q2 2014 performance, when 38 deliveries were made. Gulfstream’s year-to-date total nonetheless lagged its 2014 performance by 5.2 percent (down from 77).

While Gulfstream’s total may be off a little, its performance was still strong enough to make it the

AVBUYER MAGAZINE – September 2015

www.AVBUYER.com

The Turboprops

The business turboprop segment is already having a good year, with 171 deliveries YTD compared with 162 in the same period in 2014 (+5.55 percent). If you’re searching the GAMA data to find these totals, forget about it. They don’t list the data this way anymore…

The 171 unit total includes 55 twin-engine turboprops, all from Textron Aviation’s Beechcraft division, as well as 116 single engine turboprops from what I call “the traditional turboprop-builders,” including Textron’s Cessna (the largest maker of single-engine business turboprops, as well as DAHER (formerly Socata), Pilatus, Piper, Quest and Pacific Aero.

Beechcraft’s 55-delivery twin-engine performance was down by a single unit from a year ago, when it made 56 shipments. Cessna, meanwhile, reported 42 single-engine turboprops in the first half, including 29 in the Q2. The company’s YTD total matched its 2014 pace, although its Q2 total of 29 was fully 61.11 percent ahead of the 18 it reported in Q2 2014. ! continued on page 36

Aircraft Index see Page 161

Eagle September.qxp 19/08/2015 17:13 Page 1

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

2014 CITATION M2, S/N 525-0822

2007 CESSNA CITATION CJ3, S/N 525B-0162

2001 CITATION ENCORE, S/N 560-0584

2000 CITATION EXCEL, S/N 560-5119

PRICE REDUCED

2002 CITATION CJ1, S/N 525-0498

2000 CITATION CJ2, S/N 525-0396

1992 CITATION V, S/N 560-0177

2008 CESSNA 400, S/N 411076

ALSO AVAILABLE: 2012 GLASAIR SPORTSMAN, 1972 CESSNA 182P

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

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

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GAMA Sept15.qxp_GAMA DEC05 19/08/2015 09:47 Page 3

BIZAV INTELLIGENCE ❚ OEM SHIPMENTS

DAHER was something of a surprise in second place for single-engine turboprops with 25 units, well ahead of third place Pilatus which had 19 and Piper with 16. DAHER’s total included 14 shipments during Q2, and was five units ahead of the 20 recorded in the first half of 2014. Somewhat oddly, though, DAHER’s Q2 total trailed its 2014 Q2 result by a single unit.

Pilatus was ahead of its 2014 pace by a single unit, while Piper – after tying for second place in single-engine turboprop deliveries in Q1 – fell back into fourth place after a Q2 in which it reported just five deliveries, down from eight in Q2 2014.

Quest finished the first half with a dozen deliveries on the strength of a Q2 with seven units, up from the four it had last year. Quest’s year-to-date result was 50-percent ahead of the eight units reported in the first six months of 2014. The only single-engine turboprop OEM with negative numbers was Pacific Aero, which shipped just two units so far this year, down from four in the same period of 2014.

So why do GAMA’s headlines show the turboprop segment performing so poorly (down 9.9 percent).

Well, it seems the agricultural airplanes have fallen on hard times. At this time last year Air Tractor had delivered 88 aircraft while this year its total was just 65. Similarly, Thrush reported 23 last year and just 10 in 2015. Consequently, GAMA shows turboprops lagging when in fact business turboprops are doing pretty well.

market, where many of the traditional market leaders are lagging significantly. Cirrus, Diamond and Piper all had double-digit declines in the singleengine category. But the trend wasn’t downward for everyone. Some piston makers – notably Cessna and Tecnam – had double-digit gains in both quarters this year. Go figure.

Of 14 manufacturers reporting single-engine deliveries, eight were down compared to last year, four were up, and two were even. Perennial market leader Cirrus was off 16.43 percent for the year-to-date.

By contrast, second place Cessna finished the first half 35.9 percent ahead of last year. There’s no downturn in the piston market at Cessna. The same can’t be said for third place Diamond, which finished the first half 47.57 percent behind last year.

Overall, multi-engine piston airplanes had a good Q2, with 37 deliveries, up 23.3 percent from a year ago when there were 30 piston twins sold. Piston twins for the year-to-date are down one unit from a year ago, however.

While generally, Q2 2015 numbers are encouraging, the fact remains that total shipments lag last year’s total by 9.1 percent.

What is supposed to be a period of slow, but steady recovery for our industry is starting to feel like a hollow promise. We can only hope that the remaining six months of 2015 will prove to be better for the business aircraft market than the first six months…

“Consequently, GAMA shows turboprops lagging when The Piston Markets in fact Regrettably, the same can’t be said for the piston View GAMA’s Q2 2015 Shipment Report in full on page 38 business turboprops are doing Airplane shipments 1, 2, 4 Manufactured Worldwide pretty well.”

Q1

Q2

MULTI-ENGINE PISTON

17

37

54

TOTAL PISTON AIRPLANES

193

271

464

SINGLE-ENGINE TURBOPROPS

91

100

191

MULTI-ENGINE TURBOPROPS

25

30

55

TOTAL TURBOPROP AIRPLANES

116

130

246

BUSINESS JETS

133

172

305

TOTAL TURBINE AIRPLANES

249

302

551

GRAND TOTAL AIRPLANE SHIPMENTS

442

573

1,015

GRAND TOTAL AIRPLANE BILLINGS

$4,514,453,340

$5,893,035,262

$10,407,488,601

SINGLE-ENGINE PISTON

176

234

YTD

410

NOTES: 1.

A shipment occurs when an aircraft is shipped from its production facility to a customer located anywhere in the world.

2. Shipments may include deliveries to a fractional operator owned by the company or to an aircraft dealer.

3.

Aircraft are considered manufactured in the U.S. when produced under an FAA production approval and in Europe when under an EASA production approval.

4. Military aircraft shipments are not included in shipment table totals.

5. Company billings are not reported. Where available, GAMA estimates total billings using public information including B&CA Purchase Planning Handbook 2014.

6. Diamond Aircraft HK36 Motor Glider models are included in civil make-model shipment total, but not summary tables. This change is intended to properly capture all deliveries by the companies listed while maintaining a consistent baseline of shipments from previous years' reports. GAMA will further integrate CS-VLA and S-LSA aircraft into future shipment reports.

7. Airbus and Boeing twin aisle shipments are identified in the report, but their value is not included in the calculation of billings.

8. DAHER was previously reported as SOCATA. 9. Dassault reports combined civil airplane deliveries twice a year in accordance with company financial reporting procedures.

10. ONE Aviation Corp. was previously reported as Eclipse Aerospace Inc. 11. Piaggio Aerospace does not provide quarterly data, but reports airplane deliveries to GAMA on an annualnbasis.

36

AVBUYER MAGAZINE – September 2015

www.AVBUYER.com

Aircraft Index see Page 161

!

Hatt & Associates September.qxp_Layout 1 17/08/2015 14:24 Page 1

2008 Hawker 900XP S/N: HA-21. Reg: N889QS 4,823 Hours since New Airshow 410

AirCell ATG5000 High Speed Internet Enrolled on MSP Partial Interior Refurbishment May-2015 Paint Touch up in 2014

New Company, Same Trusted Resource 2009 Hawker 4000

S/N: RC-24. Reg: N269LB 1,236 Hours since New Honeywell Primus Avionics Suite Block Point Inspections / Load 20 Mod-Output Completed Lump (Low utilization inspection) cw.

March-2015

1995 Hawker 1000

S/N: 259046. Reg: N546LR 10,977 Hours Since New FAA Part 135 Dual GPS Airshow 400 RVSM Compliant Maintained Under FAA Part 135

1-720-477-1204 hattaviation.com

1998 Hawker 800XP S/N: 258387. Reg: N835TM 10,557 Hours since New Engines enrolled on MSP Aircell Wi-Fi Part 135 No Damage History

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

Acquisitions Brokerages Consulting Pre-Buy Management Contract/Legal Services Scottsdale | Denver | Breckenridge | Wichita | San Jose | Dubai

GAMA Sept15.qxp_GAMA DEC05 18/08/2015 16:03 Page 4

BIZAV INTELLIGENCE ❚ OEM SHIPMENTS

2015 Second Quarter Shipment Report MAKE & MODEL

Q1

AIRBUS CORPORATE JETS

Q2

YTD

7

MAKE & MODEL

Q1

Q2

YTD

CL850 / 870 / 890

0

1

1

ACJ318

0

1

1

TOTAL UNITS

45

47

92

ACJ319

0

0

0

TOTAL BILLINGS

$1,656,800,000

$1,809,300,000

$3,466,100,000

ACJ320

0

0

0

CIRRUS AIRCRAFT

ACJ321

0

0

0

CIRRUS SR20

6

10

16

ACJ330

0

0

0

CIRRUS SR22

19

30

49

TOTAL UNITS

0

1

1

CIRRUS SR22T

18

34

52

$68,000,000

TOTAL UNITS

43

74

117

TOTAL BILLINGS

$30,597,388

$53,562,446

$84,159,834 25

TOTAL

$0

BILLINGS7

AIR TRACTOR

$68,000,000

4

8

AT-401B

0

1

1

DAHER

AT-402A

0

0

0

TBM 900

11

14

AT-402B

4

3

7

TOTAL UNITS

11

14

25

AT-502A

0

0

0

TOTAL BILLINGS

$41,700,000

$53,100,000

$94,800,000

AT-502B

13

6

19

DASSAULT FALCON JET

AT-504

0

2

2

2000S/2000LXS/900LX/7X

6

12

18

6

12

18

$212,000,000

$421,000,000

$633,000,000 1

AT-602

6

2

8

TOTAL UNITS

AT-802

2

1

3

TOTAL BILLINGS

5, 9

5,6

AT-802A

12

7

19

DIAMOND AIRCRAFT

AT-802AF

2

5

7

HK-36

0

1

TOTAL UNITS

39

27

66

DV20

0

0

0

TOTAL BILLINGS

$18,861,026

$14,514,765

$33,375,792

DA20-C1

5

6

11

DA40 (ALL)

25

18

43

0

0

DA42 (ALL)

7

20

27

1

TOTAL UNITS

37

45

82

0

TOTAL BILLINGS

$14,979,075

$21,047,700

$36,026,775 7

AMERICAN CHAMPION AIRCRAFT 7EC CHAMP

0

7ECA CITABRIA AURORA

1

7GCAA CITABRIA ADVENTURER 0

0 0

5

7GCBC CITABRIA EXPLORER

0

0

0

EMBRAER

8GCBC SCOUT

0

1

1

PHENOM 100E

1

6

8KCAB SUPER DECATHLON

2

0

2

PHENOM 300

9

20

29

8KCAB XTREME DECATHLON

3

2

5

LEGACY 500

2

3

5

TOTAL UNITS

6

3

9

LEGACY 600/650

0

3

3

TOTAL BILLINGS

$1,462,400

$799,700

$2,262,100

LINEAGE 1000/E190 HEAD OF STATE 0

1

1

SHUTTLES (ERJs AND E-JETS) 0

0

0

BOEING BUSINESS JETS

7

BBJ

1

0

1

TOTAL UNITS

12

33

45

BBJ 2

0

0

0

TOTAL BILLINGS

$124,746,000

$403,451,000

$528,197,000

BBJ 3

0

0

0

GULFSTREAM AEROSPACE CORP.

B777-300ER

1

0

1

GULFSTREAM 150 / 280

8

15

B787-9

1

1

2

GULFSTREAM 450 / 550 / 650 25

33

58

TOTAL UNITS

3

1

4

TOTAL UNITS

32

41

73

TOTAL BILLINGS 7

$58,500,000

$0

$58,500,000

TOTAL BILLINGS

$1,711,660,000

$2,260,240,000

$3,971,900,000

5

7

5

BOMBARDIER

MAHINDRA AEROSPACE

LEARJET 70 / 75

9

5

14

AIRVAN 8

5

4

9

LEARJET 60XR

0

0

0

TOTAL UNITS

5

4

9

CHALLENGER 350

14

18

32

TOTAL BILLINGS

$3,634,800

$2,907,840

$6,542,640

CHALLENGER 605

5

3

8

MAULE AIR, INC.

GLOBAL 5000 / 6000

17

20

37

MX-7-180B

2

1

3

38

AVBUYER MAGAZINE – September 2015

www.AVBUYER.com

Aircraft Index see Page 161

GAMA Sept15.qxp_GAMA DEC05 18/08/2015 16:09 Page 5

OEM SHIPMENTS ❚ BIZAV INTELLIGENCE

MAKE & MODEL

Q1

Q2

YTD

MAKE & MODEL

MAULE M-9-235

1

0

1

TEXTRON AVIATION

TOTAL UNITS

3

1

4

BEECHCRAFT CORPORATION

TOTAL BILLINGS

$769,814

$259,958

$1,029,772

MOONEY INTERNATIONAL CORP.

Q1

Q2

YTD

BONANZA G36

5

7

12

4

BARON B58

2

5

7

M20R OVATION

1

0

1

KING AIR C90GTx

5

4

9

M20TN ACCLAIM

0

4

4

KING AIR 250

6

11

17

TOTAL UNITS

1

4

5

KING AIR 350i/ER

14

15

29

TOTAL BILLINGS

$659,000

$3,013,000

$3,672,000

TOTAL UNITS

32

42

74

TOTAL BILLINGS (BEECH)

$168,827,800

$208,674,683

ONE AVIATION CORP.

10

ECLIPSE 550

2

1

3

CESSNA AIRCRAFT COMPANY

TOTAL UNITS

2

1

3

172S SKYHAWK SP

31

47

78

TOTAL BILLINGS

$6,374,500

$3,105,250

$9,479,750

182T SKYLANE

0

0

0

T182T TURBO SKYLANE

0

0

0

PACIFIC AEROSPACE LTD. PAC 750XL

1

1

2

206H STATIONAIR

0

0

0

TOTAL UNITS

1

1

2

T206H TURBO STATIONAIR

9

11

20

TOTAL BILLINGS

$1,900,000

$1,900,000

$3,800,00

400 CORVALIS TTx

4

4

8

208 CARAVAN 675

0

3

3

PIAGGIO AEROSPACE

11

P.180 AVANTI EVO

N/A

N/A

0

208B GRAND CARAVAN / EX

13

26

39

TOTAL UNITS

0

0

0

510 CITATION MUSTANG

3

2

5

TOTAL BILLINGS

$0

$0

$0

PILATUS

525 CITATION M2

7

10

17

525A CITATION CJ2+

0

0

0

PC-6

0

1

1

525B CITATION CJ3+

5

6

11

PC-12

7

11

18

525C CITATION CJ4

9

6

15

TOTAL UNITS

7

12

19

560 CITATION XLS+

2

6

8

TOTAL BILLINGS

$32,984,000

$53,992,000

$86,976,000

680 CITATION SOVEREIGN+

5

4

9

750 CITATION X+

2

2

4

TOTAL UNITS

90

127

217

PIPER AIRCRAFT, INC PA-28-161 WARRIOR III

0

0

0

PA-28-181 ARCHER III

10

2

12

TOTAL BILLINGS (CESSNA)

$373,720,000

$440,049,000

PA-28R-201 ARROW

0

1

1

TOTAL BILLINGS (COMBINED) $542,547,800

$648,723,683

PA-34-220T SENECA V

0

3

3

THRUSH AIRCRAFT, INC.

PA-44-180 SEMINOLE

2

1

3

S2R-T34

2

2

4

PA-46-350P MIRAGE M350

0

14

14

S2RHG-T65

0

0

0

PA-46R-350T MATRIX

0

1

1

S2R-T660

0

3

3

PA-46-500TP MERIDIAN M500 11

5

16

S2R-G10

0

0

0

TOTAL UNITS

23

27

50

S2R-H80

2

1

3

TOTAL BILLINGS

$23,873,253

$28,925,595

$52,798,848

TOTAL UNITS

4

6

10

TOTAL BILLINGS

$3,523,944

$9,904,908

$13,428,852

QUEST AIRCRAFT COMPANY

$1,191,271,483

KODIAK 100

5

7

12

WACO AIRCRAFT COMPANY

TOTAL UNITS

5

7

12

2T-1A-2

2

2

4

TOTAL BILLINGS

$9,875,000

$13,825,000

$23,700,000

YMF-5D

1

1

2

TOTAL CIVIL SHIPMENTS TOTAL AIRPLANE BILLINGS

688 881 1,569 $5,301,509,096 $7,024,109,576 $12,325,618,671

TECNAM AIRCRAFT ASTM - LSA

25

24

49

P2002JF

4

8

12

P92JS

0

2

2

P2002JR

0

0

0

P2008JC

8

8

16

P2006T

6

8

14

P2010P TWENTY TEN

6

7

13

TOTAL UNITS (TECNAM)

49

57

106

TOTAL BILLINGS

$9,051,256

$11,454,439

$20,505,695

Advertising Enquiries see Page 4

www.AVBUYER.com

September 2015 – AVBUYER MAGAZINE

39

O'Gara September.qxp_Layout 1 19/08/2015 12:32 Page 1

O'Gara September.qxp_Layout 1 19/08/2015 12:32 Page 2

Project5_Layout 1 02/09/2015 10:48 Page 1

Project5_Layout 1 02/09/2015 10:49 Page 1

AOG Sept15.qxp_Finance 19/08/2015 09:22 Page 1

BIZAV INTELLIGENCE ❚ MAINTENANCE

Aircraft on Ground!

Mobile Maintenance Brings Cures to the Stricken...

Stuff happens, so the saying goes. Aircraft breakdowns, maintenance problems and associated issues that ground the company airplane definitely happen, notes Dave Higdon. How do you prepare for that?

A

viation's three most-dreaded words, ‘Aircraft on Ground’ (AOG), can hit in varying degrees… The best AOG occurs on the home field. Next best would be an occurrence on an airport offering services qualified and capable of quickly resolving the cause. The worst-case scenario, however, might find an operator stranded somewhere without the facilities to resolve the failure.

The AOG cause may be relatively simple – a job almost any airframe maintenance technician learns such as brake fluid found pooled around one maingear truck; a collapsed main-gear strut; or a flat tire. It could, however, be far more complicated ranging from engine igniter failure to a pressurization valve unable to function.

44

AVBUYER MAGAZINE – September 2015

Yet irrespective of the degree of difficulty, having people around with the appropriate skills and knowledge to fix the fault fulfills only half the need when the facility lacks the equipment to perform the work. Many aircraft need specialized tools or lifting capabilities...maybe a jack able to elevate a gear truck when the aircraft exceeds the capacity of any of the available lifts.

Perhaps it’s the lack of the correct electronic equipment to test and correct an avionics glitch that's delaying departure, or a failed starter/generator drive – and the part needed sits on a shelf in another part of the world, along with someone who’s qualified to make the swap. Until resolved, the aircraft is grounded.

You need only imagine the frustration of one

www.AVBUYER.com

Aircraft Index see Page 161

AOG Sept15.qxp_Finance 19/08/2015 09:25 Page 2

cated and regulated level. It works like this: Are you powered by Continental or Lycoming?

Both build piston engines, and you can find support at pretty much any airport. But how about Pratt & Whitney, Allison, Rolls-Royce (there’s lots of them flying on Gulfstreams), Honeywell or Garrett? It's not as though they don't have plenty of approved and qualified shops available - collectively they boast hundreds – but North America offers thousands of airports with runways able to handle at least some business-turbine traffic.

In recent years maintenance service providers have created new capacities that are aimed at resolving AOG situations and focusing specifically on business aircraft, providing stranded operators a wealth of people qualified and capable of providing the required aid. What’s more, they make house calls - well, hangar calls.

These solutions provide the tools appropriate for the need – which is at least enough to ferry the stricken airplane to the nearest facility capable of finishing the work.

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

So, Who Do You Call?

“These solutions provide the tools appropriate for the need – which is at least enough to ferry the stricken airplane to the nearest facility capable of finishing the work.”

Assuming your aircraft is grounded and the airport FBO lacks the skills or tools to correct the fault, you should either call your maintenance manager back home, or the OEM's customer-support service.

Increasingly OEMs are enhancing their maintenance networks with mobile maintenance offerings – often based out of an existing factory or approved service center. The benefits of utilizing the aircraft OEM are the same as those prompting most business aircraft owners to stay with the factory service for their more-routine needs: Expertise, experience and access to the right parts. But let’s consider more specifically what is available to different makes of business jet operators today… turboprop owner/pilot when he returned to an urban 2,500ft runway from a nearby meeting and found his right main gear tire was flat. Much to his surprise, however, what might have been a lengthy AOG for him proved to be only a relatively brief delay because the airport owner knew where to find the correct replacement – and had a lift capable of raising the main gear of an 11,000pound aircraft.

Although the airport didn't stock that tire, a distributor in the area did, since it was a size and type used by a more-common propjet twin.

Hours were still lost, but location can make a difference.

Maintenance Facilities Vs. Available Runways Almost any city of size boasts enough car dealerships to provide qualified maintenance for almost every brand of automobile. Some more-exotic brands, however, lack the market penetration or affordability factor to land a dealership in every town. So it is with aircraft, but at a more-sophistiAdvertising Enquiries see Page 4

Bombardier: The Canadian OEM got into the mobile-maintenance system swing in 2012, launching its Mobile Response Party (MRP) units that work in concert with Bombardier’s North America-based network of Regional Support Offices (RSOs); 24/7 Customer Response Centers in Montreal and Wichita; and the company's wholly-owned business aircraft service centers in the US. These are supplemented with Customer Liaison Pilots, Customer Support Account Managers and Field Service Representatives.

Bombardier's MRP network began with units prepositioned in seven regions centered on Orlando, Fla; Atlanta; Van Nuys; Seattle; Denver; Chicago; and Teterboro. Similar to the company's fixed-location maintenance-support facilities, the MRPs perform scheduled and unscheduled maintenance for all families of Bombardier business aircraft at the location needed.

Cessna and Beechcraft: Aircraft owners enjoy myriad choices, both in the US and internationally. Each has www.AVBUYER.com

!

September 2015 – AVBUYER MAGAZINE

45

AOG Sept15.qxp_Finance 19/08/2015 09:27 Page 3

BIZAV INTELLIGENCE ❚ MAINTENANCE

access to more than 60 Mobile Service Units on the ground (and with Cessna's Air Response Team). That capability is in addition to the many factory service centers scattered across the US, Asia, Europe and South America.

Dassault: For Falcon operators, Dassault’s expanded portfolio of AOG support services around the world includes a 24/7 command center and its newly formulated FalconResponse, an expanded portfolio of AOG support services available anywhere at any time. The Falcon Airborne Support service provides mobile repair teams backed-up by two long-range, large cabin Falcon 900s carrying everything needed to put an AOG back into service or provide alternative lift for stranded passengers (www.dassaultfalcon.com).

And Dassault Aircraft Services operates a fleet of mobile service centers out of the company's airport-based network of factory service centers.

Dassault-owned Satellite Service Stations (SSS) increase the company's regional support for Falcon operators, each with its own GoTeams dedicated to AOG support. The DAS SSS network covers North America and international regions.

Gulfstream: A mobile-service network has been offered by Gulfstream since 2002. Gulfstream Field and Airborne Support Teams (FAST) were created to provide operators with a swift, wellcoordinated response to AOG situations.

Gulfstream dispatches FAST members by both air and ground in response to maintenance issues in North America, Central America and the Caribbean.

The operation uses more than 20 US-based pilots and technicians working in round-the-clock shifts to be ready to respond. These teams have access to two Gulfstream G150s as their primary aircraft. Since beginning in 2002, FAST aircraft annually log nearly 1,300 flight hours in service to operators.

Gulfstream expanded on its FAST system in the US with a specially equipped 74-foot tractor-trailer equipped with enough technicians, parts and tools to assist multiple customers simultaneously. The FAST network includes an additional 20-plus vehicles, including specially outfitted response trucks covering the US and Europe. In the US, FAST trucks are based in the San Francisco Bay area, Houston and New York. In Europe, FAST is staffed with maintenance engineers in Paris; Athens, Greece; and Geneva and Altenrhein, Switzerland, to respond to maintenance requests across the continent. In Asia, FAST has positioned a maintenance engineer in Malaysia to assist operators.

Embraer: The newest entry into the mobile-service support system is Embraer, which launched its initial foray into the action in late 2012. Embraer 46

AVBUYER MAGAZINE – September 2015

began with three new Mobile Response Units (MRUs) operated within a 400-mile radius of the Embraer-owned service centers in Fort Lauderdale; Mesa, Arizona; and Windsor Locks, Connecticut.

Embraer dispatches the MRUs to customers requiring either AOG or line maintenance work.

More Than a Factory Practice

Multiple independent maintenance providers also offer their own variations on mobile-maintenance services, with many familiar names in play and some less well-known names offering their own takes. For example, one unnamed independent offers mobile response services from 12 locations across North America. The company notes its locations are within 250 miles of over 2,500 business aircraft customers and recently handled its 5,000th service call since the launch of MST in the latter part of 2009.

By whatever name the company chooses, remotely staged, mobile-maintenance services can help restore a stricken aircraft and relieve the pressures of an AOG situation.

As one representative noted, being prepared with contact info for your company's factory-sponsored or third-party mobile-maintenance provider can save time and anxiety when aircraft trouble strikes. Checking availability of this contact information should be a regular part of pre-flight preparations – something your maintenance folks can help you find... before you need it. ❚ View the latest prices for jets for sale at www.AVBUYER.com

Aircraft Index see Page 161

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2015 Gulfstream G650 Serial Number: 6117 Asking Price: $72,950,000 Hours: 26

2012 Gulfstream G550 Serial Number: 5361 Asking Price: $44,950,000 Hours: 1,320

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2008 Gulfstream G450

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1996 Gulfstream GIV-SP Serial Number: 1292 Asking Price: $6,950,000 Hours: 9,461

• • • •

14 Pax Aft Galley with Crew Rest Area Engines on RRCC GoGo WiFi/Swift Broadband APU on MSP

• • • •

ASC 059B Enhanced Navigation Upgrade ATG-5000 GoGo WiFi with Talk & Text Synthetic Vision System II (SVS2) ASC 079 ADS-B Out

• • • • • •

12/24 month inspection completed July 2015 • -150 APU New paint completed July 2015 $1M PlaneDeck Avionics Enhancement and FANS Upgrades RRCC / MSP / Plane Parts HUD2020 Head Up Display Aircell ATG-4000 Go-Go WiFi Domestic High Speed Internet

• • • •

Fresh Engine Overhauls – August 2014 Very Low Total Time Two US Owners Since New Aft Galley/Forward and Aft Lav

• • • • •

Transferable Falcon & Honeywell Warranties Starting 5/2014 Swift Broadband MSC-7120 SATCOM w/ HD-710 14 Passenger Cabin w/ Forward and Aft Lav EU-OPS1 Subpart K & L Compliant CPDLC FANS 1/A & ATN

• Direct TV • One US Owner since new • Part 135 Capable

• One US Owner since new • Part 135 Capable

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Brand New March 2015 Delivery with Ferry Time Only Universal FWD Galley with Crew Rest Compartment – 13 Pax Swift Broadband High Speed Internet RAAS/Lightning Sensor/Predictive Windshear

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• • • •

1994 Gulfstream GIV-SP Serial Number: 1242 Asking Price: $5,950,000 Hours: 4,171

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2014 Falcon 900LX Serial Number: 276 Asking Price: $35,950,000 Hours: 245

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BIZAV INTELLIGENCE ❚ AVIATION LEADERSHIP ROUNDTABLE

A Chain Is No Stronger Than Its Weakest Link The enormous value that a reputable broker can provide and the consequences of marginal service are issues worth continued discussion, asserts Jay Mesinger.

C

lients rightly have very high expectations that transactions will be transparent, honest and properly conducted.

So, are they getting what they pay for?

Nowhere near enough in my opinion… I hear too many complaints from buyers and sellers that what is promised is not what’s delivered.

In our experience assisting customers, we typically see a broker on the other side of the deal at least 90% of the time giving us tremendous insight into this segment of the industry. Before we even get to a deal, we will have spoken to a large number of brokers who are either representing an aircraft our client may have interest in, or brokers who are calling on behalf of their buyer regarding inventory we have for sale. When anyone lets their respective clients down, everyone is let down.

Years ago we, as a participant in the resale industry, discussed the need to have some accreditation. Unlike real estate brokers who must pass a series of exams to be certified, our segment of Business Aviation still has no barrier to entry. Brokers who are devoted to “doing it right”, day after day, are regularly lumped into the same bucket as those who are not. Everyone suffers some diminution in reputation when someone cuts corners.

