World Aircraft Sales Magazine August 2013

FC Aug 13_FC WAS 17/07/2013 11:58 Page 1

WORLD

www.AvBuyer.com ™

The global marketplace for business aviation

August 2013

proudly presents

1998 Gulfstream GV Serial Number 545 See page 5 for further details

Business Aviation & The Boardroom: pages 28 - 65

Project3_Layout 1 24/07/2013 14:19 Page 1

PRE-OWNED FALCON

WE BUILT THESE PLANES, WE TRACKED THEIR LIVES, WE KNOW THEM BEST. No one knows a pre-owned Falcon like we do. No one knows more about its past. Because we record the details of every Falcon’s history in our databases. And no one cares more about helping you get the best out of it. Because wherever you fly your pre-owned Falcon, our reputation flies with you.

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

Project3_Layout 1 24/07/2013 14:21 Page 1

Falcon 2000

1998 • s/n 062 • 2,700 hrs. total time : very low time • 8 passengers • EASA / EUOPS1 • FWD and AFT lavatories • Engines & APU on MSP • Single Owner since new • Never chartered. Only private use • Next “C” in 2017 • New paint 2012, new partial refurb 2011

Falcon 2000EX EASy

2007 • s/n 103 • 2,556 hrs. total time • 12/10 passengers • EUOPS1 compliant • Engines on JSSI, APU on MSP • February 2013 C check Mid Llife landing gear overhaul and dry bay mod • Aero H+ Swift 64 Satcom • 3 IRS, 3 VHF (with VDL function)

Falcon 900EX

2003 • s/n 118 • 3,547 hrs. total time • 12 passengers • Low time aircraft EUOPS1 compliant • 3 IRS, 3 FMS, 3 VHF • HUD • Aero I Sat Com • 2012 new paint, 2011 cabin refurb

Falcon 900EX EASy

2005 • s/n 150 • 2,400 hrs. total time • 14 passengers • EUOPS1 compliant • EASy II upgrade • FWD and AFT Lav • Sept. 2011 fresh C check • Aero I Satcom

Falcon 7X

2007 • s/n 004 • 4,327 hrs. total time • 15 passengers • EUOPS1 compliant • FalconCare covered • ESP & MSP (Gold) covered • HUD, Swift 64 Satcom, 3 FMS, 3 IRS, 3 VHF

Falcon 7X

2007 • s/n 005 • 2,780 hrs. total time • 14 passengers • EUOPS1compliant • FalconCare covered • ESP & MSP covered • HUD, Aero-HSD+ high speed data Satcom • August fresh 4A, 4A+ inspection • New Carpet

AC Index Aug13 18/07/2013 12:36 Page 1

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

PAGE

AIRBUS A310-304 . . . . . . 148, A318 . . . . . . . . . . 42, 148, A319 . . . . . . . . . . 91,

BOEING/MCDONNELL DOUGLAS BBJ . . . . . . . . . . . 21, 33, 37, 42, CRJ 200 . . . . . . . 148, CRJ 700ER . . . . . 13,

BOMBARDIER Global 5000 . . . . 5, 16, 26, 148, Global 6000 . . . . 148, Global Express . 5, 11, 26, 35, 42, 43, . . . . . . . . . . . . . . . 47, 57, 91, 131, 148, Global Express XRS.. 11, 21, 33, 35, . . . . . . . . . . . . . . . 47, 148,

Challenger 300 . . . . . . . . . . . 6, 13, 46, 147, 601-1A . . . . . . . . 43, 50, 601-1A-3A . . . . . 45, 601-3A . . . . . . . . 19, 601-3R . . . . . . . . 13, 46, 141, 604 . . . . . . . . . . . 5, 13, 19, 46, 165, . . . . . . . . . . . . . . . 147, 148, 605 . . . . . . . . . . . 6, 22, 46, 91, 148, 800SE. . . . . . . . . 13, 850 . . . . . . . . . . . 33, 138, 850ER . . . . . . . . 148,

Learjet 31A . . . . . . . . . . . 5, 50, 55, 93, 141, 35A . . . . . . . . . . . 89, 40 . . . . . . . . . . . . 91, 40XR . . . . . . . . . . 55, 128, 45 . . . . . . . . . . . . 19, 23, 148, 45XR . . . . . . . . . . 59, 129, 55 . . . . . . . . . . . . 89, 60 . . . . . . . . . . . . 15, 38, 43, 47, 143, 60SE . . . . . . . . . . 55, 143, 60XR . . . . . . . . . . 5, 15, 93, 141,

CESSNA Citation ISP . . . . . . . . . . . 41, II. . . . . . . . . . . . . . 41, 54, 141, IISP . . . . . . . . . . . 54, 55, III . . . . . . . . . . . . . 50, 54, V. . . . . . . . . . . . . . 50, 73, VI . . . . . . . . . . . . . 49, VII . . . . . . . . . . . . 26, 54, 72, X . . . . . . . . . . . . . 5, 14, 33, 46, 148, XL . . . . . . . . . . . . 61, XLS . . . . . . . . . . . 23, 45, 50, 61, 68, . . . . . . . . . . . . . . . 136, 142, 148,

AIRCRAFT

PAGE

XLS+ . . . . . . . . . . 13, 33, 69, CJ1. . . . . . . . . . . . 91, CJ1+ . . . . . . . . . . 14, 19, 46, CJ2. . . . . . . . . . . . 14, 41, 54, 72, CJ2+ . . . . . . . . . . 130, CJ3. . . . . . . . . . . . 14, 18, 41, 72, CJ4. . . . . . . . . . . . 46, Bravo . . . . . . . . . 55, 73, 126, 136, Encore . . . . . . . . 14, 91, 141, Encore+ . . . . . . . 18, 55, Jet . . . . . . . . . . . . 5, 54, Mustang . . . . . . . 14, Super SII . . . . . . 5, Sovereign. . . . . . 13, 17, 33, 54, 61, . . . . . . . . . . . . . . . 138, Ultra . . . . . . . . . . 14, 125, 208B Grand Caravan .139,

Conquest II . . . . . . . . . . . . . . 51,

EMBRAER 500 . . . . . . . . . . . 33, Legacy 600 . . . . 6, 37, 54, 91, 148, Legacy 650 . . . . 22, Lineage . . . . . . . 42, Phenom 100 . . . 45,

FALCON JET 7X . . . . . . . . . . . . 3, 59, 91, 146, 20-5BR-2C . . . . . 89, 20F-5. . . . . . . . . . 19, 147, 50 . . . . . . . . . . . . 12, 13, 18, 47, 49, 54, . . . . . . . . . . . . . . . 146, 50EX . . . . . . . . . . 12, 17, 146, 50-4. . . . . . . . . . . 146, 900B . . . . . . . . . . 12, 26, 37, 91, 146, . . . . . . . . . . . . . . . 148, 900C . . . . . . . . . . 12, 146, 147, 900EX . . . . . . . . . 3, 12, 16, 38, 49, 72, . . . . . . . . . . . . . . . 146, 147, 148, 900EX EASy . . . 3, 146, 147, 900LX . . . . . . . . . 5, 12, 2000 . . . . . . . . . . 3, 16, 17, 23, 37, 54, . . . . . . . . . . . . . . . 59, 63, 133, 2000EX EASy . . 3, 46, 148, 2000LX . . . . . . . . 5,

AIRCRAFT

PAGE

. . . . . . . . . . . . . . . 81, 89, 137, 200 . . . . . . . . . . . 5, 11, 16, 18, 27, 38, . . . . . . . . . . . . . . . 49, 93, 147, 148, 450 . . . . . . . . . . . 6, 11, 22, 26, 37, 49, . . . . . . . . . . . . . . . 61, 93, 500 . . . . . . . . . . . 35, 550 . . . . . . . . . . . 6, 11, 35, 61, 148,

III . . . . . . . . . . . . . 93, 124, IV . . . . . . . . . . . . . 12, 34, 43, 148, IVSP . . . . . . . . . . 5, 12, 16, 17, 21, 26, . . . . . . . . . . . . . . . 34, 37, 93, 132, 148, V. . . . . . . . . . . . . . 5, 11, 34, 147, 100 . . . . . . . . . . . 61, 150 . . . . . . . . . . . 12, 34, 43, 45, 61,

AIRCRAFT

PAGE

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

SOCATA TBM 700A . . . . . 81, TBM 700C2 . . . . 81, TBM 850. . . . . . . 81,

HAWKER BEECHCRAFT Beechcraft 400 . . . . . . . . . . . 54, 400A . . . . . . . . . . 27, 59, 73, 81, Baron . . . . . . . . . 73, Bonanza . . . . . . . 73, Premier 1A. . . . . 19, 61,

King Air 200 . . . . . . . . . . . 45, 350 . . . . . . . . . . . 5, 51, 61, 350i . . . . . . . . . . . 17, 55, B100 . . . . . . . . . . 51, B200 . . . . . . . . . . 51, 61, 73, 91, 124, B200GT . . . . . . . 5, 73, C90A 134, C90 54, 61, C90GT 61,

Hawker 400XP . . . . . . . . . 5, 61, 127, 750 . . . . . . . . . . . 89, 800A . . . . . . . . . . 142, 800XP . . . . . . . . . 38, 47, 49, 54, 61, . . . . . . . . . . . . . . . 148, 800XPi . . . . . . . . 143, 850XP . . . . . . . . . 38, 61, 91, 900XP . . . . . . . . . 54, 61, 91, 93, 148, 1000A . . . . . . . . . 23, 4000 . . . . . . . . . . 15, 93,

IAI

HELICOPTERS AGUSTAWESTLAND A119 KE . . . . . . . 91, AW139 . . . . . . . . 16, Grand . . . . . . . . . 91, Koala. . . . . . . . . . 61,

BELL 206L4 . . . . . . . . . 142, 212 . . . . . . . . . . . 412, 230 . . . . . . . . . . . 91, 407GX. . . . . . . . . 103, 412EMS . . . . . . . 142,

EUROCOPTER AS 350 B3 . . . . . 91, AS 355 F-1. . . . . 144, AS 355 N . . . . . . 91, EC 135 P2+ . . . . 61, EC 135T2 . . . . . . 15,

MCDONNELL DOUGLAS MD 600N . . . . . . 61,

SIKORSKY S-92 . . . . . . . . . . 15, S-76B . . . . . . . . . 72, S-76C+ . . . . . . . . 18,

Astra SP . . . . . . . 147, Astra 1125 . . . . . 49, 57, Astra SPX. . . . . . 49, 72,

PIAGGIO Avanti II . . . . . . . 93, 144, Avanti II P180 . . 144,

PILATUS GULFSTREAM

08.13

PC12 . . . . . . . . . . 33, 81, PC12-45 . . . . . . . 143,

CORPORATE AVIATION PRODUCTS & SERVICES PROVIDERS Aircraft Engine /Support . 109, 111, Aircraft Perf & Specs . . . . . 123, Aircraft Title/Registry . . . . 83, 101, Ground Handling . . . . . . . . 123, Mods-Parts-Spares . . . . . . . 107 Photography . . . . . . . . . . . . 113,

PIPER Cheyenne IIXL . 54, Seneca . . . . . . . . 41, Meridian . . . . . . . 51, 144, Aztec PA-23-250134,

The Global Aircraft Market Online

THE WORLD’S LEADING

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WORLD AIRCRAFT SALES MAGAZINE – August 2013

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Jeteffect Inventory Aug 15/07/2013 14:16 Page 1

EXCLUSIVELY OFFERED

LOS ANGELES 562.989.8800

DALLAS 214.451.6953

ATLANTA 334.502.0500

PALM BEACH 561.747.2223

BOSTON 617.820.5268

Year

Model

Serial No.

1999

Challenger 604

5421

2005

Challenger 604

5587

1997

Citation Jet

525-0198

1985

Citation Super SII

S550-0046

1997

Citation X

750-0016

2012

Falcon 2000LX

236

2003

Global Express

9085

2001

Gulfstream G200

015

2000

Gulfstream GIV/SP

1433

1998

Gulfstream GV

545

2004

Gulfstream G550

5029

2003

Hawker 400XP

RK-358

2004

Hawker 400XP

RK-372

2005

Hawker 400XP

RK-407

2008

King Air B200GT

BY-56

2000

King Air 350

FL-268

1997

Learjet 31A

147

2002

Learjet 31A

239

2007

Learjet 60XR

320

Project3_Layout 1 24/07/2013 14:23 Page 1

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Panel Aug13 17/07/2013 07:57 Page 1

World Aircraft Sales EDITORIAL

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Editor - Boardroom Guide J.W. (Jack) Olcott 1- 973 734 9994 Jack@avbuyer.com Editorial Contributor (USA Office) Dave Higdon Dave@avbuyer.com

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The global marketplace for business aviation News - Aircraft listings - Editorial WORLD AIRCRAFT SALES MAGAZINE IS A MEMBER OF THE FOLLOWING ORGANISATIONS: Aircraft Electronics Association (AEA) - British Business and General Aviation Association (BBGA) British Helicopter Association (BHA) - European Business Aviation Association (EBAA) Helicopter Association International (HAI) - National Aircraft Finance Association (NAFA) National Aircraft Resale Association (NARA) - National Business Aviation Association (NBAA)

8

WORLD AIRCRAFT SALES MAGAZINE – August 2013

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PUBLISHER John Brennan 1- 800 620 8801 John@avbuyer.com USA OFFICE 1210 West 11th Street, Wichita, KS 67203-3517 EUROPEAN OFFICE Cowleaze House, 39 Cowleaze Rd, Kingston, Surrey, KT2 6DZ, UK +44 (0)20 8255 4000 PRINTED BY Fry Communications, Inc. 800 West Church Road, Mechanicsburg, PA 17055

Panel Aug13 17/07/2013 12:39 Page 2

Contents

Volume 17, Issue 8 – August 2013

Featured Articles Business Aviation and the Boardroom 28

28

Encouraging Signs of Recovery: As the financial world seeks to predict likely moves in the economy, Jack Olcott sees encouraging signs for Business Aviation.

30

CAMs in Perspective: We outline what preparing for and achieving certified aviation manager status can accomplish for companies utilizing Business Aviation.

36

Fractional Ownership (Part 2): Following last month’s outline, we complete our Fractional Ownership coverage, examining contracts, costs and extraordinary usage.

44

The Need to Seek Balance: Jay Mesinger expounds on analogies that

36

capture his perception of market dynamics impacting Business Aviation and consumer confidence.

52

Flight Department Companies: Forming a separate entity for providing air transportation is fraught with unique issues, cautions Troy Rolf. Be aware of these…

58

The Importance of Insurance Forms: How do policy holders participate in sabotaging their own aircraft insurance program? We count the ways.

62

Turboprops Value: A look at the benefits of turboprop aircraft, and a listing of values for models built over the last 20 years.

Main Features 67

Aircraft Comparative Analysis – Citation Excel: How does the performance of

96

the Citation Excel stand up against the Learjet 45?

78

Safety Matters – Single Pilots: When the owner of a business also pilots the company airplane, the two roles may detract from one another. Make sure that’s not to the detriment of your safety?

82

The Circling Approach: Dave Higdon reviews the change in standards for publishing circle-to-land approaches.

86

EFVS – A Path to Success: Ken Elliott reviews a recent NPRM that allows for zero-visibility ops. So what are EFVS Ops and what’s required to use them?

92

NextGen Marches On: Dave Higdon reviews the latest state-of-play with NextGen, updating on progress in the face of sequesters.

PLANE SENSE ON REFURBISHMENTS: 96

Interiors Know-How: Some of the leading interiors specialists give advice on maximizing your aircraft cabin without reducing its appeal or value.

102

Interiors & ROI: Buyers make a big investment when committing to an aircraft.

Their expectations are high - particularly for the interior. Here are some refurb tips for sellers…

108

ICA & Airworthy Awareness: Updating and reviewing Instructions for Continued Airworthiness during an aircraft refurbishment saves time and money moving forward.

