AvBuyer Magazine September 2016 by AvBuyer Ltd.

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September 2016

™

B U S I N E S S

A V I A T I O N

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

THIS MONTH Aircraft Comparative Analysis – Gulfstream G650 GAMA Q2 2016 Shipment Analysis Plane Sense on Cockpit Avionics www.AVBUYER.com

See pages 42-43 & 51

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17/05/2016

18:38

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Falcon 7X 2013 • s/n 195 • 459 hrs. total time • Very low time, Private use only • 14 passengers configuration without crew rest • Airframe under FalconCare and Falcon Broadcast • EASy II (Baseline, LPV, ADS-B out, SVS, ADM, Dual Jeppesen, ATN-B1, FANS-1A+) • Engines on ESP, APU on MSP • HUD & EVS, MCS 7120 swift broad band Satcom • EASA / EUOPS1 compliant

Falcon 7X 2011 • s/n 109 • 1,928 hrs. total time • 14 seats / 12 passengers, no crew rest • FalconCare enrolled • EASy II (Base line, ADSB-out, CPDLC ATNB1) • HUD, EFB, 3 FMS, 3 IRS, 3 VHF • Cabin Humidifier • Iridium Satcom 4 Channels with DIU

Falcon F900EXy with Winglets 2007 • s/n 184 • 3,639 hrs. total time • 13 passengers with forward and Aft lavatories • Engines and APU on MSP Gold • Aircraft on FalconCare, 2C due August 2019 • EASy II, LPV, ADS-B out, SVS, Dual Jeppensen Charts, CPDLC ATNB 1 & FANS 1A • Iridium Satcom with DIU • 3 FMS, 3 IRS, 3 VHF

Falcon 2000LX 2012 • s/n 230 • 808 hrs. total time • 8 passengers • EASy II upgrade (SVS, Full CPDLC, ADS-B out) • EASA / EUOPS1 compliant • February 2018 C check • Engines on ESP, APU on MSP • 3 VHF, 3 IRS, 3 FMS, HUD, EFVS, Dual EFB’s • Dual Satcom, Iridium & Aviator 300

Falcon 2000EXy 2005 • s/n 067 • 4,554 hrs. total time • 10 passengers • EASy II upgrade (Baseline, LPV, ADS-B Out, CPDLC ATNB1) • EASA / EUOPS1 compliant • Engines on ESP, APU on MSP • Aviator 700 Satcom • 3 IRS, 3 FMS, 3 VHF

Falcon 2000 1997 • s/n 037 • 4,749 hrs. total time • Very low time Aircraft • 8 passengers with Fwd and Aft lavatories • EASA / EUOPS1 compliant • Engines and APU on CSP / MSP • Sept 2015 C, 3C, 1B inspection • One owner one operator since new • 7.1 TCAS, Collins Sat-906-4 Satcom

18/08/16 10:26

Editor Welcome Sept16.qxp_JMesingerNov06 22/08/2016 14:58 Page 1

Editor’s

Welcome

Exceptional People veryone is exceptional. Each person possesses unique talents, traits and personalities that distinguish them from their peers, even if the accomplishments of some individuals are more obvious. Aside from this philosophical approach to life in general, we believe that AvBuyer readers are particularly exceptional. They appreciate the value of Business Aviation and are actively engaged in the profession and passion of using General Aviation aircraft for business transportation. Whether they are operators, managers, consultants or brokers—or business people who need the efficiency that only business aircraft can provide--the readers of AvBuyer are actively engaged in aviation, a dynamic and exciting endeavor. They are aviators in the best meaning of that word. At AvBuyer, we take a special interest in our readers because they actively use, buy and sell business aircraft and they rely on AvBuyer to help them in those activities. We are obliged, therefore, to honor their need for relevant information. We accept that responsibility and apply our print and online resources to fulfill that duty. The quality, content and look of this magazine reflect the sincerity of AvBuyer’s commitment. We invest heavily in presenting useful material to serve our readers, and we are pleased that AvBuyer is read regularly each month by active members of the Business Aviation community. AvBuyer shares our readers’ appreciation for the value of Business Aviation. We admit to being unabashed advocates for this form of travel. We strongly believe that the benefits of travel via business aircraft are expanding as entrepreneurs and managers seek effective transportation to areas not efficiently served by the Scheduled Airlines. Nor do we expect the need for Business Aviation to diminish. Airlines seek markets that have high volumes of travelers; Business Aviation serves markets with lower numbers but no less important travelers. Together, Business Aviation and Scheduled Airlines address the travel needs of business leaders and developers. For economic development and improved quality of life, both forms of travel are required. The demand for new and pre-owned business aircraft is cyclical, and currently we are experiencing challenges. But each Business Aviation cycle returned to a period of growth that exceeded the heights of previous periods. The fundamental need for placing the right person (or team) in the right place at the right time—a

capability that often can only be achieved using business aircraft—guarantees that our community is sustainable and will expand.

In This Issue

AvBuyer leads each month’s editorial with BizAv Intelligence, prepared by Rollie Vincent and supported by other leading researchers within the Business Aviation marketplace such as Mike Chase and Marj Rose. As the subject of this month’s Insider Insights, Brad Harris offers his perspectives in an exclusive interview with AvBuyer. Time spent with this content-rich and timely section is an “essential” for professionals who wish to keep abreast with today’s rapidly changing environment. David Wyndham concludes his three-part series on aircraft valuation, a pressing subject of particular interest to operators considering a buy, hold or sell decision, while Jeremy Cox adds to the evaluation picture by exploring the impact of modifications to existing aircraft. Several authors address avionic options (including the very pressing topic of ADS-B compliance) for upgrading and thus impacting the value of existing business aircraft. Another pending subject affecting cost of Business Aviation relates to the US Government’s attempts to tax management fees paid by owners of business aircraft to Aircraft Management Companies. Attorney Kate Breckenridge summarizes the latest developments in the ongoing uncertainties regarding Federal Excise Tax. Stuart Hope also addresses management companies, specifically insurance considerations for aircraft owners that elect to use the services of an AMC. For operators and brokers seeking new avenues to pursue as they deal with today’s market, Ken Elliott completes his mini survey of business opportunities in the expanding field of Special Mission aircraft. Also for operators, AvBuyer examines what pilots can expect flying into Chinese airspace, while other authors examine operational issues and safety procedures (e.g., preventing loss of control accidents). Rani Singh relates a fascinating case study involving an owner-flown Phenom 100, while Mike Chase applies his classic Comparative Analysis to the Gulfstream G650. Jack Olcott Editorial Director & Publisher. AvBuyer Dedicated to servicing the informational needs of active aviators—indeed, very exceptional people.

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

Mechanicsburg, PA 17055 AVBUYER MAGAZINE – September 2016

www.AVBUYER.com

Aircraft Index see Page 161

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Contents Layout July16.qxp 24/08/2016 10:00 Page 1

Volume 20, Issue 9

September2016

Contents

T BizAv Intelligence

T Flight Department

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

A Discussion on Special Missions Aircraft (Part 2): Ken Elliott concludes his look at the utilization of business aircraft in special missions roles…

Q2 2016 GAMA Shipment Analysis & Report: Disappointing at first glance, but what will Mike Potts’ in-depth analysis of GAMA’s Q2 report show of aircraft delivery trends?

Tips to Planning NextGen Compliancy: Aviation Director Andre Fodor highlights some of the possible roadblocks to cockpit upgrades. How can you prepare?

Business Aviation Market Insights: Discover the perspectives and thoughts on the BizAv Market of Dallas Jet International’s Brad Harris

Tips to Keep Avionics Upgrades Simple: With so many systems & components available, Conrad Theisen offers pointers to help find the best upgrade for you…

ADS-B Compliance: Time is ticking for thousands of aircraft operators globally who haven’t performed the ADS-B upgrade, warns Brian Wilson. Don’t get caught out!

International Business Aviation Operations (Part 5): Dave Higdon considers how to plan around and overcome difficulties when travelling to and over China’s airspace

Loss of Control Accidents: Dave Higdon examines a class of accident that befalls GA in greater numbers than all other categories of fatal mishaps…

100

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

104

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

116

Aircraft Comparative Analysis – Gulfstream G650: How does Gulfstream’s G650 square up against the G550 and Bombardier’s Global 6000? Find out here…

T Boardroom

High Flyer’s Case Study: Rani Singh catches up with Mark Holt whose space-painted Embraer Phenom goes beyond mere business use to make veterans & children happy…

The Key to Your Aircraft’s Value (Part 3 of 3): Concluding his series on the value of a business jet, David Wyndham considers compliance with FARs & good management

Business Aircraft Modifications: Jeremy Cox outlines the good, the bad and the ugly in the arena of modifications as they relate to aircraft valuation…

Aircraft Management Fees: Kate Breckenridge reports on the latest developments regarding obligations for aircraft owners to pay FET on management fees

Insurance & Aircraft Charter/Management: Contracting your company jet with an aircraft management company still requires adequate insurance on your part. Here’s why…

T Community

124 8

AVBUYER MAGAZINE – September 2016

www.AVBUYER.com

BizAv Review: News; OEM Bites; Arrivals & Events Aircraft Index see Page 161

#1 IN BUSINESS AVIATION Customer trust is earned one extraordinary experience at a time. Business aircraft owners and operators consistently rank Gulfstream the number one brand in business aviation*, a testament to our dedication to creating and delivering the worldâ&#x20AC;&#x2122;s finest aviation experience.

SCOTT NEAL | +1 912 965 6023 | scott.neal@gulfstream.com | GULFSTREAM.COM G650ER, G650, G600, G500, G550, G450, G280 and G150 are trademarks or registered trademarks of Gulfstream Aerospace Corporation in the U.S. and other countries. *According to JETNET iQ Brand Reputation of Aircraft Manufacturers surveys since 2011.

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MarketIndicators August16.qxp_Layout 1 24/08/2016 14:15 Page 1

MARKET INDICATORS BIZAV INTELLIGENCE

Business Aviation Market Summary Rising tides lift all boats, and a falling tide lowers all boats, notes Rollie Vincent, Editor, Market Indicators. Up until 2015, however, the large cabin business jet segment seemingly defied the laws of gravity by growing in an otherwise declining market. Not anymore, but what’s the impact on the overall market? he well-documented ‘bifurcation’ was supported by a rapid expansion of wealth creation, emerging market demand, strong commodity prices, and an enticing array of shiny new aircraft to choose from. For those who have been around for more than a few years, and experienced first-hand the cyclicality of business aircraft markets, there is little doubt that some of the shine has surely come off of the previously gleaming hardware. Pre-owned business jet and business turboprop inventory ‘For Sale’ reached 11.7% and 8.3% of their respective worldwide fleets at the halfway mark of 2016, up from 11.2% and 8.0% one year ago. JETNET records suggest that there were 2,220 whole retail pre-owned business jet transactions in the 12-month period through July 31, 2016, a solid performance given the soft market conditions, down 2.3% Year-over-Year (YOY). Most of the YOY softening was due to a particularly weak performance in July, with worldwide jet transactions off 36% from a year ago, and marking the lowest sales levels for the month since 2009.

Advertising Enquiries see Page 4

With inventory ‘For Sale’ trending upwards, and asking/transaction prices continuing to slide, used jet sales are outpacing new business jet deliveries by 3.15-to-1, according to JETNET and GAMA records. With the exception of July 2016, the volume of pre-owned transactions has remained robust, although prices and residual values continue to fall. According to JETNET records, average asking prices in H1 2016 for all jets with price information were 11% lower than for the same period last year, without accounting for any changes in the mix of aircraft in each group. Although new aircraft production/delivery rates are beginning to slow, there are many indicators suggesting that the market remains oversupplied for the current level of new aircraft demand. Discounting of new production models is reportedly widespread, especially for models that are nearing the end of their production lifecycles, creating a domino effect that is compressing prices and residual values in adjacent and lower-priced segments. As we have noted in prior Market Indicator reports, we are clearly in a buyers’ market, with  www.AVBUYER.com

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

continued on page 18

September 2016 – AVBUYER MAGAZINE

EXCLUSIVELY REPRESENTED BY

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EASy II+ COCKPIT, AIRFRAME ENROLLED ON FALCONCARE, ENGINES ENROLLED ON ESP GOLD, APU ENROLLED ON MSP GOLD, ONE OWNER SINCE NEW, CPDLC & FANS-1A, ADS-B OUT, TCAS 7.1, WILL DELIVER WITH FRESH 1-6A INSPECTIONS

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LOW TIME, U.S. REGISTERED, ENGINES AND APU ENROLLED ON HONEYWELL MSP, EASy II UPGRADE, PART 135 CERTIFIED, NEW PAINT 2012

LOW TIME, ENGINES ENROLLED ON ESP GOLD, EASy II, CPDLC, TCAS II VERSION 7.1, DESIRABLE 10 SEAT CONFIGURATION, ONE OWNER SINCE NEW, NEVER CHARTERED, ALWAYS HANGARED

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SERIAL NUMBER 51 – REGISTRATION N581GM U.S. REGISTERED & U.S. BASED, ONE CORPORATE OWNER SINCE NEW, NEVER CHARTERED, AIRFRAME ON FALCONCARE, ENGINE & APU ON PROGRAMMES, INTERIOR REFURBISHED 2015, EXTERIOR PARTIAL RE-SPRAY 2015

SERIAL NUMBER 14501126 – REGISTRATION JY-CMC ONE OWNER SINCE NEW, ENGINES ON CORPORATE CARE, APU ON JSSI, EASA & EU-OPS 1 CERTIFIED, 13 PASSENGER INTERIOR, FORWARD & AFT LAVATORY, ACAS II (TCAS II WITH CHANGE 7)

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

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LOW TIME, INTERIOR COMPLETION BY LUFTHANSA HAMBURG, 19 PASSENGER ELITE PLUS CABIN LAYOUT, ADDITIONAL CENTRE TANK FOR EXTENDED RANGE, EU-OPS 1 COMPLIANT, STEEP APPROACH CERTIFIED, FAA & EASA CERTIFIED

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

2014 GULFSTREAM G650ER

2012 GULFSTREAM G650ER

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FRESH WARRANTIES, FORWARD GALLEY & CREW REST, ENGINES ON CORPORATE CARE, APU ON MSP, NEW PAINT NOV 2015, ENHANCED VISION SYSTEM, HEADS-UP DISPLAY, SYNTHETIC VISION, PREDICTIVE WINDSHEAR, PART 135 CAPABLE (DFDR 88-PARAMETERS), SECURAPLANE, HONEYWELL MSC-7120 SATCOM FOR SWIFT BROADBAND, AIRCELL AXXESS II IRIDIUM SATELLITE TELEPHONE

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

2015 GULFSTREAM G650

2014 GULFSTREAM G550

SERIAL NUMBER 6143 – REGISTRATION D-ADSK

SERIAL NUMBER 5492 – REGISTRATION D-ADSE

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

IN SERVICE APRIL 2015, LOW TIME, PRACTICALLY NEW, YOUNGEST G550 ON THE MARKET, ENGINES ENROLLED ON ROLLS ROYCE CORPORATE CARE, UNIVERSAL 14 PASSENGER INTERIOR, FORWARD GALLEY WITH CREW REST, SYNTHETIC VISION, ENHANCED NAVIGATION, SBB HI-SPEED INTERNET, RUNWAY AWARENESS ADVISORY SYSTEM, EASA EU-OPS 1 CERTIFIED

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

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MarketIndicators August16.qxp_Layout 1 23/08/2016 10:06 Page 2

BIZAV INTELLIGENCE T MARKET INDICATORS

By Category

exceptional quality aircraft available at prices that offer unsurpassed value-for-dollar.

Value-Priced

With few exceptions (most notably, the G650/G650ER and Pilatus PC-12), it would appear that value-priced new aircraft can be found in virtually all product segments. Price discounting, overtrades, and other incentives to sell factory-new aircraft are like an incoming tide that is lowering all boats. With most of the OEMs having a public ownership structure, pressures have become intense to demonstrate a commitment to shareowner expectations for higher profit margins and quarter-over-quarter performance improvements. In 2016, this has already led to initial decisions to slow production rates and lower investor guidance for unit deliveries at some of the OEMs. We expect more of the same through the remainder of this year and next. GAMA Q2 2016 new aircraft shipments report reflected a soft market across all categories (fixed- and rotary-wing). Business jet, business turboprop, and piston aircraft shipments were down 4-5% in H1 2016 versus the same period last year. Recognizing that shipment data are mostly lagging indicators of past order activity, we note that aircraft manufacturer book-to-bill performance was below 1.0 for the industry in H1 2016, implying backlog erosion. Based on regulatory filings, the ‘Big 5’ OEMs (Bombardier, Dassault, Embraer, Gulfstream and Textron) collectively had about $US36bn of firm orders in backlog at the end of H1 2016, which was down 3% YOY. Based on OEM financial reports and our own estimates (to fill in gaps in reporting year-to-date), backlog values have increased at Textron Aviation, stayed stable at Bombardier Business Aircraft, but slipped somewhat at Embraer Executive Jets, Dassault Falcon, and Gulfstream since the beginning of 2016.

Relatively speaking, markets that have slowed in H1 2016 are the Large Jet and Mid-Size Jet segments. In the case of Large Jets, these are represented by aircraft such as the Legacy 600/650, Challenger 604/605 and Falcon 2000. In the case of Mid-Size Jets, these include the out-of-production Hawker 700/800/900, Citation Sovereign and Learjet 60 in particular. Compared to pre2008 crisis conditions, we note that there is now less distinction amongst business aircraft size categories in terms of available inventory for sale. Large Cabin and Long Range Jet categories have been the absolute darlings of the market until recently, with very limited availability of aircraft in these segments until the onset of the worldwide financial crisis in 2008. Collectively, inventory ‘For Sale’ has now increased into the 9-12% range for Large Cabin business jets, with the Ultra Long Range category (at 8.7%) continuing to have the least availability at the top of the market.

In Summary

For the time being, buyers should rightly feel that they are in a position of strength in an aircraft transaction negotiation, whether for a new or pre-owned asset. This pendulum will begin to swing more towards a balance as OEMs individually and collectively take actions to align their new aircraft production and delivery rates with the level of sustainable demand. To some, this will suggest that flat is the new up, at least for the next few years of new business jet deliveries, although newer models such as the Challenger 350, Citation Latitude, Embraer Legacy 450/500, Falcon 8X, Gulfstream G500 and Pilatus PC-24 are expected to command an increasing share of the available market. But there is little that is flat about a cyclical market, and we should therefore expect little to remain unchanged for long. Ladies and gentlemen, for your safety and comfort, please fasten your seat belts and remain seated – turbulence may occur at any time.  MI www.rollandvincent.com continued on page 22

AVBUYER MAGAZINE – September 2016

www.AVBUYER.com

Aircraft Index see Page 161

Corporate Concepts September.qxp 25/08/2016 09:49 Page 1

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OUR EXCLUSIVE INVENTORY

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17:44

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BIZAV INTELLIGENCE T MARKET INDICATORS

BizAv Activity - North America

North America’s July 2016 flight activity surprisingly fell -1.7% Year-over-Year, compared with July 2015, and -2.1% compared with June 2016, according to ARGUS… Results by operational category reveal a mixed picture when comparing July Business Aviation flight activity with June. Part 91 activity was down -5.0%; fractional saw a 2.7% uptick; and Part 135 on-demand charter recorded a modest increase of 0.5%. The aircraft categories were down

month over month across the board, however.

YoY Flight Activity

Reviewing Year-over-Year flight activity (July 2016 vs. July 2015), TRAQPak data indicates that July 2016 posted a decrease of -1.7%; marking the second YoY decrease in 2016. The results by operational category were lower across the board, while all of the aircraft categories were lower, too, with the exception of large jets. MI www.argus.aero

BizAv Activity Europe Flying in Europe climbed 1.9% to 85,685 Business Aviation departures, according to WingX Advance. This marks the largest monthly gain so far this year in Europe, taking the year-to-date trend to -0.2% versus a year ago. Europe’s busiest market, France, did not disappoint, as business aircraft departures there rose 11% YoY and YTD activity is up 4%, averaging 389 new flights per month. Flight activity also increased in Italy, Spain and Switzerland, while no obvious Brexit impact on the UK could be seen with overall activity flat last month. Business aircraft flying in Germany, however, slumped -7% and is down -3% YTD. The failed coup attempt in Turkey resulted in flight activity falling -17% and -12% YTD. There also was no sign of recovery in the Russian market, and Middle East arrivals to Europe slowed, though North America-inbound traffic from Europe increased. “This was the most encouraging month of 2016, with 2% YoY growth in peak season activity bringing the activity level close to where it was pre-2009,” summarized WingX managing director Richard Koe. “Obviously the Euro Championships gave the market a boost, especially in France, but activity trends in Western Europe have also apparently ridden the impact of Brexit and recent terrorist attacks. The recent comeback in activity is clear in most business jet segments, particularly in very light jets.” MI www.wingx-advance.com 

continued on page 26

AVBUYER MAGAZINE – September 2016

www.AVBUYER.com

Aircraft Index see Page 161

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BIZAV INTELLIGENCE T MARKET INDICATORS

AEA Q2 2016 Avionics Market Report In the first six months of 2016, total worldwide Business and General Aviation avionics sales amounted to more than $1.1 billion, reports AEA, representing a -6.5% decrease in YoY sales compared to the first six months of 2015. Sales during Q2 2016 were more than $549m, -9.3% less than Q2 2015 sales of over $605m. Of the more than $1.1bn in sales YTD in 2016, 54.3% (more than $605m) came from forward-fit sales (avionics equipment installed by airframe OEMs during original production). By contrast, the retrofit market (avionics equipment installed after original production) amounted to 45.7% of sales (more than $509m). According to the companies that separated their total sales figures between North America (US and Canada) and other international markets, 66.8% of sales YTD occurred in North America, while 33.2% occurred internationally. “With so many new and innovative

avionics products introduced to the general aviation market in the first half of the year, it is disappointing to see decreasing sales figures compared to the first six months of 2015, particularly in the retrofit market,” said AEA President Paula Derks. “The lower sales figures are somewhat surprising given the fact that the deadline to equip aircraft flying in US controlled airspace with ADS-B Out avionics is only 40 months away, and the fact that we have seen a slight uptick in the ADS-B equipage pace this year. “It will be interesting to see future sales reports following the recent AirVenture Oshkosh event that brought even more avionics products to market, along with the FAA's ADS-B Rebate program expected to begin later this year.” The dollar amounts reported (using net sales price) includes all Business & General Aviation aircraft electronic sales, but excludes repairs and overhauls, extended warranty or subscription services. MI www.aea.net/marketreport

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BUSINESS AVIATION INTELLIGENCE

US BizAv Turbine Accidents Drop The number of US-registered business turbine-aircraft accidents fell by five during the first six months of 2016, although fatalities were up by four, according to data from Robert E. Breiling Associates. US bizjet and turboprop accidents totaled 16 from January through June, notes Molly McMillin, Aviation Week. That’s down from 21 for the same time a year ago, the report said. Of those, four were fatal accidents, killing 13 people, up from nine fatalities during the same time a year ago. Meanwhile, the number of incidents during the first six months of 2016 totaled 40, compared to 61 in the first six months of 2015. Accidents involving business jets used for corporate and executive travel fell from three a year ago to one in 2016. Jets used for commercial and air taxi use fell from two accidents to one in 2016, while accidents among jets used for private and business purposes rose from one to three, including one fatal accident in 2016. Turboprops used for commercial and air-taxi service recorded six accidents in 2016, down from seven a year ago. Five of the accidents, including two fatal accidents with nine fatalities, involved turboprops used for private and business purposes. Meanwhile, turboprops used in corporate and executive, public and government, fractional, manufacturing and other uses recorded no accidents. Non-US-registered business jets were not involved in any accidents during the first six months of 2016, an improvement from five in the first half of 2015. Turboprops were involved in 18 accidents in the first half of this year, including seven fatal accidents with 26 fatalities. That is down from 19 turboprop accidents in the same time a year ago, including six fatal accidents with 38 fatalities.  MI www.breilinginc.com continued on page 30

AVBUYER MAGAZINE – September 2016

www.AVBUYER.com

Aircraft Index see Page 161

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BIZAV INTELLIGENCE T MARKET INDICATORS

AsBAA – Does Brexit Matter?

Does Brexit Matter for the corporate jet owners and lessors in Asia? While opinions vary significantly, following are some tentative thoughts from Asian Business Aviation Association (AsBAA). While it is too early to reach any definitive conclusions in predicting the outcome of Brexit negotiations, AsBAA identified the following issues as relevant to Asian corporate jet owners and lessors in the wake of the Brexit vote… Contracts: In many aircraft financing and leasing transactions, there is no nexus to the UK, other than the choice of English law to govern the transaction documents. While the substance of English contract law will not be affected by a UK withdrawal from the EU, such contracts may have references to EU Regulations, EU Directives or EU Sanctions. As negotiations regarding the UK’s exit from the EU evolve, it will become important to review the interpretation provisions of financing and leasing agreements and identify references to EU law for closer examination. AsBAA anticipates that English law will continue to remain a sensible choice for commercial parties in corporate jet financing and leasing. Cape Town Convention: Last year, the UK Government ratified the Cape Town Convention and designated it as an EU Treaty pursuant to the European Communities Act 1972. Following the UK’s ratification of the Cape Town Convention, this was extended to the 30

AVBUYER MAGAZINE – September 2016

Cayman Islands through the implementation of local legislation. While the legal effect of the UK’s EU treaty obligations following an exit from the EU are uncertain, given that the UK Government and the Cayman Islands have implemented secondary domestic legislation in respect of its Cape Town Convention obligations, AsBAA expects that the rights and protections afforded under the Cape Town Convention will not be affected by the Brexit referendum result. Ownership: The Cayman Islands and British Virgin Islands (BVI) are jurisdictions of choice for ownership of corporate jets, offering creditor friendly, cost effective, low-risk structures in aircraft acquisition, financing and leasing. While the BVI and the Cayman Islands are Overseas Territories of the UK, they have their own separate legal systems and are not directly subject to EU law. At this early post-Brexit stage, AsBAA does not anticipate that BVI or Cayman Islands law will be directly impacted by the departure negotiations between UK and the EU. In fact, the BVI and Cayman Islands’ robust legal framework and political stability provides certainty to financiers and borrowers, and are expected to continue to maintain their positions as leading international finance centers for corporate aircraft ownership, financing and leasing. Access to UK & Europe: Non-EU nationals and corporate aircraft registered outside of the EU do not have www.AVBUYER.com

automatic access to the internal EU aviation market, and the UK leaving the EU is unlikely to change this. However, the UK’s exit from the EU may lead to restrictions being placed on corporate jet owners or lessees looking to fly between the UK and an EU country. Brexit negotiations will need to address continued access either by signing up to bilateral agreements with the EU or with individual countries, or by joining the European Common Aviation Area (ECAA). For non-EU registered private aircraft travelling between the UK and the rest of the EU, post-Brexit changes will need to be monitored to flag any changes to the treatment of eligibility of aircraft for temporary importation and variation on fees including VAT and tariffs on imports. Outside of Europe, the UK has operated under the EU-US Openskies agreement. The unrestricted access between the UK and US aviation markets is important, and the UK will be sure to negotiate continued unfettered access to the US as part of Brexit. Opportunity: Some believe that the UK’s exit from the EU would give the UK more freedom to re-evaluate its approach to regulatory red tape in Business Aviation. For many in Asia, the market volatility triggered by the Brexit referendum signifies opportunity. In the short-term, Asia has already seen an increase in private jets being chartered to London as HNWIs and corporate investors take advantage of the weakened pound, buying luxury goods and London property. The spotlight continues to focus on growth in Asia, particularly amidst the political unpredictability of Brexit as well as the upcoming US presidential elections. Watch this space: The Asian business jet market is in a good position to ride the wave of Brexit, though if there is one lesson that the Brexit referendum has imparted, it is to prepare for the unexpected. As the UK’s exit negotiations unfold in the months and years to come, it is vital for those in the Asian corporate jet industry (and others globally) to continue to monitor and assess the evolving impact of UK’s exit from the EU. MI www.asbaa.org  continued on page 32

Aircraft Index see Page 161

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BIZAV INTELLIGENCE T MARKET INDICATORS

Teal Group Business Aircraft Briefing The global business aircraft market remains dynamic with substantial opportunities (and pitfalls) for suppliers and customers, reports Teal Group. Aircraft variants and their associated engines vie for success in a difficult marketplace characterized by demanding customers and (in some segments) serious overcapacity… Teal Group's Business Aircraft Briefing offers a comprehensive look at the market and where it is headed. An assessment of the OEMs and new product development prospects along with a forecast (including assumptions and segment details) are complimented with Teal’s quantitative market forecast covering all jet and turboprop business aircraft, and their associated engines. Among the key findings within the briefing: •

•

Business aircraft were hit harder by the economic downturn than any other aerospace market. After record growth in 2003-2008, the market fell by 29% (in value of deliveries) between 2008 market peak and 2012. The market's 2008-2012 decline was typical of a cyclical downturn. Yet these top-line numbers understate the pain felt by a large part of this industry. The top half of the market (jets costing $26m and above) actually grew through the 2008-2012 downturn, with deliveries rising by 0.3%. The bottom half (jets costing $4-26m) fell by a catastrophic 56%. The market has never seen bifurcation like this in any previous downturn or growth period. The market drop last year reflects weakness in the top half of the market. The bottom half actually grew. This represents an unwelcome form of market convergence.

Teal’s forecast calls for another drop of -5.3% this year, driven down by top half weakness. This in turn has been driven by low oil prices and weak emerging markets. Right now, given macroeconomic and geopolitical uncertainty, Teal believes it is best to maintain a conservative outlook, and its forecast calls for just modest, single-digit growth through 2019, with a faster (but still historically modest) growth rate in the next decade. MI www.tealgroup.com

In-Service Aircraft Values & Maintenance Condition An Asset Insight market analysis conducted on July 29, 2016 covered 91 fixed-wing models, and 1,973 aircraft listed for sale. It revealed the following… With very few exceptions, transaction values continue to demonstrate that aircraft are depreciating assets. Indeed, values have dropped so far, that nearly half of the aircraft tracked are registering a Maintenance Exposure to Ask Price Ratio above the 40% figure Asset Insight considers to be excessive. While some Small Jet and Turboprop Ask Prices appear to have achieved stability, it remains to be seen if the actual selling prices will do the same.