Given the actual transactions that take place after all of the dealing and talk is done, you can rest assured that our community does have a large number of people who take their roles very seriously and genuinely care about the interest of their client. If one can focus solely on the client and their needs, then one’s own needs will be covered adequately. By only focusing on one’s own needs in a transaction, however, it’s the client who loses.

It is easy to sit at the office and make promises over the phone to prospective clients about what can be done, quoting a price that many or may not be sufficient to cover the promised service.

Calamity begins with broken promises, and the entire institution of brokerage suffers.

“ Everyone suffers some diminution in reputation when someone cuts corners.”

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

Contact him at jay@jetsales.com

The Client’s View

Let’s look at a potential calamity from the client’s side. If the broker never invests in actually seeing 52

AVBUYER MAGAZINE – September 2015

your airplane, or building specifications for you to review and sign off, you or your broker’s client probably will have a problem. The likelihood of disappointment is high when brokers use outdated specs with current times and cycles. Bad data have a high likelihood of disappointing clients at the end of the day.

Specifications that are not correct could blow a deal wide open - or worse - create a contractual circumstance that may cost the seller huge sums to modify the aircraft to match the erroneous specification. Thus a broker who has not actually read the records before representing an aircraft leaves a client exposed to a transaction that will not just come apart, but may find the seller reimbursing a buyer for possible damage or corrosion history, or major repairs that were always there but never represented.

There can be no good ending to poor representation.

I know that the lines will be drawn by those reading this article. Many will say we are forced to self-regulate. No one wants the heavy hands of federal government to hold our business in its grasp. Thus, we as an industry segment must address issues that are questionable. No one should be satisfied with “Business as Usual” unless it is “Excellence as Usual”.

As it was once said, “there is a sucker born every minute”. We trust those people are not in Business Aviation. The folks who can afford to buy and sell aircraft are very smart and should not be driven by the price alone. Zig Ziglar, a good friend of mine, always said, “Price is a one-time thing, and cost is a lifetime thing.”

When you choose real professionals who will deliver on their promises, you may pay a higher fee, but you will know the cost and be rewarded with lasting value! ❚

www.AVBUYER.com

Aircraft Index see Page 161

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BOARDROOM ❚ CASE STUDY

High-Flyers:

Business Aviation Makes Sanderson Farms Chicken Fly Fresher, Faster

One of Sandersons’ G150 aircraft

Sanderson Farms supplies poultry all over the US, and finds Business Aviation so indispensable that its aviation department has grown over the years. Rani Singh finds out more from Manager of Aircraft Operations, Zane Lambert.

Z Rani Singh writes about aviation. A sought after Journalist and author she also reports on news, foreign affairs, politics and business with the world’s largest news organization.

58

ane Lambert wanted to be a pilot ever since he was in high school. Today he’s running the aviation department for Mississippi-based Sanderson Farms, managing a sizeable aircraft fleet and several teams.

“Sanderson Farms has made a conscious decision to use business aircraft to effectively manage its business,” he told AvBuyer. “Our headquarters is 90 minutes from the nearest commercial airport with any reasonable airline options, as are most of our outlying facilities. One day on-site for a manager from the home office would require most of a day on either side of that for airline travel.

“This turns a one-day out-and-back on a corpo-

AVBUYER MAGAZINE – September 2015

www.AVBUYER.com

rate aircraft into a three-day excursion at best if we used the Scheduled Airlines. After you’ve added in two nights in a hotel, extra meals, lost productivity and time away from home and family, those ‘expensive’ corporate jets become simply a piece of equipment that the company uses to efficiently carry out its operating plan.”

That service, adds Zane, is a top priority for the sales team when dealing with customers that carry Sanderson Farms products. Unlike some grocery items, fresh poultry has a finite shelf life, and when a customer has a question about, or a problem with a Sanderson Farms product, time can be of the essence.

Aircraft Index see Page 161

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“If a customer calls at noon on Friday and needs help, we will be there before close of business that day,” he elaborates. “If a customer needs to better understand how their product runs through one of our plants, we can pick them up at an airport near their home or place of business, transport them to our facility using the local airport, and have them home that afternoon.

“Building customer relationships is vital to any business, and business aircraft are one more tool Sanderson Farms uses to forge and maintain the confidence that our partners place in us.

“Some years ago a customer in the Midwest found themselves on the local news at noon on a Friday, explaining why someone had had to return fresh chicken bought in one of their supermarkets not once, but twice in the previous two days,” Zane highlights. “As you would imagine, the first call he made after that interview was to Sanderson Farms, wanting to know what we were going to do about it!

“At that point airline options would have gotten someone there sometime on Saturday, meaning – perhaps - no face-to-face meeting with that executive until Monday, giving him the weekend to stew.

Instead, using our Business Aviation tool, we were able to have a team in his office and in the store later that afternoon, before the weekend hit.

In the end a business relationship was saved, with our biggest challenge being how to delicately inform the customer that their meat coolers were not being kept at the proper temperatures.”

The Aviation Department

Sanderson Farms currently operates six aircraft within its fleet – including three Learjet 31As and three Gulfstream G150s. Before acquiring its first Learjet 31A in 1995, Sanderson Farms operated a Beechcraft Baron for about ten years, flying that aircraft 500-600 hours per year.

The Beech Baron and Learjet were operated until 2003, when a second Learjet 31A was added and the Baron was upgraded to a King Air B200 – and in 2008 the first G150 entered the fleet. Two years later the King Air was replaced with another Learjet 31A, and soon after that a second G150 was added. In 2013 a third G150 joined the fleet, bringing the number to the current mix.

While Sanderson Farms does fly to destinations throughout the US, more than half of the travel is within the southeast part of the country. Outside of Mississippi, Sanderson Farms has three poultry complexes in eastern Texas, one in southeast Louisiana, one in southern Georgia and one in eastern North Carolina. While Sanderson Farms does not operate a scheduled corporate shuttle, flights between the home office in Laurel, Mississippi and these other locations occur numerous times a week.

“Aircraft on these flights will usually be pretty full, with HR, engineering, audit, safety, training, and representatives from a host of other departments occupying the same aircraft,” Zane says with Advertising Enquiries see Page 4

Zane Lambert, Sanderson Farms

a smile. “Sanderson Farms’ G150s have an eight passenger seating configuration as well as a belted lavatory - it is not at all uncommon for there to be nine passengers on one of these flights to a plant location.”

“Most weekdays, anywhere from four to six of our aircraft will leave the Sanderson Farms hangar by 9am. Most of the time each of those aircraft will fly four to six legs, averaging about an hour each, in a 10-12 hour duty period.

“Some days are an out-and-back with a day of waiting in between, but those are becoming less and less. Weekend flying is less than Monday thru Friday, but it would be unusual to not have at least some flights on a weekend. All told, our aircraft average 600+ flight hours each per year.”

“Instead, using our Business Aviation tool, we were able to have a team in his office and in the store later that afternoon, before the weekend hit.”

Matching Jets to Missions

So how does Sanderson Farms ensure that all six of its aircraft are used to their best effect at all times?

Office staffing consists of a flight coordinator and a department clerk, Zane outlines. ! www.AVBUYER.com

September 2015 – AVBUYER MAGAZINE

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BOARDROOM ❚ CASE STUDY

(Above) Sanderson Farms’ Corporate Office, and (below) Packaged Produce

“The coordinator builds all trips and matches passengers and aircraft accordingly. While range comes into effect sometimes, it is usually the number of seats required that dictates which type aircraft will be used. The shorter-range Learjets will sometimes be tasked with a longer trip simply because the group needing travel is better served by the G150 with its two extra seats and baggage space.

“If we have a long trip out west, or northeast like Boston, we will try to use the G150 because of its non-stop capability. However, those trips are usually not crowded so if we need the extra seats and baggage space that the G150 provides, we will put a Learjet on the longer trip and just make a stop if necessary. The usual exception to this would, of course, be a trip in support of the CEO.” And for Business Aviation effectiveness to be at its highest, Sanderson Farms made its aircraft available to any employee with the need to travel. To get an aircraft ‘on the board’ in the scheduling office, it must be approved by a department’s upper management; however, once on the schedule anyone may add on as long as there are open seats. “This opens the availability to travel between plant locations to just about anyone in the company with a need to do so,” Zane explains.

der being ‘on call’.” Staffing has grown over the years as aircraft have been added. “Until last year our department was maintaining a ratio of three pilots per aircraft,” Zane reveals. “So six aircraft equaled 18 pilots (I am a pilot, but as manager don’t fly a full schedule. I do, however, bring the total to 19). As operations have continued to increase we have added to that and are now at 21 pilots (including me).

“Three others of the pilot staff are management pilots. We have a safety manager, training manager and standards manager. In addition to managing their respective disciplines, each has an equal number of line pilots who they administratively supervise.”

Maintenance staffing is currently at five – a maintenance manager and four maintenance technicians. “Heavy maintenance is contracted out, while in-house we perform line maintenance, lesser inspections and preand post-flight inspections/maintenance,” said Zane.

Thus Sanderson Farms has grown responsibly and steadily into Business Aviation – and the rewards have been clear. One visible sign of its continued growth is a second facility currently under construction in North Carolina. When open for business, it will be fully connected with staff daily moving between it and the other plants, efficiently using the company’s Business Aviation fleet. ❚ www.sandersonfarms.com.

Maintaining a Growing Aviation Department

Are you looking for more Business Aviation Case Studies? Visit www.avbuyer.com/articles/categories/ business-aviation-interview-case-studies

Maintaining the safe operations of a busy flight department requires some ground-rules, and Sanderson crews are limited to six legs in a 14-hour duty period, Zane highlights. Pilots are required to have 12-hours rest between duty periods.

“Our pilots average about 17 flying days per month, with six guaranteed days off and the remain60

AVBUYER MAGAZINE – September 2015

www.AVBUYER.com

Aircraft Index see Page 161

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BOARDROOM ❚ OWNERSHIP

Budgeting for the Flight Department:

It’s Absolutely Essential, and Easy When You Know How...

A sense of entitlement combined with a lack of understanding of the budgeting process has hastened the demise of several aviation endeavors, cautions David Wyndham.

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

62

F

or the preparers, budgets are often thought of as a painful but necessary practice that is to be endured. For a few, budgets are nothing but a tool that is used to assign blame. Like a child whose first exposure to a dog is a bite, a bad experience early on can make any future budgeting processes unwelcome.

Like them or hate them, budgets are a necessary fact of corporate life. Flight departments are business units, and all business units must adhere to corporate norms regarding fiscal planning and over-

AVBUYER MAGAZINE – Septenber 2015

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sight. Done correctly, budgets are straightforward and highly instructive. Done poorly, they can be millstones around the neck of aviation managers.

Within flight departments I’ve seen budgeting done poorly in two ways. One results from the aviation manager’s failure to appreciate the needs of the Chief Financial Officer. At the CFO-level, the aviation budget is used for financial reporting and is often tied into the budget for the corporate headquarters, or perhaps to the business unit to which the flight department is assigned.

For example, a Fortune 500 aviation manager Aircraft Index see Page 161

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BOARDROOM ❚ OWNERSHIP

prepared a budget for three items: transportation costs, facilities costs and salaries, based upon the assumption that those costs were all that mattered.

While appropriate for reporting, this limited approach provided insufficient detail to effectively manage the day-to-day costs of the aviation department.

The other impediment to proper budgeting that I have experienced occurs when the aircraft is seen as the “Chairman’s Jet”. With such ‘protection’, the manager feels that the flight department always gets the funds it needs, thus a budget has no real meaning and is not taken seriously. That reflection of entitlement may have been tolerated decades ago, but today flight departments must conform to the norms of the corporation.

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AVBUYER MAGAZINE – September 2015

Being a Business Unit

“...today flight departments must conform to the norms of the corporation.” www.AVBUYER.com

Aviation managers must treat their department as would the head of any other business unit. They need to understand that budgeting is a very important tool for planning the organization's use of an essential resource - cash. Funds must be allocated and managed to deliver the best value to both the company and the shareholders. A well-prepared budget is an asset in managing aviation operations to achieve company objectives and to function successfully within the environment of corporate accountability.

Aviation managers need to think of their budget from three levels: tactical, operational and strategic.

A tactical budget is the lowest level of budgeting.

For example, this pertains to what the head of mainAircraft Index see Page 161

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effectively manage those expenses, the aviation manager needs to measure and track them during the year.

Strategically, the CFO examines the Flight Department budget to see how well that business unit is aligned with the company’s goals and objectives.

The fact that a temporary pilot costs $1,000 per day is not immediately important to the CFO, but the acquisition of a $20m business jet is.

While it is useful to look at budgeting from the three perspectives discussed above, the final product is one document—the flight department budget, which is usually prepared annually and monitored monthly. Variances between budgeted and actual expenses are noted and addressed as needed.

For all levels of budgeting, relevance is essential. The numbers submitted by the aviation manager must be based upon corporate experiences and anticipated needs. To be credible, budgets must be generated from the ground up, not lifted from last year’s numbers and boosted by 6.0 percent.

Serious Stuff

tenance needs to manage the department’s parts inventory or prepare for the next inspection. The scheduler may use this level of budgeting to manage catering costs. The flight department’s budget may even include the cost of a temporary pilot to fill in a busy flying schedule. These costs provide the background for building the department’s operational budget.

The operational level of budgeting provides the aviation manager with the best tool for overseeing day-to-day fiscal issues. It covers the main areas of functional responsibility. For an aviation operation, maintenance is one of the largest expenses, and one in which the aviation organization can have the most control. Fuel and training are two more categories. However, in order to Advertising Enquiries see Page 4

There are two things that the aviation manager can do to obtain good data for budgeting purposes.

The first is to ensure that all parties understand the importance of accurate and relevant numbers.

The second is to be sure that corporate management communicates with the aviation manager regarding corporate goals and expectations. For example, what is the intended aircraft usage for the next year or, ideally, the next several years? Will there be more or less flying, any new destinations, etc.? Does the aviation manager understand (or even have access to) the financial goals of the company? And does he or she know where to obtain help regarding budgeting as it is practiced in the company? Just as a good pilot gets initial and recurrent training, part of a manager’s training needs to be budgeting.

For the aviation manager, the budget is more than just filling in a square for reporting to upper management. It is a critical tool that enables tracking the effectiveness of the corporation’s aviation operation. It can also alert the aviation manager to future peaks in expenses, such as scheduled major maintenance or an aircraft upgrade.

In a future article, AvBuyer will address the aviation budget from the perspective of benefits and costs to the corporation. Can aviation be more than just a cost sink? Intuitively we know this to be the case. Can the value of the aviation unit be expressed in the form of an income statement?

Let’s find out. ❚

“The numbers submitted by the aviation manager must be based upon corporate experiences and anticipated needs.”

Are you looking for more Business Aviation Ownership articles? Visitwww.avbuyer.com/articles/ category/business-aviation-ownership www.AVBUYER.com

September 2015 – AVBUYER MAGAZINE

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BOARDROOM ❚ OWNERSHIP

The World of Budgets Living in an Environment Where Planning & Tracking Costs Are Essential.

Based on many years dealing with aviation professionals, Jay Mesinger offers practical perspectives for those facing preparation of the annual budget…

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

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I

t is often said that a budget can be the noose around your neck. Build it and then find yourself constricted by the numbers you prepared. We can find many metaphors for the pain of budgeting, but the process can be the best thing a person can do to manage effectively.

Budgets, however, are of little value when produced just to satisfy a need to look good.

A budget must be built on facts, and those facts might not always look impressive in everyone’s view. Furthermore, sometimes the facts and circumstances change during the course of the budget period. Thus variances must be noted and

AVBUYER MAGAZINE – September 2015

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explained, and adjustments made. The inability to meet a budget does not mean your flight department has failed completely. It only fails when it has variances that cannot be explained or costs that from day one are inaccurately represented.

It should be built as an operating guide as well as a framework for analyzing anticipated expenses with actuals. The success or failure of your flight department’s budgeting process should be judged by how well it has tracked expenses and explained variances from budget. Judgement should not be based on a quick look by someone who simply declares that the actuals are way off.

Aircraft Index see Page 161

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to bring your management company partner into the annual discussion. That firm may have a more immediate knowledge of cost swings on individual line items.

The area of budgeting that is very difficult today deals with regulatory compliance, particularly with regard to avionics. ADS-B Out, Fans 1/A, CPDLC and TCAS 7.1 are items that are going to be mandated, based on calendar dates and areas of operation. Unfortunately not all the manufacturers have developed solutions yet, so the cost of compliance has not been fully established. This is complicated because literally every specific make and model of aircraft can be different with respect to compliance costs. Also the mandated timeline for compliance may still be shifting to the right.

Other aircraft upgrades and modernization costs are much more quantifiable. Aircraft paint and interior costs are well established, and timelines are totally subjective. These costs will be placed in an annual budget based on need, personal tastes or convenient times for having the work accomplished. A major inspection such as a “C” check is often a great time for the flight department to schedule aircraft painting, interior refurbishment or connectivity upgrades. Taking advantage of an interior needing to be removed for inspections can always cut the cost of other instillations. Being smart and using good advanced planning will always save money.

Bottom Line

Budgeting, Buying and Selling

Let’s explore the concept of budget variances as it applies to a corporate Flight Department. First consider cost of fuel, which is often the Flight Department’s highest variable expense and the one that could have large swings. We are experiencing some of the lowest per-gallon costs in almost a decade. Contingencies should be accounted for by the flight department when budgeting based on the current per-gallon prices, since they are likely to fluctuate. The operator has little control over fuel expense except for making sure to shop carefully when away from the home base.

The next budget area typically subject to variances is pass-through costs associated with your management company’s fixed and variable costs (assuming your company uses the services of a management firm). If you are building your budget and you are being managed, be very sure Advertising Enquiries see Page 4

Budgets can be your ally, not your adversary.

They can help develop the justification the Board needs to grant approval for acquisition and upgrades. If you can trust the accuracy of the annual costs and believable explorations for variances, your Flight Department is far more likely to excel and create a sustainability that is sorely needed in our industry.

Too often there is fear or insecurity in the department. These feelings can lead to unsafe operations and employee agitation. With careful budgeting, there should be no need for those feelings of uncertainty. A well-built budget—one that is adhered to, modified by explainable variances and proactively managed—is not your enemy. Quite to the contrary, it is your friendly guide.

Utilization of the company aircraft can increase or decrease, so your flight department should budget thoughtfully and with confidence.

Whatever happens, don’t accept budgets that are meant to please; accept budgets that are tools for great management. ❚

“They can help develop the justification the Board needs to grant approval for acquisition and upgrades.”

Are you looking for more Business Aviation Ownership articles? Visit www.avbuyer.com/ articles/category/business-aviation-ownership/

www.AVBUYER.com

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BOARDROOM ❚ BUYING & SELLING

A Business Aircraft Acquisition Checklist (Part 2) Additional Terms Buyers Should Consider Carefully.

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Aircraft Index see Page 161

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Following last month’s article, Chris Younger concludes his list of items to be covered by Board Members and their advisors when acquiring the benefits of Business Aviation.

L

ast month we emphasized the need to address the areas in aircraft acquisition that were particularly time-consuming and had an impact of subsequent aspects of the transaction. Specifically we covered the need to assemble a knowledgeable team of professionals well-versed in the specialized field of Business Aviation.

Our checklist continued with Aircraft Management and Operations, followed by Structuring and Tax Planning, concluding with Aircraft Financing. This month the following items complete the Acquisition Checklist.

5. Proposal, Negotiations and Documentation

When a suitable aircraft has been identified, the Board should engage its aviation counsel to prepare an offer letter, carefully drafted and negotiated to protect the company. Although the terms of an offer letter are usually not legally binding, it nonetheless commits the parties to the transaction and helps to avoid ambiguity regarding important business points.

Furthermore, it helps to prevent the aircraft seller from “sandbagging” the buyer by presenting issues in the purchase and sale agreement that were not considered by the Board when it made the offer to purchase a particular aircraft.

Once the offer letter is executed, typically the buyer’s counsel prepares the aircraft purchase agreement setting forth the commercial terms of the purchase and sale transaction. This document: • • • • • •

Expands upon the offer letter provisions, Clearly defines circumstances where the deposit becomes non-refundable, States the obligations of the seller regarding the delivery condition of the aircraft, Describes the inspection scope and procedure, Provides for conditions upon which each party is obligated to perform in proceeding to closing, and Sets forth detailed closing procedures.

The purchase agreement also governs the resolution of disputes and the rights and remedies of the parties. The typical time frame to negotiate the purchase agreement is two weeks, although in an import or export transaction this timeline may be lengthened substantially.

Advertising Enquiries see Page 4

6. Aircraft and Seller Due Diligence

As soon as an aircraft purchase agreement has been negotiated and signed, the Board must engage with the company’s team of aviation experts to conduct its due diligence of the aircraft, aircraft documents and the aircraft seller. This process typically includes the completion of a pre-purchase inspection of the aircraft and the aircraft documents.

The scope of the pre-purchase inspection is typically outlined in the purchase and sale documentation, and the inspection facility is chosen as part of the process of negotiating purchase and sale documentation. The inspection timetable typically is from one to four weeks, depending on the age and condition of the aircraft, the level of inspection to be performed, and the discrepancies discovered during the course of the inspection.

Once the pre-purchase inspection begins, the Board should have its technical consultants, its flight department or management company personnel and hopefully its future flight crew involved in the process of reviewing the aircraft and its documents.

The Board must also engage its aviation counsel to conduct due diligence regarding the status of the aircraft’s seller and the status of its title to the aircraft as well as verification of the seller’s authority to sell the aircraft. These are especially important issues when an aircraft is being imported into the US.

7. Closing

If all of the steps in last and this month’s articles are followed properly, the Board should be able to complete the closing process relatively smoothly. For the closing, the Board will need to ensure that the aircraft is in a jurisdiction that is sales-tax friendly, that all the foregoing steps have been followed, that all required documentation is in escrow to proceed, and that the aircraft can be operated following closing in the manner and to the destinations desired.

It is imperative that all of the steps relating to an aircraft acquisition be carefully orchestrated to achieve the mission critical planning objectives in the most efficient manner possible. The preparation of a detailed checklist that includes each of the foregoing items is an indispensable aid in guiding the Board through the aircraft acquisition process.

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

Mr. Younger can be contacted at cyounger@gkglaw.com

“The Board must also engage its aviation counsel to conduct due diligence regarding the status of the aircraft’s seller and the status of its title to the aircraft.”

Note: If you missed Part 1 to this article, email editorial@avbuyer.com to obtain an online link. ❚ Are you looking for more Business Aviation Ownership articles? Visit www.avbuyer.com/articles/category/ business-aviation-ownership/ www.AVBUYER.com

September 2015 – AVBUYER MAGAZINE

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BOARDROOM ❚ INSURANCE

Flight Department Insurance Budgeting A Fresh Look is Required Each Year

Stuart Hope dissects the elements of insuring your company’s Flight Department and offers some useful insights regarding the annual budget.

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

70

ne of the most common and useful tools for running any business is an annual budget. Since Flight Departments are very much a business in their own right, the annual budget is essential. But how should aviation insurance be budgeted for and what should you expect in the current market?

Tim Maurer, Certified Financial Planner, best-selling author of books on balancing your money with life needs, and regular contributor to CNBC, Forbes magazine and TIME/Money, says “…what really takes budgeting from routine to revelation isn’t merely mastering the mundane, but planning for the unexpected…with margin”. That advice, especially the part about planning for the unexpected, captures why corporations pay particular attention to insurance.

Budget as defined in Merriam-Webster’s dictionary is “a plan used to decide the amount of money that can be spent and how it will be spent”. For your

AVBUYER MAGAZINE – September 2015

www.AVBUYER.com

Flight Department manager, deciding the amount of money that can be spent requires estimating the total amount his or her department will need to cover all expected expenses (payroll, maintenance & reserves, pilot training, hangar rent, insurance, fuel cost, taxes, etc.) and also an amount for unexpected expenses (unscheduled maintenance events, an aircraft accident, fuel price increases, etc.); then when the numbers are presented, the manager can only hope that the corporate CEO or CFO doesn’t have a heart attack and sell the aircraft.

Many heads of Flight Departments fear that their job will disappear if they can’t keep the costs of operating the aircraft under control. There is temptation to cut insurance costs, particularly because the safety record of Business Aviation is impressive.

Regardless of overall safety, a company aircraft represents one of the corporation’s largest exposures to catastrophic loss. Yes, insurance costs should be examined and controlled like any other expense !

Aircraft Index see Page 161

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BOARDROOM ❚ INSURANCE

item. But remember that protecting against the unexpected must be paramount. There is simply too much on the line.

Projecting Appropriate Costs

From an insurance perspective, the FD manager should consult his or her aviation insurance broker to obtain budgeting data. Future premiums will depend on whether aircraft insurance is in a “soft” or “hard” phase, but knowing the character of the market requires expertize.

As discussed in prior articles, we have been in an extended soft, but stable market with insurance premiums remaining virtually flat for the past two years and no change anticipated in the near future. In such an environment it’s easy for your broker to determine what you should budget for your next renewal. But a call from your broker to the underwriter to confirm they don’t anticipate any changes is strongly recommended.

We are seeing many FD managers requesting quotes for higher liability limits when renewing their policies. They wish to take advantage of the historic low premiums being quoted for higher limits ($100m500m). If a hard market returns and premiums for the higher limit start to rise, the higher limit can be reduced to control premium cost.

In addition, it is best practice to adjust the insured value of the aircraft’s hull to its current market value

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AVBUYER MAGAZINE – September 2015

“Overinsuring the aircraft’s hull value is a common mistake in our industry, which results in paying unintended higher premiums.”

or outstanding loan amount, whichever is greater, every year. Over-insuring the aircraft’s hull value is a common mistake in our industry, which results in paying unintended higher premiums and creating a potential claims nightmare.

Even if you have had a significant claim in the last policy period, most insurers will not increase your premium in response.

Pay particular attention, however, if you made significant equipment changes in the last 12 months. I have an important and loyal client that has operated several King Air 350s for years. The firm recently upgraded its fleet to new Phenom 300s toward the end of their current policy term. The insured value for hull coverage went from $2m for the older King Airs to $9m for the new Phenom 300s.

Since the annual premium for the Phenom 300 is pro-rated when the aircraft was added, the FD manager realized the pro-rated premium was NOT the total annual premium, which must be considered when estimating future annual premium for budgeting purposes. If you anticipate adding new equipment in the future, for budgeting purposes call your broker and get the annual premium cost to insure the aircraft. ❚ Are you looking for more Business Aviation Insurance articles? Visit www.avbuyer.com/articles/category/ business-aviation-insurance

www.AVBUYER.com

Aircraft Index see Page 161

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OEM Sept15.qxp_Layout 1 18/08/2015 14:02 Page 1

BOARDROOM ❚ OEM PROFILE

The X-Planes:

Generation Three at Dassault As we have seen in Rod Simpson’s history of Dassault, the company has had a profound influence on Business Aviation.

Now we are experiencing a new series—the X-Falcons…

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

Contact him via rod@ aeroplan.freeserve.co.uk

74

S

ince adopting the name Avions Marcel Dassault in 1947, the design and manufacturing organization we know today as Dassault has produced approximately 8,000 aircraft, the majority (71 percent) being business jets. During the first decade of the 21st Century, the company delivered nearly 700 of its Falcons to a worldwide customer base.

Indeed, with the new Millennium came a brand new generation - led by the Falcon 7X announced at the Paris Air Show in 2001. The tri-jet Falcon 7X, which made its first flight in May, 2005 was new from nose to tail and was to become the flagship of the Falcon fleet. Its ferry range of 5,840nm took it

AVBUYER MAGAZINE – September 2015

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into a new category where it could challenge the dominance of the long-range Global Express and Gulfstream G550. Dassault’s advanced computerized design skills took the 7X from first flight to first delivery in just two years, and 90 had been built by the end of 2009.

As a clean-sheet design, the Falcon 7X had flyby-wire controls and an entirely new wing that used 20% fewer parts than previous Falcons. Compared with the rival Global 5000, the Falcon 7X’s basic operating weight is 28% lighter and its combined 19,200 lbs engine thrust is 10,000 lbst less than the two engines of the Global. With a maximum takeoff weight about 20,000 lbs less than the Global 5000, Aircraft Index see Page 161

OEM Sept15.qxp_Layout 1 18/08/2015 14:03 Page 2

the 7X offers 240nm more range, flies within 10 knots as fast as the Global, uses 3% more distance for takeoff, and has about 8% less executive payload, according to B/CA’s 2015 Purchase Planning Handbook.