Advertising Enquiries see Page 8

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Regular Features 10 20 24 74 110 114 120

Aviation Leadership Roundtable AIReport Viewpoint Aircraft Performance & Specifications JETNET >>KNOW MORE Market Indicators BizAv Round-Up

Next Month’s Issue Business Aviation & The Boardroom Plane Sense on Cockpit Avionics Aircraft Comparative Analysis - CL604 WORLD AIRCRAFT SALES MAGAZINE – August 2013

9

JMesingerAugust13_JMesingerNov06 15/07/2013 15:21 Page 1

THE AVIATION LEADERSHIP ROUNDTABLE

Sweat The Small Things... ...before they get to be big things. n the aircraft sales business there is no such thing as a detail that is too small. This hits home even more acutely when trying to accomplish an International transaction. Today, with our industry growing globally, more and more opportunities abound for buying and selling aircraft internationally.

The over-supply of aircraft based in Europe and other regions abroad adds significantly to the complexity of an already complicated process.

If any of us are considering buying an airplane domestically for a domestic client we have a much easier job of gathering the facts for a purchase consideration. It is highly likely we might even have a friend or fellow sales professional living in the city where the target airplane is and they may be able to run over to the hangar for you for a quick look. Quick looks become difficult when the plane is located a half a world away, though.

This gulf puts more reliance on the selling broker to help establish the expectation of the aircraft targeted before the exorbitant expenses necessary to view and understand the aircraft are incurred by a buyer. If the airplane is located in another country, the conformity for US import and likely a Part 135 certificate must be determined before a contract is signed to purchase and the high movement costs are incurred to bring the airplane to the US for inspection. This evaluation by a buying team is not cheap.

If the plane is domestic and being purchased for a domestic buyer, US import is not a factor, and Part 135 conformity can occur with much less work when based on the US registry and what may already be an aircraft currently operating on a Part 135 certificate. If the aircraft is based internationally the need to determine the ability as well as cost for import and operations on the US registry, as well as Part 135 conformity can be significant.

Therefore, you must bring a team of people internationally to see the aircraft and review the records. Doing this is not for the faint of heart.

I

10

WORLD AIRCRAFT SALES MAGAZINE – August 2013

Preparing for a trip like this should include many questions to the selling broker, and you must be sure you have asked those questions that are important to the ultimate buyer. Is this a smoking or non-smoking aircraft? (The likelihood of a Europe-based aircraft having been smoked in is higher than a US aircraft.) Has there been any damage by lightning strikes or bird strikes, or have any repairs been made to the aircraft? (This should include repairs where rectification was merely part off and part on.) That may seem ‘just a maintenance event’ to many, but the ultimate buyer should know ahead of costly travel and consideration.

Like many of our fellow sales professionals, we always go on-site to visit the airplane, review the records, and prepare an “On-Site Visit Report” capturing all evidence of recorded history on the operation of the plane. We report on what may be repetitive repairs or one-time occurrences. This report is not intended as a replacement for the industry recognized due-diligence accomplished by a buyer at a pre-purchase inspection, but it at least includes items that may help the buyer’s team decide whether or not to travel short or long distances to view the aircraft.

We may not be able to guarantee that the aircraft has been a non-smoking airplane, but we can certainly report on the condition and even the smell, based on our visit.

It would prove financially disastrous if this visit is not accomplished as represented by a seller’s representative, or the correct questions were not asked by the buyer’s representative, especially considering that you would be flying a team of people potentially halfway around the world to perform the visual and conformity work, only to find things are not as they were expected to be. Thus, on top of spending huge sums on a trip ending in disappointment owing to items that could have been better reported, a sale does not materialize.

(Incidentally, I would venture to say this tragedy is usually not created by the actual seller who is probably not even aware of the questions being asked, or the answers being

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given. They are merely left wondering why the buyers backed off.)

Small things can become huge things.

As fellow sales professionals, do take the time to understand the aircraft you are representing. If there are questions asked that seem like small things to you, consider that if asked, they must be important to someone.

Get the answers. The answers may in fact kill the deal, but it’s better to kill the deal before anyone travels or makes offers, engaging attorneys and moving people all over the world.

The result of this will no doubt be additions to LOIs that include the seller committing to the condition of the aircraft to be viewed upon getting to the aircraft. Sellers may be tasked with reimbursing the buyer if once the buyer’s team arrives at the aircraft the representation does not match with the records or physical aircraft.

Moving from a “hard deal” to a “soft deal” may also be an outcome of poor information, which can have a huge effect on a process meant to make deals more certain. This is a process that must be good for both sides. Just having prices low does not mean that small things can be overlooked. ❯ Jay Mesinger is the CEO and Founder of J. Mesinger Corporate Jet Sales, Inc. Jay is on the NBAA Board of Directors and is Chairman of AMAC. He now serves on the Jet Aviation Customer and Airbus Corporate Jets Business Aviation Advisory Boards (BAAB). Jay is also a member of EBAA and the Colorado Airport Business Association (CABA). If you would like to join in on conversations relating to trends in Business Aviation, share your comments on Jay’s blog www.jetsales.com/blog, Twitter and LinkedIn. For more information visit www.jetsales.com.

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

Aircraft Index see Page 4

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Avpro Aug 15/07/2013 16:54 Page 5

Guardian Jet 4 page Aug 16/07/2013 16:53 Page 1

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

2009 Global 5000 SN 9222 Airframe TT - 1566.3 $29,995,000

Photos by FGL & Associates

* APU enrolled on Honeywell MSP * Engines enrolled on Rolls Royce Corporate Care Program * Honeywell Primus 2000 XP integrated Avionics System * Triple Honeywell Laseref III HG-2001GD03 IRUs * Additional Refuel/Defuel Panel in cabin * Securaplane Security System

2002 Falcon 900EX SN 110 Airframe TT - 6271.1 $14,750,000 * Honeywell Primus 2000 * Pilot & Co-Pilot EVAS Systems * Aircell ATG4000 High Speed Internet Broadband System * New carpet installed July 2012 * One Fortune Owner Since New Photos by FGL & Associates

2006 Gulfstream G200 SN 151 Airframe TT - 1953 $9,250,000

Photos by FGL & Associates

* Engines enrolled in P&W ESP * APU enrolled in Honeywell’s MSP * Collins Pro Line IV, Version 6.1 Avionics System * Auto Power Auto Throttle System * Airshow 410 * XM Satellite Radio System

2004 Falcon 2000 SN 218 Airframe TT - 1638.4 $10,950,000 * Enrolled in CAMP Maintenance Tracking Program * One Owner Since New * Collins Proline IV (4 tube) Avioncs Suite with 6.1 Software Upgrade * Third Flightdeck Seat * Airshow Genesys

Photos by FGL & Associates

1996 Gulfstream GIVSP SN 1283 Airframe TT - 9777.4 $9,995,000

Photos by FGL & Associates

* MSG-3 192 Month Inspection Accomplished September 2012 * Forward Crew Lav * Collins SAT-906 SATCOM * 88 Parameter FDR * EVAS * Honeywell SPZ-8400 Six Tube EFIS Avionics System

2006 Agusta AW139 SN 31061 Airframe TT - 517.4 $8,495,000 * Honeywell Primus Epic System/FMS * XM Weather System * Emergency Flotation System with Rigid Covers * One Owner since New * Engines enrolled in MSP Gold Photos by FGL & Associates

Tel: 203-453-0800

Fax: 203-453-4527

Email: Guardian@guardianjet.com

www.guardianjet.com

Guardian Jet 4 page Aug 16/07/2013 16:54 Page 2

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

1999 Falcon 2000 SN 86 Airframe TT - 6659.8 $8,000,000 * Engines enrolled in CSP * Collins EFIS-4000/ Pro Line 4/ Version 6.1 * Collins TWR-850 Weather Radar System * HUD * Wireless Broadband (GoGo Biz) – ATG-4000 Photos by FGL & Associates

1996 Gulfstream G-IVSP SN 1301 Airframe TT - 7974.5 $9,400,000 * Honeywell SPZ-8400 system * Engines enrolled on Rolls Royce Corporate Care * Securaplane 450 Security System * Magnastar C2000 * Single Fortune 100 Owner Since New Photos by FGL & Associates

2004 Dassault Falcon 50EX SN 333 Airframe TT - 3989.6 $7,895,000

Photos by FGL & Associates

* APU is enrolled in MSP Gold * Collins Pro Line 4 Avionics System w/4-tube EFIS * Honeywell SAT AFIS * Airshow 400 * New Paint in 2010 * Maintenance Tracking by CAMP

2005 Citation Sovereign SN 680-0054 Airframe TT - 3866.7 $7,295,000 * Aircell Axxess II * GoGo Biz ATG-4000 High Speed Data * Engines enrolled in P&W ESP Gold * Honeywell WU-880 radar receiver/transmitter * Dual Honeywell GPS modules for Epic System * One Fortune Owner Since New

Photos by FGL & Associates

2005 Citation Sovereign SN 680-0046 Airframe TT - 3892 $7,295,000

Photos by FGL & Associates

* One Fortune Owner Since New * Airshow 400 & XM Radio 400 * GoGo Biz ATG-4000 High Speed Data * Engines enrolled in P&W ESP Gold * Honeywell WU-880 radar receiver/transmitter * Dual Honeywell GPS modules for Epic System

2011 King Air 350i SN FL-778 Airframe TT - 228.6 $5,995,000 * 3.5 years remaining on warranty * Part 135 equipped and capable * Jeppesen Electronic charts * Collins Pro Line 21 System * Maintenance Tracking by CAMP * Aircell Axxess ST4200 Dual Channel Iridium Satellite Phone System

Tel: 203-453-0800

Fax: 203-453-4527

Email: Guardian@guardianjet.com

Photos by FGL & Associates

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Guardian Jet 4 page Aug 16/07/2013 16:56 Page 3

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

2001 Gulfstream G-200 SN 020 Airframe TT - 4664.6 $6,195,000

Photos by FGL & Associates

* One Owner Since New * Engines enrolled in P&W ESP Gold Program * Collins ProLine IV Avionics System * Dual Universal UNS-1C+ with GPS * Airshow by Rosenview * Aircell Axxess Iridium SAT Phone

2010 Citation Encore+ SN 815 Airframe TT - 899 $5,995,000 * One Fortune 500 Owner Since New * Engines enrolled in Williams TAP Elite * Collins ProLine 21 Avionics System w/3-Tube EFIS * Collins IFIS 5000 * ATG-5000 Aircell High Speed Data for Gogo Biz * Aircell ST-3100 Iridium Phone

Photos by FGL & Associates

2008 Cessna Citation CJ3 SN 525B-292 Airframe TT - 850.7 $5,600,000

Photos by FGL & Associates

* One owner since new * Engines enrolled on Williams TAP ELITE program * Aircell ST-3100 Iridium Satellite Phone System * Precise Flight Pulse Light System with TCAS II Interface * Enrolled in CAMP/CESCOM * Collins RTA-800 Weather Radar System

1999 Sikorsky S76C+ SN 760499 Airframe TT - 2865 $3,495,000 * Honeywell SPZ 7600 System * Aircell ST3100 Iridium SATCOM * Enrolled in CALM Maintenance Tracking * Moving Map – ARGUS 7000/CE * Single Honeywell Primus 800 Weather Radar Photos by FGL & Associates

1982 Dassault Falcon 50 SN 127 Airframe TT - 9823.4 $3,250,000

Photos by FGL & Associates

* ProLine 21 Avionics System w/4-Tube EFIS * IFIS: Dual File Servers * XM Weather Radar * Aircell ST-3100 SatCom * Maintenance Tracking by AVTRAK * Aircraft is operated under OCIP

1983 Dassault Falcon 50 SN 50-141 Airframe TT - 11,349 $3,195,000 * Engines & APU enrolled in Honeywell MSP Gold * Collins Pro Line 4 Avionics System w/4-tube EFIS * XM Weather * Collins Pro Line 21 Avionics System w/ 4 tube EFIS * Rockwell Collins WMXR-1000 weather receiver * Airshow 410

Tel: 203-453-0800

Fax: 203-453-4527

Photos by FGL & Associates

Email: Guardian@guardianjet.com

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Guardian Jet 4 page Aug 16/07/2013 17:06 Page 4

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

2006 Cessna CJ1+ SN 0610 Airframe TT - 682 $2,850,000

Photos by FGL & Associates

* Collins Pro Line 21 Avionics System * Engines enrolled in Williams TAP Elite * WX-1000E Lightning Detection * Mode S Diversity Transponders with Enhanced Surveillance capability * One Owner Since New

1999 Lear 45 SN 45-056 Airframe TT - 7023 $2,300,000 * One Fortune Owner Since New * Engines enrolled on MSP * Honeywell Primus 1000 Avionics System * Honeywell Primus WU-650 Color Weather Radar * Thrust Reversers * Magnastar C-2000 Flight Phone

Photos by FGL & Associates

2006 Beechcraft Premier IA SN RB-142 Airframe TT - 587 $2,350,000

Photos by FGL & Associates

* Collins Pro Line 21 Integrated Avionics System with 3 tube EFIS * Collins XM Satellite Graphical Weather * Collins Pro Line IV, Version 6.1 Avionics System * Auto Power Auto Throttle System * Airshow 410 * XM Satellite Radio System

1991 Challenger 601 3A SN 5084 Airframe TT - 8158.4 $1,750,000 * Honeywell SPZ-800 five-tube Avionics Suite * Satellite AFIS * Additional Refueling Panel * Pulselight System * APU Enrolled on MSP * Honeywell Primus-880 Weather Radar with 18 inch dish

Photos by FGL & Associates

1983 Dassault Falcon 20F-5 SN 485 Airframe TT - 8190.6 $1,995,000

Photos by FGL & Associates

* Engines enrolled in Honeywell MSP * Collins EFIS-86 System * Artex 110-406 ELT with nav interface * Dee Howard TR50-20 Thrust Reversers * Airshow 400 * Major Corrosion Inspection (MCI) accomplished March 2013

2001 Challenger 604 SN 5488 Airframe TT - 3760.5 $7,995,000 * APU is enrolled MSP * Collins Pro Line 4 Avionics System with Precision Plus * Dual EVAS * High Speed Data: Thrane & Thrane Swift Broadband * Aircell Axxess II Iridium SATCOM Phone System * Aircraft enrolled on SmartParts Plus

Tel: 203-453-0800

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AIReportJuly13_AIReport Sept08 15/07/2013 14:28 Page 1

AIREPORT

Measuring What Is Important...

by David Wyndham etrics are simply a set of measurements that we use to quantify results. In business, they are commonly used to measure important, limited resources. A metric can be used as a measurement of success - how well we are using what is being measured.

If you are operating an aircraft for business, you should have some metrics that show the value of the aircraft to your organization.

In aviation, we track things like hours flown and passengers carried. While they are important measures of what you are producing, are they measuring the quality and value of what you are producing?

Many metrics also involve costs to operate the aircraft, whether that is done via a budget or by other means. Those measurements are all important, especially costs. But, which of those help establish the value of the aircraft to your organization?

Seth Godin writes a blog that deals with being productive and creating value in your work. He comes from a tech background, but the topics he covers apply to all sorts of skilled work. In Seth's recent blog post, he brings up two important things about measurements:

M

1. The thing that you measure should be something that you want to improve.

2. Many organizations measure what is easy, not what is important.

He makes the point that many organizations pick an easy metric and then that becomes their focus. Be wary that the easy metric may have the unintended consequence of improving something that has little value to the organization.

The use of an aircraft for business most often involves a finite resource: time. The rich-

est person in the world and the poorest all have but 24 hours in their day. The value to the organization of the individual's time is in relation to the impact they have within the organization. The business aircraft can help reduce the low value use of time spent traveling and facilitate high-value time spent being with important customers or in creating things that add value to the business.

So time could be a good metric. But is ‘hours flown’ the metric you want to measure? If we are focusing on "improving" this metric, would a decrease in hours flown represent an improvement? Maybe, but maybe not… If you are a commercial operator who is being paid a fixed price to deliver something, reducing the time needed is one good metric.

Many organizations measure what is easy, not what is important.

In aviation, we have to measure the hours flown. But the use of those hours flown may not be a good measure of how well your operation is accomplishing its mission. If you are involved in the transportation of senior executives, more valuable but harder metrics might include: • Time avoided traveling by less productive means (Airlines for example) • The value of that time (based on the executive's salary and worth to the company) • The number of high value trips that aircraft enabled.

These are not easy measurements, but they can be used to clearly show the value of the

aircraft. Then the cost metrics of how much this service costs can be placed into its proper perspective. The improvement can be in increasing the use of the aircraft in flying those most-valued trips in a cost effective manner.

The value of the executives' time is a difficult measure and one that the aviation department has no authority to declare. But, successful companies do value their employees' time and should be making efforts to increase their productivity. This is where the business aircraft has no equal.