Inventory Fleet Maintenance Condition

Overall Asset Quality remained ‘Excellent’, while Maintenance Exposure matched the tracked fleet’s historical average. Specifically: • •

Quality Rating fell to 5.366 from last month’s 5.377, on a scale of -2.5 to 10. Maintenance Exposure (an aircraft’s accumulated/embedded maintenance expense) remained virtually unchanged, once again matching the historical fleet average of $1.46m.

By aircraft sector, the figures were as follows: •

•

Large Jets: ‘Outstanding’ asset quality at 5.527 (the best among all groups) albeit 3.8 AI2 basis point worse than last month’s record high figure of 5.565. Maintenance Exposure worsened $14k, increasing from $3.096m to $3.110m. Medium Jets: ‘Excellent’ asset quality at 5.339 (versus last month’s 5.358), once again earning the group third place among the four sectors. Maintenance Exposure decreased marginally, improving to $1.274m from $1.281m. Small Jets: Retained second place with an ‘Excellent’ asset quality at a rating of 5.431 – very similar to last month’s 5.433. Maintenance Exposure unfortunately worsened by 1.5% to a 12-month peak, increasing to $781k, versus last month’s $769k. Turboprops: ‘Very Good’ asset quality at 5.097, versus June’s 5.074 rating. Maintenance Exposure degraded a bit, increasing $12k to $564k – a figure worse than the group’s $556k 12-month average.

Maintenance Exposure to Ask Price (ETP) Ratio Asset Insight’s tracked fleet’s ETP Ratio (an aircraft’s Maintenance Exposure divided by its Ask Price) worsened, increasing from 54.0% to 54.7% and posting a 12-month high figure. Higher Maintenance Exposure figures for all but the Medium Jet sector, along with a new record low average Ask Price were the primary drivers. Asset Insight considers any ETP Ratio over 40% to represent excessive Exposure in relation to Ask Price, and the tracked fleet’s figure has been above 40% for the past nineteen months. 32

AVBUYER MAGAZINE – September 2016

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Aircraft Index see Page 161

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& &

•

Large Jets: ETP Ratio – best among the four groups – has been steadily worsening since February and, by registering 40.8% this month, crossed into the excessive Maintenance Exposure range to post a 12month high figure. Ask Price fell to $13.83m from $14.22m, a -2.7% reduction and another 12-month low figure. By virtue of the sector’s high Asset Quality and low Ask Prices, Large Jets continue to offer great value for Buyers. Sellers, on the other hand, have been feeling the financial pain of devaluation for six of the last seven months. Medium Jets: ETP Ratio degraded for the fourth consecutive month, increasing to 58.4% from 57.7% and registering its worst figure for the past twelve months. Ask Price degraded for the third consecutive month, decreasing another -2.0%, and at $3.40m posted a 12-month low figure. Considering the group’s Excellent Asset Quality rating, and Ask Prices that are only $10k above Asset Insight’s lowest recorded figure, Buyers should be able to structure deals offering good value. Sellers are unlikely to be as fortunate. Small Jets: At 68.9%, the ETP Ratio improved a bit and posted a figure slightly better than the group’s 12-month average, 69.1%. Ask Price remained stable at $2.19m and was only slightly lower than the group’s 12-month peak number of $2.20m, and $2.21m record high. With an Asset Quality Rating just 0.005 below the group’s 12-month best figure and Ask Prices holding steady, Buyers should be able to locate good values by carefully analyzing each candidate aircraft’s Maintenance Exposure. Sellers of high quality assets should carefully consider the cost of ‘holding on’ for a better offer, as price stability is a rarity in the current environment. Turboprops: The ETP Ratio (once again the second best among the four groups) improved to 45.4%, decreasing from last month’s 46.1%. Ask Price also improved slightly, rising to $1.54m from $1.53m. With Ask Prices $10k above the group’s 12-month low figure, and an Asset Quality level better that the 12month average, Asset Insight believes good values should be achievable for both Buyers and Sellers.

Table A

Table B

& &

Market Summary

If you are a prospective Buyer that is waiting for prices to ‘bottom out’, you are missing what’s actually taking place, as transaction figures show that high quality assets are trading. If you are a Seller holding on to a high quality asset until values increase, you are missing the opportunity to move your aircraft by not knowing how to quantify its maintenance condition to help justify your Ask Price, while concurrently incurring holding costs. Considering all the life-extending (and inexpensive) technical solutions companies are making available to aging aircraft owners, the number of new units being manufactured, and the increasing number of aircraft listed ‘For Sale’, we are unlikely to see an average Ask Price increase. The key is learning how to deal with the market we have, rather than hoping for a better tomorrow. MI www.assetinsightinc.com T Advertising Enquiries see Page 4

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September 2016 – AVBUYER MAGAZINE

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BIZAV INTELLIGENCE T OEM SHIPMENTS

GAMA Q2 2016 Shipment Analysis Business Aviation’s forecasting organizations have all predicted 2016 would not be a good year for business aircraft deliveries, so it was perhaps unsurprising that GAMA’s Q2 delivery report was disappointing, assesses Mike Potts… otal OEM shipments for the mid-point of 2016 came in at 970 units, off 4.5% from the 1,016 aircraft the industry delivered by that point in 2015. Billings of $9.3bn, were down 11.0% from $10.4bn reported last year. By market segment, the downturn was remarkably uniform in its distribution, with jets down 4.3%, turboprops off 4.9%, and piston aircraft 4.5% below its previous year’s level. In raw numbers that equated to 292 jets (versus 305 the year before), 235 turboprops (versus 247 last year), and 443 pistons (versus 464 last year). While the new GAMA report is unquestionably disappointing, a closer look at the details reveals some optimistic points hidden behind the grim headlines. For example, more than half the jet OEMs had equal or better results in Q2 than a year ago. And in the turboprop segment, two-thirds of the reporting companies that build traditional business turboprops had improved Q2 results. Individual companies in all three segments are significantly out-performing their respective markets. That’s not to say Q2 was a resounding success.

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

AVBUYER MAGAZINE – September 2016

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It wasn’t. But it did contain elements to support optimism about the future.

Jet Market Specifics

Looking at the jet market, we see that the emergence of Textron’s Cessna unit as the leader in jet deliveries in Q1 was no fluke. In Q1 Cessna edged out Bombardier for the jet market lead by 34 units to 31. For Q2 Cessna led by the same three-unit margin, with 45 jets compared with Bombardier’s 42. What was different this time, however, was that Cessna recorded a significant jump over both its prior year Q2 and Year-to-Date (YTD) totals. For Q2 Cessna was up 25% over a year ago with 45 deliveries, versus 36 in 2015. YTD, Cessna’s total was 14.5% up, with 79 jets delivered versus 69 in 2015. This trend indicates that the lower end of the jet market could be experiencing some recovery for the first time in several years. Prior to 2010 Cessna had historically been the leader in business jet deliveries by a wide margin. It was in 2010 that the industry saw the beginning of a steep downturn in light jets, while the market for larger jets remained comparatively strong and in fact Aircraft Index see Page 161

GAMA Sept16Final.qxp_GAMA DEC05 23/08/2016 15:22 Page 2

grew in the following years while light jet deliveries stagnated. Now the market, although still heavily depressed, may be returning to a pattern that was previously typical prior to 2010. Bombardier, which had been the leader in jet unit deliveries since 2010, finds itself in second place YTD with 73 deliveries, down from 92 a year ago. For Q2 alone, Bombardier’s total was 42, down from 47 in Q2 2015. Bombardier was one of six jet builders whose delivery total did not match last year’s. Gulfstream was third in jet deliveries for both Q2 (34 units) and for YTD (61). Like Bombardier, Gulfstream did not match its 2015 performance for either Q2 or YTD, when 41 and 73 units were reported respectively. Gulfstream easily maintained its position as the billings leader in business aircraft manufacturing with a total of $3.27bn. This was off by approximately $699m, or 17.6% from the $3.97bn billed in the first half of 2015. Second in billings was Bombardier, with $2.81bn, down from $3.50bn last year. Embraer was fourth in jet deliveries with 26 units for Q2 and 49 YTD. While Embraer’s Q2 total was behind the 33 reported in Q2 2015, YTD was ahead of the 45 that the Brazilian company had recorded mid-year last year. Dassault was fifth in jet deliveries with 15 YTD. Dassault now reports only in half-year increments. By mid-year in 2015 Dassault had reported 18 deliveries, three ahead of its total this year. The newest entry in the jet market, Honda, reported seven deliveries for Q2, bringing it to 10 for the half-year period. Bringing up the rear in business jet marketing in the current GAMA report are Boeing and Airbus. Neither company reported any Q2 deliveries, but Boeing had one unit in Q1. Needless to say both firms trailed their 2015 performance when Boeing had 4 deliveries while Airbus had one. While the total jet market trailed its 2015 performance by 13 units, the results for Q2 were actually much closer with just one unit separating the overall

Advertising Enquiries see Page 4

market’s performance in Q2 2016 versus Q2 2015 (170 units versus 171 respectively). It will be interesting to see whether jet sales in Q3 2016 can overtake the 2015 pace. To do that, the nine jet OEMs reporting would need to surpass the 160 jets delivered in Q3 2015. Since that Q3 2015 total is lower than what was just delivered in Q2 2016, that goal seems within reach.

The Turboprops

Although GAMA’s numbers say otherwise, news in the turboprop segment is actually more optimistic than in the jet market. While GAMA lists year-to-date turboprop deliveries at 235 units, 4.9% behind the 247 delivered this time last year, those numbers include agricultural turboprops. Looking at output from just the traditional business turboprop manufacturers (deducting the 57 agricultural deliveries), the turboprop market is doing better than advertised with 168 deliveries this year compared with 172 in 2015. That’s a difference of only about 2.3%. Thus, in reality, business turboprops are actually the strongest performing segment in the GAMA report, not the weakest. Leading the way is Textron’s Beechcraft unit, which made 49 deliveries YTD, including 23 in Q2. This compares with 55 in the first six months of 2015 and 30 in Q2. All of Beechcraft’s deliveries are twin turboprops, a total augmented by a single unit from Piaggio that came in Q1 2016. Leading in single engine turboprop deliveries by a significant margin was Pilatus, which had 22 in Q2 and 41 YTD. That was well ahead of Pilatus’ 2015 pace when it reported 12 in Q2 and 19 for the sixmonth period. That’s an improvement of 83.3% in this year’s Q2 performance and 115.8% YTD. Clearly Pilatus is seeing no recession in turboprop sales... Others in the turboprop market are having a good year too, with three of the six OEMs (including Pilatus, Quest and Pacific Aerospace) reporting improved

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“While the total jet market trailed its 2015 performance by 13 units, the results for Q2 were actually much closer...”



AVBUYER MAGAZINE – September 2016

GAMA Sept16Final.qxp_GAMA DEC05 23/08/2016 11:56 Page 3

BIZAV INTELLIGENCE T OEM SHIPMENTS

“...Cirrus offers arguably one of the most advanced product lines in the piston segment, lending credence to GAMA’s contention that new product development will drive the market.”

deliveries over 2015, YTD. Second place in the single-engine turboprops went to Cessna, which is not doing as well as last year, reporting 32 deliveries YTD, including 20 in Q2 2016, versus 42 and 29 in 2015. Daher narrowly secured third place with 18 – including 13 in Q2 – closely followed by Quest with 16 and 11 respectively. Daher’s totals trailed its 2015 performance when 25 and 14 deliveries were made, respectively, while Quest saw gains, up from 12 and seven. Piper enjoyed a better Q2 with six turboprop deliveries, up from five in Q2 2015, but the YTD total lagged at eight units compared to the 16 made during the first half of 2015. Rounding out the turboprop deliveries was Pacific Aerospace, which had two in Q2 2016 and three YTD compared with one and two units, respectively, the year before.

The Piston Markets

Single-Engine Pistons: Of the 13 single-engine piston makers reporting deliveries, eight saw worse results than a year ago – a clear indication of a market in trouble. Flying in the face of this depressing statistic, however, is the fact that the largest participant – Cirrus – is actually having a very good year! Cirrus reported 96 deliveries in Q2 2016, up from 74 for the same period a year ago. That’s a gain of 29.73%. YTD the Cirrus numbers are even better, with 153 deliveries this year compared with 117 in 2015 – a 30.77% improvement. Perhaps significantly, Cirrus offers arguably one of the most advanced product lines in the piston segment, lending credence to GAMA’s contention that new product development will drive the market. Following Cirrus in the piston market is Textron’s Cessna unit with 38 deliveries for Q2 and 65 YTD. Compared with Cirrus, Cessna’s performance in the piston market this year has been disappointing,

down 38.7% for both the quarter and the half-year. Ironically, Cessna’s 2015 piston delivery total would have been good enough to lead the market this year if only they could have matched it! Third and fourth place in single-engine pistons was pretty close, with Tecnam edging out Diamond. Piper, in fifth place for single engine deliveries is having a mixed year. Piper’s Q2 total trailed its 2015 performance, but YTD is still ahead of 2015. Beyond these companies, only two firms, Extra and Textron’s Beechcraft had deliveries in double digits. Piston Twin Market: By comparison the piston twin market is remarkably healthy. It was the only segment in the GAMA report where every participating company had equal or better numbers than a year ago. The companies, including Diamond, Tecnam, Beechcraft and Piper reported total deliveries of 66 units for the first half of 2016, up 22.22% from 54 in 2015. The market leader is Diamond, with 35 deliveries in the first half, spurred at least partially by the introduction of the company’s new DA-62 model. Diamond’s deliveries were up 29.63% from the 27 it reported in the first half of 2015.

In Summary

The current market for business aircraft appears to be at a crossroads. Softness in the piston market could imply a further downturn for the jet and turboprop markets. Growing strength in the lower end of the jet market, however, as we are currently seeing with Cessna and others, seems more likely to herald an upturn in 2017 that could last through the end of the decade and beyond, with the jet market perhaps returning to the 800 range for annual deliveries. The market’s direction in the remaining two quarters of this year seems likely to signal the direction it will take for the remainder of this decade. View GAMA’s Q2 2016 Shipment Report in full on page 46  continued on page 46

Airplane shipments 1, 2, 4 Manufactured Worldwide Q1

SINGLE-ENGINE PISTON

167

210

YTD 377

MULTI-ENGINE PISTON

TOTAL PISTON AIRPLANES

191

252

443

SINGLE-ENGINE TURBOPROPS

103

185

MULTI-ENGINE TURBOPROPS

TOTAL TURBOPROP AIRPLANES

109

126

235

BUSINESS JETS

122

170

292

GRAND TOTAL AIRPLANE SHIPMENTS GRAND TOTAL AIRPLANE BILLINGS

442 $3,975,232,559

548 $5,326,959,667

970 $9,302,192,225

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 2016. 6. Airbus and Boeing twin aisle shipments are identified in the report, but their value is not included in the calculation of billings. 7. Dassault reports combined civil airplane deliveries twice a year in accordance with company financial reporting procedures.

AVBUYER MAGAZINE – September 2016

www.AVBUYER.com

Aircraft Index see Page 161

Charlie Bravo September.qxp_Layout 1 22/08/2016 15:39 Page 1

Project1_Layout 1 30/08/2016 10:31 Page 1

+41 22 787 08 77 trading@sparfell-partners.com INTELLIGENCE IN AIRCRAFT SERVICES

www.sparfell-partners.com

1997 SIKORSKY S76C+ VVIP

2012 AGUSTA WESTLAND AW139 VIP

3715 TT, Engines, Gear Box & Avionics on Programs, 6 Pax.

272 TT, ESP, Deicing, 7 Passengers

DEAL PENDING

Make Offer

2008 AGUSTA AW139 VIP

1994 EUROCOPTER AS 355N

739 TT, ESP, EASA & FAA, CAMP, 6 Passengers

9200 TT, SBH, PBH, EMS

Make Offer

1991 EUROCOPTER AS 350B-2

2007 MD 520N

9800 TT, SBH, PBH

256 TT, Strong Avionics Equipment, Like New

Make Offer

Project1_Layout 1 30/08/2016 10:32 Page 1

1997 DASSAULT FALCON 900EX S/N 12

2005 DASSAULT FALCON 900DXy S/N 601

8650 TT, CAMP, MSP Gold, HAPP, 14 Passengers

3800 TT, Falcon Care, MSP Gold, 13 Passengers

Make Offer

2007 EMBRAER LEGACY 600 S/N 1002

2006 CHALLENGER 300 S/N 20097

3900 TT, EEC, JSSI, 13 Passengers

6100 TT, Smart Part Plus, JSSI, 9 Passengers, CPDLC

Make Offer

$7,950,000

2000 DASSAULT FALCON 50EX S/N 297

2002 CESSNA CITATION CJ2 S/N 108

3600 TT, CAMP, MSP, 8 Passengers, Fresh Inspections

3350 TT, Tap Advantage Blue, 7 Passengers

$3,950,000

$2,650,000

2007 CITATION CJ1+ S/N 644

2007 EMBRAER LEGACY 600 S/N 979

2410 TT, ProParts, Power Advantage, 6 Passengers

1525 TT, CAMP, WiFi, New Interior & Paint, 13 Passengers

Make Offer

For Sale and ACMI Lease

GAMA Sept16Final.qxp_GAMA DEC05 23/08/2016 11:56 Page 4

BIZAV INTELLIGENCE T OEM SHIPMENTS

2016 Q2 Shipment Report MAKE & MODEL

AIRBUS CORPORATE JETS

YTD

MAKE & MODEL

YTD

TOTAL UNITS

$19,450,000

$53,210,000

$72,660,000

ACJ318

TOTAL BILLINGS

ACJ319

DASSAULT FALCON JET

5, 7

ACJ320

2000S/2000LXS/900LX/7X

ACJ321

TOTAL UNITS

$656,350,000

ACJ330

TOTAL BILLINGS

TOTAL UNITS

DIAMOND AIRCRAFT

TOTAL BILLINGS6

AMERICAN CHAMPION AIRCRAFT

HK-36

DA20-C1

7EC CHAMP

DA40 (ALL)

7ECA CITABRIA AURORA

DA42 (ALL)

7GCAA CITABRIA ADVENTURER 0

DA62

7GCBC CITABRIA EXPLORER

TOTAL UNITS

$16,060,600

$29,265,800

$45,326,400

8GCBC SCOUT

TOTAL BILLINGS

8KCAB SUPER DECATHLON

DISCOVERY AVIATION

8KCAB XTREME DECATHLON

XL2

TOTAL UNITS

TOTAL BILLINGS

$1,115,500

$982,600

$2,098,100

TOTAL BILLINGS

BOEING BUSINESS JETS

EMBRAER

BBJ

PHENOM 100E

BBJ 2

PHENOM 300

BBJ 3

LEGACY 450

B777-300ER

LEGACY 500

B787-8

LEGACY 600/650

LINEAGE 1000/E190 HEAD OF STATE 0

B787-9 TOTAL UNITS TOTAL BILLINGS

SHUTTLES (ERJs AND E-JETS) 0

$60,000,000

TOTAL UNITS

TOTAL BILLINGS

$375,881,600

$228,202,800

$604,084,400

EXTRA AIRCRAFT

BOMBARDIER LEARJET 70 / 75 LEARJET 60XR

EA300

CHALLENGER 350

TOTAL UNITS

CHALLENGER 605

TOTAL BILLINGS

$2,415,000

$4,830,000

GULFSTREAM AEROSPACE CORP.

GLOBAL 5000 / 6000

CL850 / 870 / 890

GULFSTREAM 150 / 280

TOTAL UNITS

G450 / G550 / G650 / G650ER 19

TOTAL BILLINGS

$1,276,000,000

$1,529,000,000 $2,805,000,000

TOTAL UNITS

$1,385,800,000

$1,887,800,000

$3,273,600,000

CIRRUS SR20

HONDA AIRCRAFT COMPANY

CIRRUS SR22

HA-420 HONDAJET

$13,500,000

$31,500,000

$45,000,000

TOTAL BILLINGS

CIRRUS AIRCRAFT

CIRRUS SR22T

TOTAL UNITS

153

TOTAL BILLINGS

$42,149,050

$72,082,898

$114,231,948

MAHINDRA AEROSPACE AIRVAN 8

TBM 900

TOTAL UNITS

TBM 930

TOTAL BILLINGS

$1,453,920

$2,180,880

$3,634,800

TOTAL BILLINGS DAHER

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

www.AVBUYER.com

Aircraft Index see Page 161

GAMA Sept16Final.qxp_GAMA DEC05 23/08/2016 11:57 Page 5

OEM SHIPMENTS BIZAV INTELLIGENCE

MAKE & MODEL

YTD

MAULE AIR, INC.

MAKE & MODEL

YTD

P2010P TWENTY TEN

MX-7-180C

TOTAL UNITS

M-7-235C

TOTAL BILLINGS

$9,866,016

$10,203,470

$20,069,486

M-7-260C

TEXTRON AVIATION

4, 5

TOTAL UNITS

BEECHCRAFT CORPORATION

TOTAL BILLINGS

$207,810

$487,991

$695,801

BONANZA G36

BARON G58

MOONEY INTERNATIONAL CORP. M20R OVATION

KING AIR C90GTx

M20TN ACCLAIM

KING AIR 250

TOTAL UNITS

KING AIR 350i/ER

TOTAL BILLINGS

$1,467,000

$1,470,000

$2,937,000

TOTAL UNITS

TOTAL BILLINGS (BEECH)

$181,481,188

$157,734,750

$339,215,938

CESSNA AIRCRAFT COMPANY 29

ONE AVIATION CORP. ECLIPSE 550 TOTAL UNITS

172S SKYHAWK SP

TOTAL BILLINGS

$9,251,000

$3,393,000

$12,644,000

182T SKYLANE

T206H TURBO STATIONAIR

PACIFIC AEROSPACE LTD. PAC 750XL

400 CORVALIS TTx

TOTAL UNITS

208 CARAVAN 675

TOTAL BILLINGS

$1,800,000

$3,084,000

$4,884,00

208B GRAND CARAVAN / EX

510 CITATION MUSTANG

525 CITATION M2

PIAGGIO AEROSPACE P.180 AVANTI EVO TOTAL UNITS

525B CITATION CJ3+

TOTAL BILLINGS

$7,395,000

525C CITATION CJ4

560 CITATION XLS+

680 CITATION SOVEREIGN+

PILATUS PC-6 PC-12

CITATION LATITUDE

TOTAL UNITS

750 CITATION X+

TOTAL BILLINGS

$83,745,000

$107,514,000

$191,259,000

TOTAL UNITS

103

176

TOTAL BILLINGS (CESSNA)

$439,805,100

$507,714,400

$947,519,500

TOTAL BILLINGS (COMBINED) $621,286,288

$665,449,150

$1,286,735,438

PIPER AIRCRAFT, INC PA-28-161 WARRIOR III

PA-28-181 ARCHER III

WACO AIRCRAFT COMPANY

PA-28R-201 ARROW

2T-1A-2

PA-34-220T SENECA V

YMF-5D

PA-44-180 SEMINOLE

TOTAL UNITS

PA-46-350P MIRAGE M350

TOTAL BILLINGS

$757,000

$1,374,000

$2,131,000

PA-46R-350T MATRIX

PA-46-500TP MERIDIAN M500 2

TOTAL CIVIL SHIPMENTS TOTAL AIRPLANE BILLINGS

TOTAL UNITS

TOTAL BILLINGS

$14,311,429

$23,463,569

$37,774,998

QUEST AIRCRAFT COMPANY

422 548 970 $3,975,232,559 $5,326,959,667 $9,302,192,225

The BEST AIRCRAFT

KODIAK 100

TOTAL UNITS

TOTAL BILLINGS

$10,075,000

$22,825,000

$32,900,000

FOR SALE SEARCH

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TECNAM AIRCRAFT ASTM - LSA

P2002JF

P92JS

P2002JR

P2008JC

P2006T

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BizAv Market Insight Sept.qxp_JMesingerNov06 23/08/2016 09:44 Page 1

BIZAV INTELLIGENCE T MARKET INSIGHTS

Business Aviation Market Insights Brad Harris, President & CEO, Dallas Jet International

Providing a unique glimpse of the Business Aviation market from the perspective of those who buy, sell and operate business aircraft or offer expert advice, this month AvBuyer features the insights of Dallas Jet International’s Brad Harris…

rad Harris has paid his dues as he progressed from hard-working teenager interested in aviation to head of the highly successful Broker/Dealer organization that he founded in 2003. Initially pursuing architecture as a college student, Harris changed his major to earn a Bachelor’s Degree in Professional Aviation and Airways Science as well as a Master’s in Industrial Organizational Physiology at Louisiana Tech University. At age 22, his alma mater asked him to teach a course in aircraft electrical systems while he continued to pursue professional aviation. As a CFII, he built his flight time and added ratings, eventually obtaining a pilot slot on a corporate Cessna Citation II. In the early 1990s he started his own aircraft leasing company and was operating a Cessna 340A in Mobile, AL. After convincing a local law firm that he could reduce their travel time between their office in Mobile to their client’s key location in Birmingham by employing the C340A, thereby increasing the lawyers’ billable hours, he widened his scope to manage several jet and turboprop aircraft. Soon he was responsible for a cadre of aviation professionals and their aircraft. Responding to a key client’s urging and noting that over a third of his business contacts were from the Dallas, Texas area, Harris moved there in 2003 and continued his aviation activities under the Dallas Jet International logo. Shortly after relocating, however, a management client asked Harris to join his insurance company, which he agreed to do provided he could continue buying and selling pre-owned aircraft. After acquiring the necessary licenses and contacts to offer aircraft insurance and adjuster services, Harris rose to the presidency of the insurance firm. By 2005 he was leading a team of over 400 employees and operating in 26 states, grossing nearly $14m annually. In 2008 the insurance company was sold for over $200m, and Harris returned to brokering business aircraft full-time. Today, Dallas Jet International’s team consists of four producers, a research department, contracts personnel and a general manager. Listings are either exclusive or held within Dallas Jet’s owned inventory, clients are mostly through personal referrals or repeat business, and transactions range between 25 and 35 business jets annually. In addition to his business activities, Brad Harris just concluded a three-year stint as Chairman of the National Aircraft Resale Association. “When I was 12 years old,” said Harris, “my father insisted that I work summers. I’ve been working ever since. His focus

AVBUYER MAGAZINE – September 2016

on getting the job done, earning trust and being accountable served me well throughout my career and continues to serve me and Dallas Jet International’s clients today.”

Market Perspective

“Today’s market is weird,” Harris told AvBuyer. “There are lots of deals to be made. You can talk to 10 brokers/dealers; five will say they are ‘off-the-charts’ busy, three will say things could be better and two that conditions are terrible. The companies that are doing well now are those with established relationships. “After the many years that we have been in business, our book of business continues to grow. I haven’t cold-called in 15 years. We exclusively list our clients’ aircraft, and we help them in their negotiations with the OEMs on replacement aircraft. We handle all aspects of the transactions - from LOI, to prebuy, to acceptance flight.” “We carefully select the aircraft that we inventory,” commented Harris. “They are either placed on lease or we try to sell them within three months. We used to say the hold time could be six months, but today an inventory aircraft that is held too long could be a retail sale tomorrow, such is the fall in valuations with time currently.”

Aircraft Values

“The market has significantly changed from 2008, when clients were paying a substantial premium for late model pre-owned aircraft,” he continued. “I recall an eight-year-old Falcon 2000 that was priced new for $20.56m selling in 2008 for $21m. Today the same aircraft is listed at $5.3m. Lately we saw a 2006 Global offered at about $18.5m, slightly less than half its original. “Rapid loss in residual value may be the new normal, at least for a while. Values of older aircraft may be limited to what their engines are worth. The Middle East market is still stable, but there is significant volatility in other areas of the world. “We expect that the market will behave more rationally within the next five years—possibly sooner,” Harris predicts. “The upcoming US presidential election is causing uncertainty, as is the global economy. At the present time, there appears to be excess supply, particularly of new aircraft. Regarding pre-owned, we’d like to see less than 10% of the existing fleet available for resale. “Bottom line,” Harris concluded, “there has rarely been a better time to purchase a business aircraft.” T More from www.dallasjet.com

www.AVBUYER.com

Aircraft Index see Page 161

SPARFELL & PARTNERS

INTELLIGENCE IN AIRCRAFT SERVICES S

parfell & Partners is the Swiss leader for aircraft sales & acquisitions. In this challenging world, the trading company has the strength to offer a stable and neutral place for their international clients who want to do business in the aviation industry.

Consolidation is taking place, not only amongst aircraft manufacturers, business jet operators and service providers, but also at aviation consultants and brokers. Today, advisors acting on behalf of a buyer or seller, need to be prepared to answer in all aspects of the industry.

GROUP NEWS A380s exclusive mandate Sparfell & Partners is the first trading company in the world mandated to sell pre-owned Airbus A380’s. The swiss company was granted an exclusive mandate for 4 pre-owned A380.

(1)

Legacy 600, first business jet to enter SILC fleet SILC (Sparfell International Lease Company), Sparfell & Partners’ sister company, recently took delivery of its first business jet, a pre-flown Legacy 600 by Embraer. Leading the industry to a new era, the SILC solution aims to meet a new market demand by offering more flexibility, discretion and cost-efficiency as an alternative to regular fractional ownership, charter services or direct aircraft ownership. For years, ACMI has been established as the best practice leasing model used in commercial aviation. For the first time, this practice has been developed and adapted to business aviation. “The market is searching for new models of business jet utilization and Sparfell & Partners, with SILC solution, is bringing an alternative solution for the segment. We are looking forward to future collaborations between SILC and Embraer.” said Marco Tulio Pellegrini, President & CEO of Embraer Executive Jets.