Over the previous chapters of this story, we have seen that the aircraft company’s application of technology is greatly helped by Dassault’s very wide range of aviation endeavors - from the Rafale fighter to Space Exploration. (It’s not commonly known, but Dassault was the prime contractor for the Hermes “spaceplane” project launched in 1985. Closely resembling the American space shuttle, Hermes was intended to be launched on an Ariane rocket and take three astronauts on missions of up to 90 days. The Hermes was never built, but a key feature was its flight controls based on the high technology system developed for the Rafale fighter.)

Dassault also launched into the unmanned aircraft field at a very early stage, and its first UAV was Advertising Enquiries see Page 4

“...the aircraft company’s application of technology is greatly helped

by Dassault’s very wide range of aviation endeavors...” www.AVBUYER.com

unveiled in July, 2000 when the “Petit Duc” proof of concept vehicle made its first flight, followed by the larger “Grand Duc”. Today, this effort has grown into the nEUROn flying wing stealth UAV, which may be the basis for a new generation of unmanned fighters for use by European nations.

But - returning to business jets, the Falcon 7X was only the first in Dassault’s new generation and has been joined at the head of the Dassault family by a new ‘big brother’ - the Falcon 8X. While it is externally almost indistinguishable from the 7X, the Falcon 8X has many changes including a redesigned wing and a longer cabin that gives customers more than 30 different optional floor-plans including various sizes of galley.

There is more than 500nm additional range (6,450nm), which will take eight passengers and three crew at Mach 0.80 from Paris to Los Angeles or Singapore, and the Falcon 8X has a completely new cockpit incorporating the latest generation of the EASy system, including a head-up display. !

September 2015 – AVBUYER MAGAZINE

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BOARDROOM ❚ OEM PROFILE

Newest Falcon

And there is yet another new Falcon, the 5X, which has followed hard on the heels of the 8X and, according to Dassault “sets the standard in the 5,000mile-range category and is the most efficient business jet now in the market”. Powered by two 11,450 lbst Snecma Silvercrest turbofans, the first of four prototypes of the 13-passenger Falcon 5X should be airborne around the time of publication.

Certification is planned for the end of 2016, with entry into service early in 2017. Again, the new Falcon drives Dassault’s technology forward with an advanced Digital Flight Control System and redesigned wing that includes a flaperon and three leading edge slats. Notably, the Falcon 5X has the same cabin length as the 7X, but it is wider with 14% more volume and bigger windows to give it the largest passenger accommodation in its class.

Health monitoring is a very important feature of the 5X, using Dassault’s advanced FalconScan system that monitors and diagnoses 10,000 key parameters so that technical issues can be resolved as soon as the aircraft lands.

THE CUTTING EDGE AVIONICS (TOP) AND WIDE, SPACIOUS CABIN OF THE FALCON 5X

The Future

So, where does Dassault’s future lie? For many years, the company has considered building a supersonic business jet (SSBJ) and, in 1997, it unveiled the Falcon SST project that would have been the world’s first SSBJ. It would have a range of 4,000nm and a 1.8 Mach cruise speed; would be powered by three non-afterburning engines in the 12,000 lbs class; and would carry eight passengers in a 23ft-long cabin. Significantly, the aircraft would have had a gross weight of 85,826 lbs (35% less than the Aerion SBJ and fully in line with the company’s emphasis on efficient lightweight airframe design).

The Falcon SST did not get to prototype stage and, for now, Dassault is reticent about supersonic prospects in light of continuing sonic boom issues.

However, one can be certain that a supersonic aircraft is still under review and that Dassault’s innovative approach to technical development may bring such an aircraft to market in due course.

Clearly, Dassault is neither perfect nor infallible but, as long ago as 1973 a key investigation by The Rand Corporation said that “to some unmeasurable extent, the company and its products are expressions of the personality of its founder, owner and principal manager”. And that characteristic lives on.

Marcel Dassault’s energy, drive and quest for technical excellence was outstanding, and his commitment to achieving his aims with the smallest teams and the most austere facilities has created a unique organization with leaders and a loyal workforce whose culture makes them a part of the Dassault “family” for life. We await with anticipation the exciting offerings they can bring to Business Aviation in the future. ❚

Are you looking for more Business Aviation Profiles?

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

More from www.dassaultfalcon.com

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Aircraft Index see Page 161

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Avionics Mandate Sept15.qxp_Finance 18/08/2015 12:04 Page 1

FLIGHT DEPARTMENT ❚ AVIONICS MANDATES

Avionics Mandates (Part 9) Update on Data Comm

Helping you understand avionics advances and related requirements for equipage, Ken Elliott reviews aviation technologies within the

NextGen/SESAR architecture, this month focusing on Data Comm.

W

e begin this article with its relevance for Business Aviation – what are the benefits and impacts of Data Comm (primarily centered on commercial fleets) to the average business aircraft operator. Already nearly 1,000 US-based business jets are equipped with pre-departure clearance (PDC) digital technology, which requires radios capable of handling datalink communications.

Following are the benefits of Data Comm to business aircraft operators: • Two-way data exchange, instead of voice, between pilots and air traffic controllers; • Reduced separation between aircraft; • Greater efficiency in route changes while remaining in the departure queue; • Reduced user costs; • No altitude or lateral restrictions when crossing via tracks; • Routing advantages when avoiding weather; • Use of ADS-B and ADS-C (which offer their own benefits but require Data Comm);

• • • •

Better pre-departure clearance and later en-route services; Increased fuel efficiency, safety and predictability; Oceanic operational benefits; Ability to have data uplinks sent to the flight department on the ground simultaneous to FMS message being received.

Following are the disadvantages of not participating in the voluntary use of US Data Comm services: • Delayed departure clearances – in the queue; • Less efficient communications and cockpit resource management; • Increased crossing and altitude restrictions; • Limitations to oceanic operations; • Less favorable and possibly more frequent re-routes as the airspace congestion increases; • More fuel consumed and higher hourly cost to the operator; • Miscommunication of read-back errors.

!

Ken Elliott is a highlyrespected industry authority on avionics as a member of the NextGen Advisory Council sub-committee and Technical Director, Avionics at Jetcraft.

Contact him via kenelliott@jetcraft.com or www.jetcraft.com

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www.AVBUYER.com

Aircraft Index see Page 161

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FLIGHT DEPARTMENT â?&#x161; AVIONICS MANDATES

Data Comm includes both Controller Pilot DataLink Communications (CPDLC) and Future Air Navigation Systems (FANS) protocols. The current implementation status of these technologies is in flux across the world and is causing operators to understandably deliberate on their equipage and training decisions.

Following is an outline of Data Comm as of mid-2015.

FAA

In 2012 the US government committed $28.37m for Data Communication (Data Comm) Segment 1, to implement services that provide benefits including reduction of ground delays, greater airspace throughput and reduction in workload.

Phase 1 of this segment covers departure clearance text-based data to the onboard Flight Management System, rather than traditional voice. Phase 2 focuses on en-route services.

The FAA has wisely taken a cautious approach to NextGen Data Comm implementation to date. Figure 1 (previ82

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

ous page) highlights the phases of FAA Data Comm implementation and their benefits (provided courtesy of FAA).

At certain airports, during June 2015 changes to the receipt and uplink of flight plans by the FAA were adopted.

CPDLC and Pre-Departure Clearance (PDC) act as a baseline for later NextGen Data Comm technology, providing services such as clearances, instructions, crew requests, reporting and traffic flow management. PDC may be used in place of CPDLC if the aircraft is not CPDLC equipped, but only through the end of 2016.

Initially as a trial phase, Phase 1 changes will not impact Business Aviation and will be voluntary for air carriers. Flight plan sections must comply with ICAO coding (ICAO-4444).

Departure Clearances (DCLs) can be uplinked when a flight plan differs to what is existing in the FMS. Understand that while Data Comm in the US is not mandated for all operators, if you want to use the Data Comm servwww.AVBUYER.com

ices and take advantage of its benefits, you will need to be appropriately equipped. All operators not equipped with CPDLC will likely receive lower priority departure clearances. For the US, long-term equipage will need to be adequate for FANS Baseline 2 and additional VHF (Satcom for US Oceanic).

DataLink services can be provided by Satellite, VHF or HF means, and the communication method may not necessarily be known by the operator. The air traffic services and third-party service provider determine the DataLink means, partially based upon your equipage and operational approval.

ATN-Baseline 1, is a digital system and FANS-1A, is an analog based system. Currently the digital operation is known as FANS 1/A+ over VDL-Mode 2 and the analog operation is known as the VDL-Mode 0/A. The FANS 1/A system uses both digital and analog components. These will later transition into a full ATN (Baseline 2) system, using new Segment 2 advanced services such as; 4D trajectories, Dynamic RNP, advanced interval management (A-IM) with ATC winds and D-Taxi (see also under North Atlantic-ICAO below). A later ATN Baseline 3 is being developed to include the contiguous US and a wider set of users.

To operate Data Comm within the US, operators must be approved, based on equipage and training via OpSpecs, M Specs or an LOA, depending upon the FAA FAR Part under which they operate.

Initial departure clearance trials have taken place at Newark, NJ and Memphis, TN by United Airlines and FedEx respectively and report between 6-12 minutes departure clearance time savings. These trials have been extended until late 2016. Beginning soon this CPDLC technology will be extended at up to 57 additional commercial airports at an estimated cost of $7m per facility.

A Segment 1, full Phase 2 final investment decision (FID), is due from the FAA by the close of 2015. Initial Phase 2 investment was approved and commenced in 2014.

Airlines and others have concerns over the security of Data Comm, including message protection and corruption of information critical to flight. On May 27, 2014 the FAA announced a security control audit of Data Comm to ensure that proactive protection methods are implemented. This includes contingenAircraft Index see Page 161

Avionics Mandate Sept15.qxp_Finance 19/08/2015 09:08 Page 3

cies up to and including, a complete loss of the Data Comm services.

The FAA intends to measure Data Comm performance via various metrics to be reported on its NextGen Performance Snapshots website (NPS) www.faa.gov/nextgen/snapshots/.

One metric being considered is average taxi-out time. For Business Aviation, this could be IFR flight taxi time from ramp to take off. Longer taxi times indicate inefficiencies that Data Comm services should reduce.

On March 2, 2015 the FAA issued a policy statement regarding an existing data recording rule that was well received by operators and gained widespread industry support. Part 121 and 135 aircraft Cockpit Voice Recorders (CVR) are currently required to record Data Comm as well as existing voice activity. Many legacy aircraft – however could not comply, and industry was not updating to the new CPDLC equipment.

Under the new policy, the CVR recording requirements are separated between aircraft built before December 6, 2010 and those built after that date.

An existing FAA InFO 10016 document, dated August 16, 2010, is cancelled and a revised InFO is under development.

Data Comm is an essential part of airport surface operations, especially during its initial phase of departure clearance. Figure 2 (top, right) demonstrates the wide spectrum of surface considerations at major airports today (courtesy of FAA).

North Atlantic (ICAO)

Since February 2015, for aircraft using the existing North Atlantic tracks between FL350 and FL390, FANS 1A, CPDLC and ADS-C operations are a requirement. This Phase 2 North Atlantic mandate resolves the ever-increasing volume of air traffic electing to use these desirable skyways.

Note that Data Comm covers all of communication, surveillance and ATC intervention capabilities.

Beginning December 7, 2017 a Phase 2B mandate will extend applicability to the entire ICAO North Atlantic region, followed by another Phase 2C, effective January 30, 2020 adding all altitudes above FL290. If operating in areas of existing radar coverage, the New York Oceanic flight information region or the airspace north of 80 degrees north latitude, the Phase 2 requirement may be excepted.

On July 1, 2015 the FAA issued a Advertising Enquiries see Page 4

notice clarifying and advising the areas of oceanic airspace where it will have jurisdiction. The notice highlights the air traffic control services available and complies with an ICAO requirement for member states to define their jurisdictions and available services. This short and informative notice may be located in the US Federal Register as Docket # FAA-2015-1497, Airspace Docket #15AWA-4.

RTCA special committee SC214 is working closely with ICAO on harmonization of future Data Comm protocol and standards. This will ensure inter-operability across different world regions, streamline equipage requirements and reduce operator confusion.

Eurocontrol (SESAR)

As reported in the previous Avionics Mandates article, the dates for CPDLC implementation throughout Europe have changed. We covered date changes and regional implementation status.

Important Eurocontrol dates include: www.AVBUYER.com

•

Regulation (EC) 29/2009 covering CPDLC requirements will now be effective from February 5, 2018.

• All aircraft should be appropriately equipped by February 5, 2020.

Forward- and retro-fit are now indistinguishable in the updated requirement.

FAA and SESAR harmonization is ongoing, just as with FAA and ICAO, ensuring similar protocols of Data Comm as aircraft transition from North Atlantic Tracks to EUROCONTROL airspace.

Figure 3 (overleaf) offers a summary of harmonization technology areas (courtesy of SESAR/FAA).

A Gentle Reminder

As mentioned in previous articles, be very careful when assessing the equipage of your current or next aircraft for Data Comm. Very often aircraft are only provisioned, and what may apply to one range of serial numbers from the aircraft OEM may be very different to another. !

September 2015 – AVBUYER MAGAZINE

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Data Sources • •

•

• •

Always consult with your maintenance or completion provider to ensure equipment “long part” numbers are applicable to the upgrade. Beyond the part number, most equipment will list a hardware and software status designation that should also be verified prior to the Data Comm, CPDLC or FANS, being implemented.

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AVBUYER MAGAZINE – September 2015

Do not forget training followed by operational approval is required. Consult with Business Aviation member organizations such as NBAA for advice on operations in different world regions. US operational approval guidance may be found under FAA Airworthiness Circular AC12070C recently updated and OpSpec A056 for air carriers. ❚ www.AVBUYER.com

• • • •

http://www.faa.gov/nextgen/programs/ datacomm/ https://www.faa.gov/about/office_org/ headquarters_offices/avs/offices/ afs/afs400/afs470/datacomm/ www.faa.gov/about/office_org/ headquarters_offices/ato/service_units/ techops/atc_comms_services/dcit/dcit_ current_documents/ www.youtube.com/watch? v=WWJ8mUl5LsQ https://www.faa.gov/about/office_org/ headquarters_offices/avs/offices/afs/afs400/ afs470/datacomm/ www.icao.int (Search for Data Comm GOLD) National Business Aviation Association Aircraft Electronics Association RTCA for Committees and Documents

Are you looking for more articles on Avionics?

Visit www.avbuyer.com/articles/category/businessaviation-avionics Aircraft Index see Page 161

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Cockpit Avionics 1.qxp_Finance 18/08/2015 12:15 Page 1

FLIGHT DEPARTMENT ❚ AVIONICS

Cockpit Displays Have Come A Long Way!

Reflections from the Rear View Mirror Brian Wilson walks us through some hair-raising experiences with aircraft cockpits over the decades to help illustrate how far Business Aviation avionics have come over the 37 years of his aviation career.

I

t was another hot and humid Saturday afternoon in South Florida, and I could feel the sweat running down my back as I carried my avionics test equipment aboard the B727-200. This aging jet had been used entirely as a freighter carrying anything from fresh fish caught in the Caribbean to young stallions destined for the lucrative horse racing tracks in Florida.

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AVBUYER MAGAZINE – September 2015

As I sat down on the torn fabric that encased the worn-out cushions of the pilot’s seat, the rancid combination of heat, humidity and fodder from the last haul seemed overwhelming. As my focus honed in on the avionics, it struck me that cockpits from that era more resembled the ones in the Smithsonian museum than today’s state-ofthe-art glass and touchscreen panels.

With that said, there was one reliable system

www.AVBUYER.com

Aircraft Index see Page 161

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in that dated cockpit that today’s young pilots have probably only read about in their training manuals: Within that panel were two fully-functional Automatic Directional Finders (ADFs), which in its rudimentary form is no more than an AM radio with a bearing pointer. Once tuned to the proper channel my favorite college football team was soon broadcasting play-by-play action across the cockpit speakers – fancy that, my young aviators!

Fast-forward a decade and I was sitting in the jump seat of a Gulfstream GI due to take-off from Madrid on a night flight to Brussels. The crew had not been satisfied with the performance and accuracy of the VLF/Omega navigation system recently installed and insisted on me joining the flight to share their experience.

The two turboprop engines shook the fuselage as the aircraft left the runway and ascended into the evening sky. Due to this being an allnight round-trip the crew was well prepared with espresso coffee, unfiltered cigarettes and jovial conversation spoken exclusively in Spanish. It was not long after we leveled-off that it was apparent the VLF/Omega systems were not receiving a viable signal and the crew reverted back to VOR/DME, a sophisticated form of dead reckoning.

Advertising Enquiries see Page 4

Having just met my crew over a short briefing prior to the flight, and this being a start-up company with many new pilots, I was now searching for the emergency evacuation procedures in case the frigid North Sea or the English Channel became our ‘unscheduled’ destination. Only after the young co-pilot turned to me and said in broken English “Eiffel Tower” did I feel comfortable we were on the right track. You see, we didn’t have a Multi-Function Display with a moving map and our flight plan, our position and weather on the screen. I had brought along a map of Europe for which I drew a line from Madrid to Brussels, and Paris was one of the intersecting cities!

Another occasion found me kneeling at the end of the pedestal of a Lear 55 as we were testing the radar stabilization operation that had been squawked numerous times by the crew.

The flight was scheduled after lunch to better our chances of ‘painting some weather’, and the typical afternoon Cumulonimbus clouds didn’t disappoint us that day. One good thing about flying in Florida besides the flat terrain is having 1.5 million open acres of the Florida Everglades to one side and the Atlantic Ocean on the other side. On this occasion we requested a space over the everglades so we could paint ground clutter and adjust the stabilization.

The crew and I were focused on making calibrated turns, climbs and descents while adjusting the calibration potentiometers encased in the radar indicator. Having completed our mission we turned our attention to outside the cockpit for the flight back, only to see the clouds and pending rain storms scattered across the horizon…

The return flight had us going around, under and through thick formations of clouds and precipitation causing slight turbulence and blind spots from all sides of the aircraft. It seemed like ATC was vectoring us to a new heading every few minutes and warning us of traffic doing the same to escape the prevailing and shifting weather.

Since TCAS was just being introduced at that time, and coupled with high equipment and installation costs, we didn’t have the system onboard. I quickly realized that we did have our own primitive avoidance system; it was ATC warning us of the position of the local traffic and the three of us peering out the cockpit windows to locate and avoid potential danger!

Brian Wilson is the National Key Accounts Manager at Gogo Business Aviation, an industry-leading provider of in-flight connectivity solutions. Prior to Gogo, he sat on numerous Dealer Advisory Boards and was a member of the AEA Board of Directors.

Contact him via Bwilson@gogoair.com

“I was now searching for the emergency evacuation procedures in case the frigid North Sea or the English Channel became our ‘unscheduled’ destination.”

The Evolution of Cockpits

The complexity of the cockpits in that era went hand-in-hand with the stick-and-rudder skills of the crew. There was a direct correlation between the standard set of six instruments in the cockpit of the aircraft in which these pilots did their www.AVBUYER.com

!

September 2015 – AVBUYER MAGAZINE

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FLIGHT DEPARTMENT ❚ AVIONICS

initial training and the ones they were flying.

The crew had to be very cognizant of everything inside and outside the cockpit often relying on their own initiative and perception, commonly referred to as “flying by the seat of their pants”.

Any seasoned avionics technician in that day could fix most cockpit squawks with a #2 Phillips screwdriver, a Simpson multi-meter and a set of wiring diagrams. The first generation of pilot instruments was electro-mechanical (i.e. they had internal servo motor-generators that mechanically steered the instrumentation for pitch, roll and azimuth). Remote Instrument Amplifiers were needed to interface the existing systems like the flight director computer, vertical and directional gyro with the ADI and HSI. These instruments soon were being replaced with Electronic Flight Instrument Systems (EFIS).

These color Cathode Ray Tubes (CRTs) were heavy and had a high current draw, but brought reliability and redundancy to the cockpit. The early generation used three small 4-inch displays driven by remote Display Processing Units (DPUs).

The third display was actually a second EHSI mounted in the center panel that had a weather radar display feature when paired with a compatible radar system. The three-tube system quickly evolved into a five-tube system with a fully functional MFD replacing the legacy radar indicator.

Advancements in technology resulted in the CRT generation being replaced with Liquid Crystal Displays (LCD) that ran cooler, were smaller, and reduced or eliminated the amount of the remote units required to run the displays.

Since the earlier models replaced the ADI and HSI they had a vertical profile which was commonly called the ‘portrait’ display. Newer models, which had a horizontal (‘landscape’) profile, quickly caught on as almost all the previous instrumentation was swallowed up in this new architecture.

Today’s cockpit resembles more of a spaceship from a Hollywood movie, with high-resolution flat-screen monitors positioned end-to-end across the panel. A pilot’s interaction with the aircraft is transcending from two hands on the yoke to one on the side-stick controller and the other on the point-and-click trackball controller.

Crew members can rely on increased safety and advanced situational awareness due to technologies not available to the business aircraft just 25 years ago, including TCAS II; EGPWS; RVSM; Enhanced Vision System (EVS); Head-Up Display (HUD); GPS/WAAS/LPV; Synthetic Vision; and Runway Awareness and Advisory System (RAAS).

Profoundly Changed

Many pilots who have flown for 25-plus years will recall their own harrowing experiences with cockpit panels of yore, and wholeheartedly agree as 88

AVBUYER MAGAZINE – September 2015

“...interaction with the aircraft is transcending from two hands on the yoke to one on the side-stick controller and the other on the point-and-click trackball controller. ”

to how today’s systems have reduced workload and improved safety, particularly as the number of aircraft flying increases each year.

NextGen (US) and SESAR (Europe) will address this particular concern with new technology for the cockpit and the Air Traffic System, allowing aircraft to fly closer together both laterally and longitudinally in the same way RVSM tightened the vertical limits.

In the 37 years I’ve been in aviation (military, commercial and business) it is the cockpit that has seen the most profound changes. I can only imagine what today’s engineers are drafting for the next generation, but I will always remember when a simple AM radio was all I needed! ❚ Are you looking for more articles on Avionics? Visit www.avbuyer.com/articles/category/business-aviation-avionics www.AVBUYER.com

Aircraft Index see Page 161

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Cockpit Avionics 2.qxp_Finance 18/08/2015 12:30 Page 1

FLIGHT DEPARTMENT ❚ AVIONICS

Head-Up Displays Moving to Head-On: Where You Look is What You Get... And Some...

A technology borne of military and computer-gaming worlds is on a heading to intercept business aircraft cockpits. If they catch on, pilots stand to gain a new tool to help them maintain situational awareness at a higher level. Dave Higdon investigates…

T

he Helmet-Mounted Display (HMD) marries the modern aviation headset with the visual assets of a head-up display system, but instead of the display information appearing only on that collator screen above the glare shield, it moves with you so critical information remains in your field of view at all times.

The technology gurus would call HMD an augmented reality device in which virtual-reality images are overlaid onto the back of a see90

AVBUYER MAGAZINE – September 2015

through lens or face shield. The virtual information is what the HMD would carry, with the addition of enhanced-vision and synthetic-vision graphics that accurately reflect the world where the pilot is looking. It’s all very slick, and it’s already in use by military pilots, trainees, gamers and simulation fans.

Those who have sampled them in their various environments – including aviation – concede that the visual package takes a period of adjustment.

For some, the combination of almost transparent

www.AVBUYER.com

Aircraft Index see Page 161

Cockpit Avionics 2.qxp_Finance 18/08/2015 12:31 Page 2

THALES’ TOPMAX

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

images over actual eyeball views (and in some cases the addition of technologically-enhanced images) proves too much. But for the rest of the piloting population, the advancement could be a step toward an immersed 360-degree spherical view of the world around the aircraft that misses nothing the sensors detect.

Thales' HMD 2016 Debut

Scorpion: a helmet-mounted display (HMD) system that projects primary flight display (PFD) information and other mission-focused graphics inside the helmet visor. Originally it was invented by helmet-maker Gentex; however, the company sold its HMD line to Thales about three years ago. Thales has since been busy adapting the Scorpion’s technology into something more civil, and has announced the TopMax and TopEagle HMDs. Scorpion wasn't the first HMD to see military service; its immediate predecessor still serves as the US Air Force's Joint Helmet-Mounted Cueing System. Technologically, the two systems – the JHMCS and Scorpion – could hardly be more different, though.

It's in those differences that the US Air Force started testing Scorpion in its most-advanced Advertising Enquiries see Page 4

fighter, the F22 Raptor as it appears the JHMCS is too large for the F22's narrow canopy width.

It's from Scorpion’s different approach that the TopEagle and TopMax emerged.

TopMax builds on Scorpion’s display and tracker system, but consolidates it into a single assembly integrated with a standard commercial headset. The TopMax offers a monocle display, covering only one eye and came from Thales’ advanced cockpit concept for commercial aircraft program. The company says it has particular potential for corporate jet cockpits where space constraints work against installing a conventional HUD system.

TopEagle, meanwhile, takes a slightly different approach. It’s a simplified version of Scorpion targeted at civil helicopters (especially coast guard missions, emergency medical services and law enforcement work). Beyond displaying the basic flight information of a PFD, the TopEagle HMD also displays powerplant information and provides navigation guidance, allowing the pilot to keep eyes out of the cockpit in even the worst conditions.

Unveiled in June at the Paris Salon, both TopEagle and TopMax could be certificated by the middle of next year, Thales says. Then it will be up to owners and OEMs to make the ! www.AVBUYER.com

“...it has particular potential for corporate jet cockpits where space constraints work against installing a conventional HUD system.”

September 2015 – AVBUYER MAGAZINE

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marriage work, due to the technology required to sync the HMD to where the pilot looks.

Since Thales' GA-targeted HMD evolved out of the Scorpion system under evaluation by the military, it's worth looking at its basics, as explained by Thales: The Scorpion Helmet-Mounted Cueing System (HMCS) delivers full-color, dynamic flight and mission data projected directly and safely into the pilot's line of sight via a large field-of-view, fully transparent, rugged, optical waveguide display assembly. Unlike other HMD solutions, Scorpion attaches to the pilot's headset – rather than being integrated into a specific piece of headgear.

Although TopMax is smaller, it provides enough display space to allow the user to maintain a headup, eyes-out scan that's aimed to enhance real-time situational awareness by simply putting on a headset with TopMax attached and calibrated. The added dimension of full-color symbology, as we see on cockpit displays, and video imagery dramatically increases the user’s ability to rapidly interpret and correlate the situation while reducing task saturation and increasing efficiency.

Already operational on US Air Force A-10, F-16, and AC-130W aircraft, Thales' Scorpion won a chance for evaluation in the F-22 because it references differently than the JHMCS, and takes up less space.

TopMax Advantage

The mobility of the Scorpion HMD system underpins Thales' approach with its TopMax system. The HMD hardware attaches to a standard pilot headset and, once calibrated for the specific cockpit environment, can be left in the aircraft for other flight crew members to use attached to their personal aviation headset.

Both TopEagle and TopMax employ a thin, flat optical waveguide combiner in place of visor projection or the bulk of a prism. This approach makes them compatible with standard night-vision goggles - a particularly helpful element for helicopter emergency medical service pilots.

They also employ a hybrid inertial-optical head tracking system, allowing Thales to avoid any electronics attached to the aircraft. To provide the allimportant referencing function Thales installed a camera on the system that tracks reflective, coded stickers attached inside the cockpit. Taking this approach allows Thales' Scorpion, TopEagle and TopMax to eliminate magnetic mapping to provide baseline references.

According to the company, calibration and recalibration take a mere 20 minutes, further reducing the non-recurring cost of integrating the system into different aircraft. That makes the mechanical aspects relatively easy, since TopMax requires no specific integration with aircraft systems – save for power.

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AVBUYER MAGAZINE – September 2015

Human Adaptability

It's not difficult to imagine the reaction of some pilots to the idea of wearing a device suspended over the eyes from the top band of an aviation headset. “Over the eyes?” some will ask...”Are you joking?”

Some of the same doubts arose when the first head-up guidance systems arrived on airliner flight decks – which followed similar doubts raised when HUDs first landed in military cockpits. Decades later the utility of these systems won users over, thanks to the adaptability of the pilots using these systems.

Unlike some developmental over-one-eye systems this pilot sampled years ago, the transparent nature of the over-the-eye display units eliminates what was a spatially disorienting experience in those earlier, developmental systems.

With those experimental packages, the view seen by the eye using the non-transparent display never changed – except in reaction to the air-data and attitude sensors feeding what amounted to an over-the-eye PFD. Frankly, it was not fun, not comforting, and not helpful.