There are many more metrics that can be used (dispatch reliability or aircraft availability are just two more). What metrics do you report and how many are being used to generate improvements in your services?

Remember, to be useful, the metric has to provide a measure that can lead to improvement. ❯ David Wyndham is an owner of Conklin & de Decker. The mission of Conklin & de Decker is to furnish the general aviation industry with objective and impartial information in the form of professionally developed and supported products and services, enabling its clients to make more informed decisions when dealing with the purchase and operation of aircraft. With over 1,800 clients in 90 countries around the world, Conklin & de Decker combines aviation experience with proven business practices. ❯ More information from www.conklindd.com; Tel: +1 508 255 5975. ❯ Do you have any questions or opinions on the above topic? Get them answered/published in World Aircraft Sales Magazine. Email feedback to: editorial@avbuyer.com

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Aircraft Comparative Facility at www.AvBuyer.com

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WORLD AIRCRAFT SALES MAGAZINE – August 2013

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Aircraft Index see Page 4

1 Freestream July 17/07/2013 09:42 Page 1

FREESTREAM AIRCRAFT LIMITED SALES & ACQUISITIONS Boeing BBJ S/N: 36714. Reg: VP-BFT • Make Offer • 18 Passenger - Andrew Winch Interior Design • Full Factory Warranties • Very low hours • Pats 6 tank Configuration (5 aft 1 fwd)

Boeing BBJ/28579

Boeing BBJ/29273 • Aft state room with private lavatory and shower • Airshow Network • Five external cameras

Boeing BBJ S/N: 30076. Reg: VP-BBW • Make Offer • 19 Passenger • Interior Refurbishment 2010

Boeing BBJ/36714

Boeing BBJ/30076 • Pats 8 Tank Configuration • Recent A1, B1, C1 Checks and SFR88 Mod • Airshow Network • Basic Operating Weight: 95,096 lbs

Boeing BBJ S/N: 28579. Reg: N920DS • Make Offer

Global XRS/9195

Gulfstream G550/5025 • Engines on GE MCPH • 17 Passenger, 2008 Paint & Interior • Both aft stateroom's have private lavatory & shower • Six fuel tanks installed (one in storage) • SFAR 88 tank mod c/w 4/09 • Flight Dynamics Heads Up Display (HUD) • Recent 12 Year Inspection and Gear Overhaul

GlobalGulfstream XRS S/N: 9195.

N4T G450 2QReg: 2012

Gulfstream GV/512

• US$30,950,000 • Total Time: 3213 hrs / Landings: 1052 • On CAMP • Engines on Condition • Second GPS (Honeywell GPS550) • Bombardier Enhanced Vision System (BEVS) / HUD • FDR Upgrade •13 Passenger

Hawker 850XP/258812

Hawker 850XP/258812

FREESTREAM AIRCRAFT LIMITED

FREESTREAM AIRCRAFT USA LTD

FREESTREAM AIRCRAFT (BERMUDA) LIMITED

London +44 207.584.3800 sales@freestream.com

New York 201.365.6080 aircraftsales@freestream.com

Hamilton, Bermuda +441.505.1062 sales@freestreambermuda.bm

NEW YORK | LAS VEGAS | LONDON | HONG KONG | BEIJING | MEXICO | MOSCOW | BERMUDA

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2 Freestream Aug 17/07/2013 09:45 Page 1

FREESTREAM AIRCRAFT LIMITED SALES & ACQUISITIONS 2007 Gulfstream 450 • Make Offer • TTAF: 2480 / Landings: 881 • On JSSI Tip to Tail Maintenance Program • Airshow 4000 System • Honeywell AIS-2000 Direct TV

Boeing BBJ/28579

Boeing BBJ/29273 • Honeywell High-speed data system • Securaplane 500 Aircraft security system • 14 Passenger Interior with Forward Galley

Gulfstream IVSP S/N: 1385. Reg: N4818C • US$10,650,000 • TTAF: 4266 / Landings: 2701 • APU on MSP

Boeing BBJ/36714

Boeing BBJ/30076 • Honeywell MCS-6000 SATCOM • Securaplane 500 security system • CVR/FDR • Honeywell TCAS 2000 • New Paint July 2013

Legacy 650 S/N: 14501136. Reg: VP-CPL • US$21,750,000

Global XRS/9195

Gulfstream G550/5025 • Total Time: 633.18 / Total Cycle: 248 • Airframe is on Embraer Executive Care Agreement • Engines are enrolled on RRCC • Long-Range Fuel System • Electronic Flight Bag • SSCVR and SSFDR • Airshow 4000 • 13 Passenger

Gulfstream G450 S/N: 2Q 2012 Challenger 605 5704. Reg: M-FBVZ

Gulfstream GV/512

• Make Offer • Total Time: 1616 Hours • Total Cycles: 993 • Proline 21 • Collins SRT 2100 Inmarsat SATCOM • Airshow 410 • 10 passenger

Hawker 850XP/258812

Hawker 850XP/258812

FREESTREAM AIRCRAFT LIMITED

FREESTREAM AIRCRAFT USA LTD

FREESTREAM AIRCRAFT (BERMUDA) LIMITED

London +44 207.584.3800 sales@freestream.com

New York 201.365.6080 aircraftsales@freestream.com

Hamilton, Bermuda +441.505.1062 sales@freestreambermuda.bm

NEW YORK | LAS VEGAS | LONDON | HONG KONG | BEIJING | MEXICO | MOSCOW | BERMUDA

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3 FreestreamAug 19/07/2013 09:53 Page 1

FREESTREAM AIRCRAFT LIMITED SALES & ACQUISITIONS Citation XLS S/N: 5763. Reg: OE-GSZ • US$5,950,000 • Total Time: 2919.50 Hours / Total Cycle: 2206 • RVSM Capable • Thrust Reversers • Precision RNAV Capability, B-RNAV/RNP5 • U.S. Steep Approach including England Option Boeing BBJ/29273 • On Cessna ProParts Program • On AuxParts Program • On ProAdvantage+ Program

Boeing BBJ/28579

Falcon 2000 S/N: 1. Reg: G-YUMN • US$5,300,000 • Total Time: 6289.27 hrs / Landings: 5614 • Engines and APU on Honeywell MSP Gold

Boeing BBJ/36714

Boeing BBJ/30076 Compliant • B-RNAV/RVSM/RNP10/RNP5 • Honeywell Mark V EGPWS • Collins TTR 920 TCAS II • New Paint April 2007

• Elegant 10 Passenger Fireblocked Interior

Hawker 1000A S/N: 259034. Reg: G-GMAB • US$2,995,000

Global XRS/9195

Gulfstream G550/5025 • TTAF: 8498 / Landings 5281 • Engines on MSP Gold • 2006 Paint & Interior • Dual NZ-2000 with dual GPS • TCASs II with Change 7 • EGPWS • 48 Month Inspection c/w April 2013

Gulfstream G450 2012 Lear 45 S/N: 167.

Reg:2Q G-GMAA

Gulfstream GV/512

• Make Offer • Total Time: 5905 hours / Landings 4801 • Engines on MSP Gold / APU on MSP • Smart Parts Plus • Honeywell Primus 1000 • TCAS II with Change 7 • EGPWS • 300/600/1200 hr & 96 Mth MLG c/w Dec 2012

Hawker 850XP/258812

Hawker 850XP/258812

FREESTREAM AIRCRAFT LIMITED

FREESTREAM AIRCRAFT USA LTD

FREESTREAM AIRCRAFT (BERMUDA) LIMITED

London +44 207.584.3800 sales@freestream.com

New York 201.365.6080 aircraftsales@freestream.com

Hamilton, Bermuda +441.505.1062 sales@freestreambermuda.bm

NEW YORK | LAS VEGAS | LONDON | HONG KONG | BEIJING | MEXICO | MOSCOW | BERMUDA

www.freestream.com

Gil WolinAug2013_Gil WolinNov06 17/07/2013 12:18 Page 1

VIEWPOINT

Pink Slips

by Gil Wolin “And one more thing, I got the pink slip, Daddy!” t was 1963, the year of the Lear Jet 23 and Fan Jet Falcon. Pink slips were the coin of the realm among car aficionados as memorialized in the Beach Boys’ hit “Little Deuce Coupe” – not only among surfers in Southern California, but for anyone anywhere within reach of the ubiquitous AM radio signal. Having the pink slip meant the teenager in question held the Certificate of Title, and owned the car outright, with no monthly payments due, nor any fear of repossession mid-date at the drive-in movie – in those days an indication of exceptional fiscal solvency.

The Beach Boys are still getting around, and still singing about “pink slips” and the warmth of the sun. But for those teenagers of yore, “getting the pink slip” now signifies loss rather than gain, as it has been the traditional color of a layoff notice delivered to “redundant” employees. We don’t see many actual pink slips these days – just as the Internet has usurped AM radio’s role as purveyor of the soundtrack of adolescence, so has it taken the place of the pink slip used to inform other departments of staff reductions in force.

And there’s another pink slip now absent from most offices – the telephone message note. Voicemail laid it low, and now cell phones and email have all-but eliminated the chrome spike on the receptionist’s desk where incoming call details were preserved – if not for posterity, at least until you returned from lunch.

Lunch no longer provides any respite from the workday world any more than does air travel. And therein lie two of Business Aviation’s “unique selling propositions”: 24/7 connectivity, and privacy. Add to that security, comfort and efficient use of time, and it becomes evident as to why anyone who can, travels aboard one of the world’s 33,000 business turbines as an owner, charterer, fractional owner or guest.

So, with all those advantages, are we see-

I

ing growth in business jet sales and flight activity? The Magic 8 Ball is wont to say, “Reply hazy - try again.” According to GAMA, first quarter deliveries were up 4%, but that is an increase of only five units.

ARGUS TRAQPak numbers for June show a 3.8% decline from May flying – even large cabin jets, whose flying has held up remarkably during the downturn, were off 8.1%.

Year-to-date, business turbine flying is down 1.7% compared with 2012 – and that is despite recent double-digit increases in Part 135 charter flying.

Now, the US real gross domestic product increased in 1Q 2013 for the 15th consecutive quarter according to the Bureau of Economic Analysis. Business aircraft sales and flight activity historically have been trailing indicators… but for 15 quarters? IATA’s July forecast for Commercial Airlines projects a 4.3% increase in revenue passenger flying, with a 78.1% load factor. That makes for pretty crowded aircraft – but they have to be crowded, because the average per-passenger profit margin is 1.8%, or $4 per passenger – including full-fare, first class tickets.

The problem is that the Airlines don’t sell enough full-fare anything, let alone first class tickets. All bets have been off on ticket prices since 1979, when deregulation opened the skies to price competition. That began an Airline profitability race to the bottom, expedited during the last two decades by the Internet. In order to achieve even minimal profitability, Commercial Airlines have been cutting service with a vengeance – a fact bemoaned by James Atlas in his July 6 Opinionator column in the NY Times, ‘Class Struggle in the Sky’.

“The choice of ‘snacks’ on my New York to Miami flight includes blue potato chips, a Luna bar, a packet of trail mix and — a selection I haven’t been offered before — popcorn.

But it makes sense: the cabin already feels like a movie theater at the end of a showing, even though we still have an hour to go. The floor is strewn with candy-bar wrappers and broken headsets, crumpled napkins and cracked

plastic glasses…

Welcome to economy.”

But such service cuts are not enough. The Airlines have lost too many senior executives and High-NetWorthIndividuals to the advantages of business jet travel – travelers they desperately need to subsidize their discount economy air fares. They are fighting back, though. “In May,” Atlas reports, “in an effort to compete with Netjets and private jets, American unveiled a new premier service, an elite category for those who can afford to pay approximately $18,000 for a round-trip ticket to London … Emirates Airlines now offers, as part of its ‘first-class private suite’, a private room with minibar, wide-screen TV and ‘lie-flat bed.’”

Will the Airlines be successful in wooing back the full-fare, First Class passenger? I doubt it. But with more than 13% of business jet owners today giving their aircraft “the pink slip” according to JETNET, as an industry we’d best keep focused on doing what we do best – providing safe, efficient travel to thousands of airports Commercial Airlines don’t – and won’t – serve. ❯ Gil Wolin draws on forty years of aviation marketing and management experience as a consultant to the corporate aviation industry. His aviation career incorporates aircraft management, charter and FBO management experience (with TAG Aviation among others), and he is a frequent speaker at aviation, travel and service seminars. ❯ Gil is a past director of the RMBTA and NATA, and currently serves on the Advisory Board for Corporate Angel Network and GE Capital Solutions-Corporate Aviation.

Gil can be contacted at gil@wolinaviation.com, www.wolinaviation.com

The world’s finest Business Jets, Turboprops & Helicopters for sale at

www.AvBuyer.com 24

WORLD AIRCRAFT SALES MAGAZINE – August 2013

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Aircraft Index see Page 4

J,MesingerAUGUST_Layout 1 17/07/2013 09:57 Page 1

Even more success.

Whether you’re buying or selling an aircraft, our job is to make the process seamless, satisfying, and successful.

SOLD IN THE LAST 12 MONTHS Global Express Astra SPX Citation CJ3 Challenger 601-3R Falcon 900EX Falcon 50EX Astra SP

Challenger 601-3A Challenger 604 Falcon 900EX EASy Citation Mustang Falcon 2000 King Air 350 G550

ACQUIRED IN THE LAST 12 MONTHS Falcon 50 Citation Sovereign Citation X Global Express XRS Hawker 800XP Global Express

Citation Sovereign G550 Global Express Global Express XRS G550 Lear 45XR King Air 350i American Eurocopter AS350 B3E Citation Sovereign

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J,MesingerAUGUST_Layout 1 17/07/2013 09:57 Page 2

UNDER CONTRACT

1993 199 3 CITATION CIT TAT TION VII S/N 7 7020 020

1988 FALCON FAL A CON O 900B S/N 25 ASKING: $6,500,000 | 9,893 Hours TTAF, 5,090 Landings, MSP Gold

3,311 Hours TTAF, 2,514 Landings, MSP Gold •Excellent pedigree •Recent ID 8 & 19 and fresh ID 11 c/w 6/13 at Cessna Sacramento •Dual Universal UNS-1D FMS •Honeywell RMU-855 Upgrade

•Currently Operated Part 135 •1C 2C 4C & Gear Restoration c/w 2012 •Dry Bay Mod SB c/w •Dual FMZ-2000 FMS Systems with 6.1 Software & WAAS/LPV •Aircell GoGo Biz High Speed Data •New Paint in 2012

2007 GLOBAL 5000 S/N 9158

UNDER C CONTRACT ONTR RACT

ASKING: $27,995,000 | 1,519 Hours TTAF, 611 Landings

3,828 Hours TTAF, 1,375 Landings, RRCC

•In-Service Date: January 2007 •Triple FMS/EVS Display/HUD •High Speed Data •Satellite TV •Extended Range SB c/w •November 2013 reserved slot at Bombardier for Batch 3, FANS 1/A and WAAS/LPV

2001 2001 GL GLOBAL OBAL EXPRE EXPRESS ESS S/N 9040

•Airframe on Smart Parts Plus •Fresh 2C/C/A Checks Feb. 2013 •8C & 10 Year Gear Check c/w 8/2010 •Batch 2+ Upgrade •Dual Honeywell NZ-2000 FMS with Version NZ5.8 w/TOLD

2 2008 008 G GULFSTREAM ULFSTREAM G450 G450 S/N S/N 4118 4118

1994 GULFS GULFSTREAM STREAM GIV GIV-SP -SP S/N 125 1257 7

ASKING: $26,500,000 | 1,737 Hours TTAF, 536 Landings

ASKING: $8,100,000 | 7,864 Hours TTAF, 4,231 Landings

•Excellent 1 U.S. Owner Pedigree •Gulfstream Maintained •Certification Foxtrot •Gulfstream Broadband Multi-Link (BBML) •Honeywell AIS-2000 Multi-Region Satellite Television System •Currently 135 Operated

•Fresh Engine Overhauls •72 Month Inspection c/w 8/2012 •OPS 18 inspection c/w 8/2012 •Airshow Genesys •Triple Honeywell LASEREF •Heads-Up display •High service bulletin status

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J,MesingerAUGUST_Layout 1 17/07/2013 09:59 Page 3

PRICE L LOWERED OWERED

2 2005 GULFS GULFSTREAM TREAM G200 S/N 115

NOW ASKING: $8,595,000 | 1,832 Hours TTAF, 999 Landings, ESP Gold Lite •One U.S. Owner since new •Low time •Honeywell Mark V EGPWS with RAAS & Windshear •Safe Flight Auto Throttles •Great Paint and Interior •Currently Operated on a Part 135 Certificate

1996 BEECHJ BEECHJET JET 400A S/N RK-111 RK-111 ASKING: $1,400,000 | 4,022 Hours TTAF, 3,482 Landings •Currently operated Part 135 •Engine overhauls June 2012 •Supplemental Air Conditioning •Upgraded Rockwell Collins AMS-5000 Avionics System with GPS-4000S Sensor

WANTED W A ANTED Sign Signed ned Exclusive Exclusive Acquisition Acquisition Agreements, Agrreements, Buyers Buyers Pay Pay Our Commission, Com mmission, No Financing Requirements Requ uirements CITATION ENCORE

GULFSTREAM G550

•Low time •8 passenger plus belted lav •Cessna maintained

•2007 or older •4,000 Hours TTAF or less •Aft Galley

FALCON 7X

FALCON 900EX

•Sub 100 S/N

•Will Consider All Options

CHALLENGER 604 •12 Passenger Configuration, Part 135 Preferred

FILE PHOTOS

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BG 1 Aug13_FinanceSept 16/07/2013 07:37 Page 1

BUSINESS AVIATION AND THE BOARDROOM

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

More information from www.generalaerocompany.com

Business Aviation is a vital tool to build on improving times.