More aircraft for sale... More aircraft for sale and holding a couple of mandates to source and purchase dedicated aircraft: Airbus A319ACJ, Dassault Falcon 2000LX, Embraer Legacy 600,...) on behalf of Sparfell & Partners’ clients.” See full aircraft for sale list at the end of this magazine.

avbuyer august 16 inner page.indd 1

(2) Above: (1) Sparfell Aviation Technologies companies represented by Sparfell & Parnters and Sparfell International Lease Corporation at EBACE 2016 (2) Embraer Executive Jets and SILC CEOs and teams in front of SILC 1 aircraft on display at EBACE 2016

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WEBSITE:

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EMAIL: TRADING@SPARFELL-PARTNERS.COM PHONE: +41 22 787 0877 (GENEVA HQ)

18/08/16 16:21

Casestudy Sept16.qxp_Layout 1 23/08/2016 09:30 Page 1

BOARDROOM T CASE STUDY

High-Flyer’s Interview Space-Painted Embraer Phenom Makes Vets & Children Happy

Few jet owners have lavished such love and attention on their aircraft as Mark Holt has done with his Embraer Phenom 100, notes Rani Singh. While most business jets provide comfort and efficiency, Holt’s has a noble mission that brings great happiness too.

tanding in Whitman Field at Airventure Oshkosh Mark Holt smiles: “Steve Whitman and my father were the best of friends,” he tells AvBuyer. “I have been involved in aviation my entire life.” Living in Mason City, Iowa, Holt is the former Rani Singh writes about owner of Varied Industries, a biotech company – and aviation. A sought after he became involved in Business Aviation when he Journalist and author she also reports on news, foreign found he was covering most of the US for his affairs, politics and business business. “I got tired of driving and didn’t want to with the world’s largest news fly commercial. organization. 52

AVBUYER MAGAZINE – September 2016

www.AVBUYER.com

“I earned my pilot’s license in 1994 and used an airplane to travel around the Upper Midwest,” he recalls. “Of course when you start out and when you have a business purpose for it you never have enough horsepower or altitude.” Holt explains that he would use the aircraft to “haul” customers into his office because the closure rate on deals following plant tours was 95%. And because 95% of those he could transport to Mason City became customers, he graduated through various aircraft as his business grew; from a Piper Aircraft Index see Page 161

Casestudy Sept16.qxp_Layout 1 23/08/2016 09:30 Page 2

MARK HOLT AND (LEFT AND BELOW) THE MILLENNIUM PHENOM. ALL PHOTOS: PARADIME MEDIA BY SEAN CASPER

Saratoga, a Piper Malibu up to his Embraer Phenom 100. “My banker saw I was hauling in lots of customers across Lake Michigan,” he shares. “He had a lot of concern and trepidation about crossing the lake with one motor, so he encouraged me to get a multi-engine airplane.” Once Holt had a taste of jet aircraft, he didn’t want to return to piston power. One of the key components he needed was speed - thus Holt began investigating the Very Light Jet market. Advertising Enquiries see Page 4

Having purchased the Phenom and used it successfully for two years transporting customers in and out of his factories, he told AvBuyer “The thing I liked most about the Phenom was that it was a cleansheet, purpose built, single pilot capable airplane. Plus I liked the look – it’s a gorgeous airplane!”

Finding a New Use

About eighteen months ago, Holt’s company Varied Industries was bought by another group. “They didn’t want the jet and I didn’t want to give www.AVBUYER.com



September 2016 – AVBUYER MAGAZINE

Casestudy Sept16.qxp_Layout 1 23/08/2016 09:32 Page 3

BOARDROOM T CASE STUDY

it up, so I kept it,” Holt recalls. “My wife and I repurposed it and gave it a pseudo military paint scheme. We wanted to give back to society - what better way than to airlift disabled veterans and give them command rides?” Another goal for the Holts “is to find a child who would like to have been in aviation but – maybe because of a disability or some other reason – couldn’t be. We would like to take them to an Air Show; to give them the whole Air Show experience by doing low passes and maybe arrange for them a Warbird ride.” Mark and his wife now call their jet ‘the Millennium Phenom’, named after the legendary Starship Millennium Falcon from Star Wars. Wishing to make the experience as much fun as possible for his passengers, he thought long and hard how to do this. “Once I came up with a base design, I saw an F18,” he reflects. “It had blue and gray, and back to dark blue. I liked the pseudo-camo paint scheme. I reached out to John Stahr, who runs Artistic Aviation out of Oregon. “He asked me how I feel when I fly the jet? I told him I felt as though I’d left the Starship Enterprise out in orbit and was descending to the planet in a shuttle.” Holt’s thoughts gave way to a floodgate of creativity. Next thing, he and Stahr were discussing Star 54

AVBUYER MAGAZINE – September 2016

Wars, Star Trek, Back to the Future – all of their favourite movies growing up as a paint scheme was devised. The prep-work and base coat paint on the jet was painted by Flying Colours of Benton Harbor, Michigan. They took the airplane apart and prepared it for Stahr to come in and work his airbrush magic. The team at Flying Colours then wet sanded it many times to get the clear coat just right.

Manufacturer Performance

“My experience with the Embraer Phenom 100 has been fantastic,” Holt reflects. “I had a malfunction in the nose-wheel landing gear system, and the service center drove down to fix the problem.” Embraer shipped a part from Florida to Chicago and paid a courier to drive to Mason City Iowa. They finished repairing the plane at 3pm, and the following morning they returned home while I flew to California. “They don’t want any aircraft down for more than 24 hours.” Mark Holt’s passion and enthusiasm for aviation is undoubted. As he seeks to spread that passion, he has found Business Aviation highly versatile, both in terms of getting business deals signed and sealed as well as giving support to those with a need. And in the Phenom 100, he’s found an airplane as diverse as his own ambitions. T

www.AVBUYER.com

Aircraft Index see Page 161

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Ownership 1 Sept16.qxp_Layout 1 22/08/2016 15:13 Page 1

BOARDROOM T OWNERSHIP

Asset Management The Key to Your Aircraft’s Value (Part 3 of 3) David Wyndham concludes his series on the value of a company’s aviation assets, this month focusing on areas where strict compliance with FARs and good management are essential. nless the paperwork says it is airworthy, a business aircraft is a very expensive ornament. All countries throughout the globe specify minimum standards for airworthiness. In the USA, FAA oversees airworthiness and in Europe, EASA sets the standards. In order to maximize the value of a business aircraft, therefore, the company’s Director of Aviation must establish and maintain a management system that guarantees regulatory compliance. Aviation records need to be thorough, organized and backed-up. Aircraft records can be paper or computerized. Most operators of turbine aircraft, however, have several computerized maintenance record providers available to them. Whatever process is used, a backup is essential. If the aircraft is heading off to a major maintenance check, records of previous maintenance must be with the aircraft and duplicate copies should be stored in a second, safe location. The company’s aviation manager is obliged to monitor not only the required maintenance, but also the optional items such as service bulletins that can add usefulness or value to the aircraft. The absence of good maintenance records will devalue any aircraft, no matter how clean it many appear to the seller or potential buyer.

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

AVBUYER MAGAZINE – September 2016

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More than Just Aviation

The asset value of aviation equipment often exceeds $100m. Even for a company with only one aircraft, aircraft and support equipment in excess of $10m is not unusual. Thus managing a Flight Department requires knowledge of asset evaluation as well as techniques for establishing and effectively applying cost controls. The Aviation Manager must possess financial prowess and have access to an effective set of tools for evaluation and controlling costs. One of those “tools” is a good working relationship with the company’s Chief Financial Officer and the ability to communicate clearly with those at headquarters who manage the company’s overall assets. Another is tracking the value of the company’s business aircraft as the market for business aircraft continues its cyclical oscillations. Lack of awareness about market conditions risks being caught off guard if challenged by company officers who are concerned about the assets invested in Business Aviation. Rather than be involved with the cost of each aviation nut and bolt, the CFO needs only to know that company assets are being well-managed. But when a question is asked, the Aviation Department Manager should have a ready and justifiable answer.  Aircraft Index see Page 161

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Ownership 1 Sept16.qxp_Layout 1 22/08/2016 15:13 Page 2

BOARDROOM T OWNERSHIP

Owners want to be assured that the Aviation Department is keeping a close eye on aviation assets as well as operating costs. Thus budgeting is essential as well as monthly accounting of variances between actual and budgeted expenditures.

Know When to Seek Help

Today’s economic environment, which is characterized aircraft depreciation and loss of market value in excess of historic norms, presents opportunities as well as challenges for the company desiring to upgrade its current fleet. When evaluating an acquisition, the Flight Department Manager as well as the company’s senior management need tools that can alert them when a carefully crafted trade can be advantageous. Management consultants and specialists in aircraft sales are available to evaluate current market conditions, and to apply tools for analyzing the cost-benefit of the various options. To assist outside consultants, or to conduct in-house evaluations, records pertaining to the Flight Department and its assets are critically important. Adjunct to the maintenance records is the pedigree of the maintenance itself. Not only must the maintenance be documented, but the thoroughness of the documentation and recording who did the work can add value as well. There are many well-regarded maintenance facilities. While managing the cost is important, a “cheap” job can be penny-wise and pound foolish. For example, if the interior of the company aircraft is done by a shop well respected for their work, not only can it add to value of your aircraft, but it can also mean better quality materials and a longer-lasting job. Damage history often has a negative effect on the residual value of an aircraft. While training and safety systems need to be in place to minimize the risk, damage can still occur. Proper documentation can negate some of the diminution of value, however, by providing a detailed and thorough reflection of the extent of the damage as well as the steps taken to repair and return the aircraft to service. 58

AVBUYER MAGAZINE – September 2016

“While managing the cost is important, a “cheap” job can be penny-wise and pound foolish.”

www.AVBUYER.com

Documentation must demonstrate that the aircraft has no hidden damage. As a popular aircraft model ages, many third-party companies will offer after-market modifications. Some offer a re-engine program that promises more speed and reduced fuel consumption. Aerodynamic modifications such as winglets are common. As avionics advance in capability, it is possible to put the latest safety and navigation systems in an older aircraft. As a general rule, these modifications should enhance the reliability, maintainability, performance and safety of the aircraft. Interior upgrades should enhance the passenger experience and comfort. The more common these modifications are to the rest of the fleet, the more likely they are to add value. But beware: modifications must be done judiciously and with considerable forethought. (See Modifications: The Good, the Bad and the Ugly in the Arena of Valuation. Page 60 of this edition.) Lastly, guaranteed hourly maintenance programs (GHMP) are becoming more a requirement than an add-on with respect to value. The value of these programs, suitable for a separate discussion, can be summarized in their excellent records, offering you and any potential buyer a consistent maintenance budget, and providing unscheduled maintenance coverage. Selling any aircraft with 500 hours until a scheduled engine overhaul will not command a high selling price. But with the engines on a GHMP, any potential buyer will know the cost of the overhaul is covered by the program and thus, there are no surprises. At a minimum, if you have $300,000 in escrow for the GHMP, the next buyer can transfer into the program and have access to that financial reserve. Maintaining business aircraft value requires a strategic and tactical asset management plan that addresses the use of the aircraft as well as the tools needed to maintain and monitor its condition and value through its life with your company. T Are you looking for more Business Aviation Ownership articles? Visit www.avbuyer.com/articles/ category/business-aviation-ownership Aircraft Index see Page 161

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Buying & Selling July16.qxp_Layout 1 22/08/2016 15:01 Page 1

BOARDROOM T BUYING & SELLING

Business Aircraft Modifications

The Good, the Bad and the Ugly in the Arena of Valuation Senior Certified Aircraft Appraiser Jeremy Cox discusses how modifications impact the value of an aircraft at the time of resale. His observations and advice are direct and insightful. hen considering the purchase of a pre-owned aircraft that has been modified, or when adding features to your company aircraft in preparation for resale, keep in mind the following admonitions:

W • • • • •

Avoid owning the first aircraft to incorporate a new modification, as well as the last to be modified; Realize that having the word “experimental” in the aircraft’s log probably will impact its value; Assess the visual impact of the aircraft’s modification, since ramp appearance affects salability and thus value; Beware of concepts that look good on paper but have no demonstrated benefit(s) in practice; Be mindful that mods usually add weight, which might offset the implied advantages of the change.

AVBUYER MAGAZINE – September 2016

Let’s take each of these points and dissect their importance regarding valuation.

Change Affects Value

There are hard-earned reasons (e.g., in-service development issues often addressed by Service Bulletin) as to why many buyers will never consider owning any aircraft that’s below serial number 10. The same argument applies to Supplemental Type Certificate (STC) projects. Even though the incentives offered by an MRO to use your aircraft as their test-bed for their proposed STC may be highly attractive (including your ability to keep the modification on your aircraft after it has been approved), be very wary that the project may not get FAA approval, or worse yet, you may sustain damage or injury as a result of the test flying that the project may require. There is also the likelihood that you may have to hand in your Standard Airworthiness Certificate and operate on an Experimental Certificate of

www.AVBUYER.com

Aircraft Index see Page 161

Buying & Selling July16.qxp_Layout 1 22/08/2016 15:07 Page 2

passenger seats from their aircraft under a ‘Field Approval’. Two issues surfaced from that action: 1. 2.

Today, it generally is required to have an STC to facilitate the removal of a passenger seat. As you might imagine, buyers value the aircraft with one-less passenger seat as being less desirable than a standard King Air.

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

Realizing Objectives

Airworthiness until the modification is approved or removed from your aircraft. Jump ahead five years, and your aircraft is now up for sale: How will potential buyers perceive the value loss, thanks to the word “Experimental” being permanently recorded within your logbooks? Another issue to consider is that prior to the late 1990s the FAA allowed owners/operators to take the sometimes easier route of obtaining FAA Field Approval at their local FSDO for the modifications made. Quite a few modifications back then would not pass close inspection today. Now, all equipment or features installed on an aircraft must have Instructions for Continued Airworthiness (e.g., servicing, operating, and inspection manuals, as well as drawings, blueprints, wiring diagrams, etc.). For example, in 1998 the FAA issued a notice proposing that a Terrain Awareness and Warning System (TAWS) should be installed on all Turbine Aircraft with six or more passenger seats (pilot and co-pilot seats were excluded). The FAA’s proposal was accepted and was written into law on March 29, 2001. Rather than pay for the installation of a TAWS-B system as mandated by cfr. 14, FAR 91.223, several King Air 90 series owners decide that it was cheaper to remove one of the Advertising Enquiries see Page 4

Modifications are sought to improve performance, ease of operation, add efficiency, assure greater safety and/or increase utility. Sometimes all of these goals are achieved by a single modification. Unfortunately, some modifiers don’t consider how the aesthetics of their modification may affect value. If the finished product looks ugly or incongruous, there is a good chance that future buyers might be turned-off by the look of the modified aircraft, and place it near the bottom of their shopping list of purchase candidates. Appearance also applies to wild, loud and outrageous paint schemes as well as interior designs. My advice is: If it looks sleek, then some serious time has been put into its design. If it looks fast, its looks might be deceiving. If it is ‘fugly’ to me, then there is a good chance that it will be ‘fugly’ to lots of other people too. Apart from the modifications that obviously make no economic sense, there are some modifications that ultimately hurt an aircraft’s value rather than enhance it, and thus I question their desirability.

“ Unfortunately, some modifiers don’t consider how the aesthetics of their modification may affect value.”

Personal Opinions

Even though some of these modifications are obsolete in today’s market, I include them here and offer my reasons for doing so… •

Thrust Reversers on a Hawker 700A/B: Offered as an option by BAe on new production aircraft this added significant weight, reduced rate of climb, cruise speed, and increased cost for increased maintenance requirements. Per Vref, the base value is decreased by up to $150,000. www.AVBUYER.com



September 2016 – AVBUYER MAGAZINE

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BOARDROOM T BUYING & SELLING

•

• •

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

•

Forward Lavatory on a Falcon 50: A configuration popular with Europeans and Arabs (because it kept the crew separate from the passengers), this modification creates potential odor issues because the cabin pressure outflow valves are located aft at the pressure bulkhead, and passengers don’t like to be seen entering or leaving a toilet in fullview of the cabin occupants. Per Vref, the base value is decreased by as much as $300,000. Forward Lavatory on a Learjet 55: See the above explanation. Per Vref, the base value is decreased by as much as $150,000. Aft Galley on a Gulfstream IV: This was standard configuration for most new GIV’s, but is the least popular configuration because it requires the crew to come into the passenger area for refreshments. There are potential odor issues with an Aft Galley, because the cabin pressure outflow valves are located forward of the main entrance door. Although there is no quoted base-value decrease, the impact is manifested in ‘sales lag/dwell time’. Tip-Tanks on a Gulfstream II: Offered as an option for increased range, the drag and weight penalty of this mod almost made the range increase ‘a-wash’. The best option in place of the tip-tanks, in the opinion of many operators, was to install the wing of a GIII onto the GII, thus receiving re-designation as a GIIB. There is no quoted base value decrease, but the impact of this mod is manifested in ‘sales lag/dwell time’.

AVBUYER MAGAZINE – September 2016

www.AVBUYER.com

•

Raisbeck’s Sabreliner 60, and 75A/80 Wing SC Mod: These features became standard on the Sabreliner 65, but the mod is blighted with costly delamination issues. There is no quoted base value decrease, however impact is manifested in ‘sales lag/dwell time’. Fuselage Fuel Tank in a Citation 550: Providing an extra hour of range, but eliminating two seats, there is no quoted base value decrease, however impact is manifested in ‘sales lag/dwell time’. Bendix EFIS 10 in Anything: In the late 1980s and 1990s, there was a push to oust ‘steam gauges’ from business aircraft and replace them with Electronic Flight Instrumentation Systems (EFIS). The EFIS-10 system was quickly made obsolete by newer systems, however, shortly after their installation because the Cathode Ray Tube – Symbol Generator Displays were unreliable and extremely costly to repair or replace, thus negating the reliability advantage cited. There is no quoted base value decrease, however impact is manifested in ‘sales lag/dwell time’. Any ‘Airline’ Avionics not normally installed in a Business Aircraft: No description needed here just expect an increased ‘sales lag/dwell time’.

Can you think of any other issues with modifications? If you do, please drop Jeremy Cox a line at editorial@avbuyer.com. Your submission might even get published. T Are you looking for more Business Aviation Insurance articles? Visit www.avbuyer.com/articles/category/ business-aviation-insurance Aircraft Index see Page 161

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Insurance .qxp_Layout 1 23/08/2016 09:27 Page 1

BOARDROOM T INSURANCE

Insurance and Aircraft Charter/ Management Risk Management of a Complex Enterprise Contracting with an Aviation Management Company to handle the complexities of aircraft operations is a wise decision for many owners, but such arrangements still require adequate insurance, cautions Stuart Hope.

hen you purchase an aircraft for the first time, you discover that you have literally created a startup business. You have employees in the form of pilots, mechanics and flight schedulers. You have a budget for your flight department that includes maintenance [both planned and unplanned], pilot salaries, reserve for engine overhaul, insurance, hangar, aviation fuel, and weather/navigation services just to name a few. In addition, you have to ensure compliance with the FAA Regulations, obtain the services of an accountant familiar with the FAA requirements related to monetary charges, and retain an aviation attorney to help you establish the ownership structure. Enter the Aircraft Management Company (AMC). To many aircraft owners, this model of managing their aircraft is a godsend. Typically for

AVBUYER MAGAZINE – September 2016

a monthly fee, the AMC’s manager handles all headaches of aircraft operational and cost control that typically fall on the owner. If a pilot quits to take a position with the airlines, the AMC supplies a replacement. The management company knows the territory and speaks the language. But hold on—this hand-off approach doesn’t mean you drop your guard and fail to pay attention to the details. For example, consider insurance. While one might think insurance would be easy to navigate, there are several issues to consider when placing insurance coverage under the fleet policy of the Aviation Management Company. One of the benefits management companies bring to the table is cost savings on routine expenses such as insurance, fuel, maintenance, etc., through economies of scale created by combining a large number of aircraft under one roof. But there are several important points to consider…

www.AVBUYER.com

Aircraft Index see Page 161

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Premium Payment & Other Details

Be sure the management company pays the carrier for the annual premium on your aircraft. Just because you paid the AMC’s bill does not guarantee that the insurance carrier has been paid. Several management companies over the years have gone “belly up” owing insurance premiums they collected from aircraft owners. The AMC may have used your funds to cover other business expenses – until the house of cards collapsed. Although rare, this situation may be something that can be addressed contractually and certainly must be part of your due diligence. Another critical area in need of due diligence concerns how the management company uses your aircraft. Will it be flown exclusively for FAR Part 91 [non-commercial] operations, or will the aircraft also be utilized for FAR Part 135 [for hire] charter operations by the AMC? The degree of care the operator owes the passenger on each type of flight varies. With flights flown in accordance with FAR Part 135 (e.g., charter), the commercial component changes your risk exposure. In the event of an accident where there is bodily injury to a “paying passenger”, the question is not if you will be asked to pay but how much you will be asked to pay. For this reason, it is imperative that you carry a significant limit of liability. Considering how inexpensive increasing limits of liability are, I highly recommend buying as high a limit as you can afford. When you consider the amount of money you will spend on maintaining the aircraft, buying a high liability limit will appear to be the biggest bargain in aviation.

Advertising Enquiries see Page 4

Mutual Invalidation

What if the aircraft is involved in an accident when the management company is operating the aircraft but not on an owner flight? The AMC’s insurance company will adjust the claim and will work with the AMC’s representative as their claim’s contact. But keep in mind, especially in the US, if a lawsuit arises, the owner can and will be brought into the suit even though the flight was not made on his/her behalf. Therefore, you need a Mutual Invalidation clause. In layman’s terms Mutual Invalidation states that if one party breaches the warranty of the policy, thereby voiding insurance coverage, that action will not void the coverage of the other party not involved. For example, if the claim investigation reveals there was a violation of a policy warranty or exclusion, the insurance company can deny coverage to the Aviation Management Company but is still obligated to defend the aircraft owner. Most management companies run a professional ship and most of them accomplish mutually-agreed goals negotiated with their clients. Nevertheless, you have a large investment exposed and should not blindly relinquish control of your asset; you must consider the multiple exposures that you have. You would be smart to involve your own aviation insurance broker to help you navigate the complex wording of an aviation insurance contract and help verify that all the insurance bases have been covered. Remember, you don’t know what you don’t know. T Are you looking for more Business Aviation Insurance articles? Visit www.avbuyer.com/articles/category/ business-aviation-insurance

www.AVBUYER.com

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

“ But keep in mind, especially in the US, if a lawsuit arises, the owner can and will be brought into the suit even though the flight was not made on his/her behalf.”

September 2016 – AVBUYER MAGAZINE

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BOARDROOM T TAX

Aircraft Management Fees: The Beat Goes On… Cooling & Herbers, P.C., Attorney Kate Breckenridge reports on the latest developments regarding obligations of owners to pay Federal Excise Taxes on management fees. As Yogi said, “It ain’t over till it’s over.” Kathleen H. Breckenridge concentrates her practice in the areas of business and tax planning, US aircraft export and import, acquisitions and sales, leasing, fractional ownership, and chartering and management of corporate aircraft. Worldwide clients have benefited from her invaluable experience with complex international transactions. Contact: kbreckenridge@ coolinglaw.com

n May of 2012, through Chief Counsel Advice (CCA) 2010-10026, the Internal Revenue Service of the US Government (IRS) took the position that fees charged by a management company to an aircraft owner for administrative and support services such as scheduling, flight planning, aircraft maintenance services, provision of pilots and crew, compliance with regulatory standards, insurance, record-keeping etc., are commercial activities subject to the 7.5% Federal Excise Tax (FET) charged for transportation services. The IRS based its determination on the assertion that aircraft management companies provide all of the essential elements necessary for providing

AVBUYER MAGAZINE – September 2016

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transportation by air because the owner has (by contracting with the management company to provide these services) relinquished possession, command and control of the aircraft to the management company. The IRS further stated that the management company was therefore required to collect the appropriate FET from the owner on its management fees and remit the tax to the IRS. As a result of this ambiguity, the unchallenged IRS position has resulted in some audits and tax bills in the hundreds of thousands of dollars for certain Part 91 management companies. After an outcry from the General Aviation industry and questions from Congress, the IRS agreed in May Aircraft Index see Page 161

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Tax Sept16.qxp_Layout 1 23/08/2016 09:42 Page 2

BOARDROOM T TAX

of 2013 to a moratorium on enforcement of its position until more permanent guidance could be drafted. The IRS has been meeting with General Aviation industry leaders on this issue since the moratorium was issued, but no guidance has been forthcoming. A long-awaited court decision in NetJets Large Aircraft, Inc., et al v. United States by the US District Court for the Southern District of Ohio was issued in January 2015. While ruling in NetJets favor on the issue of limiting the scope of FET liability for NetJets fractional aircraft program, the Court declined to consider whether FET is due on NetJets’ affiliate Executive Jet Management’s fees for management of Part 91 aircraft.

“An amendment to the House Bill (allowing an individual sole owner of an entity that owns an aircraft to also be exempt from FET if such owner pays the management company for its services) was also passed by voice vote by the Committee on July 13, 2016.”

Debate Ongoing

In the meantime, Congress became involved with this issue. House of Representative Bill 3608 was introduced on September 24, 2015 by Rep. Pat Tiberi (R-Ohio) and is designed to clear up the ambiguity concerning the tax treatment of aircraft management fees. The bill provides that amounts paid for Aircraft Management Services by an aircraft owner, including amounts for maintenance and support of the aircraft owner’s aircraft and flights on the aircraft owner’s aircraft, are exempt from FET. The House Bill was approved by the House Ways and Means Committee on July 13, 2016. An amendment to the House Bill (allowing an individual sole owner of an entity that owns an aircraft to also be exempt from FET if such owner pays the management company for its services) was also passed by voice vote by the Committee on July 13, 2016. The US Senate issued an identical bill to the original HR 3608, known as Senate Bill 2092 (S.2092), in late 2015, and it was assigned to the Senate Finance Committee on September 29, 2015. No further action, however, has been taken on S.2092 at this time. The next step for the House Bill will be to go to the House Rules Committee and then to the House floor for a vote. Since the House Bill has been amended, if the Senate Finance Committee approves the original Bill, then a joint Senate-House conference committee is formed to merge the two versions of the Bill. After the Senate-House conference produces a merged version, each House of Congress votes. If the Bill passes by a majority in both houses then it goes to the President for his signature. The caveat here is that passage of the Bill into law requires both Houses of Congress to vote on it before the end of the 114th Congressional Session, which is scheduled for January 3, 2017. If the Bill is not passed by that time, it will need to be reintroduced and go through the whole process again with the new Congress. T Are you looking for more Business Aviation Tax articles? Visit www.avbuyer.com/articles/category/business-aviation-tax/

AVBUYER MAGAZINE – September 2016

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Aircraft Index see Page 161

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Special Mission Sept16.qxp_Finance 23/08/2016 10:30 Page 1

FLIGHT DEPARTMENT T OPERATING

Special Missions Aircraft (Part 2)

As operators seek means for coping with challenging market conditions, interest in business aircraft modified to serve special demands is expanding.

Ken Elliott helps dissect the Special Missions field as it applies to Business Aviation… uring the recent Farnborough Airshow, it was surprising to discover just how deep the tentacles of Special Missions (SM) technologies penetrate into the civil aviation marketplace. A number of companies provide novel solutions for the retrofit of existing aircraft platforms, while some manufacturers specifically design versions of Business and General Aviation aircraft for SM purposes. As a result, the line between civil and defense aircraft is becoming increasingly blurred. Part of this blurring, and particularly for larger business jets, is an ability to provide regular transportation and specialized mission services simultaneously in the same aircraft.

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

A typical wish list for an SM aircraft could be the need to climb at a fast rate, cruise at a fast speed and gain descent altitudes over comfortable distances. The aircraft should have a spacious cabin capable of seating at least 6-8 passengers while supporting a respectable SM payload. The aircraft may be a Mid-Size jet, delivering the performance and expectation of aircraft that cost significantly more. The Bombardier Learjet, for example, would fit this requirement perfectly. Figure 1 below shows a selection of aircraft types that may be used for various SM roles. Adding SM equipment can significantly alter the purchase or resale value of an aircraft (see  Continued on page 74

Figure 1: Aircraft Candidates for SM Roles (partial list)

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FLIGHT DEPARTMENT T OPERATING

Figure 2: Examples of a Patient Transporter Being Loaded into a Jet Aircraft via Standard, then via Wide-Cabin Door

Figure 3: VVIP Government Transport Aircraft Additional Equipage

Jeremy Cox’s article, page 60). Also the SM’s expenditure is not necessarily proportional to the aircraft value at all.

SM Roles in Depth: Medevac

There are two major sub-roles of civil medical evacuation that are best described as transport and responsive. It is common for rotorcraft to be utilized in responsive roles, especially where access is a concern. Rotorcraft are more local and regional in their medevac applications. On the other hand, it is more common to see fixed-wing used for medical transportation where distance is a factor. For military medevac, the term ‘casevac’ is often used, referring to casualty evacuation. A common initial requirement for medevac aircraft is a sufficiently wide door combined with a means to transfer an immobile patient into the aircraft. The higher the aircraft wheelbase, the more the potential challenge - however, all sorts of innovative equipment is available to lift the patient to door height. A common practice for medevac equipage is to ‘rack package’ as much as possible so that the equipment can be mounted to seat tracks or overhead structure. This configuration enables a quick change out to non-medevac roles in as little as 15 minutes. For example, an aircraft used for

charter can be switched for medevac, as and when required, in the service of a mercy mission. A requirement for the medevac role is to have the right electrical power source and power capacity. Because all of the action takes place in the cabin, converters, inverters and power outlets need to be installed. When it comes to weight impact, provisions for oxygen can really affect an aircraft’s weight and balance. Other medevac provisions may include: • Vacuum pumps • Air compressors • Overhead control panels • Additional lighting • Dedicated seating for medical personnel • Provisions for incubators. A number of facilities worldwide hold STCs for various levels of medevac outfitting. LifePort and Spectrum Aeromed are two of the world’s leading equipment providers. Traditional aircraft conversion companies like Lufthansa-Technik also build medevac patient modules. Medevac aircraft, operating as Search and Rescue, will also be fitted with flares, launch tubes, life-rafts and other rescue-related equipment.

Weather

Aircraft supporting weather analysis are highly specialized and modified. Because a lot of weather monitoring is based on sensing, expect the aircraft to be outfitted with a number of probes and hard points for provisioning of probes. While normal business aircraft are suitable for adoption to this role, once modified, they may be difficult to revert to a more conventional use. Altitude, speed, range and performance are all important for weather aircraft. Popular models utilized, are the King Air and Learjet

VVIP Transport

While VIP is important, VVIP is super-important and probably in need of on-board security. As VVIP aircraft are often required for the transportation of high-level government officials, they will need an aircraft security system to protect against unwanted access. Furthermore, the aircraft will require very secure communications, both official and unofficial, such as personal internet. These aircraft can even be found equipped with a missile protection or avoidance system. Regular business jets, and especially wide body air transport aircraft, are popular for this role. Anyone owning such an aircraft has a reasonable chance of reselling later into other markets.