But the translucent display onto which flight and other data appear in this latest HMD works more like a conventional HUD – but one just ahead of your eye – which can still see the world view through the screen. Add properly referenced SVS and/or EVS to the display and the user will always have a real-time view of the world where he or she is looking.

Married to PFD data, pilots could find themselves embracing yet another advance in technology that helps them see their mission through – safely and visibly, in all conditions. And that's a situation many of us would willingly embrace! ❚

“...Thales installed a camera on the system that tracks reflective, coded stickers attached inside the cockpit.”

Are you looking for more articles on Avionics? Visit www.avbuyer.com/articles/category/business-aviation-avionics

www.AVBUYER.com

Aircraft Index see Page 161

Jeteffect Inventory September.qxp 17/08/2015 17:16 Page 1

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Year

Model

Serial No.

1998

Astra SPX

91

1991

Challenger 601-3A/ER

5086

2000

Challenger 604

5431

2008

Challenger 605

5754

2008

Citation CJ3

525B-0263

1996

Citation X

750-0011

1987

Gulfstream GIV

1008

1987

Gulfstream GIV

1021

2002

Gulfstream GIVSP

1495

1999

Gulfstream GV

576

2009

Gulfstream G150

255

2010

Gulfstream G450

4188

2010

Gulfstream G550

5255

2006

Hawker 850XP

258787

1998

Learjet 31A

165

2005

Learjet 40XR

45-2028

2005

Learjet 40XR

45-2036

2000

Learjet 45

079

2005

Learjet 45XR

282

2001

Learjet 60

229

2007

Learjet 60XR

320

2011

Phenom 100

50000223

2015

Phenom 300

50500216

2010

Bell 427

56080

Management 1 Sept15 .qxp_Finance 19/08/2015 09:15 Page 1

FLIGHT DEPARTMENT ❚ MANAGEMENT

Communicate for Higher Returns

Four Tried and True Strategies Jodie Brown offers insights that Flight Department managers can use to convey ideas to team members and be better understood. The payoff will be greater team performance.

Jodie Brown has over 20 years’ Business Aviation experience, and more than 25 years of leadership and teaching experience. She is founder and president of Summit Solutions.

Contact Jodie via Jodie@ summit-solutions.com

94

I

t’s not easy to communicate exactly what you want your team to achieve and consistently receive high performance in return. Quite a few flight departments have advanced beyond the point where overall success depends upon one team member’s ability to deliver a stellar performance. You must provide effective direction to the entire team, which is challenging when you are dealing with a mix of personnel.

As a manager you inherit some team members and you hire others, but the objective remains the same—developing a team that works well together.

AVBUYER MAGAZINE – September 2015

www.AVBUYER.com

Nothing is more difficult or counter-productive than a poor fit within a flight department. In reality, your flight department team consists of individuals functioning in different capacities such as dispatcher, mechanic, attendant or pilot. They must seamlessly interact together to fulfil the department’s role within the corporation.

In your managerial role, view yourself as directing the desired performance you seek. Write your script. Describe the outcome you want using a metaphor that team members can understand. For example, if someone resists direction, you might !

Aircraft Index see Page 161

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“One of the fundamental characteristics of a highperforming team is that members routinely collaborate with each other.”

96

say “You are great on the offense and also on the defense, but you are not the quarterback. That’s my job. You see that, don’t you?”

People want to know how to be successful. Give appropriate pointers to help them deliver a stellar performance to a demanding audience. Set people up to win, not fail.

A flight attendant was promoted to manager because she came from a legacy crew. One of her first assignments was hiring and training eight attendants for new equipment. She could only act as an individual contributor because she’d never been given the script or training for her new role as manager. A small investment in a management course or training for her would have yielded a better return.

Flight department team members are hired to play complex and integrated roles for a purpose: to deliver safe, consistent and exceptional service.

Set the stage early by communicating with your team, encouraging interaction and providing directions for your cast of characters. Use terms like, “How could you rephrase that question to get a better answer?” Review roles and expectations periodically with employees, not just at annual reviews.

Along with skills, employees bring their own idiosyncrasies. To this end a manager establishes the culture regarding what team members should expect as reasonable interpersonal behavior. One Part 91 flight team realized that their merger with another company was creating stress, lack of coordination, irrational reactions and numerous memory gaps. It was time to convene an offsite session for team-building. Time and energy were invested by all. Role expectations were refined and processes better streamlined for efficiency.

Being an effective team leader depends upon your relationship with others. Time is a resource in short supply. Therefore, invest your time wisely and build a team of cooperative players, all aligned to achieve a successful outcome. The returns will be worth the investment.

Invest Regularly in Your People

• • •

Your passengers must feel totally confident in your team’s ability to make well-informed and timely changes. They form their impressions by seeing how well your team coordinates their efforts with each other.

High performance depends on the fit between people and their jobs. Does your team appreciate that changing requirements and skills are needed to continually add value for the client. Ask them, “How do you keep up your professional knowledge? What are you doing on your own to develop your expertise?”

AVBUYER MAGAZINE – September 2015

www.AVBUYER.com

Focus on Low-Cost

It’s difficult to get everyone together for an allhands meeting. Fortunately technology offers low-cost solutions to developing employees and building team expertise. Consider the benefits of these applications of modern communications: •

• •

Invite guest speakers from corporate for monthly conference calls; Share YouTube training videos; Email aviation articles; Have team-members share ‘lunch and learn’ topics; Initiate Skype meetings, or birthday greetings to distant members; Create Dropbox articles to share.

Like a book club, have a monthly ‘topic’ session that is rotated and shared throughout the year.

Have Patience

Winners are those who have the patience to survive life’s cyclical ups and downs. One of the fundamental characteristics of a high-performing team is that members routinely collaborate with each other. They understand that not everyone is performing to 100% capacity every day. The manager's role is bringing a large number of people together in a unified work system. It’s great to be aware of individuals’ ups and downs, but do not over-react on the spot.

Working as a team requires drill and practice. A team also requires a manager who can work with the team in an unstructured way. It’s important for the manager to work with subordinates as respected participants and for team members to treat others as equals. People want to be valued as unique individuals. Remember that other people don’t move as fast, speak as succinctly, or deliver a solution as quickly as you. A majority of aviation professionals take their roles seriously and want to deliver a stellar performance.

Patience is another word for ‘chill’. ❚ Aircraft Index see Page 161

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

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Management 2 Sept15 .qxp_Finance 18/08/2015 12:49 Page 1

FLIGHT DEPARTMENT ❚ MANAGEMENT

Creating a Flight Department (Part 4) Dealing with the Specifics

Fred Haap is an ISBAO accredited auditor and past Chairman of NBAA. During his distinguished career in aviation, Mr. Haap also spent nearly 30 years as a corporate aviation department manager & pilot, logging more than 13,000 flight hours in a variety of aircraft.

Contact him via fhaap3@aol.com

98

Fred Haap, former Aviation Director for a major industrial corporation and current IS-BAO auditor, continues his series with Jack Olcott on how to create a flight department from scratch...

L

et’s assume that in responding to management’s request to examine the benefits of forming a Flight Department, you have interviewed or otherwise surveyed potential users of Business Aviation.

Based on their input, you have generated a concise and directive set of governing documents that included the proposed department’s Vision, Mission and Guiding Principles. Those directives were used to shape a draft Business Plan for the department (as outlined in the June 2015 issue of AvBuyer).

Knowing that the definitive Business Plan

AVBUYER MAGAZINE – September 2015

www.AVBUYER.com

requires a detailed examination of how a business aircraft would be used, your management has given the OK to proceed with formulating a final proposal. Now consider the following scenario: Your survey indicated that 90 percent of the firm’s trips involving a business aircraft would be to locations not well served by the Scheduled Airlines and within 1,000 statute miles or less of the firm’s headquarters. About 50 percent of Business Aviation travel would be to destinations between 250-750sm from home base; 25 percent would be between 750-1,000sm; and 25 percent Aircraft Index see Page 161

!

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eight passengers. The four-passenger survey data will increase due to last minute add-ons and a host of other variables.)

Flight usage was estimated to be 400 flight hours per year, requiring only one flight crew consisting of two pilots approved to serve as aircraft captain plus a part-time co-pilot.

Subsequent analysis might indicate that a fulltime co-pilot should be hired while retaining access to a part-time crew member. Also, as stated earlier, provisions to obtain additional lift via charter or timesharing will be addressed in the Business Plan.

Assessing Choices, Seeking Advice

“Unless you are an expert in sources and uses of funds, seek advice from someone with relevant knowledge of your company’s financial situation. ”

100

would be less than 250sm. (Note: statute miles are used since management is more familiar with that metric).

Your plan should state a minimum trip length that would be anticipated—say 100sm—but make provisions for addressing very short distances if a person with appropriate authorization requires such travel as an extraordinary or emergency action.

The Business Plan should clearly identify the maximum radius of action and the complement of passengers that the business aircraft will serve. Far too many firms feel they need to fly non-stop to destinations that are rarely required or carry far more passengers than typical. While business travel involving multiple legs might exceed the recommended planning radius, the Flight Department should address the geography to be serviced and the anticipated trip length per travel segment.

Furthermore, the department should be structured to deal with the occasional ‘outlier’ trip (one of extraordinary length, or a passenger load exceeding the norm) via a pre-audited and vetted charter provider, or timesharing arrangement with a suitable source.

Interpreting the Data

For our example here, we assert that survey data revealed that 90 percent of the firm’s use of Business Aviation could be satisfied by one aircraft capable of carrying six to eight passengers over non-stop distances of 1,000sm or less with NBAA IFR reserves. (The survey data established a minimum passenger load of four adult passengers with luggage. In practice, this requirement dictates a need for a six to eight passenger aircraft. To average four passengers per flight, approximately half of the trips will have six to

AVBUYER MAGAZINE – September 2015

www.AVBUYER.com

Our survey resulted in the assumption that one business jet with an operational range of 1,000sm was suitable, but there are several ways in which such a business aircraft can be acquired, ranging from outright purchase of a new or preowned model to various financing and leasing options. Expertise is required to decide what route to take.

Your firm’s financial advisors should be consulted to access the ramifications of depreciation and the impact of a company aircraft on the corporation’s balance sheet. A pre-owned aircraft may present a great purchase opportunity, but new-aircraft warranties and accelerated depreciation also have a significant appeal to firms with strong profits.

Financing presents sophisticated possibilities.

Unless you are an expert in sources and uses of funds, seek advice from someone with relevant knowledge of your company’s financial situation.

His or her assistance will help identify the funds available for acquisition and add credibility to your Flight Department Business Plan.

Experts are available and beneficial for accessing which models of aircraft are suitable for meeting a company travel needs. The marketing departments of OEMs are staffed with capable performance engineers who are primed to answer all your questions, and brokers within the pre-owned arena also have the ability to provide knowledgeable insights. If those sources are not sufficiently transparent, there are firms that are unaffiliated with OEMs or brokers; they can provide objective third-party evaluations of aircraft selection and availability.

While many aviation professionals feel they are well suited to select an appropriate aircraft, checking with an expert in acquisition is an option to be considered seriously.

Experts are also available in designing the structure of the flight department, although the party authoring the business plan probably has ample credentials to recommend where the aircraft will be based for operational efficiency and how flights will be scheduled. It is essential, !

Aircraft Index see Page 161

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FLIGHT DEPARTMENT ❚ MANAGEMENT

“Many a flight department has been shut down because costs soared out of control.”

102

however, to seek input from a tax expert regarding sales and use taxes for the state where the aircraft will be purchased and hangared.

Deciding how and where the aircraft will be maintained may also require expert advice from a knowledgeable consultant. Effective maintenance is essential for safety and cost containment. Poor maintenance decisions, even if they do not impact safe operations, can be very costly. Many a flight department has been shut down because costs soared out of control.

Business Unit

A flight department should be a business unit within the firm’s organizational structure, with the same requirements for budgeting, reporting and accountability as other business units. Thus the departmental business plan must address how those routine managerial functions will be accomplished. When developing your Flight Department Business Plan, talk to those within your company who can assist in structuring an acceptable reporting system. Since most aviation leaders report to a member of senior management, it is essential to consult with that person as you proceed.

AVBUYER MAGAZINE – September 2015

www.AVBUYER.com

More so than other business units, the flight department must satisfy procedural requirements, some dictated by the FAA and others by industry-derived standards and best practices.

Those procedures are incorporated in the department’s Operations Manual. It is not unusual to seek outside expertise in generating such documentation.

At the end of the day, creation of a compelling Flight Department Business Plan is a process of irritation, starting with a survey of needs, assuming a geographical area to be covered, considering aircraft well suited to accommodate the passengers to be served and the cities to be reached, and deciding on a departmental structure that works effectively as a business tool for the corporation.

As elements of the plan unfold, adjustments become necessary and are made. Eventually, you zero-in on a plan that meets the needs of your company and provides a basis for effective management of a flight department. ❚ Are you looking for more articles on Flight Department Management? Visit www.avbuyer.com/articles/flightdepartment-management/

Aircraft Index see Page 161

Tempus Jets September.qxp_Layout 1 17/08/2015 17:38 Page 1

Safety 1 Sept15.qxp_Finance 18/08/2015 14:17 Page 1

FLIGHT DEPARTMENT ❚ SAFETY

Are You Ready for PBN? (Part 1)

What is Performance Based Navigation & How Does it Differ from Traditional Navigation?

Technology daily revolutionizes aviation. Just one new example, notes Mario Pierobon, is satellite-based air navigation that offers significant opportunity for more expeditious aircraft operations and improved fuel consumption. But what is PBN and how does it work?

T

he operational flexibility characterizing today’s aviation was almost inconceivable a few decades ago. For example, Extended Twin-engine Operations (ETOPS), ultra-long-haul and the remotely piloted aerial systems are now regular practices. Add to that list of advancements an advanced concept known as Performance Based Navigation (PBN), which focuses on precise operations within a particular airspace rather than the location of traditional navigational devices such as VORs, NDB and Instrument Landing Systems. The advantages of a navigational architecture predicated on precisely defined airspace location and highly 104

AVBUYER MAGAZINE – September 2015

accurate aircraft position offers significant advantages.

In this and the two subsequent issues of AvBuyer, we shall attempt to clarify the concept of Performance Based Navigation, detail its advantages, and illustrate the considerations that flight departments need to make in order to upgrade their operations to PBN capability.

What Is PBN?

PBN is an air navigation concept that defines airspace boundaries (e.g. approach paths, noise abatement procedures, routing through congested areas, etc.) that aircraft operators are

www.AVBUYER.com

Aircraft Index see Page 161

Does the customer service you receive last well after the service event is over?

After two years of perfect operation, a customer reached out to Jim Wheaton, Duncan Aviation systems engineer in Battle Creek, Michigan, when his Wi-Fi suddenly started acting up. For no apparent reason, he had virtually no signal in the forward cabin, impacting both the internet and the wireless handsets.

Jim had designed the Wi-Fi system using the Duncan Aviation STC to seamlessly integrate with existing systems aboard this customerâ&#x20AC;&#x2122;s Falcon 2000. He completely understood the Wi-Fi system and the nuances of this specific aircraft.

He responded quickly, with schematic snapshots and detailed information of the installation process. And he gave the customer step-by-step and pictorial instructions on where to look and what it was supposed to look like.

Armed with this new information, the customer was able to attribute the interruption in service to a faulty Wi-Fi antenna.

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Safety 1 Sept15.qxp_Finance 19/08/2015 09:32 Page 2

FLIGHT DEPARTMENT ❚ SAFETY

allowed to occupy using a variety of equipment options - so long as the options chosen meet required navigation performance (RNP).

Before delving deeper into the concept it is essential to clarify two definitions: Area Navigation (RNAV) and Required Navigation Performance (RNP).

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

•

RNAV: According to ICAO’s PBN manual, RNAV is a navigation method permitting aircraft operation on any desired flight path within the coverage of ground or space-based navigation aids or within the limits of the capability of selfcontained aids, or a combination of these. It is important to note that RNAV includes PBN as well as legacy RNAV operations that do not meet the PBN definition.

• RNP: An RNP operation is an RNAV operation, meeting the PBN definition, with a requirement for on-board performance monitoring and alerting. The level of Required Navigation Performance for operations within RNP airspace is designated by the letters RNP followed by a number (e.g., RNP 10, RNP 0.3, RNP 0.1) that denotes the radius of a circle within which the aircraft’s position is known. If the RNP system does not perform the way it should, then an alert is provided to the flight crew. Thus air traffic control (ATC) can have greater confidence in an aircraft’s track-keeping performance. This greater confidence translates into being able to place routes closer together, according to Eurocontrol.

PBN specifies that aircraft RNAV or RNP system performance requirements be defined in terms of accuracy, integrity, continuity and functionality required for the proposed operations in the context of a particular airspace.

Performance requirements are identified in navigation specifications. These are technical and operational criteria published in documents issued or endorsed by national aviation authorities (e.g. advisory circulars or acceptable means of compliance). Navigation specifications also identify the choice of navigation sensors and equipment that may be used to meet performance requirements.

Under PBN, generic navigation requirements are first defined based on the operational (mission) requirements. Operators then evaluate options in respect to available technology (equipment for installation) and navigation services (availability of published PBN procedures). The chosen solution is normally the most cost-effective for the operator, as opposed to a solution being established as part of the operational requirements.

Technology can evolve over time without requiring the operation itself to be revisited as long as the requisite performance is provided by the RNAV or RNP system, continually in accordance with the applicable navigation specifications, says ICAO.

106

AVBUYER MAGAZINE – September 2015

How Does PBN Differ?

Navigation specifications historically have been defined in terms of sensors (waypoints and navigation beacons). PBN offers several advantages over sensor-specific navigation methods, including from the perspective of the air navigation service provider (ANSP) - a reduced need to maintain sensor-specific routes and procedures, and an optimized use of airspace. For example, a VOR could be eliminated or moved to a new location without creating a costly restructuring of the airspace, provided airspace boundaries were defined in terms of RNAV and RNP. From the perspective of the aircraft operator, PBN removes the need to develop sensor-specific operations requiring the overflying of ground-based navigation aids. Instead, PBN enables the likes of seamless vertical paths and constant radius turns.

PBN is an emerging concept in air navigation that is achieving critical mass. It allows greater flexibility in aircraft tracking without the need to overfly a ground station, which often results in lower fuel consumption and more environmentally friendly routing. PBN also allows the most cost-efficient solutions to be pursued, so long as air navigation performance requirements are maintained. Does your organization see a benefit from PBN? Next month, we’ll introduce the variety of PBN specifications available for virtually every phase of flight, discuss the benefits of PBN to Business Aviation, and clarify the technical, operational and training requirements to meet PBN standards. ❚

www.AVBUYER.com

“ The chosen solution is normally the most costeffective for the operator, as opposed to a solution being established as part of the operational requirements.”

Aircraft Index see Page 161

J Hopkinson 1 September.qxp 20/08/2015 10:32 Page 1

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

follow us on twitter@HopkinsonAssoc

1984 Learjet 35A S/N: 35A-505, Reg: C-GJDA, TTSN: 8,377 hrs, Garrett TFE-731-2-2B, MSP Gold, Collins ADF60, Dual Collins VHF-22C Com, RVSM, Dee Howard Thrust Reversers, Medevac Interior

Challenger 300 2,296 AFTT 1,142 Cycles Proline 21 Avionics Package Executive 6 PAX Configuration

Gulfstream Astra SP 7143 AFTT, Engines on MSP, TCAS II, EGPWS, GNS XLS FMS, RVSM and VIP Configuration with 6 pax

Lear 40 5,248 AFTT. Engines on MSP Gold. Honeywell Primus 1000 System. 6 PAX Executive Configuration

Falcon 50 13,634 hrs, Engines on MSP Gold, Collins Pro-Line 4, Dual Honeywell Laser Ref III, Magnastar Airphone C-2000, Airshow 400, MGTW Increase, 8 Passenger Seating, APU on MSP John Hopkinson & Associates Ltd. 1441 Aviation Park NE, 2nd Floor, Box 560, Calgary, Alberta, T2E 8M7

Obsolescence Sept15.qxp_Finance 18/08/2015 16:39 Page 1

FLIGHT DEPARTMENT ❚ OWNERSHIP

Economic & Functional Obsolescence?

(Part 3)

Can You Fly Away Smiling in an Older Airplane?

Jim Becker is a valued and respected Accredited Senior Appraiser with the American Society of Appraisers. He also holds an FAA Airframe & Power Plant Mechanic license.

With nearly 25 years in the aviation industry, 20 of those years have been with Elliott Aviation in the capacity of valuing aircraft. Contact him via jbecker@elliottaviation.com

108

Previously, we considered economic and functional obsolescence in older aircraft and when it makes sense to shop for an older aircraft.

Yet there are still many factors to ensure that you are ultimately happy with your older purchase, warns Elliott Aviation’s Jim Becker.

L

et’s assume you’ve decided to take advantage of the low purchase-price for an older aircraft. What can you do to a) determine whether to follow through with the purchase, and b) avoid the potential minefields associated with shopping for this class of aircraft? Once you have decided which aircraft types fit your mission profile, you really need to do your homework to determine which models are practical to operate.

AVBUYER MAGAZINE – September 2015

www.AVBUYER.com

Operating Costs: First, get a good idea of what the operating costs will be. There are several services that specialize in determining operating costs for the various models available, including Conklin & de Decker, Aircraft Cost Calculator, and several other online resources.

Maintenance Costs: Next, decide where the maintenance will be done. Just because there is a maintenance facility in your area doesn’t mean it will be capable - or even willing - to work on your Aircraft Index see Page 161

Obsolescence Sept15.qxp_Finance 18/08/2015 16:39 Page 2

increasingly difficult to find since they are no longer manufactured.

Forecast Expenses: Get a handle on future expenses before you select a model to purchase.

Some aircraft are more expensive to maintain than others. Find out the maintenance schedule for your prospective purchase and determine what the expensive events will be. The engine manufacturer or an authorized overhaul facility will be helpful in determining engine expenses. Maintenance facilities and aircraft operators of similar aircraft can also be a good source in determining maintenance costs.

Online Research: Many of these models have pilot forums where various issues are discussed.

Pilots love to talk about their aircraft and are usually a good source of information.

Telling the Time…

When a specific model is identified, there are many factors to consider. One of the most obvious is airframe time. Typically, the lower the better, but on an aircraft of this class, that may not always be true.

While abnormally high airframe times can be a red flag, the same can hold true for abnormally low airframe times.

For example, if the average fleet of the model you are considering has 12,000 airframe hours, a 2,000-hour machine may look highly attractive.

Scratch below the surface: if that particular aircraft has been sitting around for an extended period of time without having been run or flown, it could be a particularly troublesome buy!

Engine times are another factor to consider: the lower the time since overhaul or mid-life inspection, the better. And consider overall requirements: examine the log books to get an understanding of the amount of time and cycles remaining on critical (i.e. expensive) engine components. If the engines are enrolled on a maintenance service program, be sure to contact the plan administrator to check that the account is fully paid. prospective vintage aircraft. Identify suitable maintenance facilities, which must have technicians experienced in your chosen model as well as required tooling and manuals, before buying the aircraft.

Parts Availability: Another issue for older aircraft can be parts availability. In some cases, the OEM is no longer in the business of building corporate aircraft. It is always a good idea to determine where you can obtain parts before you commit to buy.

You can do this by contacting flight departments operating that model of aircraft – these are probably your best sources of information.

Bear in mind that the available parts will likely be more expensive than those for newer aircraft.

Depending on the model, you might investigate the availability of spare parts to stockpile. For example, items such as EFIS tubes are becoming Advertising Enquiries see Page 4

“Find out the maintenance schedule for your prospective purchase and determine what the expensive events will be.”

Satisfactory Service

The aircraft’s service history is another key factor.

The inspection status of an aircraft at this price point can have a huge effect on the aircraft’s overall value. Have the logbooks and maintenance status reviewed before making an offer on the aircraft.

It is imperative to get a clear picture on what inspections are coming due. Some of these inspections may cost more than the purchase price of the aircraft.

Following are some important questions to ask: • Who has been maintaining the aircraft?

• What are their qualifications?

• Where is the aircraft being operated?

If possible, get copies of the work orders for the last few inspections. This will give a good indication of whether the aircraft has had good ! www.AVBUYER.com

September 2015 – AVBUYER MAGAZINE

109

Obsolescence Sept15.qxp_Finance 18/08/2015 16:40 Page 3

FLIGHT DEPARTMENT ❚ OWNERSHIP

maintenance care. You don’t want to be the one who is paying for someone else’s deferred squawks.

Some of the usual factors of aircraft value actually have little influence on an aircraft of this vintage.

For example, the age of the aircraft, damage history, and certain missing records will not have the same effect on this class of aircraft as it will have on a much newer and more expensive model.

Other Key Considerations

Consider the avionics and other equipment installed in the prospective aircraft. It can be more cost-effective to find an aircraft that has the avionics and equipment that you want already installed. For an aircraft of this vintage, these upgrades can add marginal value, regardless of what the owner spent to have them installed.

Finally, consider price. For an aircraft of this vintage, prices can vary hugely. For example, a Beechjet 400s lowest published ask price at time of print was $249,000 while the highest is $950,000. Fully analyze the reasons why your desired aircraft is priced at a certain value,

110

AVBUYER MAGAZINE – September 2015

“Some of the usual factors of aircraft value actually have little influence on an aircraft of this vintage.”

www.AVBUYER.com

and take the items we’ve listed above into consideration.

Once you have identified a specific serial number of the model you desire, involve your maintenance facility. Also, have the same maintenance facility that will perform the regular maintenance undertake the pre-purchase inspection.

This way you won’t be caught between two shops if there are squawks that were missed in the pre-purchase inspection.

Keep in mind that you may only be allowed to perform a limited scope inspection. The value of some older aircraft have fallen so low that many owners will not allow them to have the full exposure of a traditional pre-purchase inspection. You need to consider this situation when budgeting for future expenses.

As we have discussed in this article series, if it fits your mission profile and budget there is no reason why you can’t continue to operate, or purchase, an older jet aircraft. If you do your homework, you can obtain a safe and reliable aircraft at an unbeatable price, and fly away smiling! ❚

Aircraft Index see Page 161

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Values Intro.qxp_Finance 18/08/2015 14:53 Page 1

FLIGHT DEPARTMENT ❚ RETAIL PRICE GUIDE

Business Aircraft Values: The Large Cabin Choice

T

There are occasions when the operator’s mission dictates an aircraft of larger capacity. This month our value study focuses on our definition of Large Cabin and Ultra-Long-Range business jets.

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

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

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

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

Where the Large Cabin airplanes really excel (as the name would suggest) is in their cabin capacities. A cabin will typically stretch from 30-40 feet or more, enabling operators to enjoy a wider array of finishing options and office capabilities than jets in the smaller segments can provide. Cabin heights in excess of six feet guarantees stand-up cabin comfort, while seating capacity of 8-18 is typical.

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

LARGE CABIN JET PRICE GUIDE

The following Large Cabin jets’ Average Retail Price Guide represents current values published in the Aircraft Bluebook–Price Digest. The study spans model years from 1996 through Summer 2015.

112

AVBUYER MAGAZINE – September 2015

Each reporting point represents the current average retail value published in the Aircraft Bluebook by its corresponding calendar year.

For example, the Embraer Legacy 600 values reported in the Summer 2015 edition of the Bluebook show $14.4m for a 2010 model, $11.8m for a 2009 model and so forth. Aircraft are listed alphabetically. With the reader’s knowledge of aircraft, equipment, range and performance, the following Guide allows the reader to determine the best value aircraft for consideration.

Note: We have included 40 aircraft models in the following Large Cabin average price guide, and for additional assistance, Conklin & de Decker’s Performance and Specifications data for these models can be referred to, beginning on page 116. www.AVBUYER.com

!