As the financial world parses Fed Chairman Bernanke’s every word to predict likely moves in the economy and as our community continues to suffer politicians bashing corporate jets, Jack Olcott sees encouraging signs for Business Aviation.

F

or the first time since the 2008 financial crisis, all major manufacturers of corporate jets exhibited their products at this year’s Paris Air Show. That premier of all aviation events, first held in 1909 and now officially entitled Salon international de l’aeronautique et de l’espace, Paris – Le Bourget, had not seen such robust participation from the Business Aviation community since the European Business Aviation Convention & Exhibition (EBACE) was launched in 2001 and held annually in Geneva, Switzerland, to become the major showcase for business aircraft on the continent.

Bombardier, Cessna, Dassault, Embraer and Gulfstream were out in force and apparently pleased with the reception they received, even though just 32 firm orders and 20 options were booked between them. (The Paris Salon continued to be fertile ground for manufacturers of Airlines, however, with orders totaling nearly $150 Billion.)

Larger models with intercontinental range are the highlights of the recovering market for business jets.

Corporations and entrepreneurs see opportunities in emerging economies situated far from North America.

Whereas deliveries of new

28

WORLD AIRCRAFT SALES MAGAZINE – August 2013

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Aircraft Index see Page 4

l

BG 1 Aug13_FinanceSept 16/07/2013 07:38 Page 2

What the Boardroom needs to know about Business Aviation business aircraft to the USA fell by 1.4 percent and by 0.9 percent in Europe last year (2012), shipments to Africa rose by 7.7 percent, to Asia by nearly 9 percent and to Latin America by 14 percent. The market for larger, pre-owned business jets with significant range capability also is strengthening.

Flights by corporations to distant markets have increased. According the European Business Aviation Association (EBAA), business jet operations between Europe and emerging-market countries increased by 32 percent between 2006 and 2011.

Flights to Asia doubled during the same period.

A NEEDED TRAVEL OPTION Many emerging nations throughout the globe offer corporations and entrepreneurs significant opportunities for market expansion. For example, African nations seek and attract foreign investment for many reasons. Their natural resources are in great demand. Their populations seek jobs and the improved quality of life that results from interface with world commerce. More members of the international community are focusing attention on the health needs of Africans.

Leveraging those African opportunities requires a transportation capability that is marginally provided by the scheduled Airlines. There are very few scheduled flights between major African cities; where Airline service is available, multiple stops are the norm. In some situations, according to a spokesperson from Bombardier, travelers had to use connecting flights through Paris or London to reach certain African destinations via the Airlines. Clearly the most efficient and effective form of travel for companies seeking business in Africa is Business Aviation.

(As an aside, I find it significant that our nation’s Commander-in-Chief, who rarely misses an opportunity to bash corporate jets, took his family with him on Air Force One as he conducted a state visit to Africa. Obviously, the Boeing 747 was the appropriate means of transportation for a person with such heavy demands on his time, just as it is appropriate for a business leader to use his or her corporate jet to conduct their business.)

Reflecting the demand for international travel by corporations, the General Aviation Manufacturers Association reported that over 40 percent of shipments in 2012 were large corporate jets. This segment of Business Aviation is expected to generate nearly 70 percent of the dollars spent on business aircraft during the next decade. Contributing to that value is a healthy backlog for the Gulfstream G650 which has a range of about 7,000 nautical miles and sells for over $65 Million.

GROWING ACCEPTANCE While the recovery is being led by demand for larger, longer-range business jets, the average flight department in the USA operates smaller aircraft.

Typically, a company operates one—possibly two— jets or turboprop aircraft capable of carrying four to seven passengers. Such aircraft mostly provide transport between airports with limited (if any) Advertising Enquiries see Page 8

Airline service, and the typical flying time is under two hours. By providing transportation to locations the scheduled Airlines do not serve – and do not want to serve–they are necessities in today’s business environment.

Our community is emerging from an era where economic and political forces damped the acceptance of Business Aviation as a necessary tool for growth. The winds of opinion show signs of reversing direction, however. Not long ago they were squarely headwinds. Perhaps now they could be considered quartering, and soon, we trust, they will be pushing our community forward.

The need for the unique transportation that only Business Aviation provides is a necessity for a recovering economy.

“The winds of opinion show signs of reversing direction”

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

Get them answered/published in World Aircraft Sales Magazine. Email feedback to: Jack@avbuyer.com Business Aviation and the Boardroom continues on Page 30

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WORLD AIRCRAFT SALES MAGAZINE – August 2013

29

BG 2 Aug13_FinanceSept 16/07/2013 07:41 Page 1

BUSINESS AVIATION AND THE BOARDROOM

The CAM: The Broader Perspective In Context.

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

Contact him via www.VanAllen.com.

Leaders of flight departments should be Certified Aviation Managers (CAM), asserts Pete Agur in this summary of what preparing for and achieving certification accomplishes for companies utilizing Business Aviation.

W

-

ithin your company's Business Aviation department, each professional discipline is very focused and limited in scope:

Pilots fly, Technicians maintain, and Schedulers coordinate.

Very few aviation professionals are cross-function trained, much less fully conversant or appreciative of the ins and outs of their cohorts’ roles and responsibilities. In other words, very few aviation professionals are generalists. Yet the key to being a successful leader and manager is to have a grasp of the whole of the business: to be a generalist.

Without that broader perspective, the managers of your aviation department are handicapped in their ability to lead and work well together.

Additionally, they will have greater difficulty providing the direction that is most appropriate and effective for the business of the flight department and the organization it supports. In other words, as technical experts, they will likely do things right.

But, will they be doing the right things for the right reasons?

A number of years ago members of the NBAA’s Corporate Aviation Management Committee recog-

nized the need for improved Business Aviation leadership and managerial development and certification. I’m intimately familiar with those efforts because I was a member of that group and am a Certified Aviation Manager. In the end, a thorough design and development process resulted in today’s CAM program.

SOME FAST FACTS ABOUT THE CAM: -

There are currently more than 200 CAMs, including pilots, technicians, schedulers and administrators.

- A candidate for the CAM exam must meet minimum qualifications consisting of a blend of education, experience and approved course credits.

- The CAM exam contains 175 questions covering five subject areas and is completed in a proctored environment over 3.5 hours. Those topic areas are o Leadership o Business Management o Human Resources o Operations o Technical, Facilities, and Services Over 80% of CAM applicants pass the exam in their first try.

U

ENSURE YOUR AVIATION DEPARTMENT MANAGER IS THE STRONG LINK

30

WORLD AIRCRAFT SALES MAGAZINE – August 2013

www.AvBuyer.com

Aircraft Index see Page 4

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What the Boardroom needs to know about Business Aviation -

-

The exam program is conducted by ISO-Quality Testing, Inc., an independent testing organization.

Ongoing CAM qualification includes the requirement to be periodically recertified through continuous studies and participation in approved industry courses and events.

The CAM program is overseen by an independent governing board. That board is currently seeking accreditation of the CAM program through the NCCA (National Commission for Certifying Agencies). You can learn more about the NBAA’s CAM program at www.nbaa.org/prodev/cam/.

WHY BOARDS SHOULD ENDORSE THE CAM PROCESS: 1. The Business Aviation department is responsible for the safe and effective transportation of your company’s most important assets: its people.

The leaders and managers of that department must be the best they can be or there will be heightened levels of risks for the operation and the company. The CAM program supports the goal of leadership excellence.

2. The company’s investment in Business Aviation assets and operations is among the highest it makes in non-core operations. It is essential that this highly visible business unit be well led and managed.

Your Board should require that each person in a leadership or managerial role, within the Business Aviation department (or candidates for these positions) either be a CAM or become a CAM within a reasonable period of time.

The Board should also seek confirmation that the managers and leaders within the aviation department have the resources to do their jobs (which is to say that they have the time and support needed to prepare for, and maintain their CAM status). This commitment may be more demanding than it sounds because most Business Aviation departments are staffed to achieve operational effectiveness, but are not oriented toward fulfilling managerial and administrative business unit requirements.

For instance, for most companies, the Aviation Director (if he or she is an aviator) or the Chief Pilot often flies a schedule that matches or exceeds the norm for a line captain. That means aviation professionals often lead and manage their departments in their spare time.

The Board should expect the company’s aviation department’s leaders to have the time available that is needed to do their primary job, which is management. What the ratio between managing and flying should be depends on the maturity of the department and the level of its challenges.

The Board should also require the Business Aviation department’s professional development budget be consistent with that of other business units. In fact, a greater budget for managerial training and leadership might be initially necessary because aviation personnel may be starting from a

32

WORLD AIRCRAFT SALES MAGAZINE – August 2013

INVEST IN QUALIFYING YOUR FLIGHT DEPARTMENT MANAGER TO DO THEIR JOB.

lower level of competence and development in these areas than your other business units’ leaders.

(An important side note: much of the department’s current “training budget” may not actually be a training budget at all. It may be primarily a maintenance budget focused on pilots and technicians attending technical recurrent sessions that have nothing to do with career or professional development.) I recommend the company use a different label for recurrent technical training. This will keep “recurrent” dollars from skewing the accounting for the real investment for professional development.

So, that places the CAM in context. It is an excellent tool for developing the competence of your Business Aviation department’s leaders and managers. And as a Board Member, you can make the recommendation that a CAM be a requirement and assure the support for the achievement of that goal.

“...much of the department’s current ‘training budget’ may not actually be a training budget at all.”

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

Get them answered/published in World Aircraft Sales Magazine. Email feedback to: Jack@avbuyer.com Business Aviation and the Boardroom continues on Page 36

www.AvBuyer.com

Aircraft Index see Page 4

Jet Collection Aug_Layout 1 15/07/2013 17:29 Page 1

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2014 Q4 EMB 500

2007 Citatio Citation on XLS

2014 Q2 BBJ

2007 Cessn Cessna a Citation Sovereign Sovereign

2011 Global Expr Express ess XR XRS RS

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2008 Challenger 850

2000 Citatio Citation on X

CHICAGO 312.226.8541

DALLAS 214.415.3725 2 14.415.3725

TAMPA T AMP A PA 727.420.1607 727.420.1607

LYON L Y YON 33.6.28.75.69.30 33.6.28.75.69.30

ISTANBUL IST TAN A BUL 90.212.283.02.42 90.2 12.283.02.42

SAN FRANCISO 707.592.6960 707 .592.696 0

SAVANNAH SA AVANNAH A 912.727.4034

PARIS P ARIS A 33.4.72.81.15.15 33.4.72.81.15.15

VIENNA VIENNA 43.1.533.04.15.55

BEIJING 86.10.65330620

SpeciďŹ cations and/or description descriptionss are are provided provided as introductory introductory information. The They ey do not constitute representations representations or warranties warranties of The Jet Collection. Y You ou should rrely ely on you your ur own inspection of the air aircraft. craft.

Project3_Layout 1 24/07/2013 14:34 Page 1

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GULFSTREAM G550 S/N 5114 3673 TT, Sixteen (16) Passenger Configuration $34,000,000

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BG 3 Aug13_FinanceSept 16/07/2013 14:22 Page 1

BUSINESS AVIATION AND THE BOARDROOM

Fractional Ownership: Easy entry into the arena of Business Aircraft (Part 2).

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

Following on from last month, David Wyndham completes his coverage of Fractional Ownership, examining contracts, costs and extraordinary usage.

F

ractional Ownership requires intricate agreements between the aircraft owners or lessees and the operator. These agreements—exacting contracts, actually—are mandated by the Federal Aviation Regulations in FAR Part 91K. They allow for the purchase or lease of a fractional interest in a single aircraft, direct the fractional provider to manage the aircraft, and allow for the “interchange” of the aircraft in which your company or you own a share to exchange flight time in another airplane within the entire fleet of the fractional provider on relatively little advance notice.

Ownership contracts run typically for five years, but it has become common to see 24 and 36month terms.

Depending on

the provider, the contracts can be cancelled early with certain conditions. However, each contract usually has unique provisions to suit the needs of the purchaser. Typically, there may be significant financial penalties for early cancelation of the contract.

FRACTIONAL COSTS There are four costs involved with fractional ownership: three are fixed and one is variable. The first fixed cost is the initial capital outlay or lease payment, according to the type of aircraft and the size of the fractional share purchased.

The second fixed cost is a monthly management fee for crew, training, hangar, insurance, and other management-related costs. This cost escalates annually based on the CPI or a fixed minimum increase, whichever is greater.

The third fixed cost is the base hourly rate for each hour flown to pay for fuel, maintenance, standard catering and normal landing fees. This cost also escalates annually based on the CPI or a fixed minimum increase, whichever is greater.

The fourth cost, which is variable, is the Fuel Component Adjustment (FCA) or Fuel Surcharge, which accounts for fluctuations in the cost of fuel and is added to the base hourly rate. This hourly cost adjustment, which stems more from the marketing of the program’s hourly rates rather than the fractional program failing to correctly anticipate their fuel cost, can be nearly as much as the base hourly costs.

At the end of the contract (assuming the owner elects not to renew), the share is sold back to the management company and the owner receives a check for the resale price of the asset less resale/marketing expenses.

As an owner, you bear the residual value risk.

If you sell rather than renew at contract’s end, the share value is based upon market conditions at that time. You do not have the ability to delay the sale waiting for the market to improve.

U continued on page 40

36

WORLD AIRCRAFT SALES MAGAZINE – August 2013

www.AvBuyer.com

Aircraft Index see Page 4

Corporate Concepts Aug 18/07/2013 12:23 Page 1

Corporate Concepts International, Inc.

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LEGACY 600 – NEW to the Market ■ New to Market - $8,495,000 ■ 13 passenger Executive interior ■ Iridium phone system ■ All maintenance by Embraer Factory Service Center ■ Enrolled in EEC and Corporate Care ■ 41,000 ft modification

GULFSTREAM G-450 – New to Market ■ Satellite phone and Swift Broadband ■ Fourteen passenger interior ■ Enhanced Vision system ■ Enrolled on Corporate Care, MSP and HAPP plans ■ Forward and Aft Lavatories

FALCON 2000 - S/N: 030 ■ Highly desired ten passenger configuration ■ Upgraded entertainment system with six individual monitors ■ Ultra Mid-Class cabin with over 3,000 mile range ■ Financing Available – For Sale or Lease – Some Trades Considered

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O'Gara July 16/07/2013 15:16 Page 1

O'Gara July 16/07/2013 15:17 Page 2

BG 3 Aug13_FinanceSept 16/07/2013 14:24 Page 2

What the Boardroom needs to know about Business Aviation UNIQUE USES OF FRACTIONAL OWNERSHIP While Fractional Ownership is a relatively easy way for a company to launch its initial involvement with Business Aviation, some experienced flight departments use shares to add a different level of capability to existing operations. It is rare that the small, inhouse aviation organization is able to meet 100% of the corporation’s demand 100% of the time. The demand may fluctuate seasonally, or may be associated with the occasional need to have multiple aircraft in use at one time.