ISR

Intelligence, Surveillance and Reconnaissance (ISR) implies listening, watching and monitoring. Governments are finding ISR an increasingly important and desirable role for their defense 74

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Aircraft Index see Page 161

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needs. The term C4ISR expands the ISR role to include the 4 Cs: Command, Control, Communications and Computers. The range of sensors used on ISR aircraft is extensive and includes complex radars, Forward-Looking InfraRed (FLIR) as well as sophisticated, cabin situated, mission stations. These aircraft, if not purpose built, are likely to be heavily modified, both on and within the fuselage. Typically, ISR aircraft that are business jets are modified at the time of ‘green completion’. OEMs prefer to deal with SM requirements outside the normal production run and will sometimes parse out the completion itself to a separate entity within the organization, or a trusted relationship partner. Because ISR, and especially C4ISR roles, require significant and complex equipment, the favored business jets will be larger and capable of an extended range. Examples of these aircraft range from a Challenger 650 to a BBJ.

Communications

Intelligence gathering and communications often go hand-in-hand. Terms such as SIGINT (Signal Intelligence) and COMINT (Communications Intelligence) are often used. The key to effective communications is flexibility and security. Communication aircraft platforms need to function in remote locations where little or no reliable infrastructure exits. They need to be networked or even cloudbased for a wider capability, reducing the need for excessive hardware. Interestingly, the ability to function seamlessly with an extensive range of mobile devices is becoming the norm. The defense world of connectivity needs to integrate with the commercial world of mobile phones and, for example, other devices using LTE, 4G technology. This includes monitoring and surveillance, including the tracking of personal devices, where appropriate. This ‘almost’ commercial application of defense capability can provide a significant boost to intelligence gathering. From both a monitoring and tactical operations perspective, communications need to be spectrum-agile, meaning an ability to operate across a wide range of frequency bands such as satellite, high and very-high frequencies, all on the same device. With respect to security, there is commonality of communications formatting within certain strategic regions and friendly nation groups, such as NATO.

Maritime Patrol

Often identified as Maritime Patrol Aircraft (MPA), this role requires an ability to detect and track ships above and below the surface. A larger MPA could include the additional role of search and rescue capability, carrying on-board flares and Advertising Enquiries see Page 4

rafts, for example. With a requirement to operate over littoral waters and open oceans, the aircraft may need to be a platform similar to the C4ISR. Regional areas containing extended coastlines, including multiple island nations such as Indonesia, have a greater need for MPA. In regions where piracy, maritime drug trafficking and illegal shipborne trade are prevalent, maritime patrol operations will be conducted.

Figure 4: Some Sub-Roles for Mapping Aircraft

Border Protection

Just as with MPA operations, land-based illegal activity by both people and nations is a security issue for a number of countries. Border protection aircraft can run the whole gamut of platforms in use—the patrol area being typically narrow and long. Protection can include enforcement and engagement, meaning the aircraft (including rotorcraft) may be weaponized. In conflict zones, border protection can include high-altitude surveillance (including people-watching) and using rotorcraft (actual tracking and providing intervention at the scene). Many countries have at least one aircraft type 

A Quick Flavor of Tactical DataLink

Data as communications from ‘air-to-air’ and ‘air-to-ground’, use common MIL standard formats or formats specific to NATO, such as: • • •

LINK 11: Providing a mutual exchange of digital information over High Frequency (HF) and Ultra HF (UHF) between airplanes, ships and land forces. LINK 16: A frequency-hopping, jam-resistant, high capacity DataLink. LINK 22: A very secure, Beyond the Line Of Sight (BLOS) DataLink, exclusive to NATO.

The Tactical DataLink acts as a pipeline for transferring radar, sonar, transponder and other sensor or intelligence data, securely out of the aircraft. www.AVBUYER.com

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FLIGHT DEPARTMENT T OPERATING

Adding observation windows, fairings, radomes, antennas, pods and probes can all drive a change to an aircraft’s performance and capability characteristics. Governments looking at business aircraft solutions for their requirements will often assume the aircraft is already equipped with military avionics. These include Identification Friend or Foe (IFF) transponders, including with Mode 5S and TACAN (a version of DME with VOR). Sometimes it is even assumed the aircraft has secure communications, including Satcom. Note that commercial communications operate at different frequencies and are not secure. Beyond defense related equipment, an aircraft will need to be equipped to operate in the specific airspace of the intended region of operations, and that situation usually implies additional or upgraded commercial avionics will be required. Other performance considerations include:

Figure 5: An Example of a Flight Inspection Mission Station.

“Equipage and configuration changes affect weight and balance, structural integrity, fuel capacity (extra tanks) and more.”

engaged in this role. Because of the wide variation in economic viability, the use of pre-owned aircraft is frequent.

Mapping, Geological & Observation

High-wing aircraft with bubble observation windows are ideal for these roles. The equipment carried as payload can be quite extensive, while operating with extreme sensitivity to detect variations in the geo-sphere or to pinpoint micromapping detail.

Flight Inspection

A wide variety of aircraft platforms have been utilized for flight inspection. Note, however, that government agencies mostly check and calibrate a nation’s ground-based air navigation infrastructure. A good example of a flight inspection task is the recurring accuracy check of ILS systems. Flight Inspection aircraft are also used for research, surveying, evaluation and test by numerous government agencies.

Selecting the Right Aircraft for SM

There are several performance and capability characteristics to consider when selecting the right aircraft for SM. Equipage and configuration changes affect weight and balance, structural integrity, fuel capacity (extra tanks) and more. These may in turn alter: • • • • • • •

Speed Range & Endurance Climb Rates Passenger & Baggage Capacity Landing & Take-Off Distance Altitude Limitations Critical Field Length.

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• • •

Operational availability expectation rate that an aircraft will be available for SM operations, as a percentage of total hours per fixed period. Average flight hours required per aircraft, per annum. Average mission cycle, in the number of cycles per aircraft, per annum.

The SM Flight Department

For a flight department considering SM, or operating for government requirements, there are a number of considerations. Some of these follow... Understand the planned SM in detail: Know exactly what the mission expectation will be, allowing a flight department to select the right aircraft. The main issue within SM is inadequately specified aircraft. Some companies have solely focused on SM and having only certain platforms available, thereby aligning the aircraft to the mission and not necessarily providing the exact aircraft needed. Budget and operating costs will also drive the aircraft decision. Aircraft Acquisition: When selecting the right aircraft, it is crucial to consider its performance based on payload. If multiple SM roles are to be performed, then assume a worst case performance scenario. Transaction options will dictate the ability to select an appropriate platform, and it may be possible to have different transaction models for the aircraft and its equipment, especially if the equipment is to be removable for role switching. International Traffic in Arms Regulations (ITAR): Covered in the previous article, ITAR is a very important consideration for a flight department, if any activity will be international. Remember that ITAR is not just the aircraft and equipment. ITAR also applies to personnel, documents and data transfer. Aircraft Index see Page 161

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Airworthiness & Operational Certification Differences: There may be certification authority Special Conditions that apply to operations, while airworthiness criteria may include various Flight Manual Supplements (FMS) and Instructions for Continued Airworthiness (ICAs). Because of the payloads and fuselage modifications, placarded weight and operating limitations may apply. Crew Training & Subject Matter Experts (SMEs): Flight training, beyond initial and recurrent, may include specialized aircraft performance and navigation training. If the cabin includes mission personnel, they will need additional familiarization training. SMEs can, of course, be anyone from a practicing nurse to a ‘command and control’ ranked officer in a C4ISR aircraft. Ground Support & Logistics: Often overlooked for SM is the infrastructure and logistics to support operations. Following are some considerations… •

•

Bases from where the aircraft is to operate, including information such as apron, taxi, runway, airport altitude and so on. - Always check the aircraft weight, with full payload, against an airport’s surface ability to sustain the weight. - Always check all aircraft dimensions, with its full complement of attached SM equipment, against the hangar and ramp areas for movement. Ground Support Equipment (GSE) requirements, including… - Ladders, power supply, hydraulics and more. - Software. - Test equipment for onboard systems. - Flight planning tools. - Towing and aircraft access. Level of maintenance capability at the home and satellite bases. In the defense world, the maintenance capability is identified by level, starting with ‘0’ as line level… - Spares capability, especially in remote areas. - Training for all personnel. - All publications and documentation, including for the SM equipment. - The right hangar, location and above all, security.

Summary

As the world constantly evolves, so do SM requirements. Big-play cold war monitoring and protection is on the decline. On the rise is the need to be hacker resistant, super responsive and mission agile, to meet the challenge of nation-agnostic terrorism. Recently a major territory announced a SM requirement for nano airborne vehicles with sensing abilities. It is hard to imagine a SM future of insectlike air vehicles being used to monitor and protect, but just as upcoming wrist hugging computer ‘wraps’ will interact and display a world of data, nano cloud based ‘aircraft’ will replace the giants of today. While our universe continues to shrink, the separation between civil and defense becomes murky. High performance civil aircraft can and do meet the challenges of the new SM roles, allowing customers to be selective and very specific in what they require. Some of the technologies being tested today will enable new possibilities for aircraft not widely used for SM at this time. These tec hnologies will also provide for operations in the most extreme of environments and remote of locations. SM has a secure and exciting future as the demand increases for creative, economical and less burdensome solutions that are becoming the norm of government procurement agencies. T

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FLIGHT DEPARTMENT T AVIONICS

Tips to Planning NextGen Compliancy

Tackling the Roadblocks of Cockpit Upgrades

Aviation Director Andre Fodor relays his experiences of the roadblocks to implementing Service Bulletins and Airworthiness Directives in the

cockpit, with a nod to the NextGen upgrades many airplane operators face in the coming years. What should you expect?

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

ruising at FL450 over Central Africa, I’m amazed at the way technology has changed from twenty years ago when I was a newly-minted commercial pilot stationed there, flying relief missions for the UN. Back then, GPS was considered new technology; we had just obtained portable units that mounted in the windshield and provided navigation accuracy that had, until then, been unimaginable. Fast-forward into today. As I sit comfortably, cruising at FL450, the triple IRS and GPS Flight Management System accurately navigates our path. Our FANS 1/A equipped aircraft, using CPDLC transmits our position to ATC, while

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TCAS and ADS-B provide superb situational awareness. It’s still a long 11 hours of flying, but the routine is broken up by the occasional text message from family as they wake up at home and are reading the aircraft’s position report on their iPads, or a satellite call from our Director of Maintenance who has been reviewing the automated aircraft maintenance downloads received back in the office. It’s extraordinary how connected we have become in the cockpit. Yet, such connectivity did not come easily, and making sure that all of the avionics will interface seamlessly was a challenge in itself. Aircraft Index see Page 161

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Mandatory Upgrades: Facing the Roadblocks

“Experience has taught me not to expect that just because an AD has been published there is a process for its application”

When we began upgrading the cockpit, our focus was to comply with upcoming airspace requirements in the regions where we fly. For example, operations without ADS-B Out capabilities in Asia will be faced with re-routes, lower assigned altitudes, delays and even denial of access. And CPDLC is needed by those desiring the best routings while flying over the Atlantic. As we acquired the new technologies for the aircraft, however, I learned that interfacing equipment causes roadblocks that require cooperation between different suppliers and precise ‘hand shaking’ of avionics using different data protocols to overcome problems. Thus, getting your aircraft compliant with new technologies for NextGen, for example, will take careful consideration and pre-planning. This is n ot a short-term project! Cost aside, the roadblocks you will encounter range from technology fitting your aircraft’s avionics suite; parts procurement; downtime and regulatory compliance. Many of these upgrades will require new Letters of Authorization (LOA), which in itself may require many months before issuance. Let me elaborate on some of my experiences… Anticipating some Asia-based operations in one of our large jets, we decided to have ADS-B installed as soon as the relevant Service Bulletin (SB) was published. I called the service center to schedule the upgrade and was intrigued to learn that the first step was to have our serial number

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included in the SB, which required a fee and research of our aircraft’s systems and wiring by the OEM’s engineering personnel. The timeline for this initial process a lone took four months, owing to a backlog. My goal had been to minimize downtime, thus I’d planned to apply the ADS-B SB during a scheduled maintenance inspection. Unfortunately, the avionics manufacturer and the aircraft OEM had not worked out an expeditious process for the equipment upgrade. It would take at least 25 days just to get our software upgraded and returned; a delay representing a grounded air plane with an additional 10% loss in its annual dispatch availability, which was unacceptable to us. Since we were the first aircraft of this model applying this SB, we took the high-ground in trying to help refine the process and bring operational logic to the upgrade. We hoped that these improvements would benefit other operators – but the challenges still remain a reality today. As someone who participa tes in various advisory boards, I have discussed the importance of beta testing new SBs to assure that they will work in practice and that roadblocks are foreseen and avoided both for the OEM and the operator. In addition, we carefully monitor the issuance of Airworthiness Directives (ADs). I am committed to having a fully compliant aircraft, giving us the assurance that we are operating at the highest le vel of safety and keeping our airplane’s residual value at its highest. Experience has taught me not to expect that just because an AD has been published there is a process for its application. For example, just recently, we discovered the issuance of a FADEC AD for a software upgrade in our engine platform. Our Director of Maintenance tried to arrange the logistics for compliance only to learn that there w ere no parts or tooling available. We would have to wait at least seven months before they would become available. I’m not one to complain, but I want to prepare you for challenges as you forge ahead to upgrade your aircraft for NextGen compliance. As a community, we need to identify the road blocks and work out solutions that will reflect on future upgrades and processes. Engineers need our help to identi fy how solutions fit in the business of flying people. As pilots and Flight Department Managers, our involvement is important and will benefit the industry for years to come. But we must take responsibility to improve efficiencies that will make maintenance predictable, streamline upgrades, and lower the overall costs. If we’re successful, we’ll improve global fleet reliability, its longevity, and shore up our industry (users and suppliers) to overcome tough times in this ever more complex business that we call Business Aviation. T Aircraft Index see Page 161

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Business Aviation Avionics Upgrades

Five Practical Tips to Keeping Avionics Upgrades Simple There are so many different systems, components and airframes flying today that finding answers to what is the best avionics upgrade for you can be incredibly difficult, notes Conrad Theisen, Elliott Aviation. Here are some pointers… here are about 30,000 turbine-powered aircraft in the US that have been manufactured during the past 50 years. Within that timeframe there have been many major advances in technology and government regulations. These developments, along with parts obsolescence, all impact the components in the cockpit. Significantly complicating the situation, many of these airplanes have had avionics upgrades over the years, whether to improve safety or to take advantage of new features that became available. With so many systems being built over the past half-century, the only easy part to understand is that there is no simple, ‘one-size-fits-all’ solution to the operator looking to upgrade their cockpit avionics. While many operators see value in a complete avionics retrofit, for many that option is neither practical nor cost effective. Thus, understanding your options and knowing the right questions to ask your service provider will be critical to making the right decision for what will be the best solution for your aircraft and mission.

AVBUYER MAGAZINE – September 2016

1. Understand Integrated vs. Non-Integrated Systems

An integrated avionics system is one in which all of the components are made together as a group in one system, including the autopilot system. A nonintegrated avionics system, on the other hand, is one that has newer components working with older ones. This may be displays, transponders, flight management systems or other components. Keep in mind that a non-integrated system is just that: it involves the replacement of components. The new components weren’t originally engineered to pair with your system as one fully-integrated package. To illustrate, imagine trying to hook up a VCR to an HD smart television at home…you’re likely to find the right parts to make it work, but you will not realize its entire value without streaming in HD, or hooking up to a Blu-ray player. Many times, these non-integrated systems include equipment from two or more OEMs. Nonintegrated systems can seem an attractive option because they can initially cost less, but it can be a very expensive and time consuming process to

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engineer the interface with a new autopilot. Thus you should approach a cockpit upgrade understanding the full extent of any non-integrated system upgrades.

2. Understand Upcoming FAA Regulations

The FAA’s upcoming mandate requiring all aircraft flying in controlled US airspace to be Automatic Dependent Surveillance–Broadcast (ADS-B) compliant draws ever closer. ADS-B Out will essentially eliminate the need for old, unreliable radar systems by using GPS technology, allowing air traffic controllers to safely reduce separation minimums. While ADS-B Out does not give aircraft operators any direct benefit, ADS-B In will. When choosing an ADS-B Out solution, there are some that offer you ADS-B In benefits of getting graphical traffic and weather either on your primary flight displays or on a Bluetooth connected mobile device. Thus, an operator - while seeking to comply with the FAA’s NextGen mandate ahead of the 2020 deadline—may find it well worth their while to fully-explore the options available to them, along with the cost for any added benefit.

3. Understand Avionics Obsolescence

Similar to consumer technology, avionics technology becomes outdated. New FAA mandates are passed, safer ways of operating aircraft are introduced, better ways of communicating with the ground and other aircraft are available, and better, easier ways of displaying your information are developed. Ways to fly airplanes with the latest avionics are continually evolving to make air transportation safer, easier and more efficient. As with advances in consumer technology, advances in avionics eventually leads to obsolescence. In fact, many of the items that are in airplanes have been driven by consumer technology. Take Cathode Ray Tubes (CRTs) as an example. A CRT is a vacuum tube that uses phosphor to display an image on a screen. Every television manufactured since the 1930s had a CRT display until plasma and LCD (and now LED) displays began to be made. As interest in new televisions began to rise, the demand for CRT declined to the point of obsolescence. During their peak, CRT displays were used as primary flight displays. Now that there is no consumer demand, there are no factories willing to manufacture new CRT displays, making locating a replacement incredibly difficult and expensive. This situation can be particularly concerning for aircraft operators since primary flight displays experience long periods where they present a static image. That constant presentation causes a CRT to experience phosphor burn on its screen. A primary flight display that shows phosphor burn Advertising Enquiries see Page 4

beyond tolerances can essentially ground an airplane until a replacement unit can be located and installed. Thus an operator using obsolete avionics equipment should shop around for the many alternatives, understanding their related benefits.

4. Understand Yearly Avionics Maintenance Costs

With factors such as meeting mandates, upgrading software and keeping older technology from failing, it can be very expensive to maintain an aging avionics system. In many cases, it can cost about $30,000 per year. If you run into an issue where one of your more expensive components (a radar, for example) malfunctions, the cost of repair or replacement could be more than $50,000. OEMs do offer avionics programs that cover a portion of yearly avionics maintenance costs, for a fee, which may or may not suit your own operating needs. You do have an alternative to signing up for an OEM avionics program, however: A good aftermarket avionics supplier will give you trade-in credit on old parts that are in working order, potentially making for an extremely competitive price on replacement equipment purchased from them. With the success of the Garmin G1000 system as a retrofit for older aircraft panels, for example, there is now a thriving market for aftermarket equipment; particularly for high-fail items such as tube-driven primary flight displays. Thus, an operator might consider having a full set of spare equipment on hand at their facility in case one of their components fails.

5. Understand the Value an Upgrade Can Bring

Maintaining your current avionics will not increase aircraft value, but upgrading to a fully integrated avionics system can increase the value of your airplane when it comes time to sell. While you are not going to see a 100% return on your investment, we have seen major value increases. For example, having installed over 200 Garmin G1000 systems in King Airs, Elliott Aviation has seen increases in value to a retrofitted aircraft of close to an 80% return on the investment.

What’s Best for You?

Understanding what to do when faced with the decision of upgrading your avionics can be tough. Ultimately, you have to make the decision that will be best for you. Do your research, talk to reputable shops and talk to other operators. Never feel pressured into making a decision without fully understanding all of your available options. Weigh the pros and cons and when you come to your conclusion, you will know that you made the right call! T www.AVBUYER.com

Conrad Theisen is Director of Avionics Sales for Elliott Aviation, having been with Elliott since 1996. He started his career as an Avionics Installer and was promoted to Avionics Manager in 2001. In 2009, he led the Customer Service and Project Management teams for all in-house aircraft. He joined the Avionics Sales team in 2012. www.elliottaviation.com

“While you are not going to see a 100% return on your investment, we have seen major value increases.”

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FLIGHT DEPARTMENT T AVIONICS

ADS-B Compliance

There’s No Time like the Present…

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The clock keeps ticking towards 2020, and time is not on the side of thousands of aircraft operators worldwide that have not performed the ADS-B upgrade, warns Brian Wilson…

ffective January 1, 2020 in the US and June 7, 2020 in Europe, operators of aircraft that currently require a ModeC or Mode-S transponder must be ADS-B compliant. Many countries in Southeast Asia and the entire country of Australia already require aircraft to be outfitted with ADS-B Out capabilities. The capacity of avionics installation facilities, engineering firms and certification agencies to complete ADS-B Out installations theoretically has been surpassed. To gauge the seriousness of the situation, let us draw a comparison with aircraft in the US that were affected by RVSM compliance in 2005.

E •

•

Approximately 6,500 aircraft required RVSM upgrades… o Over the three-year timeframe between enactment of the rule and its compliance date, approximately 180 aircraft were needing to be equipped per month. o Since a majority of aircraft were slow to respond, many operators were forced to fly below 29,000 feet until they were equipped, since many upgrade shops were fully booked. Approximately 18,500 aircraft require ADS-B upgrades… o At the same 180 monthly aircraft upgrade rate we outlined for RVSM above, ADS-B installations should have started in early 2011. o Doubling the installations per month moves the needed start date only to late 2015. o Consequently, a substantial backlog is building, and operators who wait until nearer the deadline will find themselves significantly hampered in their flight operations for many months after the 2020 deadline.

Although EASA delayed its mandate deadline in 2014, neither the FAA nor EASA has shown any sign of wavering from their proposed deadlines. Instead their messages are clear: “If your aircraft is not in compliance by the deadline, you will be grounded.” If you are one of the many operators yet to respond to the ADS-B mandate, you need to familiarize yourself immediately with what your aircraft needs to comply with the standard. • •

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Research which shops are suitable to support your needs and have experience with ADS-B installations Contact an appropriate avionics facility for answers to your questions and for a quote.

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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

“If your aircraft is not in compliance by the deadline, you will be grounded.”

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FLIGHT DEPARTMENT T AVIONICS

GARMIN ADS-B WEATHER AND TRAFFIC PANEL

Basics for Your NextGen Upgrade

“It’s important to note that up to 20% of early adopters have failed the flight test evaluation.”

Step 1: To begin with, you will need to upgrade your Flight Management System (FMS) to one that supports Satellite-Based Augmentation Systems (SBAS). North America has the Wide Area Augmentation System (WAAS) while Europe uses the European Geostationary Navigation Overlay Service (EGNOS). The FMS computes the aircraft position, desired track, airspeed and altitude. Other aircraft configurations use a remote GPS sensor that will require the same upgrade path for SBAS. In both cases the antenna will probably need to be changed, but most are “Form—Fit” replacements that allow you to us e the same cabling and require no sheet metal work. Step 2: Next you will need a way to “Broadcast” this information down to the ground stations. If your aircraft currently flies above FL180 over the US, or anywhere internationally, you will need a Mode-S transponder with Extended Squitter (ES). The equipment must meet the requirements of Technical Standard Order TSO-C166b. Aircraft flying below FL180 can u se a dedicated Universal Access Transceiver (UAT). The UAT equipment must meet the requirements of TSOC154c. This standalone option allows you to keep your existing Mode-C or Mode-S transponder.

STCs and Field Approvals

The downtime to perform ADS-B Out upgrades is not significant, and utilizing equipment exchange programs is recommended. There will be minor wiring modifications that require removal of some of the interior, so planning the upgrade during a maintenance inspection is a great idea. In most cases the upgrades will be performed under a Supplemental Type Certificate (STC), although the FAA is allowing Field Approvals under very restrictive rules. In this scenario, if the ADS-B transmitter and GPS source in your aircraft match perfectly with a previously STC’d configuration, a field approval is obtainable even if your aircraft model is of a different type. However, any wiring changes must also match the STC configuration, and you will need approval from the STC holder.

Obtaining Certification

Once the installation has been accomplished, the regulations require both a ground and flight test of the system. It’s important to note that up to 20% of early adopters have failed the flight test evaluation. Position accuracy and Integrity Performance errors are prone to system latency issues. Latency is the difference from the time when the system determines the aircraft’s geometric position and the time it takes for a ground receiver to process that 

EXTENDED SQUITTER UNIT

AVBUYER MAGAZINE – September 2016

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Aircraft Index see Page 161

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FLIGHT DEPARTMENT T AVIONICS

AVIDYNE ADS-B IN RECEIVER

to fly a north/south course that crosses a known waypoint and an east/west course that intercepts the same waypoint. All these flight profile characteristics should be explained and covered by the installation facility prior to the flight. Operators can obtain their own copy of AC20165B covering both the installatio n, airworthiness approval process and testing parameters for ADS-B Out systems.

When ADS-B In Makes Sense

“Operators should start to plan for upgrades in the next year or two to avoid facing installation delays caused by facility capacity issues...”

information. Research has found that installing ADSB equipment that meets the TSOs listed above vastly reduces the failure rate. A thorough ground test should be performed and any resulting discrepancies corrected before coordinating the flight test with the local regulatory agency. Around one hour should be allotted for the flight test, which will require the aircraft to fly within the ADS-B coverage area. The majority of flight tests will be those of previously certified systems—one that already falls under a TC, STC or AML. Operators in this category should follow th e standard process for requesting a flight test followed by a request to receive the Aircraft Operation Compliance Report (ACR) from the regulatory agency. Systems not already approved will fall under the First-of-Kind category and require a more regimented coordination with the FAA. The agency will require a 48- to 72-hour notice period before the actual flight, and you will need to fill out a flight tes t request sheet. It is recommended that you copy any other District offices you are working with to obtain the certification. Flight test data are usually provided to the operator within 48 hours after the flight. The flight profile requires flying the aircraft at multiple altitudes and performing at least two left and two right 360-degree turns at bank angles up to 30 degrees. Climb and descent speeds as well as durations are also defined. To confirm position accuracy, the aircraft will have

AVBUYER MAGAZINE – September 2016

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Most of us are aware of the touted benefits of ADS-B Out, including more efficient routing; reduced congestion and fuel consumption; non-reliance on decades-old Radar technology; enhanced safety and pilot situational awareness; and reduction of risks associated with runway incursions (crew are able to see ground-equipped vehicles on the airport surface). The greater accuracy and information connectivity of ADS-B enable such benefits. For operators of aircraft that have neither a Traffic Collison Avoidance System (TCAS) nor a Traffic Advisory System (TAS), ADS-B In provides additional functionality provided the aircraft is fitted with an appropriate ADS-B In receiver and cockpit display. In addition to other aircraft and ATC controllers seeing your ADS-B Out ‘broadcasts’, you will see other aircraft in the vicinity on your cockpit display. For the minimal investment of an ADS-B In receiver and compatible display, US-based operators receive Traffic Information Service-Broadcast (TIS-B) and Flight Information Service-Broadcast (FIS-B) information at no cost. Thus, the operator gains valuable situational a wareness and safety.

In Summary

Operators should start to plan for upgrades in the next year or two to avoid facing installation delays caused by facility capacity issues as January 1, 2020 draws near. ADS-B upgrades will become a commodity based on supply and demand, thereby allowing shops to charge a premium for late adopters. There also could be a backlog for required equipment, especially the Extended Squitter (ES) transponders. One manufacturer estimates over 25,000 of their units will need to be upgraded. Both manufacturers and installation facilities are offering early adopters financial incentives for ADS-B packages that are scheduled in the near future. Even the FAA is chipping in with a $500 rebate (although that is for single engine operators, and specifics are still forthcoming). Right now, in t he current buyer’s market, operators can save money and start enjoying the immediate benefits of ADS-B. Consider using operational efficiencies and incentives to offset the costs of adding ADS-B In functionality for your aircraft. Getting a good deal and having the peace of mind that you are flying with the latest technology are surely reasons to act now! T Aircraft Index see Page 161

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Int Operations Sept.qxp_Finance 22/08/2016 14:21 Page 1

FLIGHT DEPARTMENT T OPERATING

International Business Aviation Operations (Part 5)

Requirements Depend Upon Destination in Chinese Airspace In his continuing series on what pilots can expect when operating in various ATC systems throughout the globe, Dave Higdon discusses China… or anybody who's cursed a government entity for its oversight of traveling to, from and within the US, consider what it’s like to operate in Chinese airspace. Flying from Point A-Z within the US requires contact with an FAA facility only in limited circumstances such as transiting Bravo, Charlie or Delta airspace; filing an instrument flight plan due to weather or preference; or filing IFR to fly above Flight Level 180. Such freedom of movement doesn’t exist in China. Certainly China does not stand alone in requiring adherence to strict regulations and procedures for

AVBUYER MAGAZINE – September 2016

crossing into, out of, and within its airspace - but compared with other nations employing similarly complex and varied rules, China arguably holds more variations than most. Hong Kong, in particular, operates with variations, a legacy of its decades of rule by the UK and China's special relationship with the former British colony. Before delving into the many differences that exist in dealing with Chinese airspace, let us consider information that comes from a variety of sources, including China's Civil Aviation Authority (CAAC).

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Aircraft Index see Page 161

Int Operations Sept.qxp_Finance 22/08/2016 14:22 Page 2

obtained in advance of arrival; they cannot be acquired upon arrival. Additionally, China treats different visitors of differing nationality differently, where visa requirements are concerned. For example, some nationalities visiting ZSPD, ZSSS, and ZBAA may stay in the region of their landing airport for up to 72 hours without a visa – if they plan only one stop in China. As noted again and again, it pays to check in advance with your specific passenger manifest in hand before you firm up your plans. Requirements can and do change, and without notice. If the flight originates or ends at an airport in Taiwan, forget about over-flying or landing in China. This restriction also applies to flights overflying Taiwan to another destination.