Aircraft Index see Page 161

American Aircraft Sales September.qxp_Layout 1 19/08/2015 17:08 Page 1

Retail Values.qxp_RPG 18/08/2015 15:31 Page 1

FLIGHT DEPARTMENT ❚ RETAIL PRICE GUIDE

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

2015 US$M

2014 US$M

2013 US$M

2012 US$M

15.0

14.0

13.0

12.0

11.0

10.0

31.1

24.0

19.0

17.5

16.5

15.5

14.5

13.5

12.5

BOMBARDIER CHALLENGER 850ER BOMBARDIER CHALLENGER 605

2011 US$M

2010 US$M

2009 US$M

2008 US$M

BOMBARDIER CHALLENGER 604 BOMBARDIER CHALLENGER 350

26.673

BOMBARDIER CHALLENGER 300

2007 US$M

2006 US$M

9.5

11.25

10.5

23.0 21.0

18.0

16.5

15.5

14.5

13.5

12.5

11.5

11.0

BOMBARDIER GLOBAL 6000

62.3

52.0

47.0

44.0

BOMBARDIER GLOBAL 5000

50.441

41.0

36.0

33.0

30.3

28.3

27.3

25.3

22.3

20.3

38.0

35.5

33.5

32.2

30.3

27.1

25.5

39.0

36.0

33.0

30.0

28.0

26.0

24.0

21.5

20.5

18.5

18.0

16.7

DASSAULT FALCON 2000DX EASY

17.0

15.0

14.0

DASSAULT FALCON 2000EX EASY

17.0

18.9

18.0

BOMBARDIER GLOBAL EXPRESS XRS BOMBARDIER GLOBAL EXPRESS DASSAULT FALCON 7X

53.8

49.0

42.0

DASSAULT FALCON 2000S

28.4

25.5

24.0

DASSAULT FALCON 2000LXS

33.7

30.0

28.0

DASSAULT FALCON 2000LX

16.5

15.3

10.5

10.0

DASSAULT FALCON 2000EX DASSAULT FALCON 2000 DASSAULT FALCON 900LX

43.3

37.0

32.0

30.5

28.5

DASSAULT FALCON 900EX EASY

26.5 24.5

23.5

22.0

21.0

20.0

20.5

19.5

18.5

17.5

16.5

35.0 10.0

9.5

DASSAULT FALCON 900EX DASSAULT FALCON 900DX DASSAULT FALCON 900C DASSAULT FALCON 900B EMBRAER LINEAGE 1000E

53.0

47.0 42.0

38.0

37.0

36.0

EMBRAER LEGACY 650-135BJ

31.6

28.0

24.0

20.0

19.0

17.0

EMBRAER LEGACY 600-135BJ

26.0

23.0

19.0

17.1

EMBRAER LEGACY 500

19.995

19.5

GULFSTREAM G650ER

73.0

72.0 69.0

68.0

61.5

49.0

46.0

42.0

41.0

40.0

38.0

36.0

34.0

32.0

34.0

33.0

32.0

29.0

28.0

26.0

23.0

43.150

35.0

30.0

28.0

26.0

25.0

24.0

23.0

20.0

17.0

24.0

21.0

19.0

18.0

17.0

14.0

11.0

EMBRAER LINEAGE 1000

14.4

11.8

EMBRAER LEGACY 135BJ

8.5

GULFSTREAM G650 GULFSTREAM G550 GULFSTREAM G500 GULFSTREAM G450 GULFSTREAM G400 GULFSTREAM G350 GULFSTREAM G300 GULFSTREAM G280

24.5

24.0

23.0

22.0

GULFSTREAM GV GULFSTREAM G1V SP AIRCRAFT BLUEBOOK DATA - CARL JANSSENS, EDITOR. EMAIL: CARL@JETAPPRAISALS.COM

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AVBUYER MAGAZINE – September 2015

www.AVBUYER.com

Aircraft Index see Page 161

Retail Values.qxp_RPG 18/08/2015 15:32 Page 2

RETAIL PRICE GUIDE ❚ FLIGHT DEPARTMENT

What your money buys today

SUMMER 2015 2005 US$M

2004 US$M

2003 US$M

2002 US$M

2001 US$M

2000 US$M

1999 US$M

1998 US$M

1997 US$M

1996 US$M

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

9.5

8.6

7.6

6.9

6.275

6.075

5.475

5.275

5.175

4.750

BOMBARDIER CHALLENGER 604 BOMBARDIER CHALLENGER 350

10.5

10.0

9.750

BOMBARDIER CHALLENGER 300 BOMBARDIER GLOBAL 6000

18.3

BOMBARDIER GLOBAL 5000

24.0

BOMBARDIER GLOBAL EXPRESS XRS

21.9

19.4

17.8

17.0

15.5

14.8

14.0

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

14.7 9.5

12.8

DASSAULT FALCON 2000EX EASY

11.0

10.0

9.2

8.0

DASSAULT FALCON 2000EX 7.4

7.1

6.6

5.9

5.4

5.1

4.8

DASSAULT FALCON 2000 DASSAULT FALCON 900LX

19.0

18.0

17.5 14.5

DASSAULT FALCON 900EX EASY 13.5

12.5

12.0

11.5

10.7

10.2

9.7

15.0 13.0

DASSAULT FALCON 900EX DASSAULT FALCON 900DX

12.0

11.0

9.8

9.3

8.6

8.1

10.0

9.3

DASSAULT FALCON 900C 8.8

8.3

7.8

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

8.0

7.5

7.0

6.7

EMBRAER LEGACY 135BJ EMBRAER LEGACY 500 GULFSTREAM G650ER GULFSTREAM G650

29.0

26.0

25.0

GULFSTREAM G550

21.0

20.0

19.0

GULFSTREAM G500

16.0

GULFSTREAM G450 11.0

10.0

7.5

6.5

GULFSTREAM G400

10.0

GULFSTREAM G350 GULFSTREAM G300 GULFSTREAM G280 17.0

16.0

15.0

14.0

13.5

13.0

12.5

9.4

8.7

8.2

7.7

7.2

6.7

6.3

GULFSTREAM GV GULFSTREAM G1V SP

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

www.AVBUYER.com

September 2015 – AVBUYER MAGAZINE

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FLIGHT DEPARTMENT ❚ SPECIFICATIONS

Aircraft Performance & Specifications

T

Ultra-Long-Range & Large 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 - UltraLong-Range & Large Jets – appears overleaf, to be followed by Medium Jets next month.

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

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

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

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

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

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

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

Height and width are the maximum within that

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

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

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

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

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

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

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

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

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

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

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

• VFR Range - Seats Full is the maximum

•

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. continued on page 118

116

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Aircraft Index see Page 161

!

IAG September FP.qxp_Layout 1 20/08/2015 10:33 Page 1

Cass Anderson or Jeff Habib +1 212 888 7979 info@iagjets.com

www.iagjets.com

1997 Dassault Falcon 900EX • Low Time - Less than 250 hours per year average utilization • Excellent Pedigree - No known damage • US Registered - Two owners since new • Forward Crew Lavatory • 13 Passenger Configuration • Engines on MSP • Fresh 3C Inspection Completed at Duncan Aviation/July 2015 Serial Number: 18

Registration: N166FB

Airframe TT: 4365.7

Landings: 1542

Price: $10,995,000

2006 Bombardier Challenger 300 • 1,400 Hours Total Time • One US Owner Since New • 96 Month Tasks Completed November 2014 • Currently Operated Part 135 • 9 Passenger Interior Plus Belted Lavatory • Deluxe Galley • Bombardier MAX Bulletins Complied With Price: $10,495,000 Serial Number: 20108

Registration: N388WS

Airframe TT: 1367

Landings: 597

2013 Dassault Falcon 2000LX • Like New Factory Built LX • Highest Serial Number LX Currently Available • Unmatched Pedigree - One US Owner Since New • Desirable 10 Passenger Interior • Currently Operated Part 135 • Low Total Time/Cycles • Engines / APU on ESP Gold / MSP • New Matterhorn White Paint - Ready For Striping • EASy II Baseline + CPDLC / ADS-B / TCAS 7.1 • AirCell Axxess II SATCOM with ATG-4000 (GoGo Biz) Serial Number: 262

Registration: N383MH

www.iagjets.com

Airframe TT: 628.1

Landings: 291

Price: Make Offer

AircraftPer&SpecSept15.qxp_PerfspecDecember06 18/08/2015 17:40 Page 1

CHA LLEN GER BOM 350 BAR DIER CHA LLEN GER 604 BOM BAR DIER CHA LLEN GER 605 BOM BAR DIER CHA LLEN GER 650 BOM BAR DIER CHA LLEN GER 850 BOM BAR DIER GLO BAL EXP RES BOM S BAR DIER GLO BAL EXP RES S XR BOM S BAR DIER GLO BAL 500 BOM 0 BAR DIER GLO BAL 600 0

BOM BAR DIER

ULTRA LONG RANGE & LARGE CABIN JETS

BOM BAR DIER

CHA LLEN GER

300

FLIGHT DEPARTMENT ❚ SPECIFICATIONS

$3,113.42

$3,095.91

$3,627.88

$3,375.84

$3,375.84

$3,530.76

$5,306.19

$5,280.20

$5,053.30

$5,109.05

CABIN HEIGHT FT.

6.08

6.08

6.08

6.08

6.08

6.08

6.25

6.25

6.25

6.25

CABIN WIDTH FT.

7.17

7.17

8.17

8.17

8.17

8.17

8.17

8.17

8.17

8.17

CABIN LENGTH FT.

23.7

23.7

28.4

28.4

28.4

48.42

48.35

48.35

42.47

48.35

CABIN VOLUME CU.FT.

930

930

1146

1146

1146

1964

2002

2002

1889

2002

DOOR HEIGHT FT.

6.22

6.22

5.83

5.83

-

5.8

6.16

6.17

6.17

6.17

DOOR WIDTH FT.

2.5

2.5

3.08

3.08

-

3.08

3

3

3

3

BAGGAGE VOL. INT. CU.FT.

106

106

115

115

115

202

190

195

195

195

BAGGAGE VOL. EXT. CU.FT.

-

-

-

-

-

-

-

-

-

-

CREW #

2

2

2

2

2

2

2

2

2

2

SEATS - EXECUTIVE #

8

8

10

10

10

15

13

13

13

13

MTOW LBS

38850

40600

48200

48200

48200

53000

95000

98000

92500

99500

MLW LBS

33750

34150

38000

38000

38000

47000

78600

78600

78600

78600

B.O.W. W/CREW LBS

23850

24800

27100

27150

27150

34618

50300

51200

50861

52230

USEABLE FUEL LBS

14045

14150

19850

19852

19852

18274

43158

44642

38959

44716

PAYLOAD WITH FULL FUEL LBS

1105

1800

1263

1298

1298

358

1792

2408

2930

2804

MAX. PAYLOAD LBS

3350

3400

4815

4850

4850

9382

5700

4800

7139

5770

RANGE - SEATS FULL N.M.

3065

3200

3756

3756

3756

2456

5940

6055

5200

5890

MAX. RANGE N.M.

3340

3600

4119

4123

4123

3096

6125

6226

5350

6080

BALANCED FIELD LENGTH FT.

4810

4853

5765

5840

5665

6305

6170

6170

5540

6476

LANDING DIST. (FACTORED) FT.

3833

3850

3833

3833

3833

4120

3667

3667

3667

3667

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

4240

-

4345

4345

4345

3395

3450

3300

3450

3300

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

474

-

680

581

581

443

522

474

704

474

MAX. CRUISE SPEED KTAS

470

470

488

488

488

459

505

511

511

511

NORMAL CRUISE SPEED KTAS

459

459

459

459

459

442

488

488

488

488

L/RANGE CRUISE SPEED KTAS

459

459

425

425

425

425

459

471

471

471

2

2

2

2

2

2

2

2

2

2

HTF 7000

HTF 7350

CF34-3B

CF34-3B

CF34-3B MTO

CF34-3B1

VARIABLE COST PER HOUR $

ENGINES # ENGINE MODEL

BR710-A2-20 BR710-A2-20 BR710-A2-20 BR710-A2-20

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

118

AVBUYER MAGAZINE – September 2015

www.AVBUYER.com

Aircraft Index see Page 161

!

GLOBALLY INTIMATE. BROKERAGE | ACQUISITIONS | SALES | MANAGEMENT

Visit our website: www.scross.com

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

2007 Challenger 850 • s/n 8056 • OE-ISF

2009 Falcon 2000LX • s/n 0157 • N107RG

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

2250 TTSN • Engines on ESP • APU on MSP • Easy II upgrade • HUD

1993 Falcon 50 • s/n 234

2000 Falcon 50EX • s/n 286 • N286ZT

Only 3900 TTSN • Engines on MSP Gold • NDH • Good Maintenance Status

API Winglets • 4450 TT Since New JSSI for Engines & APU C, 2C & Gear OH by Dassault/Paris in 2011

Coming Soon - 2000 Learjet 2000

2008 Lear 60XR • s/n 343 • N343EC

7,000 TT • ESP Gold • Recent 12 year • Excellent cosmetics • No damage • Motivated seller

1580 TT • Engines on ESP Gold • Fresh A-B-C Inspections • NDH

1999 Lear 45 • s/n 0016 • N716SC

1990 Agusta 109C • s/n 7613

BR Engines • APU • Dual FMS • Engine & APU Program

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

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

FT. LAUDERDALE

CHARLOTTE

SÃO PAULO

LONDON

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

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

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

Conway House - Cranfield MK43 0FQ - United Kingdom

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

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

Tel: +55 (11) 3588-0311

Tel: +44 (1234) 817-770

(Invoicing/Contracting Address)

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08-15 southern cross.indd 1

8/13/15 9:18 AM

AircraftPer&SpecSept15.qxp_PerfspecDecember06 19/08/2015 09:04 Page 2

CES SNA CITA TION LATI TUD E DAS SAU LT F ALC ON 200 0 DAS SAU LT F ALC ON 200 0DX DAS SAU LT F ALC ON 200 0EX DAS SAU LT F ALC ON 200 0EX EAS DAS y SAU LT F ALC ON 200 0LX DAS SAU LT F ALC ON 200 0LX S DAS SAU LT F ALC ON 200 0S DAS SAU LT F ALC ON 900 B DAS SAU LT F ALC ON 900 C

FLIGHT DEPARTMENT ❚ SPECIFICATIONS

ULTRA LONG RANGE & LARGE CABIN JETS VARIABLE COST PER HOUR $

$3,236.85

$3,891.30

$3,175.07

$3,274.62

$3,154.12

$3,093.54

$3,093.54

$3,154.01

$4,102.42

$3,907.23

CABIN HEIGHT FT.

6

6.2

6.2

6.2

6.2

6.2

6.2

6.2

6.2

6.2

CABIN WIDTH FT.

6.42

7.7

7.7

7.7

7.7

7.7

7.7

7.7

7.7

7.7

CABIN LENGTH FT.

28.08

31.2

31.2

31.2

31.2

31.2

31.2

31.2

33.2

33.2

CABIN VOLUME CU.FT.

-

1028

1028

1028

1028

1028

1028

1028

1218

1218

DOOR HEIGHT FT.

-

5.64

5.64

5.64

5.64

5.63

5.64

5.64

5.7

5.7

DOOR WIDTH FT.

-

2.63

2.63

2.63

2.64

2.64

2.63

2.63

2.7

2.7

BAGGAGE VOL. INT. CU.FT.

-

134

131

131

131

131

131

131

127

127

BAGGAGE VOL. EXT. CU.FT.

-

-

-

-

-

-

-

-

-

-

CREW #

2

2

2

2

2

2

2

2

2

2

SEATS - EXECUTIVE #

9

10

10

10

10

8

8

10

12

12

MTOW LBS

-

35800

41000

42200

42200

42800

42800

41000

45500

45500

MLW LBS

-

33000

39300

39300

39300

39300

39300

39300

42000

42000

B.O.W. W/CREW LBS

-

22750

23190

23190

23190

24750

24750

24750

25275

25275

USEABLE FUEL LBS

-

12155

14600

16660

16660

16660

16660

14600

19165

19165

PAYLOAD WITH FULL FUEL LBS

-

1095

3410

2550

2550

1590

1590

1850

1260

1260

MAX. PAYLOAD LBS

-

5910

6510

6510

6510

4950

4950

4950

2945

2945

RANGE - SEATS FULL N.M.

-

2841

3378

3878

3878

3970

3970

3385

3450

3450

MAX. RANGE N.M.

-

3130

3440

4045

4045

4145

4145

3615

4080

4080

4030

5440

5300

5585

5585

6050

4920

4535

5144

5144

LANDING DIST. (FACTORED) FT.

-

4333

4333

4333

4333

4484

3384

3834

3633

3633

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

-

3730

4575

4375

4375

4350

4310

4535

3755

3755

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

-

377

490

490

490

490

565

625

645

645

MAX. CRUISE SPEED KTAS

-

475

482

482

482

482

482

482

500

500

NORMAL CRUISE SPEED KTAS

-

459

459

459

459

453

453

453

466

466

L/RANGE CRUISE SPEED KTAS

-

430

442

442

442

441

441

437

428

428

ENGINES #

2

2

2

2

2

2

2

2

3

3

PW306D

CFE 738-1-1B

PW308C

PW308C

PW308C

PW308C

PW308C

PW308C

TFE 7315BR-1C

TFE 7315BR-1C

BALANCED FIELD LENGTH FT.

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.

120

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Aircraft Index see Page 161

!

Corporate Concepts 2 September.qxp 17/08/2015 17:45 Page 1

Corporate Concepts International, Inc. 2008 Legacy 600 – $10,450,000 – Open to All Offers ■ New generation cabin with increased headroom ■ High speed internet with satellite phone ■ Enrolled in Executive Care and Corporate Care programs ■ Forward and Aft lavatories ■ Burns half the fuel of a GIV-SP – FAA Part 135 ■ For Sale or Lease – Very Motivated Seller

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Financing and Leases Available – See www.flycci.com for further details

AircraftPer&SpecSept15.qxp_PerfspecDecember06 19/08/2015 09:05 Page 3

ULTRA LONG RANGE & LARGE CABIN JETS VARIABLE COST PER HOUR $

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

FLIGHT DEPARTMENT ❚ SPECIFICATIONS

$3,689.68

$3,935.41

$3,637.41

$3,530.95

$3,863.01 $3,724.18

$3,845.44

$5,831.84

$5,832.00 $3,128.98

CABIN HEIGHT FT.

6.2

6.2

6.2

6.2

6.2

6

6

6.58

6.58

6.25

CABIN WIDTH FT.

7.7

7.7

7.7

7.7

7.7

6.92

6.92

8.75

8.75

7.2

CABIN LENGTH FT.

33.2

33.2

33.2

33.2

39.1

49.8

49.8

84.32

84.32

32.25

CABIN VOLUME CU.FT.

1218

1218

1218

1218

1506

1656

1656

3914

3914

888

DOOR HEIGHT FT.

5.6

5.6

5.6

5.6

5.64

5.6

5.6

5.97

5.97

6

DOOR WIDTH FT.

2.6

2.6

2.6

2.6

2.63

2.5

2.5

2.46

2.46

2.75

BAGGAGE VOL. INT. CU.FT.

127

127

127

127

140

286

286

323

323

34

BAGGAGE VOL. EXT. CU.FT.

-

-

-

-

-

-

-

120

120

120

CREW #

2

2

2

2

2

2

2

2

2

2

SEATS - EXECUTIVE #

12

12

12

12

12

13

13

19

19

8

MTOW LBS

46700

48300

49000

49000

70000

49604

53572

120152

120152

39600

MLW LBS

42200

44500

44500

44500

62400

40785

44092

100972

100972

32700

B.O.W. W/CREW LBS

25800

24700

24700

26400

36600

30419

31217

70844

70548

24150

USEABLE FUEL LBS

18830

21000

21000

21000

31940

18170

20600

48217

48217

14600

PAYLOAD WITH FULL FUEL LBS

2270

2800

3500

1800

1660

1169

1909

1530

1826

1000

MAX. PAYLOAD LBS

5064

6164

6164

4464

4400

4855

4938

9625

9921

4050

RANGE - SEATS FULL N.M.

4100

4500

4500

4800

5490

3091

3661

4198

4242

3420

MAX. RANGE N.M.

4290

4725

4725

5000

5870

3485

3980

4592

4629

3735

BALANCED FIELD LENGTH FT.

4890

5215

5215

5215

5600

5440

5840

6076

6076

4800

LANDING DIST. (FACTORED) FT.

3633

3750

3750

3833

3591

3835

3910

3402

3402

5083

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

3880

3880

3880

3880

-

2639

3022

2464

2464

5000

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

796

755

703

703

615

761

757

720

720

846

MAX. CRUISE SPEED KTAS

482

482

482

482

-

455

459

472

471

482

NORMAL CRUISE SPEED KTAS

459

459

459

459

488

447

447

459

459

470

L/RANGE CRUISE SPEED KTAS

430

430

430

430

459

424

425

455

-

459

3

3

3

3

3

2

2

2

2

2

TFE 731-60

TFE 731-60

PW307A

ENGINES # ENGINE MODEL

TFE 731-60 TFE 731-60

AE 3007A1E AE 3007A2 CF34-10E7-B CF34-10E7-B HTF 7250G

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.

122

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Aircraft Index see Page 161

!

Elite Baku Avbuyer September.qxp_Layout 1 20/08/2015 09:44 Page 1

AircraftPer&SpecSept15.qxp_PerfspecDecember06 18/08/2015 17:46 Page 4

G65 0ER GUL FSTR EAM

GUL FSTR EAM

G65 0

G55 0 GUL FSTR EAM

G50 0 GUL FSTR EAM

GUL FSTR EAM

GV

G45 0 GUL FSTR EAM

GUL FSTR EAM

G40 0

G35 0 GUL FSTR EAM

ULTRA LONG RANGE & LARGE CABIN JETS

GUL FSTR EAM

G30 0

FLIGHT DEPARTMENT ❚ SPECIFICATIONS

$4,848.25

$4,742.12

$4,851.34

$4,740.31

$5,263.03

$4,659.97

$4,687.04

$5,029.60

$5,034.35

CABIN HEIGHT FT.

6.2

6.2

6.2

6.2

6.2

6.2

6.2

6.4

6.4

CABIN WIDTH FT.

7.3

7.3

7.3

7.3

7.3

7.3

7.3

8.5

8.5

CABIN LENGTH FT.

45.1

45.1

45.1

45.1

50.1

50.1

50.1

53.6

53.6

CABIN VOLUME CU.FT.

1658

1658

1658

1658

1595

1812

1812

2421

2421

DOOR HEIGHT FT.

5

5

5

5

5

5

5

6.28

6.28

DOOR WIDTH FT.

3

3

3

3

3

3

3

3

3

BAGGAGE VOL. INT. CU.FT.

169

169

169

169

226

226

226

195

195

BAGGAGE VOL. EXT. CU.FT.

-

-

-

-

-

-

-

-

-

CREW #

2

2

2

2

2

2

2

2

2

SEATS - EXECUTIVE #

13

14

13

14

13

18

18

18

18

MTOW LBS

72000

70900

74600

74600

90500

85100

91000

99600

103600

MLW LBS

66000

66000

66000

66000

75300

75300

75300

83500

83500

B.O.W. W/CREW LBS

43700

43000

43700

43000

48400

47900

47900

54000

54000

USEABLE FUEL LBS

26700

25807

29281

29281

41000

34940

41000

44200

48200

PAYLOAD WITH FULL FUEL LBS

2000

2493

2019

2719

1500

2660

2500

1800

1800

MAX. PAYLOAD LBS

5300

6000

5300

6000

6100

6600

6600

6500

6500

RANGE - SEATS FULL N.M.

3486

3680

3880

4070

6250

5620

6360

6520

7095

MAX. RANGE N.M.

3820

3900

4166

4425

6675

5991

6975

7130

7685

BALANCED FIELD LENGTH FT.

4700

5065

5700

5615

6200

5385

6170

6285

6765

LANDING DIST. (FACTORED) FT.

4417

4417

4417

4417

3750

3667

3667

4167

4167

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

3805

3960

3640

3760

3610

3950

3650

3570

-

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

767

736

701

712

820

707

594

467

-

MAX. CRUISE SPEED KTAS

500

500

500

500

508

508

508

516

516

NORMAL CRUISE SPEED KTAS

476

476

476

476

488

488

488

-

-

L/RANGE CRUISE SPEED KTAS

445

445

445

445

459

459

459

488

488

2

2

2

2

2

2

2

2

2

TAY 611-8

TAY 611-8C

TAY 611-8

VARIABLE COST PER HOUR $

ENGINES # ENGINE MODEL

TAY 611-8C BR 710-A1-10 BR 710-C4-11 BR 710-C4-11 BR 725 A1-12 BR 725 A1-12

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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Aircraft Index see Page 161

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AirCompAnalysis Sept15.qxp_ACAn 18/08/2015 15:05 Page 1

FLIGHT DEPARTMENT ❚ AIRCRAFT COMPARATIVE

Aircraft Comparative Analysis: Cessna Citation CJ4 In this month’s Aircraft Comparative Analysis, Mike Chase provides information on two popular business jets for the purpose of valuing the Citation CJ4. A 2015 Citation CJ4 has a list price of $9.414m.

O

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

128

ver the following paragraphs, we’ll consider productivity parameters (payload/range, speed and cabin size) and cover current and future market values for Textron Aviation’s Citation CJ4. The field in this study includes Bombardier’s Learjet 31A/ER business jet.

Table A - Textron Citation CJs in Operation

Brief History

The CitationJet is a low-wing aircraft with a T-tail, pressurized cabin, and powered by two turbofan engines pylon mounted on the rear fuselage. The Model 525 was the basis for the family, which encompasses the CJ1, CJ1+, CJ2, CJ2+, CJ3, CJ3+ and the CJ4 models.

The CJ4, which was introduced in 2005, is a stretched version of the CJ3, adding another two feet to the CJ3 cabin. The first CJ4 business jet flew on May 5, 2008, with initial deliveries starting in 2010. This model also introduces a different wing design than the !

AVBUYER MAGAZINE – September 2015

www.AVBUYER.com

Souce: JETNET; In Operation as of August 6, 2015

Aircraft Index see Page 161

LEAS Single September.qxp_LEAS 19/08/2015 12:40 Page 1

Contact us: USA 201-891-0881 aircraftsales@leas.com WWW.LEAS.COM

2008 Citation X s/n 750-0289 FOR SALE OR LEASE, 8 pax, On RR Corp. Care, ATG 4000 Wi-Fi, Iridium Sat Phone, Maintained Part 135, Improved TRâ&#x20AC;&#x2122;s, Airshow 4000+, SATCOM AFIS

2007 Global Express XRS s/n 9191 13 pax. Many upgrades-IAC Batch 3 Software, FANS 1/A+ & RNP4 Capability, SBAS/LPV Approach, ADS-B Out, TCAS 7.1, Wi-Fi, Satellite TV

1995 Gulfstream IVSP s/n 1269 16 pax, Eligible for Corp. Care-675 Hrs TSOH, -150 APU Upgrade on MSP Gold, Avionics on HAPP, Oper. Part 135, Partial Interior 9/2014 & 1/2012

2004 Falcon 900EX EASy s/n 137 12 pax, Engines+APU-MSP Gold, New P & I 9/2014, EASy II Enhanced Avionics, Synthetic Vision, Enhanced Nav, ADS-B Out, TCAS 7.1, Wi-Fi, Text & Talk

1995 Gulfstream IVSP s/n 1262 1997 Gulfstream V s/n 504

13 pax, On RR Corp. Care, Avionics on HAPP, ATG-4000 Wi-Fi, Iridium Sat phone, APU Enclosure Ventilation Mod, Opererating Part 135

15 pax, Eligible for Corp. Care, Satellite TV, Inmarsat SATCOM Swift Broadband, True North Phone, ADS-B Out, TCAS 7.1, 24,48 mo. CMP Codes 5/2014, Soft Goods 2012

2007 Sikorsky S-76C++ s/n 760695 8 pax, Only 580 Hrs, Stunning VIP Interior, Emergency Flotation Sys., Avionics on HAPP, Excellent Dispatch Reliability, One Owner, Always Hangared

1994 Gulfstream IVSP s/n 1236 16 pax, Eligible for Corp. Care-475 Hrs TSOH, ATG-4000 Wi-Fi, Iridium Sat phone, Ads-B Out, SBAS/LPV AGPS Approach, -150 APU Upgrade

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

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

AirCompAnalysis Sept15.qxp_ACAn 18/08/2015 15:09 Page 2

FLIGHT DEPARTMENT ❚ AIRCRAFT COMPARATIVE

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)

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

Citation CJ4

15,660

5,828

188

2,150

1,052

1,991

1,426

Learjet 31A/ER

16,000

4,653

182

2,253

2,000

1,600

900

Model

Chart A - Cabin Cross-Sections

earlier CJ models, employing a moderately swept wing design similar to the Citation Sovereign.

With more powerful engines (two Williams International FJ444As) than its predecessors, longer wings, and among the most advanced flight decks in its class, the Citation CJ4 became the largest member of the CJ family, but remains in the Light Jet category with eight seats. A total of 1,382 CitationJet-series aircraft are currently in operation, as shown in Table A (previous page), and of those, a total 187 units are Citation CJ4 models.