We have one client who operates primarily in North America. However, their business in Asia has grown dramatically. They are actively exploring the acquisition of a global business jet to take their senior executives from the US to Asia. That demand is not sufficient travel to justify full-time ownership of such a jet, but a 75 to 100 hour fractional share is a perfect fit.

A fractional share is a way to bridge the gap between current capacity and future needs as a company expands. For example, if your current aircraft is essentially at full utilization, but demand is increased and you need more flight hours per year, a fractional share may be appropriate.

Fractional can also be used as a component of an executive compensation package. Another client of ours has provided its CEO with 50-hours of Fractional Ownership for his personal use. That arrangement keeps the compensation amount clear and avoids tax-related issues with personal use of the company aircraft.

SUMMARY The advantages of Fractional Ownership are many: • Service levels are generally very high.

• Professionally dispatched aircraft are available 24/7 .

• Costs to acquire the aircraft are proportional to the share size.

• Aircraft interiors/exteriors are standardized among the fractional fleet.

• For a business, there is the ability to have the tax benefits of depreciation that come with ownership.

• Hourly costs are for occupied hours. The cost to position the aircraft to pick you up is not directly charged to you.

• Aircraft availability is guaranteed with as little as four-hours notice.

• Within a fractional provider’s fleet offerings, you can upgrade or downgrade aircraft size with a billing ration in proportion to the aircraft.

• Single point of contact applies for all services.

But there are also elements of Fractional Ownership that must be considered, such as: • Fixed annual hours and fixed contract lengths may not match your travel needs.

• Leaving a contract early can result in exit fees.

(Read contract carefully.)

• Minimum billable flight time is one hour.

• Limited types of aircraft are available.

• Contracts only purchased in blocks of 25 hours.

40

WORLD AIRCRAFT SALES MAGAZINE – August 2013

•

When exiting the program, the aircraft is assigned a Fair Market Value. You have little control over the pricing, and time of sale coincides with your contract, not the aircraft market.

Overall, Fractional Ownership offers an excellent first step into the benefits of owning an aircraft. The fractional provider handles all the details. The share owner has access to experienced flight crews and mechanics. And if the typical mission profile calls for considerable one-way flying, costs can be low compared to other options.

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

Get them answered/published in World Aircraft Sales Magazine. Email feedback to: Jack@avbuyer.com Business Aviation and the Boardroom continues on Page 44

www.AvBuyer.com

Aircraft Index see Page 4

Eagle Aug 16/07/2013 15:25 Page 1

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Avjet July_Layout 1 20/06/2013 16:32 Page 1

1999 Boeing Business Jet, S/N 29149

2001 Boeing Business Jet, S/N 32774

2009 Airbus A318, S/N 3985

2000 Global Express, S/N 9010

2008 Lineage, S/N 19000140

2003 Global Express, S/N 9116

Avjet July_Layout 1 20/06/2013 16:33 Page 2

1987 Gulfstream GIV, S/N 1022

1985 Challenger 601-1A, S/N 3048

2008 Gulfstream G150, S/N 263

1999 Global Express, S/N 9031

1987 Gulfstream GIV, S/N 1029

1999 Learjet 60, S/N 172

BG4 July13_FinanceSept 16/07/2013 15:58 Page 1

BUSINESS AVIATION AND THE BOARDROOM

Confidence ...and the Need to Seek Balance Jay Mesinger is the CEO and Founder of J. Mesinger Corporate Jet Sales, Inc. Jay is on the NBAA Board of Directors and is Chairman of AMAC. He now serves on the Jet Aviation Customer and Airbus Corporate Jets Business Aviation Advisory Boards and is a member of EBAA and the Colorado Airport Business Association. Contact him via Jay@jetsales.com.

Economists rarely agree, except for the importance that consumer confidence plays in a recovering market. Jay Mesinger expounds on analogies that capture his perception of market dynamics impacting Business Aviation. s an individual who has devoted his career to Business Aviation, with emphasis on the resale side of our community, I keep looking for the fine balance of market forces that impact evaluation models for business aircraft, and thus stimulate confidence that our business decisions will be successful. Two very graphical analogies immediately come to mind.

First is the circus act of spinning plates on top of rods placed vertically. The plates sit on the very end of what are about four-foot long poles, and the showman starts them spinning as he moves quickly down the line, keeping all plates at the proper rotational speed and not falling. This balancing is accomplished by running up and down the row, constantly adding a twist at just the right moment. As long as their speed is maintained, the plates will not fall off the rod.

Another analogy is the bicycle wheel, with its hub and spokes supporting a rim and tire. As long as the spokes are intact the rim and tire remain perfectly round and a smooth ride is attained. If a spoke or spokes were to break, however, letting the rim settle unevenly, the ride gets rough.

Now let’s consider the balance of market forces and the confidence that good balance creates. As the economic recovery lumbers along, it seems that just as we get the first plates spinning, the plates at the other end of the line start to slow and fall off of the rods. The same goes for the round wheel. You get one spoke replaced and another one snaps. Trying to balance economic recovery month after month, continent after continent, has been an enormous challenge. As soon as we get the US plates spinning, Europe’s plates start to slow down and wobble. Hopefully we can get them all spinning sufficiently before one or more “plates” drops to the ground and shatters.

A

WHAT INDEED IS GOOD NEWS? In the late spring, economists postulated that the US economy may be improving at a rate faster than forecast, which might cause the Federal Reserve to curtail continued on page 48

44

WORLD AIRCRAFT SALES MAGAZINE – August 2013

www.AvBuyer.com

Aircraft Index see Page 4

U

J Hopkinson Aug 15/07/2013 14:53 Page 1

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Ă? runway ends worldw wide worldwide Ă?

L H I L HL LI H L H K K Ă? a L H I L HL LI H L H K K required

Ă? Ă? (20ÿÓÓ KHL H IL I K * K H H H K 20ÿÓÓ KHL H IL I K * K H H H K and across a Fed EX with the only EVS approved appr oved to 1,000 ft RVR Ă? ) Ăž Ăœ K 5 Ă› IĂ? IL IL HĂ?H HĂœ Ă? Ăž Ăœ K 5 Ă› IĂ? IL IL HĂ?H HĂœ Ă? Ă˜HL L K KI K IL

K Ă˜HL L K KI K IL

K Ă?

BG4 July13_FinanceSept 16/07/2013 07:51 Page 2

What the Boardroom needs to know about Business Aviation its supporting measures like buying US Bonds. Initial reaction from the stock market was highly negative.

Imagine the idea that a more robust recovery requiring less government assistance would damage financial markets.

Next, a sharp increase in long-term interest rates, triggered by Federal Reserve statements just a few weeks ago, threaten sales of homes, cars and other big-ticket items. I believe some market watchers overreacted. Rate increases on interest-sensitive sectors likely will not be sufficiently severe to derail the recovery, say economists. Nevertheless, interest-rate news arrived just as the economy’s lagging growth was showing welcome signs of improvement. The fear of unbalance among economic indicators raised worries among consumers and company executives.

Although interest rates may not be the dominant indicator or driver defining the market for business aircraft, uncertainly about borrowing effects the entire economy including our corner of the marketplace.

So now we have a new broken spoke and perhaps a slowing plate. The current utilization reports from our industry indicate that the charter industry remains flat and shows no decisive signs of improving in the near-term. Aircraft utilization among corporate flight departments and charter providers is always a key indicator of the health of our sector.

Ultimately these flat forecasts will impact the market in general.

Whether picking up or slowing down, there is a trickle effect between the various segments of our market. For instance, many wonderful things occur if just one aircraft is sold to a first-time buyer: pilots are hired, maintenance facilities get engaged to perform inspections for the transfer of ownership, refurbishments are planned and executed, insurance policies are sold, hangars are rented, fuel is consumed. The entire industry gets a great boost.

Conversely when sales remain flat, the trickle effect works in reverse. It is a difficult task to maintain balance across industry and economic lines. But it is important to do so. Balance creates confidence, which spurs spending.

CREATING OPPORTUNITIES IN THE MIDST OF UNBALANCE Even in the darkest cloud there can be a silver lining.

Although at record lows, prices of business jets remain attractive and inviting for buyers. Once priced correctly, aircraft are selling.

If your company is considering a first-time purchase of a business aircraft, the time could not be better. If you have an existing flight department and you are considering a transition, the ability to complete this transition successfully is excellent. Of course the sales price of your relinquished aircraft may be lower than you had expected, but that fact may be balanced by a particularly attractive acquisition price for the replacement aircraft.

Spin the plates, check the spokes and ride smoothly and confidently into the future. The benefits to be derived from Business Aviation are exceptional.

48

WORLD AIRCRAFT SALES MAGAZINE – August 2013

“If your company is considering a first-time purchase of a business aircraft, the time could not be better.”

Recognize that business aircraft are effective business tools—vital to serving existing customers and essential for finding new opportunities as the economy deals with a variety of competing forces.

As I always say, “Getting out ahead of your competition and being able to be in front of your customer are the keys to success in this highly competitive business environment”.

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

Get them answered/published in World Aircraft Sales Magazine. Email feedback to: Jack@avbuyer.com Business Aviation and the Boardroom continues on Page 52

www.AvBuyer.com

Aircraft Index see Page 4

A I R C R A F T SA L E S & ACQ U I S I T I O N S Duncan Aviation has been assisting companies around the world with the sales and acquisition of aircraft for over 50 years.

2008 Gulfstream 200

s/n 182

Low Total Time. Excellently Equipped. Beautiful Interior Cosmetics. Meticulous Care.

2002 Falcon 900EX

s/n 105

4,044 Total Time. Winglets. Gogo Biz Broadband.

Inmarsat SwiftBroadband. MSP Gold.

1989 Astra 1125

s/n 31

Collins ProLine 21 EFIS 3 Displays. Astra SP Modifications.

Dual Universal UNS-1D +FMS. Custom G100 Interior.

2001 Astra SPX

s/n 135

4,356 Total Time. TFE731-40R-200G Engines on MSP. Collins FCC 4000 Dual Flight Director, 4 Display EFIS.

2006 Gulfstream G450

s/n 4039

2,575 Total Time. 1,330 Landings. BBML and Direct TV. Excellent Maintenance and Care.

1999 Hawker 800XP

s/n 258396

2,448 Total Time. MSP Gold. Dual FMZ-2000. King KHF-950. Honeywell TCAS-2000. RSVM Certified.

1993 Citation VI

s/n 232

6,430 Total Time. Honeywell EDZ-605 (5) Tube EFIS. Dual Universal UNS-1Es FMS/GPS.

1985 Falcon 50

s/n 145

9,225 Total Time. MSP. 3D Engines. Collins EFIS 86. Dual UNS-1K.

+1 402.475.2611 路 www.DuncanAviation.aero/aircraftsales 路 800.228.4277 World Aircraft Sales Ad 7_10_13.indd 1

6/27/2013 2:27:12 PM

Main Office

Bell Aviation West

Colorado (GJT) 970.243.9192 / 970.260.4667 cell

South Carolina (CAE) 803.822.4114 aircraft@bellaviation.com

Bell Aviation Texas

Dallas, Texas 214.904.9800 / 214.952.1050 cell

Aircraft Sales & Acquisitions

Challenger

Citation 111

1985 Citation III | 650-0077

1985 Challenger 601-1A | 3044

Citation XLS

Citation V / Ultra

1993 Citation V | 560-0208

2006 Citation XLS | 560-5631

Citation 11

Also Available: 560-0366

Learjet

1981 Citation II | 550-0286 Also Available: 550-0350, 550-0116

1992 Learjet 31A | 31A-051

For full specs & additional photos, please visit our website at www.BellAviation.com

Main Office

Bell Aviation West

Colorado (GJT) 970.243.9192 / 970.260.4667 cell

South Carolina (CAE) 803.822.4114 aircraft@bellaviation.com

Bell Aviation Texas

Aircraft Sales & Acquisitions

King Air 350

1998 King Air 350 | FL-199

King Air B100

1980 King Air B100 | BE-97

Meridian

Dallas, Texas 214.904.9800 / 214.952.1050 cell

King Air B200 / 200

1983 King Air B200 | BB-1140 Also Available: BB-917

Conquest

1985 Conquest II | 441-0339 Also Available: 441-0116

Meridian

2006 Meridian | 4697247

2009 Meridian | 4697402

BG 5 Aug13_FinanceSept 16/07/2013 15:51 Page 1

BUSINESS AVIATION AND THE BOARDROOM

A Trap For The Unwary: Flight Department Companies.

Troy A. Rolf, a business aviation and tax attorney, manages the Minnesota office of GKG Law, P.C. Contact him via email at trolf@gkglaw.com.

Among the first decisions that any company considering an aircraft acquisition must make is how to structure its ownership and operations. Forming a separate entity for providing air transportation is fraught with unique issues, cautions Troy Rolf. company that has a legitimate need for Business Aviation to transport its executives, employees and property in connection with the company’s business can own and operate its aircraft “in house” as a division of the company. However, many companies decide to own and operate their aircraft not “in house”, but rather to form a new company, separate from the primary operating business, whose sole purpose is to own and operate the aircraft and

A

provide air transportation services to the primary operating business. A company formed for this purpose is commonly referred to as a "Flight Department Company”.

Typically, a Flight Department Company is owned as a direct subsidiary of the primary operating business, but it is also common for a Flight Department Company to be owned in other ways, such as directly by the CEO or majority shareholder of the primary operating business. In any event, Flight Department Companies typically either employ, or obtain from third party vendors, the services of flight crews, maintenance technicians, and all other support personnel required for the operation of the aircraft. They typically provide air transportation services to the primary operating business, and often to other affiliated entities and associated individuals as well, while operating under Part 91 of the Federal Aviation Regulations (“Part 91”).

The costs of flight operations in such cases are usually funded by direct payments from the primary operating business to the Flight Department Company. Flight Department Companies usually operate on a break-even basis, with payments from the primary operating business merely covering the Flight Department Company’s actual costs of owning and operating the aircraft.

WHY FLIGHT DEPARTMENT COMPANIES?

TREAD CAREFULLY !

52

WORLD AIRCRAFT SALES MAGAZINE – August 2013

www.AvBuyer.com

The prime motivating force behind selecting an ownership and operating structure of this nature usually is the desire to protect the assets of the primary operating business from potential catastrophic liability. The legal theory behind such a structure is that a potential plaintiff will only be entitled to recover damages from the Flight Department Company, and that the statutory liability shield under which the Flight Department Company operates will protect the assets of the primary operating business from the claims of the potential plaintiffs. continued on page 56 U Aircraft Index see Page 4

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Design a new livery. Customize the interior. Upgrade the avionics. All to factory standards. Our OEM experience with first-in-type and export-import procedures is unmatched in the industry. You simply fly away in an aircraft that’s uniquely yours at a substantial savings over a new jet. bombardierpre-ownedaircraft.com • 972-960-3810

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JetBrokers Aug 15/07/2013 15:02 Page 1

2009 Embraer Legacy 600, S/N 145-1109, 2464 TT, On Corp Care, JAR Ops, 13 Pax, Premium Sound, Expresso Maker, Asking $13,900,000.00

2004 Hawker 800XP, S/N 258684, 4108 TT, MSP on Engines & APU, HBC Winglets, Paperless Cockpit, One Owner, G Check c/w 9/12, Asking $4,250,000.00

2005 Embraer Legacy 600, S/N 145-0873, 4665 TT, On Corp Care & EEC Enhanced, Satcom /w WIFI, 13 Pax, 96 Month Inspection c/w 5/13., Asking $9,500,000.00

2008 Hawker 900XP, S/N HA-63, 1041 TT, MSP, Paperless Cockpit, XM Wx, G Check c/w 11/12 by HBC-TPA, 8 Place Interior, Asking $6,500,000.00

1980 Falcon 50, S/N 010, 8179 TT, JSSI, Collins FDS-2000 EFIS, TCAS II, Dual UNS-1F w/ WAAS, C&CPCP c/w 3/09, Gear O/H in 2/12, Asking $1,995,000.00

1997 Citation VII, S/N 7082, 7167 TT, MSP, TCAS II, Dual GNS-XL’s, 8 Pax Interior, Good Paint and Interior, Asking $1,950,000.00

1999 Citation Jet, S/N 525-0301, 4361 TT, On TAP Elite, XM Wx, Iridium Phone, UNS-1K, TCAS 1, Doc 10 c/w 1/13, Asking $1,395,000.00

2009 Citation Sovereign, S/N 680-0276, 604 TT, Pro Parts, Aircell Axxess II, JAR Ops, Airshow 4000, Ten Passenger Interior, Make Offer!