Permits, Permissions and Slots

Visas

The visa system is not uniform throughout China. For example, China normally requires air crews to possess “C” type visas to fly Business and General Aviation aircraft into its airspace. But there are exceptions, such as operators entering the country at Shanghai Pudong International (ZSPD). There, crew may enter the country with many types of visas. Experts in China travel recommend using a ground handler and checking in advance on the visa requirements for ZSPD. Passengers must have required visas on arrival – except at ZSPD, Shanghai Hongqiao International Airport (ZSSS) and Beijing Capital International Airport (ZBAA) provided they qualify for 144-hour visa-free entry and are flying on to a third country within the 144hours. Throughout the rest of the country, however, standard visa requirements and limitations are in play – including at Hong Kong (VHHH). But visas must be Advertising Enquiries see Page 4

As always – think ahead. The CAAC issues overflight permits, landing permits and airport slots. For most of the country Chinese authorities apply rules consistently—but not everywhere. For example, a single landing permit allows a maximum of five stops in the country, and operators need supply no documentation with permit requests. (Happily, a letter from an in-country sponsor is no longer required.) You will need, however, to supply your complete operating schedule, a business contact, and your plans for flying into and out of the country. There’s one exception: For BusinessLiners (i.e. Airbus' ACJ or Boeing's BBJ), the CAAC wants to see a certificate of airworthiness and the aircraft's interior layout. Travelers should be aware that CAAC keeps to a 40hour week (open 0830-1630 local time, Monday-Friday). Outside those hours you must be flying an emergency flight or an air-medical ambulance to get a permit. Don't plan ahead too far, however, when working on your permit application, which you can file on-line. The CAAC restricts landing-permit requests to no more than four business days before your filed arrival time. If you request a permit five or more days early, expect the system to reject the application. Conversely, CAAC is quicker than many other countries in processing landing permit applications, with normal approval times between 24-48 hours before your filed arrival time. CAAC may, though, approve and issue your permit earlier – it's all at their discretion. For airports that allocate landing slots, you must adhere to your approved time – even more so for your departure. Deviation may cost you the allocated slot, which in turn means requesting another slot, a process that can eat up precious hours. That delay can create a domino effect if your destination imposes similar time constraints. One piece of good news here: Required slots are usually issued with permits, so a separate process generally isn't needed. Typically overflight permits are easier to obtain since they don't require  landing information. www.AVBUYER.com

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

“You will need, however, to supply your complete operating schedule, a business contact, and your plans for flying into and out of the country.”

September 2016 – AVBUYER MAGAZINE

Int Operations Sept.qxp_Finance 22/08/2016 14:22 Page 3

FLIGHT DEPARTMENT T OPERATING

depending on the officials on duty at the time. Any change that moves you beyond this window will require a revision to your landing permit. All changes outside this validity window require permit revisions. The authorities also want operators to submit information to revise permits accounting for changes to crew or passengers. Conversely, there's no need to show your permit confirmations on your flight plan's ICAO (International Civil Aviation Organization) section.

Customs, Immigration & Quarantine

Back to Hong Kong

“Opening a door prior to receiving approval likely will result in a search of your aircraft – as well as a possible fine.”

As previously noted, China does have exceptions to its general rules. Business aircraft flying into VHHH must obtain a landing permit with lead times running at three business days. This requirement applies to both non-scheduled commercial/charter flights as well as private operators. Landing-permit requests for VHHH are normally submitted online, a free service of CAAC. But like CAAC offices elsewhere, the Hong Kong office works a Monday- Friday, 0900-1600 schedule (closed holidays). The CAAC does have a procedure for private, non-revenue operators to use for obtaining or revising permits outside normal business hours. Instead of the on-line application, you can submit a form to the airport briefing office, along with required documentation. They, in turn, pass on this paperwork to an Air Traffic Control (ATC) supervisor for completion and approval of the permit. A similar procedure applies to charter flights. There are special requirements for first-time charters flyin g into VHHH enabling the CAAC to review additional documentation required of such operators. If there's a mistake or omission that needs correction or clarification, the process is delayed. Experts counsel first-time charter operators to start their permit-application process two weeks ahead of the planned arrival date to allow for the possibility of problems. Conversely, the CAAC often accepts landing-pe rmit requests on a shorter lead time if the charter operator's information is on-file – or from private operators whose information is already on-record. On the upside, Hong Kong landing permits are valid for a 72-hour window, plus or minus,

AVBUYER MAGAZINE – September 2016

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Upon landing at most airports, keep the aircraft door closed until permission to open comes from the Customs, Immigration and Quarantine officials (CIQ). Opening a door prior to receiving approval likely will result in a search of your aircraft – as well as a possible fine. The fines for failure to comply with this rule vary significantly depending on the airport, and they can be quite heavy at certain locations – such as Tianjin Binhai International Airport (ZBTJ). Additio nally, clearing customs and immigration varies among airports. Locations familiar with Business Aviation handle arrivals at their FBOs, while at other airports may require operators to pass through the same facilities as arrivals on international airline flights. For example, at Hangzhou Xiaoshan International Airport (ZSHC) passengers and crew clear the process in the main terminal. But at ZSSS, the CIQ processing occurs within the FBO. At ZSPD Customs is processed via the main terminal, but passengers and crew don’t need to physically go to the terminal building. Upon international arrival, CIQ comes out to the aircraft, collects passports and inspects the aircraft. Passengers are then taken to a VIP lounge where they’ll wait for passports to be processed and returned, a procedure that takes 15-20 minut es. The clearance process at ZSNJ is similar to ZSSS, within a General Aviation terminal (GAT). Privileges granted to crew and passengers holding various visa types vary among China's airports. It is best for operators to confirm in advance the processes in play at a particular destination. Do not assume that what worked at one airport applies to another.

Accommodations and Security

Hotels in China range from facilities catering to the indigenous population to five-star establishments aimed at China's growing wealthy class, international tourists and business visitors. Working with a trip planner or travel agency familiar with the country can help assure your stay is in line with the standards of your passengers and crew. Be sure to check whether the hotel imposes a minimum number of days for each booking, has caps on rates and other limitations, whether a deposit of down payment is required, and how far in advance a booking must be made. For security purposes, it pays to contract with a Aircraft Index see Page 161

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FLIGHT DEPARTMENT T OPERATING

as the application can be processed. Previously the process required two years of government supervision before the government would grant the applicant an AOC. The government also eliminated a requirement that an AOC applicant own two aircraft; one is now enough. Finally, China renewed its airport-construction mandate, targeting the construction of 300 new General Aviation airports by 2020. A prior 100airport-per-year plan resulted in only about 120 new GA airports. Success with this target would more than double the number of China's GA airports.

Air Traffic Considerations

“China also started reformation of how it processes flight permits, with a target of getting down to two hours from several days – again, depending on location.”

local agent who knows the language, local customs, and who can supply secure transportation between the aircraft and the hotel, and any meeting sites. You may also want to consider security for the aircraft.

Airspace and Flight Plans

CAAC has made further adjustments to its airspace management, announcing plans to continue its aggressive airport-expansion program. All are part of a comprehensive five-year plan to reduce or eliminate barriers to General Aviation expansion and to build the airport infrastructure the vast nation needs to bring aviation access to the far-flung corners of its five time zones. After the Chinese State Council identified General Aviation as the nation's next big economic-growt h area, the government issued a series of reforms to sweep into place the policies needed to drive the growth they seek. Among these sweeping reforms are changes designed to continue raising the airspace ceiling below which pilots need not file a flight plan. The change to a 3,000-meter ceiling (9,840 feet msl) for the new observation altitude should help stimulate the lower end of the General Aviation spectrum, something the nation needs to spur flight instruction and business use of smaller aircraft. Previously, the ceiling was a low 1,000 meters (3,280 feet). China also started reformation of how it processes flight permits, with a target of getting down to two hours from several days – again, depending on location. Further, China is acting to change the process of acquiring an air-operator certificate (AOC) as quickly

AVBUYER MAGAZINE – September 2016

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Tension is ongoing between China and several of its neighbors arising out of China's claims on islands in the South China Sea. China's claims on those islands and control of the South China Sea were rejected by an international tribunal in mid-July, prompting an eruption by China's government over the longrunning issue. With airspace control fragmented between several nations, advance work on flight plans, permits and routes is essential. Depending on routing, the controlling airspace authority may already require the aircraft to use ADS-B as an approved position source and a Mode S transponder broadcasting on 1090 MHz with Extended Squitter (1090ES).

Summary

A trip to and through China and other parts of Southeast Asia should improve your appreciation for the ease of flying in North America. If you plan to travel into China’s airspace anytime soon, you are strongly advised to prepare ahead of time, seeking the expertise of one of the many flight planning service within the industry. T

China: Permit Requirements •

Full operator and aircraft information;

•

Full schedule, including departure point and destination;

•

Complete information on crew and passengers (nationality, etc.)

•

Purpose of the flight;

•

Flight route; Entry and Exit Flight Information Region (FIR).

Aircraft Index see Page 161

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Safety Sept16.qxp_Finance 23/08/2016 17:02 Page 1

FLIGHT DEPARTMENT T SAFETY

Loss of Control Accidents

Beware of Stalls at Low Altitude Dave Higdon examines a class of accidents that befalls General Aviation in greater numbers than all other categories of fatal mishaps, according to the National Transportation Safety Board. ccording to the NTSB, the FAA and sundry other authorities, Loss of Control is the biggest cause of General Aviation accidents, including business aircraft flown by salaried crews. Data displayed by the NTSB at a recent forum on this subject reveals LOC accidents in-flight (LOC-I) represent 17.4 % (1,518) of the 8,730 fixed-wing accident of GA aircraft recorded between 2008 and 2014. From the same period, 721 of those LOC-I accidents resulted in 1,237 individuals losing their life. Among the 10 categories of accidents listed by NTSB, no other type comes remotely close to LOC-I. LOC-I accidents tilt toward private flying, with 1,425 LOC-I accidents befalling operators flying under Part 91 and 693 (48.6%) of those accidents producing fatalities. LOC-I accidents under Part 91 produced 1,189 deaths (representing 96.2% of the

AVBUYER MAGAZINE – September 2016

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total fixed-wing LOC-I fatalities). The total for all other GA segments was 48.

It’s Not about Flight Conditions

Flight conditions contribute little, according to the NTSB, with 90% of all LOC-I accidents and 83% of fatal LOC-I accidents occurring in daylight hours. Similarly, weather isn't a major factor. Of the total LOC-I accidents, 90% happened in visual meteorological conditions (VMC) and 88% of the fatal events also occurred in VMC. With neither light nor weather a salient element, the causative factors boil down to the operator. The frequency, severity and resistance to reduction efforts prompted the NTSB's forum on LOC-I accidents and remains a focus of efforts to reduce the numbers. Pilot qualifications split along three lines. says AOPA. Holders of Air Transport Pilot (ATP) and  Aircraft Index see Page 161

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Safety Sept16.qxp_Finance 23/08/2016 17:00 Page 2

FLIGHT DEPARTMENT T SAFETY

Commercial certificates flying GA aircraft together accounted for 42.6% of all LOC-I accidents in 2014, with Private Pilots accounting for 45.6%. Within each group, LOC-I accidents were often fatal. Clearly General Aviation continues to struggle with maintaining full aircraft control.

By Flight Phase

‘Maneuvering Flight’ leads the list in total LOC-I accidents when using ‘phase of flight’ as the defining element. More than 300 LOC-I accidents in the 2008-2014 period occurred during Maneuvering Flight – which the Safety Board defines as low-altitude and aerobatic flight. Of those accidents, 246 produced fatalities. LOC-I accidents during ’Approach’, while greater in number, came second for fatalities (171) behind Maneuvering Flight. ‘Initial Climb’, ‘En Route’ and ‘Takeoff’ phases round out the top five, with Initial Climb approaching 300 LOC-I accidents, 130 of them fatal. Landing accidents ranked towards the bottom. Runway ‘Excursions’ and ‘Over-Runs’, once a significant accident segment, recorded fewer than 200 LOC-I accidents, with only 13 producing fatalities. So it seems private flying operators have made progress in some areas, but not overall.

What's a Pilot to Do?

The NTSB recommends that pilots avoid conditions that can lead to an aerodynamic stall, especially situations approaching 98

AVBUYER MAGAZINE – September 2016

wing critical angle of attack (AOA) and/or decreasing airspeed. This is particularly true at low altitudes, where pointing the nose of the airplane down – an effective recovery technique at higher altitudes and necessary for all stall recoveries – can be a limited option. Pilots should seek training to ensure that they fully understand stall phenomena, including AOA concepts, and how elements such as weight, center of gravity, turbulence, maneuvering loads, and other factors affect an airplane’s stall characteristics. In addition, pilots should: • • • • •

Be prepared to recognize the warning signs of an impending stall, and be able to apply appropriate recovery techniques before stall onset; Be honest with themselves about their knowledge level of stalls, their ability to recognize and handle them; Utilize aeronautical decision-making (ADM) techniques and flight risk assessment tools during both pre-flight planning and in-flight operations; Manage distractions so they do not interfere with situational awareness; Understand, train properly and maintain currency in the equipment and airplanes they operate. They should take advantage of available commercial trainer, type club and transition training opportunities. Airplane owners should consider installing an AOA indicator,

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Aircraft Index see Page 161

Safety Sept16.qxp_Finance 23/08/2016 17:00 Page 3

computers, electronic flight bags and integrated cockpit avionics increasingly hold potential to contribute to cockpit distractions, visually, manually and cognitively. Even partly focusing on something else means you're not fully-focused on flying the airplane. Conditions quickly become challenging. When things start to go “south” at or below pattern altitude – or inside the initial approach fix – pilot reaction time comes into play as the final, most-critical factor before a LOC-I accident. According to various researchers a pilot's reaction time to an upset or inadvertent stall can run as long as four seconds – longer when you factor in what the Safety Board calls the “startle effect.” Accounting for the startle effect, four seconds to react and then a few seconds for the aircraft to respond, little time remains for the pilot to regain control because the aircraft was already at or below pattern altitude when the distraction occurred. Another factor to remember from our earliest training is the impact of turning G-forces on stall speed. Stalls flown when flying straight seldom precipitate an LOC-I event. It's in turns where the impact of a stall becomes more complicated. With stalls such a significant factor in LOC-I accidents, the NTSB issued a Safety Alert titled “Prevent Aerodynamic Stalls at Low Altitude”, suggesting to: • • •

which can enhance situational awareness during critical or high-workload phases of flight. Coupled with pilot understanding and training on how to best use it, an AOA indicator can add measurably to flight safety. All stakeholders should recognize their roles in the reduction of loss of control accidents. However, individual pilots remain the critical pieces to that reduction, with both the ultimate responsibility and the ultimate opportunity to reduce these needless accidents through ongoing education, flight currency, self-assessment and vigilant situational awareness in the cockpit.

Cockpit Distractions

Human factors remain the leading element on most aviation mishaps, and none more so than in LOC-I accidents. Avoiding unanticipated stalls tops the advice offered by safety experts as a key to preventing LOC-I accidents, in particular. But with the encroachment of technology into aircraft cockpits, other factors have come into play. For example, board investigations found that flight crew attempts to multitask during critical phases of flight contributes to the accident stats. The number one rule for pilots is: First, fly the airplane. It's the rule when an emergency arises and certainly applicable when in normal, stable flight. But some pilots persist in attempting to perform other tasks when they should simply fly the airplane. Doing anything else leads to distractions – and is another causative factor in LOC-I accidents. Cell phones, tablet Advertising Enquiries see Page 4

Avoid conditions that lead to an aerodynamic stall; Be able to recognize the warning signs of stall onset; Know and apply the appropriate recovery techniques.

The FAA took a step forward two years back by easing regulatory hurdles for adding an angle-of-attack indicator when the device meets standards set by ASTM International. Capable of sensing critical AOA in straight flight and turns, these graphic indicators account for the higher stall speed that applies in turns and at high G loads – both conditions in which the airspeed indicator alone fails to tell you how much higher the stall speed has become because of G loads. While common in most business jets and newer business turbine aircraft, many older aircraft commonly used for business travel lack an AOA. The new FAA approach opens the door to multiple options for upgrading an aircraft with an AOA system. Remember, a stall can occur at any airspeed, at any altitude and with any power setting. It's wholly up to the pilot to assure stall avoidance and to maintain positive control. An aircraft under positive control should never be involved in a loss-ofcontrol accident.

LOC-I Avoidance

NBAA produced a brief video last year focused on this very topic. Titled “Alone in the Cockpit – A Video about Loss of Control Inflight”, this 10-minute training tool addresses the best ways to understand and avoid the traps that can lead to an LOC-I accident. If flying is important to you and your business, it's a worthwhile 10 minutes. You can find it here: http://www.youtube.com/watch?v=xpa_VAGvC9U Another useful training video came out of Bombardier's 2012 Safety Standdown, available here: http://www.youtube.com/watch?v=4AZpD7cNiCM T

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September 2016 – AVBUYER MAGAZINE

Values Intro.qxp_Finance 23/08/2016 16:49 Page 1

FLIGHT DEPARTMENT T RETAIL PRICE GUIDE

Business Aircraft Values: The Large Cabin Choice 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-LongRange business jets.

he average Large Cabin and Ultra-Long-Range 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. Seats-full range capabilities typically go up to, and into the 6,000nm range, making these effective non-stop 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. 100

AVBUYER MAGAZINE – September 2016

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 1997 through Summer 2016. 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 2016 edition of the Bluebook show $14.0m for a 2013 model, $13.0m for a 2012 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 43 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 104.

www.AVBUYER.com



continued on page 102

Aircraft Index see Page 161

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GJCP 20991 - AvBuyer September 2016 Ad.indd 1

8/17/16 2:42 PM

Retail Values.qxp_RPG 23/08/2016 16:47 Page 1

FLIGHT DEPARTMENT T RETAIL PRICE GUIDE

Large Cabin Jets Average Retail Price Guide 2016 US$M

2015 US$M

2014 US$M

2013 US$M

2012 US$M

2011 US$M

2010 US$M

2009 US$M

2008 US$M

2007 US$M

19.0

----

13.0

12.0

11.0

10.0

9.0

8.0

21.0

19.0

17.0

15.5

13.250

12.250

11.5

10.250

9.5

26.673

20.5

18.5 17.0

15.5

14.5

BOMBARDIER GLOBAL 6000

62.310

47.0

45.0

42.0

39.0

BOMBARDIER GLOBAL 5000

15.441

39.0

36.0

33.0

MODEL YEAR $ MODEL BOMBARDIER CHALLENGER 850ER BOMBARDIER CHALLENGER 650

32.350

BOMBARDIER CHALLENGER 605

23.5

BOMBARDIER CHALLENGER 604

9.0

BOMBARDIER CHALLENGER 350 BOMBARDIER CHALLENGER 300

BOMBARDIER GLOBAL EXP XRS

13.5

12.5

11.5

10.5

9.5

30.0

24.5

22.5

20.5

18.5

16.5

32.0

29.5

26.5

24.5

22.5

21.5

32.0

30.0

28.0

26.0

24.0

22.0

21.0

20.0

19.0

17.0

16.5

15.5

14.5

12.5

11.5

15.5

14.5

BOMBARDIER GLOBAL EXP DASSAULT FALCON 8X

57.5

DASSAULT FALCON 7X

53.8

46.0

41.0

37.0

DASSAULT FALCON 2000LXS

34.115

29.0

27.0

25.0

DASSAULT FALCON 2000S

28.9

25.0

23.0

22.0

DASSAULT FALCON 2000LX DASSAULT FALCON 2000DX EASY DASSAULT FALCON 2000EX EASY

13.5

DASSAULT FALCON 2000EX DASSAULT FALCON 2000

9.3

DASSAULT FALCON 900LX

43.8

39.0

34.0

30.0

28.0

26.0

24.0

DASSAULT FALCON 900DX

18.0

16.0

14.0

13.0

DASSAULT FALCON 900EX EASY

22.0

20.0

19.0

18.0

31.0

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

53.0

41.0

37.0 35.0

34.0

33.0

32.0

31.6

22.0

20.0

17.0

15.0

14.0

12.0

18.0

16.0

14.0

13,0

----

11.0

10.0

8.5

8.0

18.0

EMBRAER LINEAGE 1000 EMBRAER LEGACY 650-135BJ EMBRAER LEGACY 600-135BJ EMBRAER LEGACY 135BJ EMBRAER LEGACY 500

19.995

19.0

EMBRAER LEGACY 450

16.570

16.0

GULFSTREAM G650ER

68.8

67.0

65.0

61.5

47.0

43.0

GULFSTREAM G650 GULFSTREAM G550

63.0

61.0

41.0

36.0

33.0

30.0

28.0

26.0

24.0

30.0

28.0

26.0

23.0

20.0

19.0

21.0

20.0

19.0

18.0

16.0

15.0

19.0

16.0

15.0

14.0

13.0

11.0

GULFSTREAM G500 GULFSTREAM G450

43.150

28.0

26.0

24.0

GULFSTREAM G400 GULFSTREAM G350 GULFSTREAM G300 GULFSTREAM G280

24.5

20.0

19.0

18.0

17.0

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

102

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

www.AVBUYER.com

Aircraft Index see Page 161

Retail Values.qxp_RPG 23/08/2016 16:48 Page 2

RETAIL PRICE GUIDE T FLIGHT DEPARTMENT

What your money buys today

Summer 2016 2006 US$M

2005 US$M

2004 US$M

2003 US$M

2002 US$M

2001 US$M

2000 US$M

1999 US$M

1998 US$M

1997 US$M

MODEL YEAR $ MODEL

7.0

BOMBARDIER CHALLENGER 850ER BOMBARDIER CHALLENGER 650 BOMBARDIER CHALLENGER 605

8.750

8.250

7.5

6.750

6.3

5.7

5.5

5.0

4.8

4.7

BOMBARDIER CHALLENGER 604 BOMBARDIER CHALLENGER 350

9.0

8.5

8.250

8.0

BOMBARDIER CHALLENGER 300

15.5

14.5

BOMBARDIER GLOBAL 5000

20.5

18.5

BOMBARDIER GLOBAL EXP XRS

BOMBARDIER GLOBAL 6000

16.5

15.5

14.5

13.750

12.5

11.5

10.750

BOMBARDIER GLOBAL EXP DASSAULT FALCON 8X DASSAULT FALCON 7X DASSAULT FALCON 2000LXS DASSAULT FALCON 2000S DASSAULT FALCON 2000LX DASSAULT FALCON 2000DX EASY

12.5

12.0

10.5

DASSAULT FALCON 2000EX EASY

10.0

9.0

8.8

8.3

7.8

6.8

12.5

11.5

17.0

16.0

DASSAULT FALCON 2000EX 6.2

5.8

5.3

4.7

4.2

3.9

DASSAULT FALCON 2000 DASSAULT FALCON 900LX

10.5

DASSAULT FALCON 900DX 15.0 10.0

14.5

DASSAULT FALCON 900EX EASY

11.0

10.5

10.0

9.5

9.0

8.5

9.0

8.7

8.2

8.0

7.7

7.4

7.6

7.4

6.9

8.2

DASSAULT FALCON 900EX DASSAULT FALCON 900C

6.4

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

7.0

6.5

6.0

5.5

5.2

EMBRAER LEGACY 135BJ EMBRAER LEGACY 500 EMBRAER LEGACY 450 GULFSTREAM G650ER GULFSTREAM G650

23.0

22.0

21.0

20.0

-----

14.0

17.0

16.0

14.0

13.0

9.0

8.0

GULFSTREAM G550 GULFSTREAM G500 GULFSTREAM G450

9.0

8.0

5.8

4.8

GULFSTREAM G400 GULFSTREAM G350 GULFSTREAM G300 GULFSTREAM G280 14.5

13.0

12.0

10.5

10.0

9.5

GULFSTREAM GV

7.4

7.0

6.6

6.3

5.8

5.3

GULFSTREAM G1V-SP

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

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

103

ACSpecs Intro.qxp_AC Specs Intronov06 23/08/2016 11:08 Page 1

FLIGHT DEPARTMENT T SPECIFICATIONS

Aircraft Performance & Specifications

Ultra Long Range & Large Cabin 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 - Ultra Long Range & Large Cabin 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.

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

104

AVBUYER MAGAZINE – September 2016

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

•

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

Balanced Field Length BFL is the distance obtained by determining the decision speed (V1) at which the take-off distance and the accelerate-stop distance are equal (fixed-wing multi-engine aircraft only). This is based on four passengers and maximum fuel on board (turbine aircraft). For single-engine and all piston fixed-wing aircraft, this distance represents the take-off field length at Maximum Take-off Weight (MTOW). Landing Distance (Factored) For fixed-wing turbine aircraft, landing distance is computed using FAR 121 criteria. This takes the landing distance from 50/35 feet (depends on certification criteria) and multiplies that by a factor of 1.667. No credit is given for thrust reversers. Configuration is with four passengers and NBAA IFR Fuel Reserve on board. For fixed-wing piston aircraft, this figure is the landing distance over a 50 foot obstacle. Rate of Climb (Ft/Min) The rate of climb, given in feet per minute, is for all engines operating, at MTOW, ISA conditions. One Engine Out rate of climb is for one engine inoperative rate of climb at MTOW, ISA. Cruise Speed (Knots True Air Speed - KTAS) Max Cruise Speed - is the maximum cruise speed at maximum continuous power. This may also be commonly referred to as High Speed Cruise. Normal cruise speed is the recommended cruise speed established by the manufacturer. This speed may also be the same as Maximum Cruise Speed. Long Range Cruise is the manufacturer’s recommended cruise speed for maximum range. Engines The number of engines, manufacturer and model are shown. Aircraft Index see Page 161

The Private Jet Company September.qxp_Layout 1 23/08/2016 11:01 Page 1

2008 Citation Sovereign

2004 Falcon 2000

S/N 188. 5000 Hours. Make Offer

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1998 Hawker 800XP

2005 Learjet 45XR

1998 Learjet 31A

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AircraftPer&SpecSept16.qxp_PerfspecDecember06 23/08/2016 11:15 Page 1

$2,504.56

$2,516.45

$2,870.67

$2,682.40

$2,678.80

$2,801.35

$4,188.28

$4,169.02

$3,998.84

CABIN HEIGHT FT.

6.08

6.25

CABIN WIDTH FT.

7.17

8.17

CABIN LENGTH FT.

23.7

28.4

48.42

48.35

42.47

CABIN VOLUME CU.FT.

930

1002

1146

1964

2002

1889

DOOR HEIGHT FT.

6.22

5.83

5.8

6.16

6.17

DOOR WIDTH FT.

2.5

3.08

BAGGAGE VOL. INT. CU.FT.

106

115

202

190

195

BAGGAGE VOL. EXT. CU.FT.

CREW #

SEATS - EXECUTIVE #

MTOW LBS

38850

40600

48200

53000

95000

98000

92500

MLW LBS

33750

34150

38000

47000

78600

B.O.W. W/CREW LBS

23850

24800

27100

27150

34618

50300

51200

50861

USEABLE FUEL LBS

14045

14150

19850

19852

18274

43158

44642

38959

PAYLOAD WITH FULL FUEL LBS

1105

1800

1263

1298

358

1792

2408

2930

MAX. PAYLOAD LBS

3350

3400

4815

4850

9382

5700

4800

7139

RANGE - SEATS FULL N.M.

3065

3200

3756

2456

5940

6055

5200

MAX. RANGE N.M. 4 PAX

3340

3600

4119

4123

3096

6125

6226

5350

BALANCED FIELD LENGTH FT.

4810

4853

5765

5840

5665

6305

6170

5540

LANDING DIST. (FACTORED) FT.

3951

3850

4050

3833

4120

3667

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

4240

4345

3395

3450

3300

3450

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

474

680

581

443

522

474

704

MAX. CRUISE SPEED KTAS

470

488

459

505

511

NORMAL CRUISE SPEED KTAS

459

442

488

L/RANGE CRUISE SPEED KTAS

459

425

459

471

HTF 7000

HTF 7350

CF34-3B

CF34-3B MTO

CF34-3B1

VARIABLE COST PER HOUR $

ENGINES # ENGINE MODEL

GLO BAL 500 0

BOM BAR DIER

GLO BAL EXP RES S XR S

BOM BAR DIER

GLO BAL EXP RES S

BOM BAR DIER

CHA LLEN GER 850

BOM BAR DIER

CHA LLEN GER 650

BOM BAR DIER

CHA LLEN GER 605

BOM BAR DIER

CHA LLEN GER 604

BOM BAR DIER

CHA LLEN GER 350

BOM BAR DIER

CHA LLEN GER 300

FLIGHT DEPARTMENT T SPECIFICATIONS

BR 710-A2-20 BR 710-A2-20 BR 710-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.

106

AVBUYER MAGAZINE – September 2016

www.AVBUYER.com

Aircraft Index see Page 161



SCA September.qxp_Layout 1 23/08/2016 11:03 Page 1

GLOBALLY INTIMATE. BROKERAGE | ACQUISITIONS | SALES | MANAGEMENT

www.scross.com acsales@scross.com

2008/2011 Gulfstream G200 • s/n 173 • N125JF

2006 Gulfstream G200 • s/n 130 • PR-MMP

3,600 TT • ESP Gold and MSP • One Owner Since New • No Damage • Always Factory Maintained • US Registered and Based • Factory Warranties in Effect • Loaded w/ options • Excellent Cosmetics

Only 2,500 TT • ESP Gold / MSP Autothrottles • Delivered on N Reg

2005 Hawker 800XP • s/n 258713 • N110GD

2006 Global 5000 • s/n 9204 • VP-BSG

2800 TT • Engines & APU on MSP Gold • CAMP • Winglets • Airshow

HUD & EVS • Increased MTOW, Extended Range Modification

2011 Lear 60XR • s/n 396 • N695SC

2008 Lear 60XR • s/n 343 • N343EC

1500 TT • Engines on ESP Gold Flex • Fresh PPI • STC certified air ambulance • NDH

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

2000 King Air 350 • s/n FL-277 • N277BE

2006 King Air 350 • s/n FL-470 • N479SC

3,800 TT • 200/200 SOH on Engines (Pratt) and Props • Recent Gear OH and Phase 1-4’s at Hawker Beech • Excellent Cosmetics • No Damage

2700 TT • Engines on 100% JSSI Premium • Raisebeck Lockers • Fresh Phases 1/2/3/4 • FDR • Dual FMS • TCAS II w / 7

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

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10:59 AM

AircraftPer&SpecSept16.qxp_PerfspecDecember06 23/08/2016 11:16 Page 2

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 y DAS 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

BOM BAR DIER

GLO BAL 600 0

FLIGHT DEPARTMENT T SPECIFICATIONS

$4,041.69

$3,274.83

$2,547.46

$2,667.07

$2,544.10

$2,491.73

$2,529.40

$3,535.08

CABIN HEIGHT FT.

6.25

6.2

CABIN WIDTH FT.

8.17

7.7

CABIN LENGTH FT.

48.35

31.2

33.2

CABIN VOLUME CU.FT.

2002

1028

1270

DOOR HEIGHT FT.

6.17

5.64

5.63

5.64

5.7

DOOR WIDTH FT.

2.63

2.64

2.63

2.7

BAGGAGE VOL. INT. CU.FT.

195

134

131

127

BAGGAGE VOL. EXT. CU.FT.