There are 178 wholly-owned Citation CJ4 aircraft in operation worldwide with nine in shared ownership and none in fractional ownership. By continent, North America has the largest fleet percentage at 79%, followed by Europe (14%, for a combined total of 93%). Thirteen CJ4s (7% of the fleet) are leased, according to JETNET.

Payload & Range

The data contained in Table B (top, left) are sourced from Conklin & de Decker and B&CA’s May 2015 issue. A potential operator should focus on payload capability. The ‘Available payload with Maximum Fuel’ for the Citation CJ4 is 1,052 lbs, which is less than the Learjet 31A/ER (2,000 pounds).

In addition, fuel usage by each aircraft in this field of study is depicted. The Citation CJ4, burning 188 gallons per hour (GPH), burns six gallons of fuel more than the Learjet 31A/ER (182 GPH), according to data from Aircraft Cost Calculator.

Source: UPCAST JETBOOK

Chart B - Range Comparison Bombardier Learjet 31A/ER Cessna Citation CJ4

1443.000 Nm 1625.330 Nm

Cabin Cross-Sections

Source: Aircraft Cost Calculator

130

AVBUYER MAGAZINE – September 2015

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According to Conklin & de Decker, the Citation CJ4 cabin volume is 293 cubic feet and its cabin length is 17.3 ft. The Learjet 31A/ER has slightly less cabin volume at 281 cu ft – (4.3% less). The cabin length of the Learjet 31A/ER, at 12.9 feet, is over four feet less than the CJ4’s.

Note from Chart A, middle left (courtesy of UPCAST Aircraft Index see Page 161

AirCompAnalysis Sept15.qxp_ACAn 19/08/2015 16:36 Page 3

JETBOOK) that the Citation CJ4 offers greater cabin height but less cabin width than the Learjet 31A/ER.

Chart C - Cost Per Mile US $ per mile

Range Comparison

As depicted by Chart B (bottom, left) and using Witchita, Kansas as the origin point, the Citation CJ4 shows more range coverage than the Learjet 31A/ER, reaching most of the lower 48 states and Mexico non-stop, according to Aircraft Cost Calculator (ACC).

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

Powerplant Details

As mentioned, the Citation CJ4 is powered by two Williams International FJ44-4A engines, each offering 3,621 pounds of thrust (lbst). The Learjet 31A/ER, meanwhile, uses two Honeywell TFE731-2 engines, each offering 3,500 lbst.

$0.00

$2.00

Learjet 31A/ER Citation CJ4

$4.00

Q $3.48 Q $3.08 Q

* 600nm Mission costs, 800lbs Payload

Chart D - Variable Cost US $ per hour $0

$1,000

$

Q $1,641

Learjet 31A/ER

Q $1,273

Citation CJ4

Cost Per Mile

Using data published in the May 2015 B&CA Planning and Purchasing Handbook and the August 2015 B&CA Operations Planning Guide we will compare our aircraft. The nationwide average Jet-A fuel cost used from the August 2015 edition was $5.25 per gallon at press time, so for the sake of comparison we’ll chart the numbers as published.

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

Chart C (top, right) details ‘Cost per Mile’ and compares the Citation CJ4 to its competition, factoring direct costs and with each aircraft flying a 600nm mission with an 800 pound (four passengers) payload. The Citation CJ4 shows a cost per nautical mile at $3.08, which is 11.5% less than the Learjet 31A/ER at $3.48.

Advertising Enquiries see Page 4

Table C - Comparison Tables

Model Gulfstream Citation CJ4GV Falcon 7X Learjet 31A/ER

Long Range Speed (kts)

Cabin Volume (cu ft.)

Max Payload w/avail fuel range (nm)

Used Vref Price $m

In-Operation

% For Sale

New & Pre-owned Sold*

459 380

1595 293

5,416 1,426

$9.0 $16.5 ‘02 New ‘15

191 187

12.0% 4.4%

20 4

5,000 900

$1.6 $25.0 ‘07 Used ‘03

236 206

13.6% 9.3%

36 3

459 417

1506 281

*New & Pre-owned Full Sales Transactions in the past 12 months; Source: JETNET Data courtesy of Conklin & de Decker; JETNET; Vref; ACC

Aircraft Comparison Table

Total Variable Cost

The ‘Total Variable Cost’ illustrated in Chart D (above) is defined as the Cost of Fuel Expense, Maintenance Labor Expense, Scheduled Parts Expense and Miscellaneous Trip Expense. The Total Variable Cost for the Citation CJ4 computes at $1,273, which is 22.4% less than the Learjet 31A/ER at $1,641. www.AVBUYER.com

Table C (above) contains the prices from Vref Pricing Guide for each aircraft. The average speed, cabin volume and maximum payload values are from Conklin & de Decker, while the number of aircraft in-operation and percentage ‘For Sale’ are as reported by JETNET. The Citation CJ4 at 4.4% has less than 10 Septemer 2015 – AVBUYER MAGAZINE

!

131

AirCompAnalysis Sept15.qxp_ACAn 18/08/2015 15:26 Page 4

FLIGHT DEPARTMENT ❚ AIRCRAFT COMPARATIVE

TABLE D - MACRS Depreciation Schedule MACRS SCHEDULE FOR PART 91 Year Deduction

1

2

3

4

5

6

-

-

20.00 %

32.00 %

19.20 %

11.52 %

11.52 %

5.76 %

-

-

1

2

3

4

5

6

7

8

14.29 %

24.49 %

17.49 %

12.49 %

8.93 %

8.92 %

8.93 %

4.46 %

MACRS SCHEDULE FOR PART 135 Year Deduction

Source: NBAA

TABLE E - Part 91 & 135 MACRS Schedule

Asking Price vs Age, Quantity and Engines

2015 CITATION CJ4 - PRIVATE (PART 91) Full Retail Price - Million Year Rate (%)

$9.414 1

2

3

4

5

6

20.00 %

32.00 %

19.2 %

11.5 %

11.5 %

5.8 %

Depreciation ($M)

$1.9

3.0

1.8

1.1

1.1

0.5

Depreciation Value ($M)

$7.5

4.5

2.7

1.6

0.5

0

Cum. Depreciation ($M)

$1.9

4.9

6.7

7.8

8.9

9.4

Full Retail Price - Million

$9.414

2015 CITATION CJ4 - CHARTER (PART 135) Year

1

2

3

4

5

6

7

8

14.3 %

24.5 %

17.5 %

12.5 %

8.9 %

8.9 %

8.9 %

4.5 %

Depreciation ($M)

$1.35

2.31

1.65

1.18

0.84

0.84

0.84

0.42

Depreciation Value ($M)

$8.07

5.76

4.12

2.94

2.10

1.26

0.42

0.00

Cum. Depreciation ($M)

$1.3

3.7

5.3

6.5

7.3

8.2

9.0

9.4

Rate (%)

Source: Vref

percent of its fleets currently ‘For Sale’. However, the Learjet 31A/ER at 13.6% is in a buyer’s market. The average number of new and used transactions per month is nearly the same for both models at four, and three respectively, as shown in the last column of Table C.

Depreciation Schedule

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

132

AVBUYER MAGAZINE – September 2015

recovery period or under ADS using a twelve year recovery period.

Aircraft used for qualified business purposes, such as Part 91 business use flights, are generally depreciated under MACRS over a period of five years or by using ADS with a six year recovery period. There are certain uses of the aircraft, such as nonbusiness flights, that may have an impact on the allowable depreciation deduction available in a given year.

Table E (left) depicts an example of using the MACRS schedule for a 2015 Citation CJ4 aircraft in private (Part 91) and charter (Part 135) operations over five-and seven-year periods, assuming a used retail value of $9.414m, per Vref Pricing guide.

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).

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

www.AVBUYER.com

Chart E (right), sourced from the Multi-dimensional Economic Evaluators Inc. (www.meevaluators.com), shows a Value and Demand chart for the new and pre-owned Citation CJ4 including the Learjet 31A/ER. The current preowned market for Citation CJ4 shows a total of nine aircraft ‘For Sale’ with two displaying an asking price, thus we have plotted those two.

We also added other pre-owned business jets of similar ilk with asking prices ranging from $1.5m-9m The equation that we derived from these asking prices and other criteria used should enable sellers and buyers to compare, and perhaps adjust their offerings, if necessary.

Demand and Value are on opposite sides of the same Price axis. As evidenced, the market for new/used Citation CJ4s responds to at least four features: Years, Cabin Height, Quantity and Price.

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 Aircraft Index see Page 161

AirCompAnalysis Sept15.qxp_ACAn 18/08/2015 15:27 Page 5

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 Citation CJ4 continues to be very popular today. Those operators in the market should find the preceding comparison useful. Our expectations are that the Citation CJ4, which started delivering in 2008, will continue to do very well in the new and pre-owned markets for the foreseeable future. â?&#x161;

Chart E - Value & Demand

A Study of Pre-owned Citation CJ4 Compared to the Learjet 31A/ER and Other Similar Business Jets

Chart F - Productivity Price (Millions)

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

Others may choose different parameters, but serious business aircraft buyers are usually impressed with Price, Range, Speed and Cabin Size. After consideration of the Price, Range, Speed and Cabin Size, we can conclude that the Citation CJ4 displays a high level of productivity.

Popular attributes of the CJ4 are range, cabin size, plus lower hourly and variable costs.

However, the CJ4 has the higher acquisition price and significantly lower payload capability of the two aircraft in our analysis.

Operators should weigh their mission requirements precisely when picking the option that is the best for them.

$12.0 $9.0 $6.0 $3.0

Citation CJ4 2015

Learjet 31A 2003

$0.0 0.0000

0.1000

0.2000

0.3000

0.4000

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

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S H O W C A S E

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101 100

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S H O W C A S E

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Heavy C-check scheduled October 2015 – Aircraft Delivered with C-check Recent Shop Visits on all Three Engines: +6 years JT8D-17C, +8 years JT8D-9A Main Landing Gear due 2018; Nose Landing Gear due 2024 Centurion Maintenance Program FAA Certified Long-range Fuel Tanks TURNKEY – NO OUTSTANDING TASKS

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Air Fleet Leasing and Management Company, Inc. 1209 Ward Avenue – Suite 100 West Chester, PA 19380 www.AVBUYER.com

Tel: +1 (610)-436-4875 Fax: +1 (610)-436-1185 E-mail: DEB@airfleetsales.com

Aircraft Index see Page 161

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S H O W C A S E

1997 Gulfstream V Serial Number: Registration: Airframe TT: Landings:

507 N507DW 5449.4 2516

Left Engine Rolls-Royce BR700-710A1-10, S/N 11137, 5149.9 TSN, 2341 CSN, 1447.1 since Mid-Life, 567 Cycles since Mid-Life, July 2012, Corporate Care Right Engine Rolls-Royce BR700-710A1-10, S/N 11138, 5137.8 TSN, 2345 CSN, 1447.1 since Mid-Life, 567 Cycles since Mid-Life, July 2012, Corporate Care APU Honeywell RE220-GV, S/N P-105, 2211 Hours TSN, on MSP Gold Avionics Honeywell SPZ-8500 Auto Pilot/Flight Director Honeywell DL-950 Data Loader ASC-192A ADS-B Out Dual Collins VHF-422D Comms (8.33 spacing) Dual Collins VIR-432 Navs (FM Immunity) Dual Collins DME 442 DME’s Dual Collins ADF-462 ADF’s Dual Collins TDR-94 Transponder (Enhanced) Dual Collins HF-9034A HF’s 8.33 kHz and FM Immunity compliant Fairchild A100 CVR RVSM certified Triple Honeywell NZ-2000 FMS’s Dual GPS Sensors Triple Honeywell Laseref IV IRU’s Honeywell Primus 880 Color Radar

Honeywell MCS-3000 SATCOM Honeywell Mark V EGPWS Honeywell CAS-67A TCAS II (V 7.1) AFIS and SAT-AFIS Honeywell MCS-3000 SATCOM Dual Honeywell RT-300 Rad. Alt. FDR Magnastar C2000 Flight Phone Options Engines enrolled in Rolls-Royce Corporate Care APU on MSP Gold Honeywell HAAP program Honeywell MPP (Mechanical Protection Program) Rockwell Collins CASP Avionics program CMP Maintenance Tracking Cockpit co-pilot side EFB yoke mount with power supply system Exterior Overall White with Blue and Gray Stripes. By Duncan Aviation, Battle Creek. August 2013.

Excellent condition Interior 14 passenger interior, plus jump seat and forward crew rest area. Forward crew galley and lavatory.

Aft main galley and lavatory. Galley includes microwave, Dynamo Thermal Cooling Unit, Mapco Hot Cup, and dual Krups coffee makers. Forward four place club seating with pull out tables, mid-cabin left side four place conference group with opposing credenza, aft cabin four place berthable divan on left side with two place club seating with pull out table on the right. Interior

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

Advertising Enquiries see Page 4

www.AvBuyer.com

leather and fabric colors are earthtones (beige, tan, brown). Cabin entertainment system includes one forward bulkhead monitor and one mid cabin monitor with Airshow Genesys, multi-disc DVD player, and Blu Ray player. New cockpit seats, carpet, and LED cabin lighting installed in August 2013 by Gulfstream Aerospace in Westfield, MA. Good condition Inspection Status 48, 72, 96, and 192 Month Inspections complied with August 2013 at Gulfstream Aerospace in Westfield, MA. MSG-3 Maintenance Program.

On CMP maintenance tracking

Tel: +1 720-328-6008 Fax: +1 720-328-5641 Mob: +1 603-930-7575 Email: andy@acajets.com September 2015 – AVBUYER MAGAZINE 139

CAI 2000 Pilatus PC12 September.qxp 18/08/2015 11:07 Page 1

S H O W C A S E

2000 Pilatus PC-12/45 Serial Number: Registration: Airframe TT:

348 N348PC 2,126

Engine P&W PT6A-67B (3,500 HOUR TBO) 2,126 HOURS SINCE NEW. 387.5 SHS Avionics COM/NAV: DUAL HONEYWELL KX-165 AP/FDS: HONEYWELL KFC 325 XPNDR: DUAL HONEYWELL KT-79 DME: HONEYWELL KN-63 ADF: HONEYWELL KR-87SC+ RAD-ALT: HONEYWELL KRA-405B EFIS: DUAL HONEYWELL 4-TUBE EFIS MFD: HONEYWELL KMD-850 GPS: HONEYWELL KLN-90B TCAS: SKYWATCH HP AHRS: DUAL HONEYWELL LCR 92 RADAR: HONEYWELL RDR-2000 CLR

Standby Attitude Indicator, Pilot Relief Tube and Winglets Interior Special Edition Executive Interior Upgrade with six beige leather seats, High gloss Burl wood Cabinetry, Ivory Ultra leather Upper Sidewalls and Headliner, Plating on all Hardware, Three Executive Writing Tables in Burl wood Finish, Forward Fully Enclosed Private Airline Style Flushing Lavatory, Document Holder, Passenger and Cargo Door Upgrades, Sheepskin for crew seats with leather, covered armrests and Side Trim Matching Cabin Exterior Black Metallic with Red and Titanium accent stripes

Features/Equipment ONLY TWO OWNERS SINCE NEW, Second Pitot/Static System, Lead Acid Battery, Additional Freon Air conditioning w/Ground Pre-Cooling, Large Cargo Door, De Ice Pkg. with Pneumatic Boots, Electrical Heated Windshield, Propeller and Stall Warning Sensors, Dual Heated Rosemount A.O.A. Sensors, Polished Exhaust Stacks and Intake Lip, Supplemental Oxygen System, Fire Extinguisher, Increased Maximum Take-off Weight 4,500 kg. (9,920 lbs.), Recognition Lights,

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

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

(561) 433-3510 (561) 433-3842 (561) 289-3355 jp@caijets.com www.caijets.com Aircraft Index see Page 161

CAAP G280 September.qxp 18/08/2015 11:12 Page 1

S H O W C A S E

Price Reduced to $23,500,000

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

2052 N386RW 55 15

CAAP is pleased to offer this brand-new Gulfstream G280 to the market. This airplane has production test and delivery time only and is available for immediate sale.

G280 S/N 2052 is loaded with over $2 million of the most desirable factory options. This airplane also includes new aircraft training entitlements (two pilots and two technicians at FlightSafety).

Avionics Aircraft equipped with G280 “Intercontinental Package” EVS & HUD Laseref VI IRS Third FMS, Triple VHF NAV Dual ADF & Dual HF Dual Flight Data Recorders & CVR ADS-B Out capability, CPDLC, RVSM Micro QAR for FOQA capability XM Weather & Dual Electronic Charts Interior 10-passenger Gulfstream “Hallmark” interior configuration Forward 4-place club group Aft LH 4-place conference/dining group Aft RH 2-place divan Forward galley Swift Broadband high-speed data (pending certification) Aircell Gogo Biz high-speed internet

Corporate Aviation Analysis & Planning Inc 97 Village Lane, Suite 100, Colleyville, TX 76034, USA Advertising Enquiries see Page 4

www.AvBuyer.com

Tel: +1 817 428 9200 Fax: +1 817 428 9201

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Florida Jet F900B September.qxp 18/08/2015 11:14 Page 1

S H O W C A S E

1991 Falcon 900B Serial Number: Registration: Airframe TT: Landings:

101 N568L 4583 3876

• No Damage History • Two Owners Since New • Airworthiness: 25 February 1991 Engines Garret TFE-731-5BR-1C N1 DEEC’s Engine 1 Engine 2 Engine 3 Serial P101147 P101154 P101148 Hours 4498 4498 4498 Cycles 3800 3800 3800 Enrolled on MSP Gold APU Garret GTCP36-150F. Serial: P-209 Hours: 2203 HSI completed at 1,200 hours Dec. 2005 Avionics • Honeywell SPZ-8000 Avionics Suite w/ Collins Proline II • Honeywell DFZ800 • Honeywell EDZ-820 EFIS • Dual Honeywell NZ-2000 w/ 5.2 • Triple Collins VHF-22C w/ 8.33 Spacing • Dual Collins VIR-32 • Dual Collins ADF-60B • Dual Collins Mode “S” Transponders w/ Flight ID • Dual Collins DME-42 • Dual King KHF-950 w/ SelCal

• Sperry Primus WU-870 w/ Dual Controllers • Stormscope • Dual Sperry RT 300 • AFIS w/ Data Management Unit • Dual Honeywell LASEREF II • Fairchild A100 A CVR (120 min) • DFDR Fairchild F800 (40 parameters) • Honeywell EGPWS MK V • Collins TCAS 2000 w/ change 7 • Tri-Band Artex 406-2 ELT • DL-950 Data Loader Entertainment Blu-Ray DVD with two 19” HD Rosen Monitors.

Airshow 410 Interior/Exterior 14 Passenger interior features a Forward four place club, Mid cabin four place conference group opposite credenza, Aft dual three place divans.

Forward Galley, Aft Lavatory.

New Paint scheduled for September 2015, pick your own design and colors Maintenance On CAMP. 2C/4C, 3B, Gear O/H, 7.1 & GoGo Wifi to be complied with starting September 14 at WestStar Asking Price: Make Offer All Trades Considered

Florida Jet Sales, Inc. 1516 Perimeter Road, Suite 201 Palm Beach International Airport West Palm Beach, FL 33406

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Tel: +1 (561) 615-8231 Fax: +1 (561) 615-8232 Email: info@flajet.com www.FlaJet.com Aircraft Index see Page 161

Dassault Falcon 900EX EASy September.qxp 19/08/2015 12:48 Page 1

S H O W C A S E

2008 Falcon 900EX EASy Serial Number: Registration: Airframe Total Time: Landings: with API Winglets

193 N843MG 2634 1274

Engines Honeywell TFE731-60 (On MSP Gold) #1 Engine (s/n P112776): 2634 Cycles: 1275 #2 Engine (s/n P112763): 2633 Cycles: 1275 #3 Engine (s/n P112783): 2627 Cycles: 1275 Engine Type Honeywell TFE731-60 (On MSP Gold) APU (s/n P-542): Honeywell GTCP36-150(F) (On MSP) Maintenance CAMP. HAPP. Inspections due: 1C/2C May 2020; Landing Gear Overhaul March 2020.

Service Bulletin 329-R3 (Dry Bay Mod.) complied with during 1C inspection. CPDLC Wiring Provisions (S.B. 411). XM Graphical Weather (S.B. 406R1 – Option 2) Activation Only Exterior Overall Matterhorn White with Granite and Medium Gray design (Repainted by DAS-LIT May 2014) Interior Gobi Beige leather seats, Satin Macassar Ebony veneer(refinished during 1C inspection) with Polished Nickel plating. New carpet August 2014 Avionics Honeywell Primus Epic System – EASy II – Cert. I

Flight Display System: Honeywell EASy (four 14- inch LCD’s, two Cursor controls & two keyboards) Flight Management System: triple Honeywell EASy (version 7.1) Global Positioning System: dual Honeywell VHF Communication Systems: triple Honeywell VOR/ILS/Marker Navigation System: dual Honeywell DME Systems: dual Honeywell DM-855 ADF Systems: dual Honeywell DF-855 Mode S Transponder System: dual Honeywell TCAS II System: Honeywell TCAS-3000 (change 7.0) Color Weather Radar System: Honeywell Primus 880 Communication Management Function: Honeywell EASy SATCOM Aero H+: Thrane & Thrane 700 with ATG-5000 HF Communication Systems: dual Collins HF-9000 Head-Up Guidance System: Flight Dynamics HGS-4860 Synthetic Vision System (S.B. 403): Honeywell SmartView SVS Micro Inertial Reference System: triple Honeywell Laseref V Radio Altimeter System: dual Honeywell RT-300 Electronic Flight Bag (EFB): CMC CMA-1100 “Pilot View”

www.falconjet.com/preowned

Advertising Enquiries see Page 4

www.AvBuyer.com

Additional Equipment Honeywell: AFIS / SATAFIS, triple AV-900 Flight Deck Audio, Selcal. Honeywell EASy: EGPWS, Electronic Jeppesen Charts, Flight Deck Video Interface. Securaplane 500 system. Miltope printer, Meggitt MK2 Secondary Flight Display, ELTA ADT-406 (tri-frequency), Collins Airshow 4000, Audio International DVD-C player, forward 20 inch and aft 20 inch LCD monitors, four (4) 8.4 inch Rosen LCD monitors with Plug-in receptacles for eight (8) monitors, Microwave, hi-temp oven, hot cup Asking Price: $23,995,000.00

Mark Verdesco: Director, Pre-owned Aircraft Sales USA Tel: + (1) (201) 541-4556 Tel: + (1) (201)-541-4620 E-mail: preowned@falconjet.com September 2015 – AVBUYER MAGAZINE

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JetPro Texas 1998 Bombardier Learjet 45 September.qxp_Heeren Cit Ultra sep 19/08/2015 12:50 Page 1

S H O W C A S E

1998 Bombardier Learjet 45 Serial Number: Registration:

10 N811BP

Airframe TT: Landings:

4,947 3,538

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

Honeywell TCAS II w/Change 7.0 Honeywell CD-850 CLRNC DEL UNIT Artex C-406-2 ELT Universal Class A TAWS Honeywell CVR-30 CVR L3 Communications FA2100 SSFDR Honeywell RT-300 Radar Altimeter Interior The eight passenger interior is arranged in a center club with an additional 9th belted lavatory seat. Seats are finished in gray leather with new carpet, and Ultra Leather headliner. Amenities include a forward right-hand galley with dry storage and hot coffee dispenser, ice drawer with overboard drain. 110v Outlets in the cabin, galley and aft lav. There is a private aft flushing lavatory with vanity with hot and cold running water, hard partitions and additional baggage storage with the optional flip down baggage shelf. Interior refurbished 7/2015 Exterior New Paint to Customer’s specifications for a limited time

Please contact: Don and Sam Starling

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Tel: +1 (254) 848 9192 Mob: +1 (254) 716 2981 E-mail: sales@jetprotexas.com www.jetprotexas.com Aircraft Index see Page 161

Mente September.qxp 18/08/2015 11:18 Page 1

S H O W C A S E

2006 Falcon 900EX EASy Serial Number: Airframe TT: Landings:

163 4492 1769

Engines Engines: Honeywell TFE731-60-1C TotalHours: Engine Cycles: #1 P112624 4492 1771 #2 P112625 4406 1742 #3 P112623 4406 1742 APU Honeywell GTCP 36-150F Total Hours: 2143 Avionics • Honeywell Primus Epic EASy Four Tube EFIS Avionics Suite • Honeywell Primus 880 Color Weather Radar • Triple Honeywell TR-866B VHF Comm’s w/8.33 Spacing

• Honeywell EASY Enhanced Ground Proximity Warning System • Dual Honeywell NV-865A w/FM Immunity • Dual Honeywell AA-300 Radio Altimeter • Dual Honeywell ADF-855 • Honeywell TCAS 2000 v7.1 • Dual Honeywell DME-855 • Magnastar Flite Phone • Dual Honeywell XS-857 Mode “S” Transponders • MCS-7000 Seven Channel SATC OM • Triple Honeywell EASy Laseref V FMS’s w/Dual GPS-90X • Honeywell SS Cockpit Voice Recorder • Triple Honeywell Micro Inertial Reference System • Honeywell SS Flight Data Recorder (88 Parameters) • EASy Communications Management System for AFIS/SATAFIS • ELTA ADT-406 ELT • Dual Collins HF-9000 HF w/SELCAL

1998 Falcon 900B Serial Number: Airframe TT: Landings:

170 3606.5 1909

Engines AlliedSignal TFE731-5BR-1C. On MSP Gold Engine #1: 3606.5 HRS TSN, 1940 Cycles Engine #2: 3606.5 HRS TSN, 1940 Cycles Engine #3: 3575.9 HRS TSN, 1922 Cycles APU Garrett GTCP36-150F. On MSP 2649 HRS TSN Avionics Dual Honeywell EDZ-820EFIS. Honeywell DFZ-800 Dual Honeywell NZ-2000 w/DL-950 Data Loader Dual Honeywell GNSSU (12 Channel) Dual Collins VHF-22A. Dual Collins VIR-32

Interior Fireblocked, fourteen (14) passenger rounded look interior featuring the forward cabin offers a four (4) place club arrangement, followed by a mid cabin four (4) place dining group opposite a divan. The aft cabin offers two three place opposing divans with seating for six (6). All individual chairs are completed in newly dyed neutral light leather (August 2015), new carpeting (August 2015), complimented by satin nickel colored plating and high gloss light polished cabinetry found throughout the cabin.