Also Available Beechjet 400, S/N RK-84 Beechjet 400, S/N RJ-47 Citation III, S/N 650-0132 Citation CJ2, S/N 525A-0016 Citation Jet, S/N 525-0301

Citation II/SP, S/N 551-0039 Citation II, S/N 550-0326 Citation II, S/N 550-0295 Citation II, S/N 550-0216 Citation II, S/N 550-0127

Falcon 2000, S/N 8 Sabreliner 65, S/N 465-45 Sabreliner 65, S/N 465-36 Cheyenne IIXL, S/N 31T-8166017 King Air C90, S/N LJ-869

JetBrokers Aug 15/07/2013 15:03 Page 2

2008 Citation Encore+, S/N 560-0798, 511 TT, Power Adv Plus, Pro Parts, XM Wx, Collins FMS-3000 w/ WAAS, Single Pt. Refueling, Like New!, Asking $5,750,000.00

2008 Learjet 40XR, S/N 2102, 2358 TT, Smart Parts, Airshow, Iridium Phone, Steep Approach, Belted Lav, Dual UNS-1E’s, Price Reduced to $3,695,000.00

2000 Citation Bravo, S/N 550B-0935, 4548 TT, On Power Adv, Pro Parts, TCAS II, Mk-VII EGPWS, EU-Ops, Phase 1-5 c/w 11/12, Asking $2,200,000.00

2005 Learjet 60SE, S/N 289, 2203 TT, ESP Gold, 8.33/FM Immunity, UNS-1E, Enh Mode S, On CAMP, Asking $3,995,000.00

1980 Citation IISP, S/N 551-0169, 311 SMOH by Dallas Airmotive, TR’s, Freon Air, Skywatch HP, RVSM, Aft Baggage, MFD w/ WSI Wx, Asking $995,000.00

1993 Learjet 31A, S/N 65, 6967 TT, Engines on JSSI Plus, TCAS 2, UNS-1C, TRs, Big Door, Single Point Refueling, 12 Yr due 5/17, Asking $1,195,000.00

2010 King Air 350i, S/N FL-689, 450 TT, Venue Cabin Mgmt – Aircell Axxess II, TCAS 2, Hi-def Video Displays, L3 ESIS, Asking $5,900,000.00

1999 Socata TBM700B, S/N 151, 2422 TT, 626 TSHS, 43 SPOH, Skywatch, Garmin GMX-200 MFD, Dual Garmin GNS-530W, Annual c/w 4/13, Price Reduced to $1,275,000.00

ST. LOUIS +1-636-532-6900 Phone

CHICAGO

DETROIT

DENVER

FARNBOROUGH

+1-630-377-6900 Phone

+1-248-666-9800 Phone

+1-303-494-6900 Phone

+44 (0)1252 52 62 72 Phone

Email: jetbroker@jetbrokers.com

Web: www.jetbrokers.com

BG 5 Aug13_FinanceSept 16/07/2013 07:56 Page 2

What the Boardroom needs to know about Business Aviation

Any company that has as its primary purpose the ownership and operations of aircraft to provide air transportation services to any other person or entity, and that receives compensation of any kind whatsoever for such services, falls within the regulatory definition of a commercial charter air carrier, and therefore must be certificated in accordance with Part 119 of the Federal Aviation Regulations (“Part 119”), and operate under Part 135 of the Federal Aviation Regulations (“Part 135”). This is true regardless of whether or not the aircraft operating company provides air transportation services to the general public or only to the company’s own parent company, and regardless of whether or not the aircraft operating company is a profit-making business or is only reimbursed for actual expenses.

Flight Department Companies are commercial charter air carriers under the Federal Aviation Regulations—period, end of discussion.

NON-EXISTENT PROTECTION Very few Flight Department Companies actually make the investments in time and capital necessary to obtain certification as commercial charter air carriers, however. Consequently, most Flight Department Companies operate illegally as unlicensed charter operators, often without even realizing they are violating the law, with the result that the oft hoped-for liability protection may be illusory.

The prohibition against Flight Department Companies is widely ignored by many aircraft owners, perhaps in part because the Federal Aviation Administration historically has not actively sought out violators. In fact, some Flight

56

WORLD AIRCRAFT SALES MAGAZINE – August 2013

Department Companies have operated for several decades without the FAA ever initiating an enforcement action.

One should not, however, interpret the passive stance of the Federal Aviation Administration as an endorsement of the legitimacy of this practice.

In fact, based on historical practice, FAA scrutiny of the operations of a Flight Department Company is not likely to occur so long as the Flight Department Company continues to operate safely and only for its own parent company and affiliates, but rather will be most likely to arise following some event that brings attention to the operation, such as an accident or incident, or the occurrence of some other regulatory violation.

In such an event, regulatory violations associated with the operations of a Flight Department Company could violate representations and warranties in the liability and hull insurance policies covering the aircraft resulting in denials of insurance coverage, and/or could be grounds for piercing the corporate veil if it can be shown that the purpose for which the Flight Department Company was formed (i.e., the provision of air transportation services for compensation or hire under Part 91), was an illegal purpose.

In light of the potential legal pitfalls associated with the operations of Flight Department Companies, any company that utilizes, or is considering the utilization of a Flight Department Company should consult with an aviation attorney.

“Flight Department Companies are commercial charter air carriers under the Federal Aviation Regulations— period, end of discussion”

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

Get them answered/published in World Aircraft Sales Magazine. Email feedback to: Jack@avbuyer.com Business Aviation and the Boardroom continues on Page 58

www.AvBuyer.com

Aircraft Index see Page 4

Exceptional Pre-Owned Aircraft For Sale 2000 Bombardier Global Express Serial Number: 9002

FEATURES INCLUDE: • Capacity: 13 Passengers

• High Speed Internet

• Range: 6,150 NM

• Airshow Genesys

• Sleeps: 7

• DVD / CD Player

• Leather Seating

• Forward Galley

• Wi-Fi / Datalink

• Two Enclosed Lavatories

• Worldwide, Broadband

• Three 21’’ Monitors

1989 Astra 1125 Serial Number: 035

FEATURES INCLUDE: • Capacity: 7 Passengers

• RVSM Compliant

• Range: 2,643 NM

• Fully Berthable 3-place

• Leather Seating

divan or 2-single seats

• Engines on Honeywell MSP

• L/H Extended Range Galley

• Airframe on Gulfstream CMP

Contact: Brian Panning

Office: +1 303.799.9999 Mobile: +1 949.636.3678

bpanning@tempusaircraft.com www.tempusaircraft.com

BG6 Aug13_FinanceSept 16/07/2013 07:58 Page 1

BUSINESS AVIATION AND THE BOARDROOM

Be Timely & Efficient: The Importance of those Dang Insurance Forms.

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

How do policy holders participate in sabotaging their own aircraft insurance program? Stuart Hope counts the ways. he yearly letter from your insurance company arrives sounding the alarm for another approaching renewal: Your aircraft insurance policy does not renew automatically, and we will require current and updated information from your broker. In the meantime, you are hereby notified that premium and/or coverage may change depending on the information we receive.

OK, we all know filling out these forms is about as much fun as having the proverbial tooth pulled, but we’re also talking about a system designed to protect all that you have worked so hard to build.

Part of that protection system is completing these forms in as much detail as possible. When you don’t complete them properly or fail to return them in a timely manner, you are creating a chink in your own armor. Consider the following three ways to be your own worst enemy when seeking insurance coverage:

T

“Part of that protection system is completing these forms in as much detail as possible.”

1. Procrastinate over completing the requested updates until the last minute. Most insurance brokers send the renewal update forms to their clients 60 to 90 days in advance of the policy expiration. As a broker, I find we are often required to follow up multiple times for the return of these important documents. If they are returned promptly, it gives the broker current information (read ‘ammunition’) and more importantly, time to properly market your account with other insurance companies. It takes time to negotiate with each underwriter on pricing and coverage.

In this day and age where many firms are using a staff of five to do the work of 10 employees, getting a response can take weeks, not days. Waiting until the last minute hamstrings your agent. Since the aviation risk probably represents one of the largest catastrophic loss exposures you or your company faces, continuing coverage absolutely should be identified as top priority and treated as such.

HANDLE YOUR INSURANCE FORMS IN A PRIORITY, ORDERLY FASHION.

58

WORLD AIRCRAFT SALES MAGAZINE – August 2013

www.AvBuyer.com

Aircraft Index see Page 4

General Av Aug 16/07/2013 14:11 Page 1

BG6 Aug13_FinanceSept 16/07/2013 08:00 Page 2

What the Boardroom needs to know about Business Aviation 2. Giving the forms to the least qualified person for completion. Since aviation has its own vernacular, giving the form to someone in your office who doesn’t know a Cessna 150 from a Cessna 510, RVSM from TAWS, or an N-number from an airport ID, virtually assures that incorrect or incomplete information will be submitted on your behalf. Missed details are the difference between writing a policy as bulletproof as possible and one that’s full of holes. Generally it will be a team effort with your pilot(s) completing the areas of the forms where they are experts and your finance/insurance department folks filling out the remainder.

3. Leaving questions blank, or giving vague or half-answers. Many insureds leave questions blank or give half-answers because they are under the impression that if they answer ‘yes’ to a question querying whether they are engaged in a certain activity, they will be charged more premium. It is simply wrong to assume that not answering, or giving a half-answer will result in adequate coverage. The questions on applications are designed to identify uninsured exposures.

If a ‘yes’ answer to a question identifies an uninsured exposure, you will want to know what it would take to plug this gap in your protection. Often coverage can be added at no additional premium. If there is a premium, you can decide whether to pay it, or possibly not engage in the activity. To not address an insurance company’s question is the wrong decision.

GIVE YOUR INSURANCE BROKER PLENTY OF DETAIL TO PLOT YOUR NEXT MOVE

DETAILED DOCUMENTATION So not surprisingly, successfully renewing an insurance policy is all about ‘details, details, details’. Like it or not, underwriters are generally forced to get to know you (and judge you) through a piece of paper.

And they love paper with plenty of details! If you’re doing all the right things but aren’t taking the time to document them or otherwise let your broker know what is happening, you lose the horsepower that works in your favor at renewal time.

Completely filling out applications, renewal questionnaires and pilot forms in a timely manner gives brokers much-needed ammunition when they go to bat for your coverage program and premium rates. Completeness and accuracy also sends a subliminal message to underwriters: ‘If you are this detail-oriented when it comes to paperwork, imagine how meticulous and safe your aviation department must be!’

Also, don’t forget to forward a copy of training certificates, including any events such as Engine & Ops Seminars or online safety courses that you or

your flight personnel may have completed during the year.

Finally, if you have any questions when completing these insurance forms, pick up the phone and call your aviation insurance broker. If necessary, have their insurance specialists go over the renewal forms with you from start to finish. It’s why you pay them.

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

Get them answered/published in World Aircraft Sales Magazine. Email feedback to: Jack@avbuyer.com Business Aviation and the Boardroom continues on Page 62

COMPARE AIRCRAFT PERFORMANCE USING OUR

Aircraft Performance Guide at www.AvBuyer.com And select from the World’s finest Business Jets, Turboprops and Turbine Helicopters for sale 60

WORLD AIRCRAFT SALES MAGAZINE – August 2013

www.AvBuyer.com

Aircraft Index see Page 4

Aradian May 15/07/2013 15:05 Page 1

2008 Citation XLS

2007 Beech Premier 1A

1600TT EU Ops compliant

2007. 1200TT 2008. 540TT. TAP Elite

2007 Hawker 850XP

2013 Gulfstream 450

1290TT. MSP. Tan leather interior. Satcom

File photo

Gulfstream 550

1992 Falcon 900B

Several aircraft including 2013

9800TT 12 pax interior in Beige. Satcom.

EU Ops compliant. MSP Gold

McDonnell Douglas MD 600N

2007 Eurocopter EC135P2+

Three MD600N available

330TT. Dark metallic grey with dark grey and cream seats

ALSO OFFERING: Beech King Air C90GT/C90/B200/350, Hawker 400XP, Citation XL/XLS/Sovereign, Agusta Koala, Gulfstream G100/G150, Hawker 800XP/850XP/900XP. Call/Email For Details

www.aradian.com UK office Tel. +44 1481 233001 Fax.+44 1481 233002 steverogers@aradian.com

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

Also in: South America, South Africa, Russia, Spain, Germany, India & UAE

BG 7 Aug13_FinanceSept 16/07/2013 10:58 Page 1

BUSINESS AVIATION AND THE BOARDROOM

Turbo Deliveries First Quarter Numbers Astound

“The top-selling turboprops tend to be aircraft that are continually popular among pilots who fly for their own businesses.”

Today’s turboprops offer a broad range of turbine performance, propeller cost-effectiveness (some with at, or near Light jet cruise performance capabilities) with cabin and cockpit accoutrements that rival the best of the jet airplanes.

L

ooking at the first quarter GAMA aircraft delivery numbers, compared to the first quarter of 2012, turboprop deliveries increased by a startling 29.2% from 108 units delivered to 136, but in a departure from previous practice, GAMA didn’t report them that way. Instead, turboprop deliveries were segmented into single-and multi-engine categories, with the single-engine turboprops up 14.8% at 102 units, from 89 for the same period last year, and the multi-engine turboprops up an enormous 78.9%, with 34 units compared with 19 last year. A comprehensive analysis of all airplane deliveries for the first quarter can be found in the June issue of World Aircraft Sales Magazine.

It seems that Turboprops periodically enjoy better

times than the jet and piston aircraft market segments. Perhaps that has something to do with owner-flying. The top-selling turboprops tend to be aircraft that are continually popular among pilots who fly for their own businesses.

While exceptions exist anywhere, generally turboprop airplanes offer a common set of attractive attributes. The engines are responsible for most - for example, turboprop engines benefit today from propeller designs that are far more sophisticated than only a decade ago. The results are lower maintenance costs, longer overhaul cycles, improved climb and cruise performance, and in turn this contributes to reduced noise levels in the cabin.

In addition, specific fuel consumption numbers continue to improve, with the practical effect of allowing the use of higher power levels without suffering a proportionate increase in fuel consumption/costs. That, in turn, contributes to improvements in take-off, climb and cruise speed.

Another advantage is the single-pilot operational simplicity engineered into even the multi-engine turboprops. The only exceptions to the sum total of these benefits exist among the unpressurized models that are available, and form a small, important and dynamic segment of the turboprop market.

TURBOPROP PRICE GUIDE The following Turboprop Retail Price Guide represents current average values published in The Aircraft Bluebook–Price Digest. The study spans model years from 1994 through Summer 2013 (20 year period). Values reported are in US$ millions, with each reporting point representing the current average retail value published in the Bluebook by its corresponding calendar year. For example, the Beech King Air 350i reported in the Summer 2013 edition of the Bluebook shows $4.6 million for a 2010 model, $5.2 million for a 2011 model and so forth. Aircraft are listed alphabetically. Aircraft specifications for the following models can be found in the Performance & Specifications section of this issue beginning at page 74. continues on Page 64 U

62

WORLD AIRCRAFT SALES MAGAZINE – August 2013

www.AvBuyer.com

Aircraft Index see Page 4

2003 Falcon 2000 SN 192 2500 Hours and Exceptional Pedigree.

Redefining “super” in a super-midsized aircraft.

The Falcon 2000 has been the long-standing leader in the “super-mid” category. With a spacious, quiet cabin, transcontinental range and a miserly fuel burn, the Falcon 2000 delivers outstanding value.

2003 Serial Number 192 offers even more. This low-time aircraft briefly served as a Falcon demonstrator, and has since been flown Part 91 by a single corporate owner, one who has operated Falcons continuously for over 45 years. This aircraft has been cared for and maintained to the highest standard.

The roomy cabin is tastefully finished in neutral earth tones and is ideally configured for 8 passengers, including a 4-place club arrangement and a 4-place conference group. Perfect for working, dining or just relaxing! Additional comfort comes from knowing your maintenance costs can be controlled through SN 192’s enrollment in Honeywell’s MSP engine and APU programs, as well as HAPP and CASP avionics programs.