CREW #

SEATS - EXECUTIVE #

MTOW LBS

99500

35800

41000

42200

42800

41000

45500

MLW LBS

78600

33000

39300

42000

B.O.W. W/CREW LBS

52230

22750

23190

24750

25275

USEABLE FUEL LBS

44716

12155

14600

16660

14600

19165

PAYLOAD WITH FULL FUEL LBS

2804

1095

3410

2550

1590

1850

1260

MAX. PAYLOAD LBS

5770

5910

6510

4950

2945

RANGE - SEATS FULL N.M.

5890

2841

3378

3878

3970

3385

3450

MAX. RANGE N.M. 4 PAX

6080

3130

3440

4045

4145

3615

4080

BALANCED FIELD LENGTH FT.

6476

5440

5300

5585

6050

4920

4535

5144

LANDING DIST. (FACTORED) FT.

3667

4333

4484

3384

3834

3633

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

3300

3730

4575

4375

4350

4310

4535

3755

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

474

377

490

565

625

645

MAX. CRUISE SPEED KTAS

511

475

482

500

NORMAL CRUISE SPEED KTAS

488

459

453

466

L/RANGE CRUISE SPEED KTAS

471

430

442

441

437

428

PW308C

TFE 731-5BR-1C

VARIABLE COST PER HOUR $

ENGINES # ENGINE MODEL

BR 710-A2-20 CFE 738-1-1B

108

AVBUYER MAGAZINE – September 2016

www.AVBUYER.com

Aircraft Index see Page 161



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AircraftPer&SpecSept16.qxp_PerfspecDecember06 23/08/2016 11:17 Page 3

EMB RAE R LE GAC Y 50 0

DAS SAU LT F ALC ON 8X

DAS SAU LT F ALC ON 7X

DAS SAU LT F ALC ON 900 EX E ASy DAS SAU LT F ALC ON 900 LX

DAS SAU LT F ALC ON 900 EX

DAS SAU LT F ALC ON 900 DX

DAS SAU LT F ALC ON 900 C

FLIGHT DEPARTMENT T SPECIFICATIONS

$3,342.65

$3,148.38

$3,400.16

$3,119.22

$2,936.77

$3,021.05

$2,992.83

$2,553.86

CABIN HEIGHT FT.

6.2

CABIN WIDTH FT.

7.7

6.83

CABIN LENGTH FT.

33.2

39.1

42.7

27.5

CABIN VOLUME CU.FT.

1270

1506

1695

823

DOOR HEIGHT FT.

5.7

5.6

5.64

5.22

DOOR WIDTH FT.

2.7

2.6

2.63

1.91

BAGGAGE VOL. INT. CU.FT.

127

140

BAGGAGE VOL. EXT. CU.FT.

126

CREW #

SEATS - EXECUTIVE #

MTOW LBS

45500

46700

48300

49000

70000

73000

37919

MLW LBS

42000

42200

44500

62400

34127

B.O.W. W/CREW LBS

25275

25800

24700

26400

36600

36100

23437

USEABLE FUEL LBS

19165

18830

21000

31940

34900

13058

PAYLOAD WITH FULL FUEL LBS

1260

2270

2800

3500

1800

1660

2200

1600

MAX. PAYLOAD LBS

2945

5064

6164

4464

4400

4900

3062

RANGE - SEATS FULL N.M.

3450

4100

4500

4800

5490

6290

3027

MAX. RANGE N.M. 4 PAX

4080

4290

4725

5000

5870

6630

3153

BALANCED FIELD LENGTH FT.

5144

4890

5215

5600

5820

4084

LANDING DIST. (FACTORED) FT.

3633

3750

3833

3591

2114

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

3755

3880

3866

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

645

796

755

703

615

891

MAX. CRUISE SPEED KTAS

500

482

467

NORMAL CRUISE SPEED KTAS

466

459

488

447

L/RANGE CRUISE SPEED KTAS

428

430

459

440

TFE 731-5BR-1C

TFE 731-60

PW307A

PW307D

HTF7500E

VARIABLE COST PER HOUR $

ENGINES # ENGINE MODEL

110

AVBUYER MAGAZINE – September 2016

www.AVBUYER.com

Aircraft Index see Page 161



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AircraftPer&SpecSept16.qxp_PerfspecDecember06 23/08/2016 11:17 Page 4

GUL FSTR EAM

G35 0

G30 0 GUL FSTR EAM

GUL FSTR EAM

G28 0

G20 0 GUL FSTR EAM

EMB RAE R LI NEA GE 1 000 E

EMB RAE R LI NEA GE 1 000

EMB RAE R LE GAC Y 65 0

EMB RAE R LE GAC Y 60 0

FLIGHT DEPARTMENT T SPECIFICATIONS

$2,958.64

$3,039.81

$4,340.00

$4,340.17

$2,521.21

$2,555.76

$3,680.68

$3,628.79

CABIN HEIGHT FT.

6.58

6.25

6.2

CABIN WIDTH FT.

6.92

8.75

7.2

7.3

CABIN LENGTH FT.

49.8

84.32

24.5

32.25

45.1

CABIN VOLUME CU.FT.

1656

3914

869

888

1658

DOOR HEIGHT FT.

5.6

5.97

DOOR WIDTH FT.

2.5

2.46

2.75

BAGGAGE VOL. INT. CU.FT.

286

323

169

BAGGAGE VOL. EXT. CU.FT.

120

125

120

CREW #

SEATS - EXECUTIVE #

MTOW LBS

49604

53572

120152

35450

39600

72000

70900

MLW LBS

40785

44092

100972

30000

32700

66000

B.O.W. W/CREW LBS

30419

31217

70844

70548

19950

24150

43700

43000

USEABLE FUEL LBS

18170

20600

48217

15000

14600

26700

25807

PAYLOAD WITH FULL FUEL LBS

1169

1909

1530

1826

650

1000

2000

2493

MAX. PAYLOAD LBS

4855

4938

9625

9921

4050

5300

6000

RANGE - SEATS FULL N.M.

3091

3661

4198

4242

3130

3590

3486

3680

MAX. RANGE N.M. 4 PAX

3485

3980

4592

4629

3530

3690

3820

3900

BALANCED FIELD LENGTH FT.

5440

5840

6076

6600

4800

4700

5065

LANDING DIST. (FACTORED) FT.

3835

3910

3402

4352

5083

4417

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

2639

3022

2464

3700

5000

3805

3960

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

761

757

720

395

844

767

736

MAX. CRUISE SPEED KTAS

455

459

472

471

470

482

500

NORMAL CRUISE SPEED KTAS

447

459

470

476

L/RANGE CRUISE SPEED KTAS

424

425

455

430

459

445

AE 3007A1E

AE 3007A2

CF34-10E7-B

PW306A

HTF 7250G

TAY 611-8

TAY 611-8C

VARIABLE COST PER HOUR $

ENGINES # ENGINE MODEL

112

AVBUYER MAGAZINE – September 2016

www.AVBUYER.com

Aircraft Index see Page 161



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FullPage 205x270_AvBuyer.indd 1

6/17/2016 10:54:43 AM

AircraftPer&SpecSept16.qxp_PerfspecDecember06 23/08/2016 11:18 Page 5

G65 0ER

G65 0

G55 0

GUL FSTR EAM

$3,683.89

$3,626.92

$3,869.24

$3,732.19

$4,221.59

$3,766.29

$3,755.04

$3,759.99

CABIN HEIGHT FT.

6.2

6.4

CABIN WIDTH FT.

7.3

8.5

CABIN LENGTH FT.

45.1

50.1

53.6

CABIN VOLUME CU.FT.

1658

1812

1595

1812

2421

DOOR HEIGHT FT.

6.28

DOOR WIDTH FT.

BAGGAGE VOL. INT. CU.FT.

169

226

195

BAGGAGE VOL. EXT. CU.FT.

CREW #

SEATS - EXECUTIVE #

MTOW LBS

74600

85100

90500

91000

99600

103600

MLW LBS

66000

75300

83500

B.O.W. W/CREW LBS

43700

43000

43700

47900

48400

47900

54000

USEABLE FUEL LBS

29281

34940

41000

44200

48200

PAYLOAD WITH FULL FUEL LBS

2019

2719

2019

2660

1500

2500

1800

MAX. PAYLOAD LBS

5300

6000

5300

6600

6100

6600

6500

RANGE - SEATS FULL N.M.

3880

4070

3880

5620

6250

6360

6520

7095

MAX. RANGE N.M. 4 PAX

4166

4425

4166

5991

6675

6975

7130

7685

BALANCED FIELD LENGTH FT.

5700

5615

5700

5385

6200

6170

6285

6765

LANDING DIST. (FACTORED) FT.

4417

4458

3667

3750

3667

4167

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

3640

3760

3640

3950

3610

3650

3570

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

701

712

701

820

594

467

MAX. CRUISE SPEED KTAS

500

508

516

NORMAL CRUISE SPEED KTAS

476

488

L/RANGE CRUISE SPEED KTAS

445

459

488

TAY 611-8

TAY 611-8C

TAY 611-8

BR 710-C4-11

BR 710-A1-10

BR 710-C4-11

BR 725 A1-12

VARIABLE COST PER HOUR $

ENGINES # ENGINE MODEL

GUL FSTR EAM

G50 0

GUL FSTR EAM

G40 0

G45 0

GIVSP

FLIGHT DEPARTMENT T SPECIFICATIONS

114

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

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Aircraft Index see Page 161

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13/07/2016 09:48

AirCompAnalysis September.qxp_ACAn 24/08/2016 14:18 Page 1

FLIGHT DEPARTMENT T AIRCRAFT COMPARATIVE

Aircraft Comparative Analysis Gulfstream G650 vs Bombardier Global 6000 vs Gulfstream G550 In this month’s Aircraft Comparative Analysis, Mike Chase provides information on three popular business jets for the purpose of valuing the Gulfstream G650. 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

116

ow do Bombardier’s Global 6000 and Gulfstream’s G550 compare against a clean sheet Gulfstream G650 aircraft? Over the following paragraphs, we’ll consider productivity parameters (payload, range, speed and cabin size) and cover current market values for the Gulfstream G650. The Gulfstream G650 began production in 2012 and is still being produced today. In 2014, Gulfstream launched the G650ER offering even further extended range capabilities. The Gulfstream G650 has the distinction of being a clean-sheet design aircraft, and is one of the fastest and longest-range purpose-built business jets ever manufactured.

AVBUYER MAGAZINE – September 2016

www.AVBUYER.com

The fuselage cross section is a unique oval shape with eight large cabin windows on each side. The wing uses greater sweep than previous Gulfstream models and no leading-edge high-lift devices. Aircra ft controls are completely fly-by-wire, while the construction is metal for the wings and fuselage and composite materials for the empennage, winglets and engine cowlings. The Gulfstream G650 is powered by two Rolls-Royce BR700-725A1-12 engines each offering 16,900 lbst. The aircraft has a PlaneView II cockpit with Gulfstream Enhanced Vision System (EVS), Rockwell Collins HeadUp display, ACARS, and Enhan ced GPWS with windshear protection. Aircraft Index see Page 161

AirCompAnalysis September.qxp_ACAn 24/08/2016 10:43 Page 2

HOW MANY

SEATS

GULFSTREAM G650

(Manufactured between 2012-Present)

$65.5 Million

(2014 Model)

vs. GULFSTREAM G550

(Manufactured between 2003-Present)

$43.0 Million

(2014 Model)

vs. BOMBARDIER GLOBAL 6000

(Manufactured between 2012-Present)

$45.0 Million (2014 Model)

WHICH OF THESE Long range JETS WILL COME OUT ON TOP 6285

HOW MUCH

RUNWAY

6170

DO I NEED?

6476

(Balanced field length, ft) 0

1000

HOW FAR

2000

3000

4000

5000

6000

7000

HOW MUCH

WHAT’S THE

CAN WE GO?

PAYLOAD

(Nautical Miles. 4 Pax)

CAN WE TAKE?

CRUISING SPEED?

(Lbs)

(Knots)

7130

1800

488 2500

6975 6080 5000

5500

459

2804

6000

6500

7000

7500

500

1000

1500

2000

HOW MANY

OPERATION?

EACH MONTH?

UNITS IN 132 529

LONG RANGE

NEW/USED SOLD

2500

471 3000

100

150

200

250

300

350

400

500

WHAT’S THE

COST PER MILE?

5 (8.3%) 7 (6.2%)

199 5 (6.0%)

$6.45 $5.98 $5.91

12-Month Average Figure (% = Global Fleet For Sale) Sources used: Aircraft Bluebook, Conklin & de Decker, JETNET, Aircraft Cost Calculator.

Advertising Enquiries see Page 4

www.AVBUYER.com



(Direct operating costs based on 6000nm mission carrying 1,600lbs payload) September 2016 – AVBUYER MAGAZINE

117

AirCompAnalysis September.qxp_ACAn 23/08/2016 09:10 Page 3

FLIGHT DEPARTMENT T AIRCRAFT COMPARATIVE

Table A - US Flight Activity - Gulfstream G650 2015

2014 Flights Total Distance (stat miles) Total Time (hrs) Avg Airframe Distance (nm) Avg Airframe Flight Time (hrs)

Difference

3,866

3,859

-7

-0.2%

5,566,765

5,052,923

-513,842

-9.2%

685,458

716,667

31,209

4.6%

1,439

1,309

-130

-9.0%

177

185

-4.5%

Source: FAA - ETMSC; JETNET

There are currently 131 wholly-owned G650s and one in shared ownership flying. With none fractionally owned, 132 Gulfstream G650 business jets are in operation worldwide. By continent, North America has the largest fleet percentage (52%), followed by Europe (23%) and Asia (19%) for a combined total of 94%. A total of 11 (8.3% of the Gulfstream G650 in operation fleet) are leased, according to JETNET.

US Flight Activity

Table A (top, left) shows virtually no difference in the number of US G650 flights in 2015 versus 2014. However, the distance travelled over those flights decreased -9.2%, while flight hours increased 4.6%.

Table B - Payload & Range

Payload & Range

MTOW (lb)

Max Fuel (lb)

Fuel Usage (GPH)

Max Payload (lb)

Avail Payload w/Max Fuel (lb)

Gulfstream G650

99,600

44,200

453

6,500

1,800

7,000

5,934

Global 6000

99,500

44,716

461

5,770

2,804

6,390

5,882

Gulfstream G550

91,000

41,000

402

6,600

2,500

6,820

5,767

Model

Max Fuel Range (nm) 4 Pax

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

Source: Data courtesy of Conklin & de Decker, Orleans, MA, USA; JETNET; ACC – Aircraft Cost Calculator; B&CA May 2016 Purchase Planning Handbook and Aug. 2015 Operations Planning Guide

Chart A - Cabin Cross-Sections Gulfstream G650

Bombardier Global 6000

Gulfstream G550

The data contained in Table B (left) are published in the B&CA, May 2016 issue but are also sourced from Conklin & de Decker. As we have mentioned in past articles, a potential operator should focus on payload capability as a key factor. The Gulfstream G650 ‘Available Payload with Maximum Fuel’ at 1,800 pounds is less than the Global 6000 at 2,804 lbs and the G550 at 2,500 lbs of payload capability. In addition, Table B shows the fuel usage by each aircraft in this field of study. The Gulfstream G650 burns less fuel per hour at 453 Gallons per Hour (GPH) compared to the Global 6000 (461GPH), according to data sourced from Aircraft Cost Calculator. The Gulfstream G550 is the most frugal with 402GPH, 11.2% and 12.8% less than the G650 and Global 6000 respectively.

Cabin Cross-Sections

According to Conklin & de Decker, the Gulfstream G650 cabin volume is 2,421 cubic feet and its cabin length is 53.6 ft. The Global 6000 offers less volume (2,002 cu. ft.), and length (48.35ft) while the G550 has the least volume (1,812 cu. ft.) but a length of 50.1ft.

Source: UPCAST JETBOOK

118

AVBUYER MAGAZINE – September 2016

www.AVBUYER.com

Aircraft Index see Page 161

AirCompAnalysis September.qxp_ACAn 24/08/2016 15:01 Page 4

AIRCRAFT COMPARATIVE T FLIGHT DEPARTMENT

Chart B - Range Comparison

Chart A, bottom left (courtesy of UPCAST JETBOOK) shows the side-by-side comparisons

Gulfstream G650 Gulfstream G550 Bombardier Global 6000

Range Comparison

As depicted by Chart B (right) and using Dallas, Texas as the origin point, the Gulfstream G650 and G550 show more range coverage than the Global 6000 business jet, as sourced from 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.

6400.000 Nm 6327.750 Nm 5742.750 Nm

Powerplant Details

As mentioned, the Gulfstream G650 is powered by two RollsRoyce BR700-725A1-12 engines each offering 16,900 lbst. The Global 6000 and G550 are also powered by a pair of Rolls-Royce engines offering 14,750 lbst and 15,385 lbst each, respectively.

Chart C - Cost Per Mile*

Cost Per Mile

Using data published in the May 2016 B&CA Planning and Purchasing Handbook and the August 2016 B&CA Operations Planning Guide, we will compare our aircraft. The nationwide average Jet-A fuel cost used from the August 2016 edition was $4.90 per gallon at press time, so for the sake of comparison we’ll chart the numbers as published. Note: Fuel price used from this source does not represent an average price for the year. Chart C (right) details ‘Cost per Mile’ and compares the Gulfstream G650 to its competition, factoring direct costs and with each aircraft flying a 6,000nm mission with a 1,600 pound (eight passengers) payload. The Global 6000 shows the highest cost per nautical mile at $6.45 compared to $5.98 and $5.91 respectively for the G550 and G650. (That’s a difference of 8.4% cost per nautical mile in favor of the G650 vs the Global 6000.) Advertising Enquiries see Page 4

Q $6.45 Q $5.98 Q $5.91

Global 6000 Gulfstream G550 Gulfstream G650 $0.00

$2.00 $4.00

$6.00

$8.00

US $ per nautical mile *6,000 nm Mission costs, 1,600lbs, payload

Chart D - Variable Cost Global 6000

Gulfstream G650 Gulfstream G550



$1,000

$2,000

Q$2,945 Q $2,821 Q $2,616 $3,000

US $ per hour www.AVBUYER.com

September 2016 – AVBUYER MAGAZINE

119

AirCompAnalysis September.qxp_ACAn 23/08/2016 09:11 Page 5

FLIGHT DEPARTMENT T AIRCRAFT COMPARATIVE

Table C - Aircraft Comparison

month) than either the G650 or the Global 6000 (five per month).

Long Range Speed (kts)

Cabin Volume (cu ft.)

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

New Vref Price $ US Mil

In-Operation

% For Sale

Average Sold Per month*

Gulfstream G650

488

2,421

5,934

$66.80

132

8.3%

Global 6000

471

2,002

5,882

$62.31

199

6.0%

Gulfstream G550

459

1,812

5,767

$61.50

529

6.2%

Model

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

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

20.00 %

32.00 %

19.20 %

11.52 %

5.76 %

MACRS SCHEDULE FOR PART 135 Year Deduction

14.29 %

24.49 %

17.49 %

12.49 %

8.93 %

8.92 %

8.93 %

4.46 %

Source: NBAA

Table E - MACRS Depreciation Schedule 2016 Gulfstream G650 - PRIVATE (PART 91) Full Retail Price - Million Year

$66.8 1

20.00 %

32.00 %

19.2 %

11.5 %

5.8 %

Depreciation ($M)

$13.4

$21.4

$12.8

$7.7

$3.8

Depreciation Value ($M)

$53.4

$32.1

$19.2

$11.5

$3.8

Cum. Depreciation ($M)

$13.4

$34.7

$47.6

$55.3

$63.0

$66.8

Full Retail Price - Million

$66.8

Rate (%)

2016 Gulfstream G650 - CHARTER (PART 135) Year

14.3 %

24.5 %

17.5 %

12.5 %

8.9 %

4.5 %

Depreciation ($M)

$9.55

$16.36

$11.68

$8.34

$5.97

$5.96

$5.97

$2.98

Depreciation Value ($M)

$57.25

$40.89

$29.21

$20.87

$14.90

$8.94

$2.98

$0.00

Cum. Depreciation ($M)

$9.5

$25.9

$37.6

$45.9

$51.9

$57.9

$63.8

$66.8

Rate (%)

Source: Vref

Total Variable Cost

The ‘Total Variable Cost’ illustrated in Chart D is defined as the Cost of Fuel Expense, Maintenance Labor Expense, Scheduled Parts Expense and Miscellaneous Trip Expense. The Total Variable Cost for the G650 computes at $2,821 per hour, which is 4.2% less than the Global 6000 at $2,945 per hour.

120

AVBUYER MAGAZINE – September 2016

The G550 offers the lowest variable cost at $2,616.

Aircraft Comparison Table

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

aircraft in-operation and percentage ‘For Sale’ are as reported by JETNET. The Gulfstream G650 has 8.3% of its fleet currently ‘For Sale’ compared with the Global 6000 (6.0%) and the G550 (6.2%). Note, too, the average number of new deliveries and pre-owned transactions (sold) per month for the G550 is higher (seven per

www.AVBUYER.com

Depreciation Schedule

Aircraft that are owned and operated by businesses are often depreciable for income tax purposes under the Modified Accelerated Cost Recovery System (MACRS). Under MACRS, taxpayers are allowed to accelerate the depreciation of assets by taking a greater percentage of the deductions during the first few years of the applicable recovery period (see Table D, left). In certain cases, aircraft may not qualify under the MACRS system and must be depreciated under the less favorable Alternative Depreciation System (ADS) where depreciation is based on a straight-line method, meaning that equal deductions are taken during each year of the applicable recovery period. In most cases, recovery periods under ADS are longer than recovery periods available under MACRS. There are a variety of factors that taxpayers must consider in determining if an aircraft may be depreciated, and if so, the correct depreciation method and recovery period that should be utilized. For example, aircraft used in charter service (i.e. Part 135) are normally depreciated under MACRS over a seven-year recovery period or under ADS using a twelve-year recovery period. Aircraft used for qualified business purposes, such as Part 91 business use flights, are generally depreciated under MACRS over a period of five years or by using ADS with a sixyear recovery period. There are certain uses of the aircraft, such as non-business flights, that may have an impact on the allowable depreciation deduction available in a given year. Table E (left) depicts an example of using the MACRS schedule for a 2016 Gulfstream G650 business aircraft in private (Part 91) and charter (Part 135) operations over five and sevenyear periods, assuming a new retail value of $66.8m, per Vref Pricing guide.  Aircraft Index see Page 161

LEAS Single September.qxp_LEAS 25/08/2016 10:18 Page 1

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Price - $17,995,000

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Price - $4,995,000

Price - $11,500,000

2007 Sikorsky S76C++ 760698 6 pax

1997 Gulfstream GV s/n 504 15 pax

Engines 96 Hrs TSOH, Gear Box on Powertrain Assurance, Emerg. Flotation Sys. EMS Sky Connect. UNS1 w/WAAS LPV, Major Maint. 2/2016

Eng. Eligible CorporateCare, 520 Hrs TSLSV, Satellite TV, True North Ph., HD-710 Multi Ch. Satcom w/Wi-Fi, Ads-B Out, TCAS 7.1, Soft Goods 2012

Price - Inquire

Price - $4,799,000

1995 Gulfstream GIVSP s/n 1268 14 pax

1996 Gulfstream GIVSP s/n 1296 14 pax

Engines 100% JSSI, Avionics on HAPP, APU-150 Upgrade on MSP, 2012 Paint, TCAS II 7.1, MCS-6000 Satcom, Previously Operated Part 135

Fresh Engine Insp. c/w 6/2015, -150 APU Upgrade on MSP, Oper. Part 135, Avionics on HAPP, TCAS 7.1, ATG-4000 GoGoBiz Internet/Wi-fi

Price - $3,995,000

Price - $1,895,000

1995 Gulfstream GIVSP s/n 1262 13 pax Engines RR CorpCare, Avionics on HAPP, APU on MSP, ATG-4000 Wi-Fi, Axxess II Iridium Sat Phone, APU Encl. Mod, Operating Part 135

1982 Falcon 50 s/n 97 9 pax Fwd Galley, Engines/APU on MSP, ProLine 21 Avionics Installed 2007, Ldg Gear O/H, 4A & 4A+ Insp. In Process, P&I Good Condition, Axxess II Irid. Sat Phone, XM Weather

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 September.qxp_ACAn 24/08/2016 10:45 Page 6

FLIGHT DEPARTMENT T AIRCRAFT COMPARATIVE

Productivity Comparisons

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

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AVBUYER MAGAZINE – September 2016

A Study of Gulfstream G650 Compared to the Bombardier G6000, and Gulfstream G650ER and G550 Business Jets Market for: G550s (Pink Spheres) G650s (Blue Cubes) G650ER (Salmon Octahedron) Global 6000 (Brown Sphere)

$70M $60M $50M $40M $30M

Asking Prices

Chart E (right), sourced from the Multi-Dimensional Economic Evaluators Inc. (www.meevaluators.com), shows a Value and Demand chart for the pre-owned Gulfstream G650. The current pre-owned market for the Gulfstream G650 aircraft shows a total of 11 aircraft ‘For Sale’ with only five displaying an asking price, thus we have plotted them. We also added the Gulfs tream G650ER, G550 and Bombardier Global 6000 into our study group, with asking prices ranging from $17.95m to $68.95m. The equation that we derived from these and other criteria used should enable sellers and buyers to compare, and perhaps adjust their offerings, if necessary. While each serial number is unique, the Airframe (AFTT) hours and age/condition will cause great variations in price. Demand and Value are on opposite sides of the same Price axis. Thus, the market for used Gulfstream G650 and others respond to at least four features: Months from first delivery, cabin volume, quantity and asking prices. Of course, the final negotiated price remains to be decided between the seller and buyer before the sale is completed.

Chart E - Value Retention

$20M

Global 6000 6K nm

$10M

The red line is very well correlated with an adjusted R2 of 91.5%.

Chart F - Productivity Comparisons $100.0

Price (Millions)

Asking Prices vs Age, Airframe Total Time and Quantity

$80.0

Global 6000

$60.0

Gulfstream G650

Gulfstream G550

$40.0 $20.0 $0.0

0.0

2.0

4.0

6.0

8.0

10.0

12.0

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

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 Gulfstream G650 displays a high level of productivity. The high level of productivity is largely due to the fact that the Gulfstream G650 offers a larger cabin, longer range an d lower cost per mile compared to the other study aircraft in our

comparative analysis. However, the Gulfstream G650 ‘Available Payload with Maximum Fuel’ at 1,800 lbs is considerably lower, while the purchase price is higher than that of the Global 6000 and G550 aircraft. Operators should weigh up their mission requirements precisely when picking which option is the best for them.

Summary

Within the preceding paragraphs we have touched

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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 Gulfstream G650 continues to be very popular today. Those operators in the market should find the preceding comparison useful. Our expectations are that the Gulfstrea m will continue to do well in the pre-owned markets for the foreseeable future. T Aircraft Index see Page 161

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

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long-standing, trusted industry relationships, and a tried and true process, we aren’t just getting deals done, we’re getting them done right. CALL US TO LEARN MORE ABOUT OUR PROCESS FOR SUCCESS.

PRICE REDUCED

FOR SALE

1997 Challenger 604 SN 5316

2005 Citation X SN 239

2009 Falcon 900EX EASy SN 215

2010 Falcon 7X SN 73

NOW ASKING: $4,499,000

ASKING PRICE: $ 5,850,000

ASKING PRICE: $16,900,000

ASKING PRICE: $24,500,000

DEAL PENDING

RECENT ACTIVITY

2006 Gulfstream G150 SN 204 SOLD - JULY 2016

1996 Falcon 2000 SN 31 FILE PHOTO

SOLD - AUGUST 2016

FOR SALE

LEASE

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1996 Falcon 2000 SN 19

2008 Gulfstream G550 SN 5180

2013 Gulfstream G280 SN 2027

2008 Global 5000

DEAL PENDING

ASKING PRICE: $23,500,000

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Community News 1 Sept16 .qxp_Layout 1 23/08/2016 12:45 Page 1

COMMUNITY NEWS T BIZAV REVIEW

Phenom 100 Evolution

Embraer Executive Jets launched an evolution of its

entry-level Phenom 100 business jet, introducing the

Phenom 100EV at EAA AirVenture Fly-In and Convention.

Bombardier delivered its first Challenger 650 aircraft last month to be operated from Germany. It joins a Bombardier business jet fleet in Europe comprised of more than 430 aircraft in service. Bombardier’s Business Aircraft Market Forecast, published in May 2016, predicts Business Aviation industry deliveries of 1,530 aircraft in Europe for the 10-year period covering 2016-2025. www.businessaircraft.bombardier.com

Cirrus Aircraft brought the first two production copies of its single-engine SF50 Vision jet to EAA AirVenture last month. The company is currently completing function and reliability testing on the jet, and is close to receiving FAA certification. www.cirrusaircraft.com

PHENOM 100EV FLIGHT DECK

eaturing a new avionics suite with the Prodigy Touch flight deck, based on the Garmin G3000, and modified Pratt & Whitney Canada PW617F1-E engines offering more speed with superior hot-and-high performance, the Phenom 100EV will enter the market in the first half of 2017. The aircraft will enjoy dual launch customers, each with unique operating requirements. Mexico’s Across, a premium Business Aviation service provider, will benefit from the aircraft’s hot-and-high performance out of its base at Toluca International Airport (TLC), while Emirates Flight Training Academy, the new world-

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class training facility due to open later this year, recently upgraded its earlier order for five Phenom 100E to Phenom 100EV. The Phenom 100EV’s Pratt & Whitney Canada PW617F1-E engines offer 1,730 lbst and allow high speed cruise to reach 405 ktas as well as up to 15% more thrust at hot-and-high airports, which equates to more range and a faster time to climb. The aircraft has a four-occupant range of 1,178nm, with NBAA IFR reserves. The touchscreen-controlled Prodigy Touch flight deck has larger HD displays, split screen capability and a new weather radar.