Forward crew lavatory and aft fully equipped passenger lavatory. New LED cabin lighting installed August 2015 Exterior Overall White Upper Fuselage with Gray Lower Fuselage and Yellow Accent Striping. New Paint 2013 Additional Features • RV SM/8.33/FM Immunity • Flight Dynamics HGS4860 Heads Up Guidance System (HUD)

Brian Proctor Tel: +1 (214) 351-9595 E-mail: brian@mentegroup.com Dual Collins ADF-60B Dual Collins Dual Collins DME-42 Dual Collins TDR-94D Mode S/Enhanced Surveillance Honeywell Primus 880 w/2 RCU’s Collins TCAS-94 (change 7) Honeywell AA-300 Dual King KHF-950 w/Selcal (2 channel) Honeywell MCS-3000 (3 channel) Teledyne Controls/Magnastart C-750 Dual Honeywell III LIRS EGPWS Allied Signal Mark V with Windshear Allied Signal Cockpit Voice Recorder Allied Signal Flight Data Recorder ELT 97A-406 Maintenance AVTRAK, OCIP “A” Program, RVSM, 8.33 kHz, FM immunity, RNP-5/-10

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

Advertising Enquiries see Page 4

Brian Proctor Tel: +1 (214) 351-9595 E-mail: brian@mentegroup.com

www.AvBuyer.com

Inspections “B” and “2B” Insp C/W February 2010 (2,869 Hours) “C” and “2C” Insp C/W May 2010 (2,903 Hours) Wing Dry Bay Modification C/W May 2010 (2,903 Hours) Landing Gear Overhaul C/W May 2010 (2,903 Hours) Interior Refurbished November 2007 8 beige leather seats (forward and mid-cabin) 2 beige leather seats (aft cabin) 3-seat divan in beige leather (aft cabin) Custom beige carpet. Forward closet. Forward galley Fireblocked for Part 135 Operations Exterior White upper and Royal Blue lower fuselage with Gold and Burgundy accent stripes Options Airshow 400 Fwd LCD Monitor 18” and Rear Monitor 15”

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

September 2015 – AVBUYER MAGAZINE

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Jet Sense Aviation, 2008 Lear 60XR Sept.qxp_Empyrean 19/08/2015 16:27 Page 1

S H O W C A S E

2008 Lear 60XR Serial Number: Registration: Airframe TT: Landings:

348 N550DG 3,915 2,676

• Bombardier maintained • New Paint Striping 2015 • $4,195,000

Communications: Dual Collins VHF 422C Distance Measuring Equipment: Dual Collins Navigation:DME-442 Navigation: Dual Collins VIR-432 Nav Units Transponder: Dual Collins TDR-94D Radar: Collins WXR-840 Color Weather Radar System ELT: Artex C406-2 MHz ELT w/Nav Interface

Engines P&WC305A Left Engine: Hours: 3915- ESP GOLD Cycles: 2628 Right Engine: Hours: 3915 - ESP GOLD Cycles: 2622

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

APU Sundstrand T-20G-10C3A APU. Hours - 1190

Interior Fireblocked, XR Executive Floor plan A (Eight passengers) 7 passenger seats and 1 belted lavatory seat. The cabin features four-place executive club chairs with two executive fold-out tables and a forward three-place divan. Forward galley and the standard lavatory is located aft of the main cabin. External baggage compartment

Avionics COLLINS PROLINE 21 AVIONICS SYSTEM Traffic Alert Collision Avoidance System: TCAS-94D TCAS II with change 7 HF Radio: Honeywell KHF-950 HF w/SELCAL EGPWS: Honeywell Mark V EGPWS with Windshear Alert EFIS: Four Tube Collins AFD-3010 with 7" X 8" Displays Air Data Computer: Dual Collins ADC-850D Air Data Computers FMS: Dual Collins FMS 5000 Flight Management Systems Automatic Direction Finder: Dual Collins ADF-462 Cockpit Voice Recorder: Universal CVR-120 Cockpit Voice Recorder

Exterior Top Fuselage is Matterhorn white. Bottom fuselage is Royal blue, Silver accept stripes Maintenance Fresh A - D inspections

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

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

Aircraft Index see Page 161

GlobalJet showcase Falcon 7X Sept.qxp_Layout 1 19/08/2015 14:18 Page 1

2014 Dassault Falcon 7X Asking Price: MAKE OFFER

S/N: 229 Reg: LX‐ISR

A very nice, well equipped and clear 2014 Falcon 7X for sale

The airframe is covered by Falcon Care Engines and APU are enrolled on Honeywell’s Service Plan Gold Certi!ied for commercial operations under EU‐OPS1 BMW design suitable for 14 passengers and EASy II equipped Owner is motivated to sell!

All serious offers will be considered!

Owner will consider any reasonable offers

J Hopkinson 2 May.qxp 22/04/2015 14:52 Page 1

Cessna Citation Ultras

20 Sold 5 Remaining that Must Be Sold!

AVIONICS Honeywell Primus 1000 3 - Tube EFIS Honeywell Primus GNS-XL FMS System Honeywell MKVII EGPWS Honeywell TCAS II w/Change 7 L3 Cockpit Voice Recorder Global-Wulfsberg AFIS

INTERIOR Seven Passenger Interior & Belted Lav Seat Aft Tailcone Baggage w/Ski Tube.

Zephyr Air Conditioning.

Recently refreshed Interior EXTERIOR Recently completed Permaguard

sealed Exterior MAINTENANCE Fresh Phase 1 - 5 completed by Landmark, Scottsdale Zero Engine Option

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

1441 Aviation Park NE, 2nd Floor, Box 560, Calgary, Alberta, T2E 8M7

Avbuyer_Layout 1 22/01/2015 14:34 Page 1

Introducing The New AvBuyer.com

The best aircraft for sale search anywhere, everywhere â&#x20AC;&#x201C; on pc, smartphone and tablet.

P150-151.qxp_Layout 1 20/08/2015 11:00 Page 1

PRODUCTS & SERVICES Split Scimitar Winglets EASA Approved for BBJs Aviation Partners, (API) recently Supplemental Type Certificate (STC) The approval was granted to Aviation Company, on July 28th, and comes on Convention earlier this year. Boeing standard on new 737NG-based BBJ

announced that the European Aviation Safety Agency (EASA) granted approval for the Split Scimitar Winglet (SSW) retrofit on BBJ aircraft.

Partners Boeing (APB), a joint venture between API and The Boeing the heels of FAA STC approval which was announced at the EBACE Business Jets also announced at EBACE that the SSWs are now aircraft.

Using a newly patented API design, the the existing Blended Winglet. The retrofit to Scimitar-tipped large Ventral Strake, beef up aluminum winglet tip caps with new

SSW program completely redefines the aerodynamics of the existing Blended Winglet consists of adding a new of internal winglet structure, and replacement of the aerodynamically shaped Scimitar tip caps.

The unique feature of the SSW is that it builds on the existing Blended Winglet design to provide a dramatic performance improvement without increasing the existing wing span. For long-range BBJ operations, the SSW will provide a drag reduction, and corresponding range increase, of two plus percent over the current Blended Winglet configuration.

With this EASA approval the SSW retrofit, already approved for Boeing 737-700, -800 and -900 series airliners, is now both FAA and EASA approved for all BBJ, BBJ2 and BBJ3 business jets. Two BBJs are already in-service with SSWs, with several BBJ and BBJ2 SSW retrofits in-work or scheduled through the end of 2015.

API is the exclusive provider of SSWs for all BBJ, BBJ2 and BBJ3 aircraft; in addition to original Blended Winglets for VIP Boeing 757/767 as well as Falcon 900/2000/50 series and Hawker 800 series airframes.

More from: Gary Dunn VP, Sales & Marketing +1 206 310 2904 or +1 206 762 1171 gdunn@winglets.com

AVIATRAX TECHNICS LTD

AviMall SA

A UK-based provider of corporate and private jet airworthiness services and technical consultancy, has opened an office in Luton, UK. Julian Rose, Managing Director, leads the new office. “Luton was the best choice for us and for our clients,” he says. ”Being just a few minutes from Luton Airport where both Gulfstream Aerospace and Harrods Aviation provide base maintenance, we are perfectly located to support jet owners and operators with technical representation during maintenance at Luton and post-maintenance audit.”

Launched last month, AviMall is a new online platform serving air charter operators and brokers. An AviMall spokesperson explained the reason behind their slogan More Sales for Zero Cost. “AviMall is a sponsored platform offering a FREE marketing tool to communicate air charter operators and charter brokers directly, with no cost and without any third party interference.”

“Our introductory campaign at EBACE in Geneva, earlier this year, was a great success as we received excellent feedback. We quickly realized that many brokers and operators were excited to know that there would be more alternatives for the air charter market of business jets, air ambulance, cargo and events charters.”

Different from Competitors, AviMall platform enables operators to promote and trade air charters for FREE. Users will also have access to advanced modules connecting both operators and brokers. Brokers and Operators are promised additional modules to enhance their sales activities.

AviMall SA. is based in Schengen, Luxembourg.

Tel:+352 20882199-Fax:+352 20882196-Email: info@avimall.com

In addition to being an interface between clients and their Part-145 maintenance organisations, the company develops maintenance programmes and Minimum Equipment Lists, and supports clients with Airworthiness Management, Nominated Airworthiness Technical Representative (IOM NATR), Pre-LOI Evaluation, Records Review, Pre-Buy Inspection Management, Registration Change, Maintenance planning and oversight, C of A Renewal, Aircraft Physical Inspections, to name of few of the specialist services of AVIATRAX TECHNICS. More from Julian at: +44 (0) 203 3974700 EXT 6, mobile: +44 (0) 7738 733146-Email julian@aviatrax.co.uk

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Aircraft Index see Page 161

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PRODUCTS & SERVICES Jetcraft

Duncan Aviation Duncan Aviation has launched a new web resource to help business jet operators access the latest and most complete information about all things nextgen: www.DuncanAviation.aero/nextgen "This resource page is a great go-to place for information about all aspects of the nextgen initiatives," says Mark Francetic, Duncan’s netgen expert. You will find links to the equipment available for various makes/models and contact information for Duncan Aviation's avionics representatives and avionics satellite facilities around the country.

Visitors may read Duncan Aviation's various nextgen publications, including the Straight Talk about nextgen, the Straight Talk about ADS-B, blogs, and other articles about nextgen components. They can also see the top questions operators have regarding nextgen, download a detailed timeline of dates for the nextgen mandates, and view a webinar about FANS 1/A. "We're inside of five years now and rapidly closing in on the 2020 deadline for the nextgen equipment upgrades mandated by the FAA," Francetic says. www.DuncanAviation.aero/nextgen

A global leader in business aircraft sales, acquisitions and trades, recently announced the opening of a new international sales office in Mexico city. This move comes in response to Mexico’s rapid growth in the business aviation field, which has cemented its current position as the second largest aviation market in the world.

Ideally located between the US and South America, Mexico benefits from close ties with both regions, attaining an impressive fleet growth of 4.8 percent in 2014. The new office is located in an exclusive business district on 111 Avenida Presidente Masaryk and will serve as a hub for Jetcraft’s expanding Latin American presence. www.jetcraft.com

Rockwell Collins

Wipaire

Rockwell Collins recently announced that it has acquired Newport News, Virginia-based International Communications Group, Inc. (ICG), a leading provider of satellite-based global voice and data communication products and services for the aviation industry. The initial purchase price was $50 million and additional post-closing consideration of up to $14 million may be paid.

“This acquisition broadens our portfolio of information-enabled avionics by adding ICG’s latest generation of Iridium® satcom terminals and smart routers to our existing flight deck and cabin connectivity offerings,” said Kent Statler, executive vice president and chief operating officer, Commercial Systems for Rockwell Collins.

“When coupled with our broad array of network solutions, including our ARINC aviation networks and other satellite communication services, it accelerates our vision of being a leader in end-to-end information management solutions for airlines and business jet operators.” www.rockwellcollins.com

Advertising Enquiries see Page 4

Wipaire has unveiled the Aurora interior for the Cessna Caravan series. Fitted with executive appointments and conveniences, the Aurora interior transforms the utilitarian aircraft into a comfortable yet versatile traveler.

Wipaire’s engineering and interiors teams coordinated to develop hard goods such as cabinets and divans that the company says are durable yet lighter than competitive products. The Aurora interior is available in two configurations for the Cessna 208 Caravan (a six-passenger forward club and a full-capacity eight-passenger version), as well as four floor plans for the Cessna 208B Grand Caravan. The Grand Caravan configurations include an eight-passenger full-capacity version, an eight-passenger forward club, and two eight-passenger aft club arrangements (one with forward cabinets, and one with midship cabinets). www.wipaire.com

www.AvBuyer.com

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1 - 3 JULY 2016

SYWELL AERODROME

2006 - 2016 SAVE THE DATE! WWW.AEROEXPO.CO.UK @AeroExpo

/AeroExpoUK An AVBUYER event

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BIZAV REVIEW ❚ COMMUNITY NEWS

Adapt or Exit

The Inevitable Future of Helicopters With several eggs in one basket (namely the offshore business), how can the rotorcraft industry adapt to survive the recent dip in crude oil prices, asks Helisota…

B

ack in July, Sikorsky, one of the most renowned rotorcraft industry companies, was purchased by Lockheed for $9bn. Previously Sikorsky had startled the market, laying-off almost 1,400 workers due to a significant decline in oil and gas explorations around the globe.

Back then, 80% of all company sales came from offshore business and 90% of hours flown by the company’s commercial aircraft were spent on offshore operations.

According to the aerospace research firm Teal Group, the oil and gas industry now accounts for as much as 40% of the roughly $6bn-worth of annual sales of helicopters for civil use, making it the largest non-military segment. Moreover, since 2006 the sales of rotorcraft in this segment have doubled.

Pair such focus on a single market with the historically-low fuel prices and you have a very sticky situation for all OEMs, owners and operators to solve, according to Anatolij Legenzov, CEO, Helisota (pictured right). OEMs and aircraft owners have been forced to seek other possible uses for their machines.

“Helicopters are perhaps the most versatile flying machines one can come across,” notes Legenzov. “…When one door closes, another always opens. When the oil and gas sector started to shrink, we noticed a considerable increase in the use of helicopters for law enforcement, medical services or general utilities. In fact, these sectors grew at an average of 4% through the years 2013-2015.

“Of course, converting your machine for another purpose may seem costly, but given the circumstances, those who possess versatile machines can now breathe a little easier.”

The current situation in the market is way less disturbing for those who own multipurpose aircraft such as the EC-145, Mi-8 or Mi-17. The Russian-built legends are used in almost every imaginable mission from fire-fighting and timber-logging to transportation, and can be converted for private, emergency or even military use at a lower price due to a large amount of spare parts available. Their technical maintenance is considerably cheaper, too. These medium twin-engine machines alongside their competitors from Bell, Airbus and other OEMs will probably lose only a fraction of the offshore orders, claims Helisota.

According to HIS Energy, only between 20-30% of the demand for off-shore helicopters is tied to exploration. The remainder is generated by the need to transport workers, goods and equipment to the already-producing facilities. Essentially, converting machines to transportation rather than exploration will relieve at least some pressure for owners and producers.

“Despite the fact that situation in the industry is still tense, owners can now turn to MROs for the much needed helping hand,” Legenzov summarizes. “Third-party maintenance providers with strong knowledge in such versatile machines… can carry out the conversion for a very reasonable price.

“As the world keeps changing the way it explores and retrieves fuel and natural resources, the rotorcraft industry must be able to keep up and adapt to the changing demand,” he concluded.

More from www.helisota.com

OEM Bites Airbus has won a patent for an “ultra-rapid air vehicle” that it claims could travel over four times the speed of sound. The patent details a hypersonic jet twice as fast as Concorde, capable of flying at very high speed with new turbojets and a hydrogen power system. www.airbus.com Advertising Enquiries see Page 4

Beechcraft has received FAA Type Certification for the latest version of its Beechcraft King Air 250, equipped with the Pro Line Fusion avionics system and cabin enhancements. Deliveries will commence this quarter. www.beechcraft.com www.AVBUYER.com

Bombardier’s Global 7000 has been put on hold for entry into service until 2018, rather than in 2016 as originally scheduled. www.bombardier.com Cessna’s Citation M2 business jet has received certification to operate at airports September 2015 – AVBUYER MAGAZINE

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COMMUNITY NEWS ❚ BIZAV REVIEW OEM Bites continued

with an elevation up to 14,000 feet. “This allows customers operating out of high-elevation airports…to do more with their aircraft,” noted Chris Hearne, vice president, Jets. www.cessna.com

DAHER’s TBM 900 is the company's fastest seller with 100 units, including orders for 48 already taken this year.

DAHER handed over 25 in the first half of this year, a record for the TBM program, and has delivered a total of 76. www.tbm.aero Embraer has delivered the first Legacy 500 midsize jet to a customer in Mexico. Elsewhere, the Legacy 500 is cleared to operate in China after the country’s CAA recently validated it. Jackie Chan, brand ambassador for the Brazilian OEM, will take delivery of the first of the super-midsize jets to be based in China by year-end. www.embraerexecutivejets.com Epic Aircraft announced a revised certification schedule for its E1000 turboprop, and now plans first deliveries in the first half of 2016. www.epicaircraft.com Gulfstream has opened a new hangar at its Brunswick Georgia service center accommodating up to seven large cabin aircraft or up to a maximum of 16 mid-size and large cabin jets simultaneously. The OEM has also expanded its sales capabilities in Latin America by naming Aerocardal Limitada as commercial and government sales rep in Chile. www.gulfstream.com Honda has appointed Lider Aviação as the exclusive HondaJet dealer in Brazil. The HondaJet made its first appearance, and garnered a handful of orders at the recent LABACE. With expansion into Brazil, the HondaJet dealer network now spans three continents. www.hondajet.com

Tim Barber

Kelly O’Brien

Todd Simmons

Pat Waddick

Tim Barber, regional MD of JetBrokers and Partner in Aura Aviation, recently announced that he was leaving both companies, but will continue to handle his current sales and acquisition mandates until they have been fully concluded. His wider responsibilities will be picked up by business partner, John Merry.

John Di Bert has been appointed senior vice president & CFO at Bombardier Inc. Di Bert was selected following an international search to find a successor to Pierre Alary, who is retiring. He was most recently vice president of customer service at Pratt & Whitney.

Larry L Geick, aircraft division manager at Caterpillar Tractor before retiring in 1991, recently passed away at his home in Illinois. Larry is credited as one of the major forces in launching many of the corporate aviation management procedures and policies that are in practice today.

Joe Horowitz is the new vice president of business development at ExcelAire. Horowitz most recently held the same title for LISS Technologies Consulting and also has been a brand ambassador for both Tempus Jets and Webair Internet Development.

Glenn Isbell is newly appointed as Sr. VP for customer support and service at Bell Helicopter. He’s a seasoned executive with 19 years of significant contributions to Bell.

Hector Jimenez joined Lou Martin & Associates as sales and marketing director. Jimenez has 38 years of aviation experience, ranging from product design and development to management, marketing and sales.

Nextant brought its soon-to-be certified G90XT remanufactured King Air C90 to the recent EAA AirVenture to solicit input on the final cabin design and layout. FAA certification is expected in Q3, with two to four deliveries planned in Q4. www.nextantaerospace.com

James Lorentzen was named regional sales manager at Cutter Aviation, based in Phoenix. Lorentzen has more than 26 years of aviation experience, including aircraft sales (whole and fractional), avionics and component and maintenance sales.

Quest Aircraft is expanding its Sandpoint, Idaho factory, adding approximately 75,000 square feet to its Kodiak production facility. Construction began in August, with completion due by year-end. www.questaircraft.com

Kelly O’Brien just opened a JetBrokers office in Tampa, Florida. Kelly has flown a variety of aircraft during her aviation career, and holds an Airline Transport Pilots certificate, with Hawker Type Ratings (Hawker 400/800/800XP). Her rich aviation experience helps clients with sales and acquisitions, marketplace research, technical reviews, and pre-purchase inspections oversight.

Sabreliner will follow in the footsteps of Nextant Aerospace in developing a family of remanufactured business aircraft, with its choice narrowing to “at least one type” in the turboprop and light to large-cabin jet sectors.

Sabreliner is talking with avionics suppliers and is also doing engine studies for each potential model, one of which could be launched in 2016. www.sabrelineraviation.com Textron Aviation reportedly sees an opportunity to introduce an entirely new, clean-sheet single-engine turboprop to market. Details have not yet been released, but according to AvWeb, the intent is to "outperform the competition" in various parameters including cabin size, acquisition cost and performance capability. www.txtav.com 154

AVBUYER MAGAZINE – September 2015

Todd Simmons, who had been executive vice president and chief customer officer, was named president of customer experience at Cirrus Aircraft as the OEM readies itself for certification and deliveries of its single-engine Vision SF50 jet.

Pat Waddick, formerly executive vice president and COO, Cirrus Aircraft becomes president of innovation and operations as the company readies for certification and deliveries of its single-engine Vision SF50.

AIC Title Service welcomes new staff, including: Barrie Roesler as the company’s vice president of its newly formed aircraft appraisal department; Rebecca Carmichael as Title Examination Specialist; and Sherry Anderson as Aviation Title Insurance Specialist. www.AVBUYER.com

Aircraft Index see Page 161

Community News.qxp_Layout 1 19/08/2015 11:06 Page 3

Serving your Bombardier aircraft Our Services

tMaintenance tInterior tCAMO tModifications tAOG support

provided courtesy of Bombardier Inc.

more info sales@lbas.de

BizAv Events 2015 Cleveland National Air Show Sep 5 – 7 AEA (Aircraft Electronics Association Regional) Sep 10 - 11 Jet Expo Sep 10 – 12 Cabin Service Conference Sep 11 Mediterranean Business Aviation Sep 11 The annual Business & General Aviation Day (BGAD) Sep 15 Flight Safety Symposium 2015 Sep 15 – 16 Aviation Expo/China 2015 Sep 16 – 19 NBAA: Regional Forum Sep 17 AEA (Aircraft Electronics Association Regional) Sep 21 - 22 The African Business Aviation Assoc. (AfBAA) Symposium Sep 24 – 25 China International Business Aviation Show (CIBAS) Sep 24 – 26 AOPA Fly – In Sep 26 Business Aviation in Italy Sep 29 Aircraft Acquisition Planning Sep 29 – 30 US Corporate Aviation Summit Oct 1 AEA (Aircraft Electronics Association Regional) Oct 1 - 2 Kennedys Aviation Seminar Oct 5 SpeedNews Business & GA Suppliers Conference Oct 6 – 7 Bombardier Safety Standdown Oct 6 – 8 AEA (Aircraft Electronics Association Regional) Oct 12 - 13 CEPA EXPO Oct 14 – 15 Offshore Aircraft Registration Oct 15 – 16 Flying Aviation Expo Oct 15 – 17 Seoul Int’l Aerospace & Defense Exhibition Oct 20 – 25 AEA (Aircraft Electronics Association Regional) Oct 1 - 2 AEA (Aircraft Electronics Association Regional) Nov 2 - 3 Dubai Airshow Nov 8 – 12 NARA Annual Fall Meeting Nov 16 NBAA: Business Aviation Convention & Exhibition Nov 17–19 Advertising Enquiries see Page 4

Cleveland, OH, USA Kansas City, MO, USA Moscow, Russia Brussels, Belgium Sliema, Malta London Biggin Hill, UK London Heathrow, UK Beijing, China St. Louis, MO, USA Reno, NV, USA Addis Ababa, Ethiopa Beijing Capital Airport China Col Springs Airport, CO, USA Rome, Italy Scottsdale, AZ, USA Fort Lauderdale, FL, USA Toronto, Canada London, UK Los Angeles, CA, USA Wichita, KS, USA Tampa, FL, USA Prague, Czech Republic Grand Cayman, Cayman Islands Palm Springs, CA, USA Seoul, South Korea Toronto, Canada New Zealand Dubai World Central, Dubai, UAE Las Vegas, NV, USA Las Vegas, NV, USA

www.AVBUYER.com

www.clevelandairshow.com www.aea.net www.jetexpo.ru www.ebaa.org www.aeropodium.com www.bgad.aero www.flightglobalevents.com www.beijingaviation.com www.nbaa.org www.aea.net www.afbaa.org www.cibas-beijing.com www.aopa.org www.ebaa.org www.conklindd.com www.aeropodium.com www.aea.net www. aeropodium.com www.speednews.com www.safetystanddown.com www.aea.net www. cepaexpo.com www. aeropodium.com www.aviation-xpo.com www.seouladex.com www.aea.net www.aea.net www.dubaiairshow.aero www.naraaircraft.com www.nbaa.org September 2015 – AVBUYER MAGAZINE

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Marketplace Challenger 604

Luxejet Price:

$7.9M US

Year:

1999

S/N:

5400

Reg:

N60055

TTAF:

4,786

Location: USA

Tel: + 704.904.3405 Email: staylor@luxejet.aero Engines: GE CF34-3B. #1 4,634 Hours 2,347 Cycles. #2 4,786 Hours 2,443 Cycles. APU: GTCP 36-150. 3,877 Hours Since New. Bombardier Smart Parts Plus. GE On-Point Engine Coverage. APU on Honeywell MSP Gold. 192 Airframe/Gear Restoration June 2015. Duncan-Lincoln.

Collins Pro Line 4 Avionics System. Collins TTR-2100 TCAS w/change 7.1. Dual Collins FMS-6000 FMS’s w/WAAS LPV. Dual Collins GPS-4000S. Floor plan configured for nine (9) passengers plus a forward jump seat.

www.Luxejet.aero

Boeing 767 2DXER

Comlux Price:

Please call

Year:

2001

S/N:

32954

Reg:

P4-CLA

TTAF:

3485

Location: Switzerland

Bombardier Global 5000

Comlux Price:

Please call

Year:

2008

S/N:

9249

Reg: TTAF:

3471

Location: Switzerland

Airbus A319

Comlux Price:

Please call

Year:

2001

S/N:

1485

Reg:

VQ-BKK

TTAF:

5469

Location: Switzerland

Airbus A319

Comlux Price:

Please call

Year:

2006

S/N:

2550

Reg:

G-NMAK

TTAF:

4441:19

Location: Switzerland

156

AVBUYER MAGAZINE – September 2015

www.AVBUYER.com

Tel: +41 (0) 44 205 50 70 Email: severine.cosma@comlux.com Range of the aircraft is 6400 nm – 14 hours non-stop Complete maintenance records. Engines: Model: CF680C2B6F (General Electric). Engine 1 S/N: 706393 TSN/CSN: 3485 hrs. / 914 cycles. Engine 2 S/N: 706394 TSN/CSN: 3485 hrs. / 914 cycles. APU: Model: GTCP331200ER (PN: 3800298-1). S/N: P-2854 (TSN: 5071 hrs., 2806 cycles). Commercial AUA-RWL, RVSM, MNPS, RNP Authorization & Approach, RNAV-1/P-RNAV, RNAV5/BRNAV, RNP-10, RVR 125m, EFB, ETOPS 180min., CAT IIIA, & GPS navigation

Tel: +41 (0) 44 205 50 70 Email: severine.cosma@comlux.com Only one owner and one operator since delivery, Cabin refurbished in 2013, Excellent range and high-speed performance, SmartParts for airframe, JSSI for engines, Honeywell MSP for APU. Airframe: FH: 3471. FC: 1098 (as of 31st Jul 2015). Range: 5200nm. High Speed: M0.88.

Engines: BR700-710A2-20. APU: RE-220GX. Avionics: CPDLC, ADS-C, ADS-B. Mode S EHS. BATCH 3. ACAS II. EGPWS. Commercial EASA. RVSM, RNAV (GNSS). NATMNPS. RNP10, RNAV 5, RNP 4, RNAV 1 (P-RNAV), RNP APCH. Int: 13 certified TT&L seats. 4 place conference area

Tel: +41 (0) 44 205 50 70 Email: severine.cosma@comlux.com * This ACJ319 is configured for Head of State or Corporation operations. It can accommodate up to 32 passengers in Executive /First class configuration. The cabin is certificated for public transport. * The cabin completion has been performed by Air France Industries in Paris in 2001. The aircraft has been refurbished in January 2013 to increase comfort on board by reducing seating capacity. * IFE includes Audio video (CD, DVD), Multi-channel Satcom and Airshow. The aircraft is fitted with 4 Additional Center Tanks and it can perform missions of more than 9 Hours (4500 nm).

Typical missions: Singapore to Hong Kong: 3hrs 20min Los Angeles to London : 10hrs London to Dubai : 7hrs 30 min

Tel: +41 (0) 44 205 50 70 Email: severine.cosma@comlux.com Cabin certificated for 34 pax: Ideal for Head of State or Corporations. One owner since delivery. 4500 nm of range non-stop. Available for viewings in UK. Total Landings: 1372. Engines: Model: CFM 56-5B7. Engine 1 S/N: 577345 TSN/CSN: 4441:19 hrs. / 1372 cycl. Engine 2 S/N: 577346 TSN/CSN: 4441:19 hrs. / 1372 cycl. APU: Model: APIC APS3200. APU S/N: R2236 TSN/CSN: 4893:00 hrs. / 3169 cycl. ACJ319 is configured for Head of State or Corporation operations. It can accommodate up to 34 passengers (28 sleeping positions).

Aircraft Index see Page 161

P156-160.qxp 20/08/2015 10:48 Page 2

Marketplace Bombardier Challenger 604

Tel: +43 (0) 676 720 4239 Email: busjetsale@gmail.com

Evgeny Tikhomirov Price:

Make offer

Year:

2007

S/N:

5664

Reg:

OE-IMK

TTAF:

3435:29

Certification: Sep-2006, In Service: June-2007, Power by the hour Programmes: Engines: GE Onpoint Solution

Location: Austria

Bombardier Challenger 300

Price:

Make offer

Year:

2008

S/N:

20227

Reg:

OE-HAB

TTAF:

2000

Location: Austria

Dassault Falcon 50EX

Price:

Please Call

Year:

1998

S/N:

50-264

Reg:

C-GWFK

TTAF:

5753.7

Price:

$15,800,000 USD

Year:

2009

S/N:

5786

Reg:

C-FLMK

TTAF:

1365.4

Please Call

Year:

2006

S/N:

1117

Reg:

C-GCOM

TTAF:

3232

Location: Canada (CYUL)

Tel: +1 (877) 759-7598 Email: jetsales@skyservice.com

Interior re-furbished in 2009, Interior carpet re-done in 2014, Exterior painted in 2014, 10 Passengers, VIP floor plan, 6 single seats in doubleclub arrangement, 3-place divan (4 seat belts), 3 executive tables, Crew jump-seat, Large full-service beverage and food galley, High-temp convection oven, Microwave, Food tray, Sink cover, Coffee maker, AFT lavatory with vanity (not belted), Dual DVD/CD/MP3 player, Magazine rack, Forward wardrobe curtain, Cockpit night curtain, Collins TRD-94D Mode S, Collins ADC-850E, Collins GPS-4000A Receiver, Collins NAV4000 VHF Receiver, Collins VHF-4000 VHF Transceiver, Collins HF9031A Transceiver, Collins DME-4000 Transceiver,Collins CDU-6200, Collins RDC-4002, Collins DBU-5000, Collins LDU-4000, Collins TCAS (TCAS II) TTR-4000, Collins FMC-6000, Collins FCC-4006, Reduced Vertical Separation Minima (RVSM) certified

Skyservices Jet Sales Price:

Tel: +1 (877) 759-7598 Email: jetsales@skyservice.com

Well-maintained, beautiful 1998 Falcon 50EX. 5753.7 total flight time on aircraft. Always professionally flown. This aircraft is equipped with Collins avionics, VIP seating, executive tables, full galley, entertainment center and much more. Engines: Make / Model: Honeywell TFE-731 (on MSP). APU: Model: Honeywell GTCP36-100A (on MSP).