It’s time to redefine your flying experience with the truly distinctive Falcon 2000 SN 192. To learn more, call Jim Donath at Donath Aircraft Services.

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

Retail Price Guide Aug13_PerfspecDecember06 16/07/2013 11:02 Page 1

BUSINESS AVIATION AND THE BOARDROOM

TURBOPROPS AVERAGE RETAIL PRICE GUIDE YEAR OF MANUFACTURE $ MODEL BEECH KING AIR 350i

2013 US$M

2012 US$M

2011 US$M

2010 US$M

7.275

6.0

5.2

4.6

2009 US$M

BEECH KING AIR 350 BEECH KING AIR 250

3.9 6.015

BEECH KING AIR B200

5.3

2008 US$M

3.5

3.834

3.2

2007 US$M

2006 US$M

2005 US$M

2004 US$M

3.3

3.2

3.1

3.0

2.8

2.6

2.5

2.4

1.9

1.8 1.6

1.550

4.8

4.6

BEECH KING AIR B200GT BEECH KING AIR C90GTX

SUMMER 2013

4.4

3.8

2.8

2.6

BEECH KING AIR C90GTI

3.3

3.0

2.3

2.1

BEECH KING AIR C90GT BEECH KING AIR C90B BEECH KING AIR C90SE CESSNA GRAND CARAVAN EX

2.407

CESSNA 208B SUP C/MASTER EX

2.135

CESSNA 208B SUP C/MASTER

1.9

1.750

1.650

1.550

1.450

1.350

1.3

1.250

1.2

1.275

1.225

1.125

1.1

1.475

1.375

1.3

1.175

1.125

3.6

3.3

2.9

2.8

2.6

2.5

2.4

2.3

2.2

1.4

1.3

1.2

1.1

1.0

2.4

1.9

1.8 1.675

1.625

CESSNA 208 CARAVAN-675

2.135

2.0

1.725

1.625

1.525

1.425

CESSNA 208B GRAND CARAVAN-675

2.254

2.1

1.825

1.725

1.625

1.525

CESSNA 208B GRAND CARAVAN CESSNA 208 CARAVAN CESSNA 208 CARAVAN 1 PIAGGIO AVANTI - P180 PILATUS PC-12NG

4.465

6.7

5.7

5.2

4.7

3.9

4.0

3.5

3.3

3.1

2.8

PILATUS PC-12 PIPER MERIDIAN-PA46

2.251

1.9

1.7

1.6

1.5

QUEST KODIAK-100

2.030

1.750

1.550

1.450

1.250

SOCATA TBM 850

3.415

3.0

2.7

2.6

2.5

SOCATA TBM 700C2

1.725

SOCATA TBM 700B SOCATA TBM AIRCRAFT BLUEBOOK DATA - CARL JANSSENS, EDITOR. EMAIL: CARL@JETAPPRAISALS.COM

64

WORLD AIRCRAFT SALES MAGAZINE – August 2013

www.AvBuyer.com

Aircraft Index see Page 4

Retail Price Guide Aug13_PerfspecDecember06 16/07/2013 11:03 Page 2

What the Boardroom needs to know about Business Aviation

What your money buys today 2003 US$M

2002 US$M

2001 US$M

2000 US$M

1999 US$M

1998 US$M

1997 US$M

1996 US$M

1995 US$M

1994 US$M

YEAR OF MANUFACTURE $ MODEL BEECH KING AIR 350i

2.7

2.6

2.5

2.4

2.3

2.2

2.1

2.0

1.9

1.8

BEECH KING AIR 350 BEECH KING AIR 250

2.2

2.1

2.0

1.9

1.8

1.7

1.6

1.5

1.450

1.350

BEECH KING AIR B200 BEECH KING AIR B200GT BEECH KING AIR C90GTX BEECH KING AIR C90GTI BEECH KING AIR C90GT

1.500

1.450

1.4

1.350

1.3

1.250

1.2

1.150

1.1

0.925

0.875

0.850

0.825

0.800

0.775

1.050

BEECH KING AIR C90B BEECH KING AIR C90SE CESSNA GRAND CARAVAN EX CESSNA 208B SUP C/MASTER EX

1.150

1.1

1.050

1.0

1.050

1.0

0.950

0.925

0.900

0.875

0.850

0.825

CESSNA 208B SUP C/MASTER

0.950

CESSNA 208 CARAVAN-675 CESSNA 208B GRAND CARAVAN-675

1.1

1.050

1.0

0.950

0.925

0.900

0.875

0.850

0.825

0.900

0.875

0.850

0.825

0.800

0.775

0.800

CESSNA 208 CARAVAN 0.750

2.7 2.6

2.5

2.4

2.3

2.2

CESSNA 208B GRAND CARAVAN

2.1

CESSNA 208 CARAVAN 1 PIAGGIO AVANTI - P180 PILATUS PC-12NG

2.1 0.9

2.0

1.9

0.8

0.7

1.8

1.7

1.6

1.5

1.4

1.3

PILATUS PC-12 PIPER MERIDIAN-PA46 QUEST KODIAK-100 SOCATA TBM 850

1.575

SOCATA TBM 700C2 1.525

1.475

1.425

1.375

SOCATA TBM 700B 1.325

1.275

1.225

1.175

1.150

SOCATA TBM 700

AIRCRAFT BLUEBOOK DATA - CARL JANSSENS, EDITOR. EMAIL: CARL@JETAPPRAISALS.COM Advertising Enquiries see Page 8

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WORLD AIRCRAFT SALES MAGAZINE – August 2013

65

AirCompAnalysisAug13_ACAn 18/07/2013 12:53 Page 1

AIRCRAFT COMPARATIVE ANALYSIS CITATION EXCEL

LEARJET 45

Cessna Citation Excel

by Michael Chase n this month’s Aircraft Comparative Analysis, we provide information on a medium-size business jet, Cessna’s Citation Excel. We’ll consider some of the productivity parameters including payload, range, speed and cabin size, along with its current market value.

This month’s field of study also includes Bombardier’s Learjet 45.

I

Advertising Enquiries see Page 8

BRIEF HISTORY The Citation brand encompasses six distinct families of aircraft. The Citation Excel, the XLS and the XLS+ comprise one of these families. In total 372 Citation Excels were built between 1998 and 2004. The Citation Excel is a growth/derivative variant of the Citation V Ultra utilizing a shortened Citation X stand-up fuselage and a lengthened Citation V wing. www.AvBuyer.com

The Excel utilizes two Pratt & Whitney PW545A engines that made it faster than the V Ultra and gave it a higher MGTOW and a longer range. An advanced avionics suite includes a Honeywell Primus 1000 flight guidance system and a single AlliedSignal flight management system.

This aircraft can be RVSM certified when Service Bulletin SL-560XL-34-02 is continued on p70 ❯ complied with.

WORLD AIRCRAFT SALES MAGAZINE – August 2013

67

Project1_Layout 1 15/07/2013 15:12 Page 1

F

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2 2006 CITATION CIT TATION T N XLS SERIAL:560-5608 REG: SX-ADK

n XLS for Sale European • One O Owner wner Sinc Since e New • Citation Citation S Service ervice C Center enter M Maintained aintained • New leather leather in interior terior ((Cessna Cessna IC ICT) T) • Power Power Advantage Advantage eP Plus lus • AuxAdvantage AuxAdvantage •P ProParts roParts

• Belted Belted Seat Seat in lLav lLav •S Second econd FFMS-3000 MS-3 3000 • FFA2100 A2100 FDR • Axxess Axxess II Iridium Iridiu um Satcom Satcom Phone Phone •A Additional dditional 110 110V 0V A AC CO Outlets utlets • Owner Owner Has Already Alrready Purchased Purchased Replacement Replacement Aircraft Aircrafft

www.wepushtin.com www.wepusshtin.com • 512.

512.868.9000 8 .9000 868

Project1_Layout 1 15/07/2013 15:13 Page 1

F

E

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2 2010 CITATION CIT TATION T N XLS+ SERIAL:560-6065 REG:XA-LOS

XLS+ Motivated otivated Seller Mo • One O Owner wner Sinc Since e New • EU Ops Compliant Compliant •Enr •Enrolled olled on PowerAdvantage PowerrAdvantage P Plus, lus, P ProParts, roParts, A AuxParts uxParts and C Cescom esccom •T TCAS CAS 2000 •D Dual ual UNS-1ESP UNS-1ESP FMS FMS M

• HF P Provisions rovisions • Flight Flight Da Data ta R Recorder ecorder •C Cockpit ockpit V Voice oice R Recorder ecorder • SEL SELCAL CAL • Aircell Aircell Satellite Satellite Phone Phone • Steep Steep A Approach pproacch

www.wepushtin.com www.wepusshtin.com • 512.

512.868.9000 8 .9000 868

AirCompAnalysisAug13_ACAn 16/07/2013 08:07 Page 2

AIRCRAFT COMPARATIVE ANALYSIS CITATION EXCEL

MARKET SHARE

CHART A - MARKET SHARE

Chart A (top left) represents the in-operation aircraft Market Share as of June 2013 for the Citation Excel (60%) and the Learjet 45 (40%). There are currently 611 total aircraft in operation for these two models.

In-Operation Market Shares - June 2013 Total 611 Aircraft

PAYLOAD AND RANGE

Learjet 45

The data contained in Table A (left) is sourced from Conklin & de Decker. As we have mentioned in past articles, a potential operator should focus on payload capability as a key factor. The Citation Excel ‘Available Payload with Maximum Fuel’ at 960 pounds is greater than that offered by the Learjet 45 (798 pounds).

40.0% 60.0%

Citation Excel

Source: JETNET

CABIN VOLUME TABLE A - PAYLOAD & RANGE

MTOW (lb)

Max Fuel (lb)

Max Payload (lb)

Avail Payload w/Max Fuel (lb)

Max Fuel Range (nm)

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

Citation Excel

20,000

6,740

2,500

960

1,839

1,045

Learjet 45

20,500

6,062

2,110

798

1,968

1,175

Model

Data courtesy of Conklin & de Decker, Orleans, M.A. USA: JETNET; B&CA May 2013 and Aug 2012 . Operations Planning Guide

CHART B - CABIN VOLUME

Citation Excel

410

100

200

300

400

500

Cubic Feet

TABLE B Model

Fuel Usage (GPH)

Cessna Citation Excel

225

Bombardier Learjet 45

195

Source: Aircraft Cost Calculator (www.aircraftcostcalculator.com)

70

WORLD AIRCRAFT SALES MAGAZINE – August 2013

POWERPLANT DETAILS The Citation Excel is powered by two Pratt & Whitney Canada PW545A engines, each offering a thrust rating of 3,804 pounds. The Learjet 45, meanwhile, is powered by a pair of Honeywell TFE73120AR engines, each with a thrust rating of 3,500 pounds.

Table B (bottom left), sourced from the Aircraft Cost Calculator (ACC) shows the fuel usage by each aircraft model in this field of study. The Citation Excel - at 225 gallons per hour (GPH) - uses 30 gallons per hour (or 15.4%) more fuel than the Learjet 45 (195 GPH).

COST PER MILE COMPARISON

461

Learjet 45

According to Conklin & de Decker, the cabin volume of the Citation Excel at 461 cubic feet is 12 percent larger than the Learjet 45 (410 cubic feet), as shown in Chart B (left).

www.AvBuyer.com

Using data published in the May 2013 B&CA Planning and Purchasing Handbook and the August 2012 B&CA Operations Planning Guide we will compare our aircraft. The nationwide average Jet-A fuel cost in the August 2012 edition was $6.30 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.

‘Cost per Mile’ is detailed in Chart C (top right) which compares the Citation Excel to the Learjet 45 factoring direct costs, and with each aircraft flying a 1,000nm mission with 800 pounds (four passengers) payload. The Citation Excel’s cost at $4.92 per nautical mile is greater by $1.07 per mile (or 28%) than the Learjet 45 at $3.85.

Aircraft Index see Page 4

AirCompAnalysisAug13_ACAn 16/07/2013 12:16 Page 3

AIRCRAFT COMPARATIVE ANALYSIS CITATION EXCEL

TOTAL VARIABLE COST COMPARISONS The ‘Total Variable Cost’, illustrated in Chart D (right), is defined as the cost of Fuel Expense, Maintenance Labor Expense, Scheduled Parts Expense, and Miscellaneous trip expense. The total variable cost for the Citation Excel at $1,965 has a 17.7% higher variable cost per hour compared to the Learjet 45 at $1,670.

CHART C - COST PER MILE

Citation Excel

Learjet 45

1. Range with full payload and available fuel; 2. The long-range cruise speed flown to achieve that range; 3. The cabin volume available for passengers and amenities.

$3.85

$0.00

PRODUCTIVITY COMPARISONS The points in Chart E (right) center on the same two business jets. Pricing used in the vertical axis is as published by Vref. 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:

$4.92

$1.00

Advertising Enquiries see Page 8

$3.00

$5.00

$4.00

$6.00

US $ per nautical mile

* 1,000 nm mission costs 800lbs payload

CHART D - VARIABLE COST

Citation Excel

$1,965

Learjet 45

$1,670

$500

$0

$1,500

$1,000

$2,000

US $ per hour

CHART E - PRODUCTIVITY $6.0

Price (Millions)

The result is a very large number so for the purpose of charting, each result is divided by one billion. The examples plotted are confined to the aircraft in this study. A computed curve fit on this plot would not be very tight, but when all business jets are considered the “r” squared factor would equal a number above 0.9. Others may choose different parameters, but serious business jet buyers are usually impressed with Price, Range, Speed and Cabin Size.

After consideration of the Price, Range, Speed and Cabin Size, we can conclude that the Citation Excel aircraft, as shown in the productivity index Chart E, is highly productive. It has been popular with a higher market share percentage and delivered more aircraft after having started production one year later (1998 vs 1997) than the Learjet 45.

While it offers more available payload with full fuel and a larger cabin volume, it does, however cost more to operate, travels at a slower long-range speed and has a higher retail price.

Table C (bottom right) shows the average pre-owned retail price from Vref for each aircraft – both 2004 models. The last three columns of information show the number of aircraft in-operation, the percentage “For Sale”, and the number “Sold” from JETNET. It is interesting to note that with 369 aircraft in operation only 7.8% of the Excel fleet is currently for sale (traditionally a seller’s ❯ market). Conversely, out of a fleet of 242

$2.00

Citation Excel $4.0

Learjet 45 $2.0

$0.0 0.225

0.200

0.250

0.275

0.300

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

TABLE C - COMPARISON TABLE

Long Range Cruise (kts)

Cabin Volume (cu.ft.)

Max Payload w/avail fuel range(nm)

Vref Retail Prices $m (Model Year)

Citation Excel

373

461

1,045

$4.0m (2004)

Learjet 45

416

410

1,175

$3.5m (2004)

Model

In Operation

% For Sale

Avg. Sold Monthly*

369

7.8%

4

242

14.4%

3.5

Data courtesy of Conklin & de Decker; Orleans, MA, USA: JETNET; B&CA Purchase Planning Handbook

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WORLD AIRCRAFT SALES MAGAZINE – August 2013

71

AirCompAnalysisAug13_ACAn 16/07/2013 08:20 Page 4

AIRCRAFT COMPARATIVE ANALYSIS CITATION EXCEL

Learjet 45s, 14.4% are for sale (traditionally a buyer’s market). However, both aircraft average more than three pre-owned sales monthly.

LOCATION BY CONTINENT

TABLE D - CITATION EXCEL BY CONTINENT (JUNE 2013), WHOLLY OWNED

Make/Model

Table D (right), meanwhile, offers a breakdown of the location by continent for the Wholly-Owned Citation Excel business jet fleet. North America is home to the majority of the fleet, with 71% of the 302 whollyowned Excel aircraft, followed by Europe at 15%. Currently, 12 Citation Excel aircraft are in shared ownership and there are 55 in fractional ownership programs.

SUMMARY Within the preceding paragraphs we have touched upon several of the key attributes that business jet operators value. However, there are often other qualities such as service and support that factor in a buying decision,

Citation Excel % of Fleet

Africa

Asia

Australia/ Oceania

Europe

North South America America

Total

7

10

0

46

216

23

302

2%

3%

0%

15%

71%

8%

100.0%

Source: JETNET Star reports

but are beyond the scope of this article.