Gulfstream announced that the fifth Gulfstream G500 test aircraft has completed its first flight. The aircraft is the first production test aircraft to be outfitted with a full interior and serves as the test bed for the cabin. The G500 production test aircraft is evaluating the complete passenger experience for form, fit, function, noise and comfort, as well as the passenger interface with various cabin elements. To date, the G500 test fleet has flown more than 320 flights and more than 1,300 flight hours.  www.gulfstream.com

www.embraerexecutivejets.com

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AVBUYER MAGAZINE – September 2016

ONLINE I PRINT I BROADCAST I EVENTS

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Aircraft Index see Page 161

P125.qxp_Layout 1 25/08/2016 10:20 Page 1

Security. Trust. Confidence. CJ 3 S/N 156

2312 TSN, TAP ADV ELITE DUAL FMS, DUAL GPS-4000A TCAS II, DFDR, CVR, PROV FOR HF BRAVO/ENCORE STYLE ENTRY STEPS SATCOM, BELTED LAV, PROPARTS

FALCON 100, S/N 217

HOUSTON: PHONE 1 . 713 . 681 . 0075 FAX 1 . 713 . 681 . 0035 sales@paravionltd.com paravionltd.com

3819 TSN, RRCC, APU ON MSP SMART PARTS PLUS, BATCH 3, FANS 1/1A, WAAS/LPV TCAS II 7.1, TRIPLE IRS, DUAL FMS, SATCOM, HUD 13 PAX, FWD CREW LAV, ONE OWNER 120M DUE NOV/2016

LEAR 45 | S/N 122

AV I ON L

7312 TSN, MSP GOLD, BR MOTORS, TCAS II 7.1 DUAL UNS 1EW, ADS-B OUT LEAR EVOLVED MAINTENANCE PROGRAM SMART PARTS PLUS, ONE OWNER

GLOBAL 5000 | S/N 9186

6449 TSN, 5564 TL 517 SH, MSP GOLD, TCAS I, EGPWS, HF SATPHONE, 2C c/w JULY/2011

YEARS

AV I AT I O N C O N S U LTA N T S T O T H E W O R L D B

N SHED I

WANTED:

$1510

F2000LX, HAWKER 900XP

$1960

17th Aircra˜ A cquisition Planning Seminar Learn the latest about purchasing a new or preowned aircraft, management options, taxes, registrations, creating an operating budget and more. All in one Conklin & de Decker Seminar. To learn more, email Christine@conklindd.com or call +1-928-443-8676.

Date: September 20-21, 2016 Location: Scottsdale, Arizona Cost: $895 through August 30, 2016 $995 after August 30, 2016

For more than 30 years, you have counted on Conklin & de Decker. conklindd.com +1-928-443-8676

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September 2016 – AVBUYER MAGAZINE 1

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Community News 1 Sept16 .qxp_Layout 1 23/08/2016 12:46 Page 2

COMMUNITY NEWS T BIZAV REVIEW

Textron Unveils New Cessna Denali

Cessna unveiled Textron Aviation’s new Single-Engine Turboprop (SETP) model at the recent AirVenture in

Oshkosh. “The Cessna Denali will enter the market as the

BizAv Bites Gulfstream’s G280 completed the longest flight in its history when on July 5, a G280 flown and owned by David MacNeil, founder and CEO of automobile accessory manufacturer WeatherTech, flew 3,922 nautical miles/7,264 kilometers nonstop. The aircraft travelled from Chicago/Aurora Municipal Airport in Illinois to Tours Val de Loire Airport in France with four passengers and two crew members in 7 hours and 40 minutes at an average speed of Mach 0.80. www.gulfstream.com

Piaggio Aerospace: As reported recently in Aviation International News (AIN), the future of the Piaggio Avanti EVO, the third-generation of the twin turboprop aircraft, is in some doubt. Its manufacturer announced it will concentrate on UAV versions. Introduced in 2014, only four of the passenger aircraft have been delivered. www.pilatus-aircraft.com

superior aircraft in its segment,” says Kriya Shortt, senior vice president, Sales and Marketing, Textron Aviation.

he Cessna Denali team is targeting first flight in 2018, and letters of intent are currently being accepted. A clean-sheet design, the Denali is being engineered to achieve cruise speeds of 285kts and offers a full fuel payload of 1,100 pounds. It will have a range of 1,600nm at high speed cruise with one pilot and four passengers and will be able to fly from Los Angeles to Chicago, New York to Miami, or London to Moscow. GE’s new advanced FADEC-controlled turboprop engine will power the aircraft, offering an output of 1,240SHP and easing pilot workload with its single-lever power and propeller control. The airplane will be equipped with McCauley’s new 105-inch diameter composite, 5-blade, 126

AVBUYER MAGAZINE – September 2016

constant speed propeller, which is full feathering with reversible pitch and ice protection. The engine will burn 20% less fuel and achieve 10% more power than other engines in the same class, Cessna says. Jeff Immelt, GE’s chairman and CEO, predicts the new machine would generate $40 billion in revenue within 25 years. Garmin’s G3000 intuitive touchscreen avionics suite will be featured in the cockpit, while the Denali’s flat floor cabin is aiming to be the largest in its segment, offering the versatility to easily convert between passenger and cargo configurations. A 53-inch wide by 59-inch high aft cargo door ideal for cargo loading will be incorporated. Standard seating configuration is for six. www.cessna.com www.AVBUYER.com

Textron has reported that Citation Latitude pricing pressures and increased development spending on the Citation Longitude contributed to a 9% drop in Textron Aviation’s Q2 profits. This drop came despite an increase in business jet deliveries and more than 6% increase in revenues. Chairman, president & CEO Scott Donnelly said “launch pricing for the Latitude has been less than what we hoped for due to competitive dynamics in this segment of the market, resulting in a lower per-plane contribution.” www.txtav.com Aircraft Index see Page 161

Community News 1 Sept16 .qxp_Layout 1 23/08/2016 12:47 Page 3

BizAv Events 2016

BizAv People Jim Cannon

David Lee

Vivek Saxena

Sonnie Bates is the new VP/COO at Baldwin Aviation. Bates most recently was IS-BAO program director at the International Business Aviation Council. Tom Bertels is retiring from Wichita-based Sullivan Higdon & Sink, where he served as managing partner for the past 17 years. Andrew Broom has been named executive director for the Citation Jet Pilot Association. Jim Cannon was announced by ARGUS International as Corporate Flight Department Liaison. Cannon is also Principal Consultant for Sundog Aviation. David Casey is named as regional sales manager for Central Flying Service’s jet group. Greg Cox, formerly of Universal Weather & Aviation, has joined AEG as executive VP, Business Aviation. Sue Folkringa an aviation tax specialist for Wolcott & Associates, P.A., has joined the Florida Aviation Business Association board of directors. Steve Fulton has been named vp sales & marketing, Sandel Avionics. Jorge Gonzalez has joined C&L Aerospace as regional sales manager, focusing on Hawker and Beechjet parts and support. David Lee, Chief Financial Officer of Stratajet was awarded the Outstanding Contribution to the FD Profession, as judged by a panel of industry experts.

NBAA: Convention & Exhibition The NBAA invites you to Join 27,000 industry professionals in Orlando from Nov. 1-3 for the 2016 NBAA Business Aviation Convention & Exhibition (NBAA-BACE). With over 1,100 exhibitors, 2 static displays of aircraft— one inside the exhibit hall and the other outside at ORL and over 50 education sessions, this is one event you just can't miss. Learn more from www.nbaa.org

European Cabin Service Conference Sep 11 – 12, Brussels, Belgium www. ebaa.org

Business & Gen Av Day (BGAD) Sep 13, Cambridge Airport, UK www.bgad.aero

JETNET iQ Global Business Aviation Summit Sep 13 - 14, New York, NY, USA www.jetnet.com

NBAA: Regional Forum Sep 15, White Plains, NY, USA www.nbaa.org

Aircraft Acquisition Planning Sep 20-21, Scottsdale, AZ, USA www.conklindd.com

MEBAA Conference

Ann Lowell has been appointed manager of Metro Aviation's operational control center.

Sep 21, Qatar www.mebaa.com

Tan Sri Ravindran Menon, founder and executive director of the Skypark Group, Malayisa, has joined the AsBAA board of governors.

Bombardier Safety Standdown

Neosha Miller is named sales director, for the Eastern Territory of the US for GlobalAir.com.

Sep 27 – 29, Wichita, KS, USA www.safetystanddown.com

SpeedNews Biz & GA Suppliers Conf

Michael Parrish is appointed senior director, regional sales & business development, Elliott Aviation.

Oct 4 – 5, Los Angeles, CA, USA www.speednews.com

Vivek Saxena has stepped in as president and CEO of Mooney International. Saxena, takes over the role from Jerry Chen.

Offshore Aircraft Registration Oct 10 – 11, Bermuda www.aeropodium.com

Gerald Timmermans is the new sales director for the Asia Pacific region on behalf of Aviation Mart.

Helitech International 2016

Bennet Walsh has been appointed director of the International Standard for Business Aircraft Operations (IS-BAO) programs.

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Oct 11-13, Amsterdam, Netherlands www.helitechevents.com Air OPS Europe Oct 12 – 13, Cannes, France www.ebaa.org CEPA Expo Oct 18 –20, Prague, Czech Republic www.cepaexpo.com T September 2016 – AVBUYER MAGAZINE

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Sean advertorial - Products & Services September.qxp_Layout 1 25/08/2016 14:35 Page 1

PRODUCTS & SERVICES RUAG Aviation RUAG Aviation has opened a business jet cabin interiors showroom in Munich, intended to provide customers with expert guidance and support during the cabin design process. The showroom also features a materials selection center, which showcases a wide range of materials and finishes, from fine leathers to luxurious wooden veneers, as well as cabin accessories. “A business aircraft is like a calling card; therefore, it is important that it projects the right image,” stated André Ebach, general manager for business jets at RUAG Aviation. “Materials and finishes are essential to this, as well as to the ambiance of an aircraft cabin. However, with so many possibilities out there, the task of choosing an exclusive and personal design for an aircraft interior can often be overwhelming. Our materials selection center allows customers to view, touch and feel an extensive range of materials.” Personal mood cards, color wheels and visualization technologies are just some of the tools on hand to help customers achieve the desired look for their aircraft interior. “Customers can compile various material combinations and coordinate the effect they have on one another, rather than selecting individual materials one step at a time,” explained Robin Freigang, director of cabin interior services and design. “This provides a much better idea of the overall design, allowing us to then tailor it to individual wishes.” www.ruag.com

Western-MJets

Lufthansa Bombardier Aviation Services

Bangkok-based Western-MJets celebrated receiving FAA Certification last month and is now Asia’s newest international Part 145 Repair Station. Western-MJets is wholly owned by MJets Limited, Southeast Asia’s full service FBO based in Thailand at Don Mueang International Airport (VTBD). Western-MJets was inspired by Jim Hansen, the owner of Western Jet Aviation which is the world’s largest independently

Lufthansa Bombardier Aviation Services (LBAS), signed a cooperation agreement with VTS Jets, the Moscow based business jets maintenance provider, to offer maintenance services for Bombardier business jets in the Moscow area and throughout Russia/CIS. The spectrum of services ranges from scheduled and occasional line maintenance, trouble shooting, and defect rectification to AOG support. www.lbas.de

owned maintenance facility specializing in Gulfstream type aircraft with a full service team with over 100 years of maintenance and management experience. FAA certification allows Western-MJets to conduct maintenance on a broad spectrum of U.S. registered business jets in accordance with 14 CFR Part 145 after having demonstrated compliance with the FAA’s rigorous high standards through comprehensive inspections of the repair station’s processes, personnel, training and facilities. www.mjets.com

Advertising Enquiries see Page 4

Conklin & de Decker Conklin & de Decker has announced Life Cycle Cost Release 16.2 is now available and includes six new aircraft as well as the 5-year condensed format from the Aircraft Cost Analysis Program that was recently incorporated. The most innovative and comprehensive aircraft budget & financial analysis tool in the industry, Life Cycle Cost (LCC) provides aircraft owners, operators, flight department managers, and aircraft consultants with independently researched ownership and operating cost data for more than 460 jet, turboprop, helicopter and piston aircraft. www.conklindd.com

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September 2016 – AVBUYER MAGAZINE

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D A S S A U LT f A L c o n 7 X

YEAR: 2013

AIRFRAME HOURS: 532

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

serial number 218 AIRFRAME CYCLES: 245

HigHligHts • • • • • • • •

interior in exceptional condition High quality finishes less than 600 hrs engines covered by eagle service Plan (gold Plan) aPu enrolled on Honeywell’s service Plan (gold Plan) always been hangared equipped with raas and lss Certified for commercial operations under eu-OPs1

easy ii upgraded with: • • •

sbas / lPV CPDlC-atn CPDlC-Fans 1a

asking PriCe: usD $37,5m DISCOVER ALL OF OUR BEST OFFERS W W W. G L O B A L J E T M O N A C O . C O M

GLOBAL JET MONACO VILLA L’UNION / 27 BOULEVARD DES MOULINS 98000 MONACO

L U X E M B O U R G G E N E V A

TEMPLATE AV Buyer_September.indd 1

M O N A C O L O N D O N

FLORIAN VAN DER CRUYSSEN FLORIAN.VANDERCRUYSSEN@GLOBALJETMONACO.COM M +33 6 12 44 29 16 / T +377 97 77 01 04

M O S C O W P A R I S

B E I J I N G V I E N N A

H O N G K O N G H A N G Z H O U

09.08.2016 12:12:51

BoMBARDIER GLoBAL 6000 YEAR: 2014

C A PA C I T Y: 1 5 PA X

serial number 9559

AIRFRAME HOURS: 545

AIRFRAME CYCLES: 244

HigHligHts • • • • • • •

Very nice interior less than 600 hrs engines covered by rolls-royce Corporate Care aPu enrolled on Honeywell msP state-of-the-art equipment on avionics Forward galley Certified for commercial operations under eu-OPs1

OWner HigHlY mOtiVateD tO sell ! neW asking PriCe: usD 39.75m DISCOVER ALL OF OUR BEST OFFERS W W W. G L O B A L J E T M O N A C O . C O M

GLOBAL JET MONACO VILLA L’UNION / 27 BOULEVARD DES MOULINS 98000 MONACO

L U X E M B O U R G G E N E V A

TEMPLATE AV Buyer_September.indd 2

M O N A C O L O N D O N

FLORIAN VAN DER CRUYSSEN FLORIAN.VANDERCRUYSSEN@GLOBALJETMONACO.COM M +33 6 12 44 29 16 / T +377 97 77 01 04

M O S C O W P A R I S

B E I J I N G V I E N N A

H O N G K O N G H A N G Z H O U

09.08.2016 12:12:59

GULfSTREAM 550 YEAR: 2006

C A PA C I T Y: 1 6 PA X

serial number 5113 AIRFRAME HOURS: 2461

AIRFRAME CYCLES: 931

HigHligHts • • • • • •

new exterior paint done in 2014 elegantly decorated airframe covered by Plane Parts engines covered by rolls royce Corporate Care aPu enrolled on Honeywell msP gOlD avionics covered by Honeywell avionics Protection Plan

upgraded with: • • • •

gulfstream bbml equipment synthetic Vision aDs-b Compliant (asC 105a) enhanced navigation including CPDlC/Fans 1a (asC 084)

asking PriCe: usD $24,75m DISCOVER ALL OF OUR BEST OFFERS W W W. G L O B A L J E T M O N A C O . C O M

GLOBAL JET MONACO VILLA L’UNION / 27 BOULEVARD DES MOULINS 98000 MONACO

L U X E M B O U R G G E N E V A

TEMPLATE AV Buyer_September.indd 3

M O N A C O L O N D O N

FLORIAN VAN DER CRUYSSEN FLORIAN.VANDERCRUYSSEN@GLOBALJETMONACO.COM M +33 6 12 44 29 16 / T +377 97 77 01 04

M O S C O W P A R I S

B E I J I N G V I E N N A

H O N G K O N G H A N G Z H O U

09.08.2016 12:13:10

GULfSTREAM 550 YEAR: 2013

serial number 5395

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

AIRFRAME HOURS: 1333

AIRFRAME CYCLES: 387

HigHligHts • • • • • •

elite interior option immaculate interior airframe covered by Plane Parts engines covered by rolls royce Corporate Care aPu enrolled on Honeywell’s service Plan Certified for commercial operations under eu-OPs1

Compliant with the new airspace regulations: • •

tCas 7.1 (asC 103) - aDsb Out (asC 105) enhanced navigation including CPDlC/Fans 1a (asC 084)

asking PriCe: BIG

D UC

TION

! usD $39,75m

DISCOVER ALL OF OUR BEST OFFERS W W W. G L O B A L J E T M O N A C O . C O M

GLOBAL JET MONACO VILLA L’UNION / 27 BOULEVARD DES MOULINS 98000 MONACO

L U X E M B O U R G G E N E V A

TEMPLATE AV Buyer_September.indd 4

M O N A C O L O N D O N

FLORIAN VAN DER CRUYSSEN FLORIAN.VANDERCRUYSSEN@GLOBALJETMONACO.COM M +33 6 12 44 29 16 / T +377 97 77 01 04

M O S C O W P A R I S

B E I J I N G V I E N N A

H O N G K O N G H A N G Z H O U

09.08.2016 12:13:16

BoMBARDIER cHALLEnGER 605 YEAR: 2012

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

serial number 5886

AIRFRAME HOURS: 1632

AIRFRAME CYCLES: 476

HigHligHts • • • • • •

Finished its 48 months inspection equipped with interactive airshow-4000 systems galley equipped with microwave and Hi-temp Oven airframe covered by smart Parts Program engines covered by ge on Point aPu enrolled on msP gOlD

asking PriCe: usD $14,5m DISCOVER ALL OF OUR BEST OFFERS W W W. G L O B A L J E T M O N A C O . C O M

GLOBAL JET MONACO VILLA L’UNION / 27 BOULEVARD DES MOULINS 98000 MONACO

L U X E M B O U R G G E N E V A

TEMPLATE AV Buyer_September.indd 5

M O N A C O L O N D O N

FLORIAN VAN DER CRUYSSEN FLORIAN.VANDERCRUYSSEN@GLOBALJETMONACO.COM M +33 6 12 44 29 16 / T +377 97 77 01 04

M O S C O W P A R I S

B E I J I N G V I E N N A

H O N G K O N G H A N G Z H O U

09.08.2016 12:13:19

BoMBARDIER GLoBAL EXPRESS XRS | serial number 9306 YEAR: 2009

C A PA C I T Y: 1 0 PA X

AIRFRAME HOURS: 2368

AIRFRAME CYCLES: 960

HigHligHts • • • • • • • •

tailor-made interior with high quality finishes maintenance tracking on CamP Certified for commercial operations under eu-OPs1/easa equipped with Ces sOFtWare Ver. 7 global office interface lan airshow interactive Passenger tailwind 500 avionics features: batCH 3 - CPDlC - aDs-b Out - tCas 7.1 two lavatories

co-exclusivity with:

asking PriCe: usD $24.8m DISCOVER ALL OF OUR BEST OFFERS W W W. G L O B A L J E T M O N A C O . C O M

GLOBAL JET MONACO VILLA L’UNION / 27 BOULEVARD DES MOULINS 98000 MONACO

L U X E M B O U R G G E N E V A

TEMPLATE AV Buyer_September.indd 6

M O N A C O L O N D O N

FLORIAN VAN DER CRUYSSEN FLORIAN.VANDERCRUYSSEN@GLOBALJETMONACO.COM M +33 6 12 44 29 16 / T +377 97 77 01 04

M O S C O W P A R I S

B E I J I N G V I E N N A

H O N G K O N G H A N G Z H O U

09.08.2016 12:13:23

Aviatrade Falcon 2000 September.qxp 23/08/2016 11:47 Page 1

S H O W C A S E

Available for viewing on Sept. 15th at the NBAA Regional Show, KHPN Please call for appointment

1999 Falcon 2000 Serial Number: Registration:

098 M-ABCD

Airframe TT: Landings:

9748.3 6073

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

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

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

Asking Price $3.75MM

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

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Aircraft Index see Page 161

Aviatrade Falcon 2000 September.qxp 23/08/2016 11:47 Page 2

S H O W C A S E

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

www.AvBuyer.com

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

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Aviatrade G650 August.qxp 23/08/2016 11:48 Page 1

S H O W C A S E

2013 Gulfstream G650 Serial Number: Airframe TT: Landings:

6043 828 224

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

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

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

BEST DEAL IN THE PRE-OWNED G650 MARKET AVIATRADE INCORPORATED

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

138

AVBUYER MAGAZINE – September 2016

www.AVBUYER.com

Aircraft Index see Page 161

Aviatrade G650 August.qxp 23/08/2016 11:48 Page 2

S H O W C A S E

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

www.AvBuyer.com

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

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IAG Falcon 50 EX August.qxp 23/08/2016 11:53 Page 1

S H O W C A S E

Asking Price $4,795,000 2000 Dassault Falcon 50EX Serial Number: Registration: Airframe TT: Landings:

304 N909JM 5637.7 4118

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

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

Manhattan Seattle Silicon Valley 140

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www.AVBUYER.com

Cass Anderson or Jeff Habib Managing Partners +1 212 888 7979 info@iagjets.com www.iagjets.com Aircraft Index see Page 161

IAG 2002 Falcon 2000 September.qxp 23/08/2016 11:54 Page 1

S H O W C A S E

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

183 N903GS 4628 2034

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

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

Manhattan Seattle Silicon Valley Advertising Enquiries see Page 4

www.AvBuyer.com

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

141

Avitrade Belgium Falcon 7X July.qxp 25/08/2016 10:23 Page 1

S H O W C A S E

Falcon 7X Serial Number:

046 VQ-BAA

Fresh full refurbishment and fresh 1c for sale by owner

Engines 2009 Falcon 7X with Crew Rest 11 PAX +4 s/n 046 VQ-BAA EU-OPS1 TTSN 3740 TCSN 932 No Damage One owner since new ESP/MSP GOLD UNDER FALCON CARE EASY II+ HUD EVS 2 EFB SDR Router +wifi 1C check ongoing in Basel with Jet Aviation Fully refurbish March 2016 Perfect time for a visit and/or PBI Full spec on www.avitrade.eu Price make Offer

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

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www.AVBUYER.com

Tel: +32 10 617 153 Fax: +32 10 617 957 Cell: +32 475 621 539 Email: info@avitradebelgium.com www.avitrade.eu Aircraft Index see Page 161

Aviatrade Belgium x2 September.qxp 25/08/2016 10:24 Page 1

S H O W C A S E

Legacy 650 Serial Number:

14501121

Very Low time Aircraft with Swift Broadband High Speed Internet & Wi-Fi equipped

Total Cycles Since new 801 Cycles HSI Due/Overhaul Due On Condition Program Coverage Rolls Royce Corporate Care Full spec on www.avitrade.eu

Engines Description: Rolls Royce AE3007A2 Left Engine Serial Number: CAE313219 Total Hours Since new 1590 Hours Total Cycles Since new 801 Cycles Right Engine Serial Number: CAE313220 Total Hours Since new 1590 Hours

2010 Bombardier – Q Series Q400 Serial Number:

4315

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

• Asking $12.950,000 • Available within 30 days • Please contact Emmanuel Paillier (emmanuel.paillier@gmail.com or +1 514 692 8360) or Albert Frederic Bloem (a.bloem@avitradebelgium.com)

Avitrade Belgium 7, rue de Pallandt B-1341 Ceroux Mousty Belgium Advertising Enquiries see Page 4

www.AvBuyer.com

Tel: +32 10 617 153 Fax: +32 10 617 957 Cell: +32 475 621 539 Email: info@avitradebelgium.com www.avitrade.eu September 2016 – AVBUYER MAGAZINE

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Jet Sense Aviation, LLC Citation Excel September.qxp_Empyrean 25/08/2016 14:17 Page 1

S H O W C A S E

Asking price: Make Offer 1999 Cessna Citation Excel Serial Number: Registration: Airframe TT: Landings:

560-5026 N697FF 2519.1 2077

• ESP GOLD • Dual UNS-1C FMS • APU (On Program) • Externally Serviceable Lav • TCAS II Change 7 • Complete Logs • Enrolled in CESCOM Engines LEFT ENGINE Pratt & Whitney 545A. S/N: DB0054. THSN: 2364.1 Hours. TCSN: 2321. ESP GOLD RIGHT ENGINE Pratt & Whitney 545A. S/N: DB0053. THSN: 2421.8 Hours. TCSN: 2271. ESP GOLD APU Description Serial Numbers Total Hours Since New Program Coverage

Honeywell 100 P-266/3800722-1 1053.8 Hours MSP

Avionics Honeywell Primus P-1000 Dual Universal UNS-1C Allied Signal TCAS II w/ Change 7 Allied Signal EGPWS Dual Honeywell NAV NV-851

Dual Honeywell DME DM-850 Dual Honeywell ADF DF-850 Dual Honeywell VHF TR-850 AA-300 Honeywell Primus 880 (Color) Dual Universal 12 Channel Dual Honeywell XS-852B w/ Mode S Fairchild A200S Honeywell XS-852B Mode S Dual Artex 110-4 Additional features • RVSM / RNP-10 • TCAS II Change 7.1 • Exterior Serviced Lav • Thrust Reversers • Monorail Sunvisor • NICAD Battery • Right Hand Gear Control • 76 Cu Ft Oxygen System Interior Number of Passengers Nine (9) Refreshment Center Location Fwd Refreshment Center Lavatory Location Aft Lav Other Notable Features: Champagne Leather Seating with Aft Side Facing Belted Lav Seat with Flushing Potty, Forward Two Seat Divan, Right Hand Forward Storage Cabinet, Aft Left Hand Storage Cabinet and Toilet Exterior Base Paint Color(s) White Stripe Color(s) Six Blue Accent Stripes

Jet Sense Aviation, LLC Contact: Brett Forrester 550 N. Rand Road, Lake Zurich, Illinois 60047 Tel: +1 (847) 550 4660 Email: brett@jetsenseaviation.com www.jetsenseaviation.com

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Gantt Aviation, Inc. Contact: Jay Gantt 221 Stearman Drive, Georgetown TX 78628 Tel Office: +1 512 863 5537 Email: Jay@ganttaviation.com www.ganttaviation.com Aircraft Index see Page 161

Jet Sense Aviation, LLC Lear 40XR September.qxp_Empyrean 25/08/2016 14:18 Page 1

S H O W C A S E

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

2104 N550DN 4786.2 3888

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

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

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

Advertising Enquiries see Page 4

www.AvBuyer.com

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

September 2016 – AVBUYER MAGAZINE

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Jet Sense Aviation, LLC Lear 60XR September.qxp_Empyrean 25/08/2016 14:20 Page 1

S H O W C A S E

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

348 N550DG 3935 2742

• ESP Gold • Enrolled in SMART PARTS • Fresh A Inspection in February 2016 • TCAS II w/ Change 7 • Enrolled in CAMP• Part 135 Ready • New Paint Striping 7/15 • No Damage History • Always US Registered • Always Bombardier Maintained • Complete Logbooks • New Carpet Installed - March 2016 Engines Left engine Pratt & Whitney PW305A Hours: 3862. Cycles: 2694 Right engine Engines Pratt & Whitney PW305A Hours: 3862. Cycles: 2694 Avionics Traffic Alert Collision Avoidance System: TCAS-94D TCAS II with change 7 HF Radio: Honeywell KHF-950 HF w/SELCAL EGPWS: Honeywell Mark V EGPWS with Windshear Alert EFIS: Four Tube Collins AFD-3010 with 7" X 8" Displays Air Data Computer: Dual Collins ADC-850D FMS: Dual Collins FMS 5000

ADF: Dual Collins ADF-462 Cockpit Voice Recorder: Universal CVR-120 Communications: Dual Collins VHF 422C DME: Dual Collins DME-442 Navigation: Dual Collins VIR-432 Transponder: Dual Collins TDR-94D Radar: Collins WXR-840 Color Weather Radar System ELT: Artex C406-2 MHz ELT w/Nav Interface Interior Fireblocked, XR Executive Floor Plan A (Eight Passengers) 7 Passenger Seats and 1 Belted Lavatory Seat. The Cabin Features Four-Place Executive Club Chairs with Two (2) Executive Fold-Out Tables and a Forward Three-Place Divan. Forward Galley and the Standard Lavatory is Located Aft of the Main Cabin. External Baggage Compartment Exterior New Striping 2015. Top Fuselage is Matterhorn White. Bottom Fuselage is Royal Blue. Accent Stripes are Silver Additional Features Enrolled on SMART PARTS ICG ICS-100 Iridium SATCOM Airshow 410 Emergency Lighting System Enrolled in CAMP R.V.S.M. Capable Fwd and Aft Monitors (L.C.D.) SONY Cabin Entertainment System - DVD system

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

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

Aircraft Index see Page 161

ArcosJet September.qxp_Heeren Cit Ultra sep 25/08/2016 14:17 Page 1

S H O W C A S E

2009 Bombardier Global Express XRS Serial Number: Registration: Airframe TT:

9291 OE-IRN 1620

• Engines and APU on manufacturer programs • 14-passenger Interior • 99500 lbs MTOW • Abundant equipment and infotainment options

The Bombardier Global XRS remains one of the most comfortable and quiet long-range business jets. Thanks to its outstanding flight performance and comfortable interior, even the longest flight is enjoyable. This particular XRS was delivered in January 2009 and has since been in the possession of one very careful owner, who used it sparingly accumulating just over 1600 hours over the years. Meticulously maintained by one CAMO organisation under the Austrian registry since new, this aircraft is in stunning condition. The tranquil interior blends beige tones with the light brown veneer, resulting in a relaxed and cozy atmosphere, while the mood lighting can add a red or orange vibe if needed.