S/N P-383; 2518.0 Hours Since New (as of June 2015).

Avionics: Avionics Package: Dual Collins EFIS-4000/Pro Line 4. Flight Director (FD): Dual Collins EFIS-4000 (4Tube). Auto-Pilot: Collins APS-4000

Skyservices Jet Sales

Location: Canada

Piaggio Avanti II

Main Data: Bombardier BD100-1A-10 (Challenger 300), AC S/N: 20227, Certification: Aug 2008, In Service: Dec 2008, Power by the hour Programmes: Airframe: JSSI (renewal pending), ENG: JSSI (renewal pending), APU: JSSI (renewal pending), Airframe/Engines/APU: All data as of 4 Jan 2014: AIRFRAME: TSN: 2000:08hrs and CSN: 896 cyc, ENGINE: Honeywell AS907 (HTF7000), LH ENG, P/N:3030001-4; S/N: P118589, TSN:2008:08hrs and CSN: 903 cycles

Skyservices Jet Sales

Location: Canada

Bombardier Challenger 605

Tel: +43 (0) 676 720 4239 Email: busjetsale@gmail.com

Evgeny Tikhomirov

Tel: +1 (877) 759-7598 Email: jetsales@skyservice.com

Dual Collins AHC-3000, Dual Collins VHF-4000, Collins 5-Tube with AFD-3010, Collins FMC-3000, Collins GPS-4000A, Collins NAV-4500, Collins ALT-4000, Aircell, L3 Landmark TAWS-8000,Collins TTR-4000 TCAS with 7.0 Software, Dual Collins TDR-94D, Collins RTA-852, Dual Collins ADC-3000 Air Data Computers,Collins FSU-5010 (Charts), Dual Collins PWR-3000, Dual Collins FGC-3003 Flight Guidance Computer, Dual Collins CSU-3100, Dual Collins IOC-3100 Input/Output Concentrators, Collins CDU-3000 Control Display Unit,VIP floor plan (7-Place +1),4 single passenger seats in club arrangement, 2-place divan, 1 single forward-facing passenger seat, Aft fully enclosed lavatory with seat-belt, Aft coat closet,Charcoal leather seats with oak wood trim throughout cabin, Dual executive tables, Pyramid with ice chest & miscellaneous storage,Sheep skin for pilot & co-pilot seats.

www.aircraftsales.com

Advertising Enquiries see Page 4

www.AVBUYER.com

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

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P156-160.qxp 20/08/2015 13:31 Page 3

Marketplace Bombardier Learjet 36A

Leonard Hudson Drilling Price:

US $1,375,000

Year:

1977

S/N:

36A-030

Reg:

N160GC

TTAF:

15,600

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

Learjet 36A, Long range capability, as configured 2,400 nautical miles. Can be upgraded to 2,600 mile range.

Recent paint and interior, RVSM. Competitively priced at US $1,375,000, may take trade on a King Air or a helicopter

Location: USA

BELL 206L4

Leonard Hudson Drilling Price:

US $1,975,000

Year:

2002

S/N:

52265

Reg:

N339MG

TTAF:

1700

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

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

Location: USA

BELL 412EMS

Leonard Hudson Drilling Price:

US $3,875,000

Year:

1981

S/N:

33017

Reg:

N554AL

TTAF:

15265

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

Full EMS Medical 4 patient and 4 attendant interior.

Recent ‘no expense spared’ airframe refurbishment at Acro Helipro within the last 100 hours.

Both engines are fresh Pratt and Whitney overhauled.

Immediate delivery, Meticulous records.

Current with medical interior and 13 passenger utility interior are included, aircraft is ‘turn-key’ will provide Fresh annual /Export C of A

Location: USA

BELL 212 (Five Available)

Leonard Hudson Drilling Price:

Please Call

Year:

1991-1996

S/N:

Call for details

Reg:

Call for details

TTAF:

Call for details

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

Five, Late Model, Bell 212s In 'Off Shore’.

Available for immediate use.

Asking $3.1M to $3.6M USD. Serial numbers: 35034, 35048, 35060, 35088 and 35096

Location: USA

Eurocopter EC-120B “Colibri”

SkyWay Aero, Inc. Price:

$795,000

Year:

1999

S/N:

1080

Reg:

N517SS

TTAF:

6,061

Tel: +1 (210) 262-4000 Email: david.welch@sijet.com Enjoy speed and style in this capable and cost-effective Colibri. Advanced ergonomic cockpit with Garmin GTN-750 GPS/Nav/Com, Ryan 9900 BX TCAD. Fresh IRAN inspections from 12 year down. Beautiful new interior, new custom paint, new smoked Plexiglas. 1,937 SMOH on engine, includes Air Conditioning, Artex ELT, FDC sand filter, lots more. Available immediately. Trades welcome.

Location: Texas, USA

158

AVBUYER MAGAZINE – September 2015

www.AVBUYER.com

Aircraft Index see Page 161

P156-160.qxp 20/08/2015 10:50 Page 4

Marketplace Bombardier Learjet 35A

International Jet Markets Price:

$850,000.00

Year:

1987

S/N:

626

Reg:

N21BK

TTAF:

10771.6

Tel: + 1-850-213-3218 Email: JETMARKETS@aol.com

12 Year/12000 hour/3000 Landing C/W May 2011* Engines enrolled on Honeywell MSP & Fully Funded, Dual Collins FIS 84 Flight Directors, Fire Blocked- Eight Passenger Mid Cabin Configuration with 3 place Aft Divan across from two aft facing seats Landings: 9562 Cycles

Location: USA

Cessna Citation Excel

Tel: +1 (312) 953-7937 E-mail: lanceodnl@hotmail.com

Lance O'Donnell Price:

$2,330,000 USD

Year:

2000

S/N:

560-5101

No Damage history, on CESCOM/Proparts, no engine program or APU, externally serviced LAV, cabin 110v outlets and remote temp control, cabin soft goods redone 18 months ago.

Reg:

N81SH

Cycles: 3783

TTAF:

4213

Full details @ www.2000citationexcel.com

Location: USA- IL

www.2000citationexcel.com

Beechcraft King Air C90GT

ROQUESAIR INC Price:

$1.750 MM

Year:

2006

S/N:

LJ-1787

Reg: TTAF:

1580,2

Location: Tampa Florida

Airbus/Eurocopter AS 350B-2

Mark Slade Price:

$1,690,000 USD

Year:

2009

S/N:

4915

Reg:

VH CZN

TTAF:

510

Location: Australia

Gulfstream G280

Kevin Iocovozzi Price:

$22,000,000 USD

Year:

2015

S/N:

TBD

Reg: TTAF:

45

Location: USA

Advertising Enquiries see Page 4

www.AVBUYER.com

Tel: +1 (412) 932 61 95 Email: juan.chacon@roquesair.com All Logs and Maintenance Records Available TAMPA HAWKER BEECHCRAFT, No Known Damage History, Always Hangared. 100% Enrolled Support Plus – [$533 USD per hour].

Engines (P&W PT6A-135A) - 1534.7 / 1534.7 Total Time SNEW (3600 Hrs. TBO) Prop (s): (Hartzell 4-Blade HC-E4N-3) - 1534.7/ 1534.7 SNEW 385HRS L and R 385HRS O/H Next Due 5-1-18

Tel: +61 418 11 33 13 Email: mslade@parklea.com Location: Australia, VIC, Melbourne, we can deliver to anywhere in the world. Additional costs will apply. 1 x Turbomeca Arriel 1D1, CASA C of A. 2009 AS350 B2, VEMD, Night VFR, leather interior, air conditioner, TAS 610, cargo swing (fixed parts), emergency flotation device (gear fixed parts), dual sliding doors, no damage history. One owner since new, corporate use with one pilot. Leather seating and carpet throughout. Black (white removable stripe). Thales H 321 EHM Gyro Horizon, Avidyne TAS 610 Traffic Avoidance System, AIM 205-1 BL Gyro Directional, Turn and Bank indicator, VHF/VOR/LOC/GS Honeywell KX 165, VHF/VOR/LOC/GS/GPS Garmin GNS 430W, linked to course deviator Honeywell GI 106, Transponder Garmin GTX 327.

Price Reduced to US$1,690,000 + GST

Tel: +1 (912) 313 5700 Email: a.novikov@fqgroup.biz Direct Sale From The Owner. Available For Viewings In USA Now. The APU, Airframe And Engine Hours Are Solely Due To Production And Delivery. Landings: 12. Engines Honeywell HTF7250G. Engines Enrolled In MSP. JAR-OPS 1 Compliant. Aircraft Equipped With G280 “Intercontinental Flight Package”. Int: 10-Passenger Gulfstream “Hallmark” Interior. Forward 4-Place Club Group. Aft RH 2-Place Divan.

Insp: On-Condition Maintenance. PRICE REDUCED

September 2015 – AVBUYER MAGAZINE

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P156-160.qxp 19/08/2015 16:52 Page 5

Marketplace

AVIATION CONSULTANTS

Ph: +1 915 772 0005 Email: estela@avconelp.com

Tay 611-8 Engines for Sale (1) $1,750,000 (1) $1,250,000 Par Avion Ltd

Alberth Air Parts

+1 832 934 0055

Spare Parts

FALCONS • HAWKERS • LEARS

•BUY •SELL •TRADE

www.paravionltd.com

CESSNA LEARJET HAWKER WESTWIND FALCON GULFSTREAM

www.alberthaviation.com

SALES • ACQUISITIONS • CONSULTING

Fax: +1 832 934 0011

Copy date for the October issue - Wednesday 16th September 2015 AvBuyer (USPS 014-911), September 2015, Vol 19, Issue No 9 is published monthly by AvBuyer Ltd, 1210 West 11th Street, Wichita, KS 67203-3517 and has a targeted circulation to decision makers within business and corporate aviation throughout the world. It is also available on Annual Subscription @ UK £40 and USA $65. POSTMASTER: Send address changes to: AvBuyer Magazine 1210 West 11th Street, Wichita, KS 67203-3517. Postage is paid at Wichita, KS and additional mailing offices © Copyright of AvBuyer Ltd. Every effort is made to ensure the accuracy of material published in AvBuyer Magazine.

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Advertiser’s Index 21st Century Jet Corporation ...............................162 AeroExpo UK ............................................................152 Aerolineas Ejecutivas..............................................137 Air Fleet & Leasing Management.........................138 Aircraft Guaranty Corporation.................................77 AMAC.........................................................................135 American Aircraft Sales .........................................113 Aradian Aviation..........................................................97 AvBuyer......................................................................149 Aviation Advisors........................................................23 Aviation Consultants of Aspen .............................139 Avjet Corporation ..............................................48 - 49 Avpro ....................................................................10 - 14 Bell Aviation ........................................................56 - 57 Bombardier..................................................................53 Boutsen Aviation ........................................................95 CAAP..........................................................................141 Central Business Jets.............................................163 Charlie Bravo ..............................................................81 Conklin & de Decker...............................................136 Corporate AirSearch Int’l .......................................140 Corporate Concepts .......................................89, 121 Dassault Falcon Jet ............................2 - 3, 61, 143

160

AVBUYER MAGAZINE – September 2015

Dubai Airshow ..........................................................126 Duncan Aviation................................................85, 105 Eagle Aviation .............................................................33 Elliott Jets ...........................................................26 - 27 Florida Jet Sales.......................................................142 Freestream Aircraft USA..................................29 - 31 Gamit..........................................................................102 General Aviation Services........................................99 Global Jet Monaco ..................................34 - 35, 147 Hagerty Jet Group......................................................47 Hatt & Associates.......................................................37 Hubbard Aviation .....................................................111 Intellijet International.................................................6-7 Intercontinental Aircraft Group .............................117 Jet Sense Aviation/Gantt Aviation .......................146 Jet Support Services (JSSI) ....................................63 JetBed ........................................................................101 JetBrokers ...........................................................50 - 51 Jetcraft Corporation ................................54 - 55, 164 Jeteffect ........................................................................93 JetExpo .....................................................................134 JETNET ......................................................................127 JetPro Texas..............................................................144

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John Hopkinson & Associates....................107, 148 Leading Edge Aviation Solutions .........................129 Lektro..........................................................................135 Lufthansa Bombardier Aviation Services ...........155 Mente Group ...................................................... 145 Mesinger Jet Sales............................................15 - 17 NBAA Convention...................................................125 OGARAJETS .....................................................40 - 41 Par Avion......................................................................84 Rolls-Royce..................................................................73 Southern Cross Aviation ........................................119 Sparfell & Partners.......................................(FC) 1, 21 Survival Products.....................................................135 Tempus Jets ..............................................................103 Textron Aviation...........................................................79 The Elite Baku ..........................................................123 The Elite London.........................................................78 The Jet Business................................................42 - 43 VREF Aircraft Values ..............................................136 Welsch Aviation.............................................................5 Wright Brothers Aircraft Title...................................71

Aircraft Index see Page 161

P161 AC Index SEPT15.qxp 20/08/2015 13:30 Page 1

Aircraft For Sale • AIRCRAFT • HELICOPTERS AIRCRAFT

PAGE

AIRBUS A318 Elite . . . . . 35, A319 . . . . . . . . . . 35, 156,

AVIAT Husky A-1C . . . . 121,

BOEING/MCDONNELL DOUGLAS BBJ . . . . . . . . . . . 30, 49, 54, 164, DC- 8-62 VIP . . . 121, 727-100 REW. . . 138, Super 727-200VIP . .121, 737-200 VIP . . . . 121, 737-300 . . . . . . . 49, 757-256 VIP. . . . 48, 767 2DXER. . . . . 156,

BOMBARDIER Global 5000 . . . . 10, 16, 35, 55, 84, . . . . . . . . . . . . . . . 95, 156, 164, Global 6000 . . . . 17, 23, 54, 55, 164, Global Express . 16, 49, 53, 54, 55, . . . . . . . . . . . . . . . 121, 164, Global Express XRS.. 7, 17, 31, 49, 53, . . . . . . . . . . . . . . . 55, 81, 129, 164,

Challenger

300 . . . . . . . . . . . 34, 54, 55, 95, 107, . . . . . . . . . . . . . . . 117, 121, 157, 163, . . . . . . . . . . . . . . . 164, 600 . . . . . . . . . . . 40, 85, 99, 601-1A . . . . . . . . 81, 601-3A . . . . . . . . 85, 601-3A-ER . . . . . 93, 113, 604 . . . . . . . . . . . 12, 30, 35, 55, 56, . . . . . . . . . . . . . . . 85, 93, 95, 156, 157, . . . . . . . . . . . . . . . 163, 164, 605 . . . . . . . . . . . 7, 16, 53, 54, 55, 93, . . . . . . . . . . . . . . . 157, 164, 850 . . . . . . . . . . . 53, 54, 119,

Learjet

31A . . . . . . . . . . . 51, 93, 31ER . . . . . . . . . . 56, 35A . . . . . . . . . . . 50, 107, 159, 36A . . . . . . . . . . . 158, 40 . . . . . . . . . . . . 50, 56, 107, 40XR . . . . . . . . . . 93, 45 . . . . . . . . . . . . 13, 31, 50, 93, 113,\ . . . . . . . . . . . . . . . 119, 144, 45XR . . . . . . . . . . 13, 26, 55, 93, 121, . . . . . . . . . . . . . . . 164, 55 . . . . . . . . . . . . 51, 60 . . . . . . . . . . . . 13, 81, 85, 93, 60XR . . . . . . . . . . 53, 55, 93, 119, 146, . . . . . . . . . . . . . . . 164, 2000 . . . . . . . . . . 119,

CESSNA Citation

II . . . . . . . . . . . . . 51,

AIRCRAFT

PAGE

AIRCRAFT

V. . . . . . . . . . . . . . 33, 56, X . . . . . . . . . . . . . 12, 26, 81, 93, 129, . . . . . . . . . . . . . . . 163, XLS . . . . . . . . . . . 34, 97, XLS+ . . . . . . . . . . 17, CJ1. . . . . . . . . . . . 13, 33, 81, 95, 113, CJ2. . . . . . . . . . . . . 13, 26, 33, CJ3. . . . . . . . . . . . 33, 84, 93, Bravo . . . . . . . . . 50, 51, Conquest II . . . . 57, Grand Caravan . 121, Excel . . . . . . . . . . 26, 33, 97, 113, 159, Encore . . . . . . . . 33, Encore + . . . . . . 12, 27, Jet . . . . . . . . . . . . 51, 95, Mustang . . . . . . . 13, 97, M2 . . . . . . . . . . . . 33, Sovereign 12, 26, 54, 55, 97, . . . . . . . . . . . . . . . 121, 164, SII . . . . . . . . . . . . 57, Stallion . . . . . . . . 23, Ultra . . . . . . . . . . 27, 40, 148, 400 . . . . . . . . . . . 33, 421B . . . . . . . . . . 50, 421C . . . . . . . . . . 50, 501 . . . . . . . . . . . 23,

DORNIER 328 . . . . . . . . . . . 95, 328-310 . . . . . . . 55, 164,

EMBRAER EMB-135 LR . . . 121, EMB-145 EP . . . 121, Legacy 600 . . . . 50, 55, 113, 121, Phenom 100 . . . 93, Phenom 300 . . . 93,

FALCON JET 7X . . . . . . . . . . . . 3, 11, 34, 43, 56, 99, . . . . . . . . . . . . . . . 147, 162, 163, 10 . . . . . . . . . . . . 50, 50 . . . . . . . . . . . . 17, 40, 107, 119, 162, 50EX . . . . . . . . . . 12, 16, 34, 84, 119, . . . . . . . . . . . . . . . 157, 162, 900B . . . . . . . . . . 11, 16, 50, 99, 142, . . . . . . . . . . . . . . . 145, 162, 900C . . . . . . . . . . 56, 162, 900EX . . . . . . . . . 16, 31, 84, 117, 162, ...............

900EX EASy . . . 3, 11, 55, 129, 143, . . . . . . . . . . . . . . . 145, 162, 163, 164, 900LX . . . . . . . . . 3, 47, 55, 162, 2000 . . . . . . . . . . 12, 50, 95, 99, 121, 2000EX EASy . . 11, 2000LX . . . . . . . . 3, 55, 81, 117, 119, . . . . . . . . . . . . . . . 164, 2000S . . . . . . . . . 3,

PAGE

AIRCRAFT

PAGE

FOLLAND

PIPER

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

Cheyenne II . . . . 95, Meridian . . . . . . . 13, 57,

GULFSTREAM IV . . . . . . . . . . . . . 10, 11, 55, 93, IVSP . . . . . . . . . . 29, 47, 50, 55, 93, . . . . . . . . . . . . . . . 129, 163, V. . . . . . . . . . . . . . 17, 40, 55, 93, 95, . . . . . . . . . . . . . . . 129, 139, 100 . . . . . . . . . . . 97, 163, 150 . . . . . . . . . . . 93, 97, 200 . . . . . . . . . . . 10, 17, 23, 42, 51, 97, . . . . . . . . . . . . . . . 163, 280 . . . . . . . . . . . 141, 159, 450 . . . . . . . . . . . 7, 10, 29, 34, 42, 47, . . . . . . . . . . . . . . . 93, 97, 164, 550 . . . . . . . . . . . 7, 10, 16, 23, 30, 43, . . . . . . . . . . . . . . . 47, 49, 55, 93, 97, . . . . . . . . . . . . . . . 103, 113, 164, 650 . . . . . . . . . . . 16, 17, 40, 42, 55, . . . . . . . . . . . . . . . 121, 650ER. . . . . . . . . 42,

HAWKER BEECHCRAFT Beechcraft

Premier IA . . . . . 50,

King Air

200 . . . . . . . . . . . 50, 250 . . . . . . . . . . . 26, B200 . . . . . . . . . . 26, 27, 81, 95, 97, 99, . . . . . . . . . . . . . . . 164, 350 . . . . . . . . . . . 27, 97, 350i . . . . . . . . . . . 81, B90 . . . . . . . . . . . 57, C90 . . . . . . . . . . . 97, 159, C90A . . . . . . . . . . 95, F90-1 . . . . . . . . . 57,

Hawker

700A . . . . . . . . . . 50, 750 . . . . . . . . . . . 97, 800A . . . . . . . . . . 16, 800XP . . . . . . . . . 13, 37, 97, 850XP. . . . . . . . . 93, 97, 900XP . . . . . . . . . 37, 40, 97, 1000 . . . . . . . . . . 37, 4000 . . . . . . . . . . 37,

IAI Astra SP . . . . . . . 107, Astra SPX. . . . . . 93, 99, 113,

QUEST Kodiak 100 . . . . 137,

PIAGGIO

ROCKWELL Turbo Commander 690B. . . 51,

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

SOCATA TBM 700B . . . . . 51,

WESTWIND Westwind I . . . . . 23,

HELICOPTERS

AGUSTAWESTLAND A109 . . . . . . . . . 55, 121, A109 Power . . . . 14, 164, A109C . . . . . . . . 119, AW109SP. . . . . . 95, A119 KE . . . . . . . 95, Koala. . . . . . . . . . 97,

BELL 206 L4. . . . . . . . . 158, 212 . . . . . . . . . . . 158, 412 EMS . . . . . . 158, 427 . . . . . . . . . . . 93,

EUROCOPTER AS350 B-2 . . . . . 14, 159, AS355-F-2 . . . . . 121, AS355N . . . . . . . 95, BK 117C1. . . . . . 95, EC 120 B . . . . . . 121, 158, EC 130 B4 . . . . . 14, EC 135 P2+ . . . . 97, EC 135 OB. . . . . 14, EC 135 T1 CDS. 95, EC 135 T2i . . . . . 14, EC 145 . . . . . . . . 14, EC 155 B1 . . . . . 14,

MCDONNELL DOUGLAS MD900 . . . . . . . . 97,

SIKORSKY S-76C++ . . . . . . 14, 31, 129, S-76D . . . . . . . . . 31,

Avanti II . . . . . . . 157,

PILATUS PC12-45 . . . . . . . 140,

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

Advertising Enquiries see Page 4

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161

21st Century May 22/04/2015 15:58 Page 1

Tri-Jets have earned a stellar reputation among owners and operators and usually command higher resale values than the competition.

With efficient space management the Falcon 900 aircraft have a larger passenger seating area than the Gulfstream IV. These Tri-Jets weigh 15 tons less and are 22 feet shorter, providing a more beneficial ramp presence.

The 900EX can speed across the Atlantic with all seats full at 0.84 IMN; and has 300 NM greater range than the Gulfstream IV-SP. Furthermore, the 900EX can fly from London to Kansas City, Buenos Aires to New Orleans and Anchorage to Seoul at 0.75 IMN with eight passengers and NBAA IFR reserves.

Revolutionary and the world's first purpose built fly-by-wire (FBW) business jet, the Falcon 7X capitalizes on Mach 2 technology.

AVAILABLE: FALCON 900B

WANTED: FALCON 50 WITH -3D-1D ENGINE UPGRADE

If you are considering the sale or acquisition of your business jet, call 21st Century Jet Corporation today for details before making a decision.

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

INTERNET: WWW.TRI-JETS.COM

E-MAIL: sales@tri-jets.com

CBJ September.qxp_CBJ November06 18/08/2015 11:31 Page 1

General Offices

Mexico office

Minneapolis / St. Paul

TEL: 52.55.5211.1505

TEL: (952) 894-8559

CELL: 52.55.3901.1055

FAX: (952) 894-8569

E-MAIL: Enrique CBJets.com

EMAIL: INFO@CBJETS.COM

Since 1983……

2013 DASSAULT FALCON 7X "LIMITED EDITION" SN 213

Only 325 Hours Since New, Single Owner with Long Standing Falcon History, All Programs and Tip to Tail Warranties thru 12/15

2008 GULFSTREAM G200 SN 199 2248 TT / 1212 Landings, ESP Gold, Meets all EASA / JAR OPS Requirements, Impressive List of Options including Aerial View Camera

GIVSP SN 1453

GIVSP SN 1487

Single Midwestern US Owner, Only 4600 Hours TT, Aft Galley, 16 PAX, External view Camera

One of the last ever to be built, Averages less than 300 Hours per year, Rolls Royce Corporate Care, Gulfstream PlaneParts, MSP Gold, etc…., Extremely Recent 12-Year Heavy Check

LIKE NEW CITATION X SN 207

2000 CHALLENGER 604 SN 5458

Over $1.8M just spent in Cockpit and refurbishment Upgrades, Rolls Royce Corporate Care, Cessna Cescom, Single Midwestern Fortune 500 Owner

4500 Hours, 2100 Landings, GE ONPOINT, -150 APU on MSP Gold, Smart Parts Plus Program, Factory Installed FWD and AFT Vacuum Toilets, Forbes 500 Owner

2003 GULFSTREAM G100 SN 150

CHALLENGER 300 SN 20264

3600 Hours TT w/ Long Range Fuel Option, Engines have been upgraded to 6000 TBO, Dual Universal 1C+, Collins Proline IV Cockpit

February 2010 In Service Date, 48-Month c/w 02/14

by Bombardier, MSP Gold Engine Program, ATG-5000 Gogo Biz w/ WIFI, Premium Interior Package, Single Midwestern US Owner

www.cbjets.com

ALSO AVAILABLE: Citation X SN66, Citation Sovereign SN156 and Falcon 900EXy SN238 (Lease Only)

Landing Connections Around The World.

2011 DASSAULT FALCON 2000LX

2005 GULFSTREAM G450 S/N 4002 • U.S. FAR Part 91 Operated Since New; Low Total Time • MSG3 Maintenance Schedule • Airframe Enrolled on PlaneParts; Engines Enrolled on RRCC

2007 BOEING BUSINESS JET S/N 35990

2006 GULFSTREAM G450 S/N 4064

2006 BEECHCRAFT KING AIR B200 S/N 1960

ALSO AVAI L ABLE

Very Low Total Time Pro Line 21 Avionics Suite Raisbeck Nacelle Wing Lockers Raisbeck Dual Aft Body Strakes

2008 BOMBARDIER GLOBAL 5000 S/N 9243 • JAR OPS-1 Compliant • Batch 3 Avionics Upgrade • Enrolled on Rolls-Royce CorporateCare

I N FO @ JETC RAF T. CO M

9-2015_AVBuyer_Back Cover_Landing Connections.indd 1

• 2,505.9 Hours; 808 Cycles • Forward Galley with Dual Aft Divans • PlaneView Foxtrot, ADS-B Out; FANS-1/A; CPDLC

• 1,769 Hours; 476 Cycles • 2C inspection June 2014 • 15 Passenger with Master Bedroom

• • • •

177

• Complete Interior Refurbishment & New Paint 2014 • Under Warranty Until April 2016 • Aircell ATG-4000 High Speed Internet (US Domestic)

A passionate team of aviation experts, our strategic approach and action-oriented thinking have made us the global leader for aircraft sales and ownership services.

With our worldwide network and inventory, industry connections and regional presence, we are the difference between getting an aircraft… and getting your aircraft.

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2010 AGUSTA A109 POWER 2007 CHALLENGER 300 2003 CHALLENGER 604 2010 CHALLENGER 605 2014 GLOBAL 5000 2013 GLOBAL 6000 2003 GLOBAL EXPRESS 2010 GLOBAL XRS 2007 LEARJET 45XR 2010 LEARJET 60XR 2008 CITATION SOVEREIGN 2011 FALCON 2000LX 2006 FALCON 900EX EASy 2000 DORNIER 328-310 2010 GULFSTREAM G550

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