Price: Make Offer

ArcosJet Contact: Ivan Veretennikov

Advertising Enquiries see Page 4

www.AvBuyer.com

Tel: +7 926 326 0050 Email: ivan.veretennikov@arcosjet.com,

September 2016 – AVBUYER MAGAZINE 147

Bristol Associates August.qxp 24/08/2016 10:57 Page 1

S H O W C A S E

2001 Gulfstream IVSP Serial Number: Airframe TT: Registration:

1469 4,994.2 1,785

• Immaculate Maintenance History and Records • Currently Operated FAR Part 135 • 16 Passenger Seats in Beige Leather • Hard enclosure aft cabin with 2 divans folding into a queen size bed to berth 2 passengers, forward cabin berths 2 passengers • GoGo Biz Wifi • Genesis Airshow • Honeywell HAPP and MPP • Newly Repainted, 2014 Airframe Maintenance Program: MSG-3 Hours Since New: 4,994.2 Cycles Since New: 1,785 Engines Rolls-Royce MK-611-8 Tay Engines Left Engine Right Engine Serial Number: 18071 18072 Time Since New: 4,994.2 4,994.2 Cycles Since New: 1,785 1,785 Time Since Mid-Life: 1,525.2 1,525.2 Due for Overhaul: October 29, 2021 or @7,402 hours, whichever comes first (both engines) APU Honeywell AiResearch GTCP-36-100G Serial Number: P-907 Hours Since New: 3,053 Avionics Triple Collins VHF-422C Comms with 8.33 Spacing Dual Collins VIR-432 Navs with FM Immunity

Dual Collins DME-442 DME Dual Collins ADF-462 ADF Dual Collins TDR-94D “Mode S” Transponder Six Honeywell CDU-880 Display Units Dual Honeywell AZ-810 Air Data Computers Triple Honeywell NZ-2000 5.2 FMS Honeywell Lasertrak with EFIS Display Triple Honeywell HG1075 Laseref II Dual Honeywell GPS Dual Honeywell AA-300 Radio Altimeters Honeywell P-880 Weather Radar with Turbulence Detection Honeywell LSZ 860 Lightning Sensor Magnastar C-2000 Radio Telephone with 2 Channels of Digital-Voice/Fax Dual Collins HF-9000 HF Coltech CSD-714 Five-Channel Selcal BF Goodrich ADI-335 Standby Horizon with ILS L3 (Fairchild) FA2100 CVR Interior Sixteen Passenger Fireblocked Interior with GoGo Biz Wifi Beige Leather Seats Headliner and Valances in Off-White Ultra leather Custom Patterned Gray and Beige Carpet Forward cabin with dual facing berthable seats Mid Cabin berthable Conference Group with side-mounted monitor and credenza with entertain system and printer Hard Bulkhead in aft cabin with dual facing berthable divans Exterior Matterhorn White paint with Bristol Blue Stripes Repainted 2014

Bristol Asociates Sean J. Lancaster 1023 15th St NW, Suite 1100 Washington D.C. 20005 United States

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Tel: +1 (202) 682 4000 slancaster@bristolassociates.com

Aircraft Index see Page 161

JetPro Texas King Air B200 August.qxp_Heeren Cit Ultra sep 23/08/2016 11:59 Page 1

S H O W C A S E

2003 King Air B200 Blackhawk XP61 Serial Number: Registration:

BB-1833 N375JP

Airframe TT: Landings:

5,789 4,425

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

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

REDUCED PRICE OF $2,495,000

Please contact: Don and Sam Starling

Advertising Enquiries see Page 4

www.AvBuyer.com

Tel: +1 (254) 848 9192 Mob: +1 (254) 716 2981 E-mail: sales@jetprotexas.com www.jetprotexas.com September 2016 – AVBUYER MAGAZINE 149

J New Aviation September.qxp_Heeren Cit Ultra sep 23/08/2016 12:04 Page 1

S H O W C A S E

1979 Lockheed Jetstar II Serial Number: Registration: Airframe TT: Landings:

5232 N77C 8,640 5,890

Engines 4 TFE 731-3-1K. 4200 TBO MPI/HS Interval 1400 TTSN Next MP Next CZI 8,447.4 662.8 2,001.0 8,344.5 885.3 795.9 8,515.3 1,193.6 1,395.5 8,540.1 287.5 3,082.5 APU GTCP 30-92C 1,646.6 Avionics COMMS 3 Collins VHF-22C, NAVS 2 Collins VIR-30A, Transponders 2 Collins TDR-940, HF Radios 2 King KHF-950 w/ Selcal, Flight Directors 2 FD-109G, Autopilot Collins A/P 105, Air Data Computers Dual ISS-90 ADC Flight MGMT Systems 2 Universal UNS1-FW, WAAS, LPV, RNP-1, with Unilink, B&D CVR, TCAS II TTR-4000, MFD Universal, Radar Honeywell Primus 660, 2 CMC EFB With Electronic Charts, XM Weather, & EGPWWS Honeywell Mark VII

Interior Nine Place, with Jump/Flight Attendant Seat (10) Exterior White with Orange and Blue Stripes Additional Features One owner last 27 years, Long Range O2, Fire Blocked, Stage III, Flight Status Display, 2 AHRS w/ 3rd Backup Gyro, & ATP Maintenance Tracking Program

Price reduced: $350,000.00 USD Aircraft offered is subject to prior sale or withdrawal from market. Specifications subject to verification by Purchaser.

J New Aviation, LLC 10 NW Richards Road Kansas City, MO 64116, USA

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Tel: +1 816-876-7038 Email: jay@mkcaviation.com

Aircraft Index see Page 161

Jack Schafer September.qxp 25/08/2016 14:16 Page 1

S H O W C A S E

1994 Cessna Citation Jet Serial Number: Registration: Airframe TT:

525-0043 N525PL 3136

• CESCOM • Williams Engine TAP-Elite Program • UNS-1Lw WAAS FMS • Hangared Since New • No Damage History • One Owner Aircraft • Exterior: White with Burgundy and Navy Blue Trim Engines 3059 Both Engines 2264 Landings 2177 LE Cycles 2172 RE Cycles Avonics Universal UNS-1Lw 'WAAS' FMS Universal RRS [Radio Reference Sensor] Enroute & Approach Capable Garmin GMX-200 Multi-Function Display with TCAS/RadarfTAWS/JeppView Interface Garmin GDL-69 Weather Datalink Interfaced with MFD Jeppesen JeppView Chart Display on MFD L-3 Stormscope WX500 Interfaced with MFD L-3 Avionics TCAS SKY899HP Honeywell EGPWS KGP860 RVSM - Equipped by Cessna Aircraft Company RDR 2000 Radar with Vertical Profile Air Cell Iridium ST 3100 Satellite Flight Telephone Dual DME

Radio Altimeter KRA 4GS H.F. Provisions Engine Fan/Turbine Synchronizer Angle of Attack Indexer Air Data Computer - Shadin 406 MHz Emergency Locator Transmitter EROS Crew Oxygen Masks Interior Indirect Lighting Navigation Chart Cases with Relief Tube LH Forward Deluxe Refreshment Center Club Seating (2 + 6 Pax or 7 Seats with Belted Toilet) LH & RH Executive Tables LH Belted Flushing Toilet Over Water Life Vests Anti Skid Brakes Chime Baggage Extension with Ski Rack Fire Blocked Large Oxygen Bottle (50 Cu. Ft.) Large Battery (44 Amp) Freon Air Conditioning Tan Leather Seats Tan Carpet Burgundy and Navy Blue Trim Walnut Laminate Cabinets

Jack Schafer Aircraft Sales 19711 Campus Drive Santa Ana, CA 92707, United States

Advertising Enquiries see Page 4

www.AvBuyer.com

Tel: +1 (949) 852-1540 schaferaircraft@aol.com

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S H O W C A S E

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

1069 N600YC 595 381

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

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

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

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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 23/08/2016 12:08 Page 1

M R Pr ajo ed ic r uc e tio n

S H O W C A S E

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

2054 N186RW 55 15

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

Corporate Aviation Analysis & Planning Inc 97 Village Lane, Suite 100, Colleyville, TX 76034, USA Advertising Enquiries see Page 4

www.AvBuyer.com

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

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S H O W C A S E

Asking price: Make Offer

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

32 N794SE 9491.2 5601

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

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

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

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

Asking price: $10.25M

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

20204 N302R 3,803 1839

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

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

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

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

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

Aircraft Index see Page 161

Naljets August.qxp_Empyrean 24/08/2016 11:34 Page 1

S H O W C A S E

2014 Bombardier Challenger 350 Serial Number: Airframe TT:

20530 920

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

A rare opportunity buy Challenger 350, A super Mid-Size Luxury Executive Jet, the leader in its class. Designed to a high end specification with many quality and bespoke features. Featuring the latest Avionics and systems in both the Cockpit and Cabin. Viewing this aircraft is a must and highly recommended you will not find better. The Challenger 350 benefits from high performance in climb / cruise, short runway capabilities, modern avionic and cabin entertainment systems. This 350 has, Synthetic Vision, Internet, Jump Seat, Galley Sink, Steep Approach, Multi-scan Radar, Lightning Detection System, Dual Sat Phone systems, HD Multimedia cabin connectivity, Nespresso, Microwave and much more. We are ready to sell please

Make Offer

NalJets Contact: Craig McLeod

Advertising Enquiries see Page 4

www.AvBuyer.com

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

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S H O W C A S E

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

30031 VP-CPA 9787 3209

NEXT TO SELL PRICING!! TRADES WELCOMED. VVIP 26 passenger Associated Air Center completion featuring a crew rest area and galley; master bedroom suite and lavatory with toilet, bidet and full shower; main lounge; aft lounge; and aft main galley.

Engines CFM56-7B27/B3 LE/RE Total Time: 9787 / 9732 APU GTCP 131-9B Total Time: 10563 Maintenance CAMP Maintenance Tracking C1 Inspection scheduled for Oct. 2016

Equipment Aviation Partners Winglets Tailwind Live TV Heads Up Guidance System Aerocon 3000 SATCOM Honeywell ADIRU 3 PATS Aux Fuel Tanks (with add’l tanks available) Forward Airstair System EVAS Airshow 4000

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

29135 9926 3196

ONLY BBJ AVAILABLE WITH GE ONPOINT ENGINES! S/n 29135 has an exquisite 23-passenger high level VVIP interior featuring a crew rest area with lavatory; full service galley; main lounge with a 37” LCD screen and concealed projector and VIP dining area, mid VIP lavatory, master bedroom with queen-size bed and work table, and a master VIP lavatory with bidet and full shower. LED lighting throughout. The exterior was completely stripped and repainted in 2013.

Airframe No Damage History Engines CFM56-7B27/B3 Engines LE/RE Total Time: 9821 / 9821 APU Honeywell GTCP Maintenance This BBJ is enrolled on the GE OnPoint engine program, making it a unique and valuable aircraft. It is maintained in accordance with the FAA approved Low Utilization Maintenance Program and on CAMP maintenance tracking.

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

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Tel: +1.301.869.4600 Fax: +1.301.869.2700 Email: sales@wentworth.aero www.wentworth.aero Aircraft Index see Page 161

P157-159.qxp 25/08/2016 10:04 Page 1

Marketplace Cessna Citation CJ3

Price:

$3,900,000 USD

Year:

2007

S/N:

525B-0145

Reg:

C-FFCM

TTAF:

1781.1

Location: Canada

Cessna Citation CJ2+

Price:

$4,600,000 USD

Year:

2013

S/N:

525A-0511

Reg:

C-FIAS

TTAF:

1605.8

Tel: +1 (403) 592 3715 E-mail: jetsales@skyservice.com Low time Cessna Citation CJ2+, engines enrolled in TAP Elite, ATG 5000 GoGo Biz WiFi and broadband internet, factory warranty remaining, XM weather, electronic charts and much more. Additional features: Nose Landing Gear Ice Boot installation, Headset Hooks on Pilot and Co-Pilot Cockpit sidewall, Flight Deck pedestal guardrail, EROS MC10 Oxygen Masks – Intertechnique, Oxygen – 50 Cubic foot bottle, Monorail Sun Visors, 8 overwater life vests, Air Conditioning, Locking fuel caps. Contact: Geoff Carlyle

Tel: +1 (403) 592 3715 E-mail: jetsales@skyservice.com

Skyservice Jet Sales Price:

Make offer

Year:

2012

S/N:

50000255

Reg:

C-GYMT

TTAF:

1403.4

Location: Canada

Cessna Citation Encore

Well-maintained, beautiful 2007 Cessna Citation CJ3. 1781 hours of total flight time on the aircraft. Always professionally flown. This aircraft is equipped with Collins avionics, VIP seating, executive tables, refreshment center and much more. The aircraft is located in Calgary, Canada. • Pro Line 21 Integrated Autopilot/Flight Director/EFIS – Collins • Three 8x10 AMLCDS; two Primary Flight Displays and one Multi-Function Display

Skyservice Jet Sales

Location: Canada

Embraer Phenom 100

Tel: +1 (403) 592 3715 E-mail: jetsales@skyservice.com

Skyservice Jet Sales

Low time Embraer Phenom 100 engines enrolled in P&W Eagle Service Plan Gold), airframe enrolled in Embraer Executive Care (EEC) program, electronic charts and much more. Avionics: Garmin Prodigy flight deck, G1000 Avionics. GMC 715 Guidance Panel. GSA 81 Low Torque Autopilot servos. KRX1053 HF Comm Transceiver W/Selcal. GMA 1347D audio panels. PS440 HF control display unit. GEA Engine Airframe Interface Units. Interior: Jet beds (2). 5 PAX seating (belted lav certified for take off and landing). Rigid Lav door. Additional information: Aircraft enrolled in CAMP. RVSM certified

International Jet Markets Price:

Please call

Year:

2004

S/N:

661

Reg:

N682CE

TTAF:

3,743.3

Location: USA

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

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

Email: JETMARKETS@aol.com

Hawker Beechcraft 1000 A

International Jet Markets Price:

Make offer

Year:

1998

S/N:

259003

Reg:

N261PA

TTAF:

10,058.9

Location: USA

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

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

www.aircraftsales.com Email: JETMARKETS@aol.com Advertising Enquiries see Page 4

www.AVBUYER.com

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Marketplace Challenger 300

Capital Jet Group Price:

$10,250,000

Year:

2008

S/N:

20202

Reg:

N360PA

TTAF:

3308

Location: USA

Bombardier Challenger 604

Brian Siems Price:

$8,600,000 USD

Year:

2006

S/N:

5643

Reg:

N793CT

TTAF:

4,084.1

Location: USA - IL

Embraer Legacy 650

MJet GmbH Price:

Make offer

Year:

2014

S/N:

TBD

Reg:

TBD

TTAF:

1100

Location: Slovakia

Citation ISP

SIUS International Price:

US $650,000

Year:

1979

S/N:

0067

Reg:

HB-VJB

TTAF:

7301

Location: Switzerland

Jack Hill

2003 Beechcraft King Air 350 Price:

US $2,390,000

Year:

2003

S/N:

FL-362

Reg: TTAF:

3,521

Location: Australia

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Tel: +1 (703) 917 9000 E-mail: sales@capitaljetgroup.com 2 U.S. corporate owners since new, MSP engines & APU, 2011 Bombardier paint. Over $1 Million in upgrades. ATG-5000 WI-FI, 2nd fileserver & FSU Maps, WAAS GPS/LPV FMS, LINKS 2000+, ADS-B out, Emergency Hydraulic Generator, Universal Weather, TCAS II Change 7.1, IMS 3500 Aircraft Information Manager, CVR/FDR, Dual HF w/Selcal, Dual AFIS, Iridium Satphone. 9 pax fireblocked double club interior. Fresh 96 month inspection

Tel: +1 (309) 675-8265 Email: Siems_Brian_J@cat.com Professionally operated and maintained by a U.S. Corporate owner with a large established flight department. APU enrolled on MSP. Computer Maintenance Tracking Program. Collins Flight Dynamics HGS-2150 Head-up Guidance System. 48,200 lbs. Increased MTOW. EMS HSD-400 with Swift64 and Wi-Fi. Dual Collins GPS-4000S WAAS GPS. TCAS Change 7.1. Triple Inertial Reference System. WSI AV-300 InFlight Satellite Weather System. Honeywell Runway Awareness Advisory System (RAAS). SATAFIS®.

Tel: +43 (0) 1706 2700 7205 Email: asset@mjet.eu Airframe: TAH (Jul. 2016): 1,100 FHR. TAC (Jul. 2016): 412 CYC. Engines: Rolls-Royce AE3007A2 (on CorporateCare). APU: Hamilton Sundstrand APS 500R. - Five 8” x 7” Liquid Crystal Displays - Dual Integrated Avionics Computers (IAC) and Electronic Flight Instrument System (EFIS) - 13 seats layout with mid cabin partitions - Acoustic entry curtain - Observer seat - FWD dual pocket door and AFT single hinged door. - Leg Rest - 6 in total - Aft Lavatory Smoke Detector - Pilot Seats with Sheepskin - Flight Attendant Seat with integrated intercom handset

Tel: +41 (0) 52 354 60 61 Email: sschilliger@sius.com Engines L/R 108/333 SMOH - 3392 / 3167 to MOH, increased MTOW 12'500 ramp 12650, increased fuel 4550, empty 7'140, RVSM, maintenance CESCOM + EASA - AMP, next phase 5 due April 2018, next annual by FOCA (Swiss FAA) due 17.07.2017, 2 owners since new, interior/exterior in good condition, aircraft kept in hangar, no damage, seats 2+6+1 belted potty, 2 FD Honeywell + Sperry, Garmin GNS 430 COM1/GPS - GPSS, Dittel COM2, 2 Collins VOR/ILS, Collins DME, 2 ADF Collins, 2 XPonder: S Garmin + Collins.

Tel: +1 (817) 917 23125 Email: jhill2@flash.net OFFERS SOUGHT Airframe 3,521 Hours Total Time. Engines and Props 1.5 hrs Time Since Overhaul This aircraft is offered for exclusive, immediate sale, and is currently available for inspection, by appointment in Australia. For more information please contact: • David Mogan in Australia +61 412 368 942 bronman(@)myplace(dot)netdot)au • Jack Hill in USA +1 (817) 917 2312 jackhill(at)rotorworld(dot)com

Aircraft Index see Page 161

P157-159.qxp 25/08/2016 10:11 Page 3

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

Leonard Hudson Drilling

Bombardier Learjet 36A

Price:

Offer/Trade

Year:

1977

S/N:

36A-030

Reg:

N160GC

TTAF:

15,600

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

Location: USA

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

Leonard Hudson Drilling

BELL 206L4

Price:

US $1,775,000

Year:

2002

S/N:

52265

Reg:

N339MG

TTAF:

1700

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

Location: USA

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

Leonard Hudson Drilling

BELL 412EMS

Price:

Offer

Year:

1981

S/N:

33017

Reg:

N554AL

TTAF:

15265

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

Location: USA

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

Leonard Hudson Drilling

BELL 212 (Five Available)

Price:

Please Call

Year:

1991-1996

S/N:

Call for details

Reg:

Call for details

TTAF:

Call for details

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

Location: USA

Alberth Air Parts

+1 832 934 0055

Par Avion Ltd

Spare Parts

FALCONS • HAWKERS • LEARS

•BUY •SELL •TRADE

www.paravionltd.com

CESSNA LEARJET HAWKER WESTWIND FALCON GULFSTREAM

www.alberthaviation.com

SALES • ACQUISITIONS • CONSULTING

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

www.AVBUYER.com

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LEKTRO

Since 1945

The Ultimate Aircraft Tug

Models ranging

15,000 to 280,000 lbs.

Electric Towbarless Certified Easy to Use Universal Rugged Simple to Maintain www.

LEKTRO .com

1-800-535-8767 1-503-861-2288 sales@lektro.com

Copy deadline for the October Issue - Wednesday 14th September Advertiser’s Index

21st Century Jet Corporation .........................162 Air Charter Service...............................................73 Aircraft Guaranty Corporation...........................59 AMAC Aerospace...................................................5 Aradian Aviation ....................................................97 ArcosJet ...............................................................147 AvBuyer................................................................128 Aviatrade...................................................136 - 139 Avitrade Belgium.....................................142 - 143 Avjet Global ..................................................28 - 29 Avpro ..............................................................10 - 14 Bell Aviation ..................................................48 - 49 Bloomer deVere Dahlfors................................6 - 7 Bombardier ............................................................31 Boutsen Aviation ..................................................81 Bristol Associates..............................................148 CAAP....................................................................153 Central Business Jets .......................................163 Charlie Bravo.........................................................41 Conklin & de Decker .........................................125 Corporate AirSearch Int’l .................................152 Corporate Concepts ...........................................19

Dassault Falcon Jet .........................................2 - 3 Donath Aircraft Sales ..........................................93 Duncan Aviation....................................................79 Eagle Aviation........................................................23 Elliott Jets .....................................................34 - 35 Freestream Aircraft USA ....................................89 General Aviation Services ..................................95 Global Jet Capital ..............................................101 Global Jet Monaco .................20 - 21, 130 - 135 Gulfstream Aerospace...........................................9 Hatt & Associates.................................................27 IAG.............................................................140 - 141 J.New Aviation ....................................................150 Jack Schafer Aircraft Sales .............................151 JetBed.....................................................................69 Jet Sense Aviation..................................144 - 146 Jet Support Services (JSSI)...............................57 JetBrokers .....................................................44 - 45 Jetcraft Corporation ...........................36 - 37, 164 Jeteffect..........................................................70 - 71 JETNET ................................................................109 JETNET iQ .............................................................55

JetPro Texas ........................................................149 LBAS .......................................................................67 Leading Edge Aviation Solutions ...................121 Lektro....................................................................160 MEBA...................................................................115 Mente Group ......................................................154 Mesinger Jet Sales ............................................123 Naljets...................................................................155 NBAA Convention .............................................111 OGARAJETS................................................24 - 25 Par Avion..............................................................125 Rolls-Royce............................................................63 Southern Cross Aviation ..................................107 Sparfell & Partners ..........................1, 42 - 43, 51 SpeedNews ........................................................113 Survival Products...............................................125 The Jet Business..........................................16 - 17 The Private Jet Company .................................105 VREF Aircraft Values ........................................160 Wentworth Aero.................................................156 Wright Brothers Aircraft Title .............................87

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

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Aircraft Index see Page 161

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Aircraft For Sale • AIRCRAFT • HELICOPTERS AIRCRAFT

PAGE

AIRBUS ACJ318-ER . . . . 17, ACJ318 Elite. . . . 20

AVIAT Husky A-1C . . . . 45

BOEING/MCDONNELL DOUGLAS BBJ . . . . . . . . . . . 28, 89, 156, 164, 727-200 . . . . . . . 19 737-200 . . . . . . . 19 757 . . . . . . . . . . . 29 DC-8-62 VIP . . . 19 DC-8-72 VIP . . . 19

BOMBARDIER Global 5000 . . . . 6, 7, 16, 19, 24, 37, . . . . . . . . . . . . . . . . 107, 125, 164, Global 6000 . . . . 19, 20, 28, 31, 36, . . . . . . . . . . . . . . . 131, 164, Global Express . 10, 36, 37, 101, 164, Global Express XRS. .7, 17, 20, 28, 31, . . . . . . . . . . . . . . . 36, 37, 41, 89, 121, . . . . . . . . . . . . . . . 135, 147, 164 Q Series Q400 . 143

Challenger 300 . . . . . . . . . . . 20, 24, 28, 31, 36, . . . . . . . . . . . . . . . 37, 43, 101, 154, 158, . . . . . . . . . . . . . . . . 164, 350 . . . . . . . . . . . 155 601-1A . . . . . . . . 41 604 . . . . . . . . . . . 12, 36, 37, 70, 123, . . . . . . . . . . . . . . . 158, 164, 605 . . . . . . . . . . . 20, 31, 37, 70, 89, . . . . . . . . . . . . . . . 850 37, 93, 134, 164, 850 . . . . . . . . . . . 164

Learjet 31A . . . . . . . . . . . 44, 71, 105, 31ER . . . . . . . . . . 48 35A . . . . . . . . . . . 44 36A . . . . . . . . . . . 159 40 . . . . . . . . . . . . 44 40XR . . . . . . . . . . 145 45 . . . . . . . . . . . . 44, 79, 89, 95, 125, 45XR . . . . . . . . . . 12, 37, 101, 105, 164, 55 . . . . . . . . . . . . 44 60 . . . . . . . . . . . . 12, 35, 71, 79, 60XR . . . . . . . . . . 7, 12, 107, 146, 75. . . . . . . . . . . . . 81

AIRCRAFT

PAGE

AIRCRAFT

X . . . . . . . . . . . . . 34, 71, 123, 163, XLS . . . . . . . . . . . 71, 97, XLS+ . . . . . . . . . . 37, CJI . . . . . . . . . . . . . 71, CJI+ . . . . . . . . . . . . 43, CJ2. . . . . . . . . . . . . 37, 43, 48, CJ2+ . . . . . . . . . . . 157, CJ3. . . . . . . . . . . . 23, 125, 157, CJ4. . . . . . . . . . . . 35, Bravo . . . . . . . . . 24, 37, 71, 164, Conquest I . . . . . 49 Conquest II . . . . 49 Excel . . . . . . . . . . 12, 24, 48, 97, 144, Encore . . . . . . . . 157 Encore+ . . . . . . . 35, 44, Jet . . . . . . . . . . . . 23, 45, 151, Sovereign 37, 45, 73, 95, 97, . . . . . . . . . . . . . . . 105, 164, 210M. . . . . . . . . . 44 Mustang . . . . . . . 97 Ultra . . . . . . . . . . 34, 45, 310J . . . . . . . . . . 44 525 . . . . . . . . . . . 163

DAHER SOCATA TBM 900. . . . . . . 35 TBM 930. . . . . . . 35

DASSAULT FALCON 7X . . . . . . . . . . . . 3, 11, 16, 20, 37, 48, . . . . . . . . . . . . . . . . 79, 81, 123, 130, . . . . . . . . . . . . . . . 142, 162, 163, 164, 10 . . . . . . . . . . . . 44 50 . . . . . . . . . . . . 29, 121, 162, 50EX . . . . . . . . . . 12, 43, 140, 162, . . . . . . . . . . . . . . . 163 100 . . . . . . . . . . . 125 900 . . . . . . . . . . . 162 900B . . . . . . . . . . 11, 44, 162, 163, 900C . . . . . . . . . . 48, 162, 163, 900DX EASy . . . 43 900EX . . . . . . . . . 24, 43, 70, 89, 154, . . . . . . . . . . . . . . . 162, 900EX EASy . . . 3, 11, 16, 37, 123, . . . . . . . . . . . . . . . 162, 163, 900LX . . . . . . . . . 11, 162, 2000 . . . . . . . . . . 3, 11, 81, 95, 105, . . . . . . . . . . . . . . . 136, 137, 141, 2000EX EASy . . 3, 16, 24, 2000LX . . . . . . . . 3, 11, 163,

DORNIER CESSNA Citation ISP . . . . . . . . . . . 158 II . . . . . . . . . . . . . 34, 73, III . . . . . . . . . . . . . 45, 79,

328 . . . . . . . . . . . 81

EMBRAER Legacy 600 . . . . 12, 16, 43, 44, 81, . . . . . . . . . . . . . . . . 152,

PAGE

Legacy 650 . . . . 12, 16, 37, 41, 81, . . . . . . . . . . . . . . . . 143, 158, 164, Lineage 1000 . . 89 Phenom 100 . . . 157 Phenom 300 . . . 34, 81,

FOLLAND

AIRCRAFT

PAGE

IAI Astra SPX. . . . . . 44

LOCKHEAD JETSTAR II . . . . . 150

PIPER

Gnatt . . . . . . . . . . 45

GULFSTREAM IV . . . . . . . . . . . . . 7, 29, IVSP . . . . . . . . . . 10, 70, 121, 148, V. . . . . . . . . . . . . . 81, 121, 100 . . . . . . . . . . . 97 150 . . . . . . . . . . . 29, 37, 70, 97, 200 . . . . . . . . . . . 10, 11, 24, 27, 29, 37, . . . . . . . . . . . . . . . 97, 107, 164, 280 . . . . . . . . . . . 123, 153, 300 . . . . . . . . . . . 12 400 . . . . . . . . . . . 7 450 . . . . . . . . . . . 10, 20, 28, 37, 89, 97, . . . . . . . . . . . . . . . 164, 550 . . . . . . . . . . . 7, 10, 17, 20, 28, 29, . . . . . . . . . . . . . . . 37, 70, 89, 97, 121, . . . . . . . . . . . . . . . 123, 132, 133, 164, 650 . . . . . . . . . . . 10, 17, 19, 70, 138, . . . . . . . . . . . . . . . 139, 650ER. . . . . . . . . 17

HAWKER BEECHCRAFT

Cheyenne IIIA . . 44 Meridian . . . . . . . 45 Mojave . . . . . . . . 49

ROCKWELL 690B . . . . . . . . . . 44

SABRELINER 65 . . . . . . . . . . . . 44

WESTWIND Westwind I . . . . . 48

HELICOPTERS AGUSTAWESTLAND A109 Grand . . . . 44 A109 Power . . . . 13, 36, AW139 VIP . . . . . 42 Koala. . . . . . . . . . 97

King Air

BELL

100 . . . . . . . . . . . 49 200 . . . . . . . . . . . 44 B200 . . . . . . . . . 13, 81, 97, 149, 350 . . . . . . . . . . . 24, 45, 71, 79, 97, . . . . . . . . . . . . . . . 107, 158, C90 . . . . . . . . . . . 44, 81, 97, C90A . . . . . . . . . . 81 E90 . . . . . . . . . . . 49 F90-1 . . . . . . . . . 49

206L4 . . . . . . . . . 159 212 . . . . . . . . . . . 159 407 . . . . . . . . . . . 13 412 EMS . . . . . . 159

Beechcraft Duke A60 . . . . . . 44 Premier I . . . . . . 13 Premier IA . . . . . 27

EUROCOPTER/AIRBUS AS350 B-2 . . . . . 13, 42, AS355N . . . . . . . 13, 42, 81, EC 120 B . . . . . . 19 EC 130 B4 . . . . . 81 EC 135 P2+ . . . . 97 EC 135 T1 . . . . . 81

Hawker 400A . . . . . . . . . . 34 400XP . . . . . . . . . 35, 97, 750 . . . . . . . . . . . 97 800A . . . . . . . . . . 34 800B . . . . . . . . . . 81 800XP . . . . . . . . . 12, 24, 27, 34, 41, 44, . . . . . . . . . . . . . . . 97, 105, 107, 850XP. . . . . . . . . 97 900XP . . . . . . . . . 37, 81, 97, 1000A . . . . . . . . . 157, 4000 . . . . . . . . . . 27, 105,

MCDONNELL DOUGLAS MD520N . . . . . . . 42 MD900 . . . . . . . . 97

SIKORSKY S-76C+ . . . . . . . . 37, 42, 164, S-76C++ . . . . . . 89, 121,

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2013 Falcon 7X SN 213 Has Been Sold

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

EASY II FALCON 7X SN 88 2667 TT, ESP Engines, MSP on APU, 1B Inspection c/w August 2015, No Damage History, Camp Maintenance Tracking, Warranties Remaining thru year 2020

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PROLINE 21 FALCON 50EX SN 302

FALCON 900B SN 139

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

1999 CITATION X N750GM

CITATION 525 SN 268

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2888 TT, Engines on Tap Elite Blue, Cescom Maintenance Tracking, 5 Passenger, New Paint and Interior in 2013

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File Photo

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