The Citation Excel business jet fares well against its competition - so those operators in the market should find the preceding comparison of value. Our expectations are that the Citation Excel business jet will continue to do very well in the pre-owned market for the time being.

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

Security. Trust. Confidence.

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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 72

WORLD AIRCRAFT SALES MAGAZINE – August 2013

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Aircraft Index see Page 4

P073_Layout 1 16/07/2013 15:27 Page 1

ACSpecs IntroAug13_AC Specs Intronov06 16/07/2013 09:54 Page 1

AIRCRAFT SPECIFICATIONS: TURBOPROPS

SEPTEMBER ISSUE: Large Cabin Jets OCTOBER ISSUE: Medium Jets NOVEMBER ISSUE: Entry Level & Light Jets

Aircraft Performance & Specifications Description of Cost Elements he World Aircraft Sales 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 Turboprops – appears opposite, to be followed by Large Cabin Jets next month.

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

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

T

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

74

WORLD AIRCRAFT SALES MAGAZINE – August 2013

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Aircraft Index see Page 4

BE EC HC RA FT KIN GA IR C9 BE 0B EC HC RA FT KIN GA IR C9 BE 0G EC T HC RA FT KIN GA IR C9 BE 0G EC Ti HC RA FT KIN GA IR C9 BE 0G EC Tx HC RA FT KIN GA IR C9 0S BE E EC HC RA FT KIN GA IR B2 BE 00 EC HC RA FT KIN GA IR B2 KIN 00 GT GA IR B2 00 XP 61

AircraftPer&SpecAug13_PerfspecDecember06 16/07/2013 10:13 Page 1

TURBOPROPS $1,122.14

$1,275.80

$1,259.84

$1,257.97

$1,151.56

$1,414.95

$1,559.85

$1,719.96

CABIN HEIGHT FT.

4.80

4.80

4.80

4.80

4.80

4.80

4.80

4.80

CABIN WIDTH FT.

4.50

4.50

4.50

4.50

4.50

4.50

4.50

4.50

CABIN LENGTH FT.

12.40

12.40

12.40

12.40

12.40

16.70

16.70

16.70

CABIN VOLUME CU.FT.

227

227

227

227

227

303

303

303

DOOR HEIGHT FT.

4.30

4.30

4.30

4.30

4.30

4.30

4.30

4.30

DOOR WIDTH FT.

2.25

2.25

2.25

2.25

2.25

2.25

2.25

2.25

BAGGAGE VOL. INT. CU.FT.

48

48

48

48

48

54

55

54

BAGGAGE VOL. EXT. CU.FT.

-

-

-

-

-

-

-

-

CREW #

2

2

2

2

2

2

2

2

SEATS - EXECUTIVE #

5

5

5

5

5

6

6

6

MTOW LBS

10100

10100

10100

10485

10100

12500

12500

12500

MLW LBS

9600

9600

9600

9700

9600

12500

12500

12500

B.O.W. W/CREW LBS

7210

7200

7200

7235

6625

8820

8760

8550

USEABLE FUEL LBS

2573

2573

2573

2573

2573

3645

3645

3645

PAYLOAD WITH FULL FUEL LBS

377

387

387

737

902

125

185

395

MAX. PAYLOAD LBS

2950

2306

2306

2143

3205

2180

2240

2450

RANGE - SEATS FULL N.M.

640

-

-

903

640

920

960

975

MAX. RANGE N.M.

940

981

981

1152

940

1580

1650

1498

BALANCED FIELD LENGTH FT.

4519

4519

4519

3888

4519

5300

3640

3800

LANDING DIST. (FACTORED) FT.

3692

4007

4007

4002

3692

4417

4437

4437

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

2010

1953

1953

1953

2000

2448

2450

2500

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

495

474

474

474

554

745

745

710

MAX. CRUISE SPEED KTAS

250

270

270

274

250

290

305

311

NORMAL CRUISE SPEED KTAS

234

-

-

274

234

283

298

311

L/RANGE CRUISE SPEED KTAS

195

206

206

204

195

226

226

232

2

2

2

2

2

2

2

2

PT6A-21

PT6A-135A

PT6A-135A

PT6A-135A

PT6A-21

PT6A-42

PT6A-52

PT6A-61

VARIABLE COST PER HOUR $

ENGINES # ENGINE MODEL

❯

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

Advertising Enquiries see Page 8

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WORLD AIRCRAFT SALES MAGAZINE – August 2013

75

AIRCRAFT SPECIFICATIONS

BE EC HC RA FT KIN GA IR 25 BE 0 EC HC RA FT KIN GA IR 35 BE 0 EC HC RA FT KIN GA IR 35 BLA 0i CK HA WK CA RA VA NX CE P4 SSN 2A A2 08 CA RA VA N CE SSN A2 08 CA RA VA N/C CES AR GO SN A2 PO 08 D BG ND CA RA VA GR N/C AN AR DC GP AR OD AV AN

AircraftPer&SpecAug13_PerfspecDecember06 16/07/2013 15:49 Page 2

TURBOPROPS $1,579.94

$1,588.03

$1,584.58

$904.23

$666.01

$673.40

$681.62

$674.23

CABIN HEIGHT FT.

4.80

4.80

4.80

4.50

4.50

4.50

4.50

4.50

CABIN WIDTH FT.

4.50

4.50

4.50

5.30

5.30

5.30

5.30

5.30

CABIN LENGTH FT.

16.70

19.20

19.20

16.40

12.80

12.80

16.40

16.40

CABIN VOLUME CU.FT.

303

355

355

340

254

254

340

340

DOOR HEIGHT FT.

4.30

4.30

4.30

4.20

4.20

4.20

4.20

4.20

DOOR WIDTH FT.

2.23

2.25

2.25

4.08

4.08

4.08

4.08

4.08

BAGGAGE VOL. INT. CU.FT.

55

56

56

33

32

32

32

32

BAGGAGE VOL. EXT. CU.FT.

-

16

16

112

-

84

112

-

CREW #

2

2

2

1

1

1

1

1

SEATS - EXECUTIVE #

7

8

8

9

9

9

9

9

MTOW LBS

12500

15000

15000

9062

8000

8000

8750

8750

MLW LBS

12500

15000

15000

9000

7800

7800

8500

8500

B.O.W. W/CREW LBS

8980

9885

10000

5300

4940

5120

5440

5270

USEABLE FUEL LBS

3645

3611

3611

2224

2224

2224

2224

2224

PAYLOAD WITH FULL FUEL LBS

-35

1604

1489

1573

871

691

1121

1291

MAX. PAYLOAD LBS

2020

2615

2500

3200

2860

2680

3060

3230

RANGE - SEATS FULL N.M.

636

1440

1440

627

325

100

465

529

MAX. RANGE N.M.

1575

1550

1550

734

835

768

731

789

BALANCED FIELD LENGTH FT.

3925

3300

3300

2195

2055

2260

2500

2420

LANDING DIST. (FACTORED) FT.

4625

4140

4143

2625

2508

2508

2625

2625

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

2437

2700

2700

1214

1234

1175

925

975

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

682

622

622

-

-

-

-

-

MAX. CRUISE SPEED KTAS

292

320

320

198

186

186

186

184

NORMAL CRUISE SPEED KTAS

282

310

310

186

175

175

182

182

L/RANGE CRUISE SPEED KTAS

232

234

234

159

147

147

156

156

2

2

2

1

1

1

1

1

PT6A-52

PT6A-60A

PT6A-60A

PT6A-42A

PT6A-114A

PT6A-114A

PT6A-114A

PT6A-114A

VARIABLE COST PER HOUR $

ENGINES # ENGINE MODEL

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

76

WORLD AIRCRAFT SALES MAGAZINE – August 2013

www.AvBuyer.com

Aircraft Index see Page 4

PIL AT US PC -12 NG PIP ER ME RID IAN PA 46 QU TP EST AIR CR AF TK OD IAK

CE SSN A2 08 BG RA ND DA CA HE RA R-S VA NE OC ATA X TBM 70 DA 0C HE 2 R-S OC ATA TBM 85 PIA 0 GG IO AV AN TI P 18 0 PIA GG IO AV AN TI P 18 0I PIL I AT US PC -12

AircraftPer&SpecAug13_PerfspecDecember06 16/07/2013 10:15 Page 3

TURBOPROPS $753.46

$801.41

$937.75

$1,689.63

$1,515.30

$942.85

$946.75

$636.59

$639.38

CABIN HEIGHT FT.

4.50

4.10

4.10

5.80

5.80

4.75

4.83

3.90

4.50

CABIN WIDTH FT.

5.30

4.00

4.00

6.10

6.10

5.00

5.00

4.20

4.80

CABIN LENGTH FT.

15.83

10.00

10.00

14.90

17.50

16.90

16.92

12.30

15.50

CABIN VOLUME CU.FT.

340

120

120

375

375

326

330

120

248

DOOR HEIGHT FT.

4.20

3.90

3.90

4.40

4.40

4.50

4.42

3.80

4.10

DOOR WIDTH FT.

4.08

3.50

3.50

2.00

2.00

2.00

2.00

2.00

4.10

BAGGAGE VOL. INT. CU.FT.

32

30

30

16

16

34

40

20

38

BAGGAGE VOL. EXT. CU.FT.

112

6

6

44

44

-

-

-

-

CREW #

1

1

1

2

2

1

1

1

1

SEATS - EXECUTIVE #

9

5

5

6

6

7

7

5

5

MTOW LBS

8807

7394

7394

11550

12100

10450

10450

5092

7255

MLW LBS

8500

7024

7024

10945

11500

9920

9921

4850

6690

B.O.W. W/CREW LBS

5270

4889

4589

8000

8000

6565

6782

3663

3975

USEABLE FUEL LBS

2224

1887

1910

2802

2802

2704

2704

1140

2110

PAYLOAD WITH FULL FUEL LBS

1348

654

931

798

1348

1226

1009

331

1220

MAX. PAYLOAD LBS

3230

1143

1443

1800

1800

2475

2257

1187

2515

RANGE - SEATS FULL N.M.

528

1000

1102

980

1370

1340

1309

489

524

MAX. RANGE N.M.

748

1200

1214

1440

1500

1660

1635

1091

845

BALANCED FIELD LENGTH FT.

2360

3100

3100

3100

5750

2450

2450

2000

1720

LANDING DIST. (FACTORED) FT.

2625

3750

3750

4550

5470

2783

2783

1950

1933

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

1215

1570

2005

2950

2950

1680

1920

1556

1338

-

-

-

756

670

-

-

-

-

MAX. CRUISE SPEED KTAS

194

292

320

390

402

261

280

267

180

NORMAL CRUISE SPEED KTAS

194

290

316

354

365

261

268

262

154

L/RANGE CRUISE SPEED KTAS

155

255

255

310

318

209

209

225

133

1

1

1

2

2

1

1

1

1

PT6A-140

PT6A-64

PT6A-66D

PT6A-66

PT6A-66B

PT6A-67B

PT6A-67P

PT6A-42A

PT6A-34

VARIABLE COST PER HOUR $

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

ENGINES # ENGINE MODEL

I

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.

Advertising Enquiries see Page 8

www.AvBuyer.com

WORLD AIRCRAFT SALES MAGAZINE – August 2013

77

Safety Matters August13_Gil WolinNov06 16/07/2013 09:22 Page 1

SAFETY MATTERS: SINGLE PILOTS

Safety & The Single Pilot: Business & flying demand your full attention.

by Dave Higdon

ot all businesses enjoy the depth of personnel needed to establish and staff a dedicated flight department. The flip side of the large-company corporate flight department, which accounts for a large percentage of the business aircraft fleet, is the ‘one-aircraft, single-pilot’ flight department.

For a large percentage of those, the furtherance of the business rests entirely in the hands of the same single pilot.

Small businesses far outnumber large ones in the US, and their owners and operators increasingly recognize the benefits of private aircraft travel to their business. As the world of business continues to apply advanced technologies and complex systems in their ‘quest

N

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WORLD AIRCRAFT SALES MAGAZINE – August 2013

for success’, so Business Aviation has seen some significant changes in its aircraft systems. But even without the added complexities of advanced-technology cockpits, the single pilot dealing with all the contingencies of flying in today's environment faces an excessive workload.

The owner/pilot is, by default, the Chief Pilot – or, as one puts it, “The Always Pilot.” If the owner is not flying the aircraft, in most cases the company aircraft is not flying. That occurs for many reasons, not least the demands of focusing on business. When you consider the many complications that accompany serving as Chief Pilot in an owner/pilot operation, some aviation-related, some related to the core business, all can have implications www.AvBuyer.com

for safe flying. Running a business and flying are both full-time jobs. The responsibilities require the same focus and professionalism, irrespective of which pays the wages for the owner/pilot.

“Professionalism has nothing to do with getting a paycheck,” stressed Gene Cernan. A retired Captain in the U.S. Navy, commander of the last manned mission to our satellite, Apollo 17, and the last man to walk on the Moon, Cernan has repeated his contention for years at Bombardier's Safety Standdown events.

“Professionalism has everything to do with applying a professional frame of mind, of striving to make everything as good as you can make it – with a professional attitude.”

Aircraft Index see Page 4

Safety Matters August13_Gil WolinNov06 16/07/2013 09:23 Page 2

department's organizing philosophies can move a solo pilot closer to a higher standard of safety. Consider the following tips for completing solo trips that you'll be able to describe with the best term of all: “Uneventful”.

MINIMA MINDEDNESS One practice many flight departments embrace involves establishing company minima and guidelines for aircraft operations. The personal minima encouraged by various safety organizations can be a good place to start.

They can be as simple as a rule restricting yourself from night, IMC, period, or one more nuanced that also weighs ceiling and visibility (no night, IMC below VFR minima).

Other parameters can look at terrain: No night flying over mountains or water, VMC of IMC; or approach types, such as restricting or eliminating circle-to-land approaches (at night or in specific terrain, etc.). To be successful, those personal minima must also address work and duty against flight demands. For example, launching off on a four-hour crosscountry flight in IMC may not be the smartest idea for ending a 14-hour day of traveling, meeting and working - even if it does mean an overnight stay when you'd prefer your home bed. Set limits on how long your work day can last before you proactively cut yourself off the flight-duty roster.

The same should apply to your flying hours in a day – and to your currency. For example, no cross-country flights with IMC if you’ve been over a month since last touching the controls; or it’s more than a month since your last instrument approach. Does that set you higher than the FAA's bar? Yes sir. And for good reason!

MINIMUMS DON'T CUT IT

The problems arise on either side of the equation anytime the Chief Pilot of a singlepilot operation lets work intrude in the cockpit environment, just as the business can suffer from too much cockpit encroaching on the office environment.

THE ONE-PERSON FLIGHT DEPARTMENT There is a world of difference between the pressures to fly for the business owner versus those faced by leisure aviators who fly for personal transport.

You can cancel a breakfast fly-out, Hundred-Dollar Hamburger flight, or a weekend visit to relatives if work is full-on. As disappointing as it may be at the time, the Advertising Enquiries see Page 8

chances are another opportunity will arise, but the prospect of missing a business appointment with its implications for revenue produces pressure to fly irrespective of the workload.

Attempting to keep an appointment against good sense or smart planning can cause major problems for the owner/pilot.

Some small, common-sense preparatory steps, practices and attention to the risks can make a huge difference and obviate many of the risks.

Maximizing operations around safety takes a little effort from the single-pilot operator. The pay-off comes the first time a single-pilot operator arrives in one piece for his or her business meeting.

Adapting suitable elements of a flightwww.AvBuyer.com

The currency standards the FAA sets are meant to be minimum standards. The NASA Aviation Safety Reporting Service (ASRS) and its publication CallBack are replete with examples of pilots who encountered challenging circumstances for which they had not trained – many of the pilots admit they simply weren't required to.

A business owner flying 250 hours a year may average almost five hours per week in the cockpit, but that doesn't necessarily mean the ILS approach, the Back Course Localizer approach, or the ILS-like LPV approach has come up recently in their experience.

Night currency need not be a stand-alone item on the list. You can fulfill basic currency for day and night on the same mission.

Meeting approach minima can take work, too, if a pilot is honest and admits that many of the recent flights on instruments only qualified for approach credit technically, because ❯ conditions went VMC after initiating the WORLD AIRCRAFT SALES MAGAZINE – August 2013

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Safety Matters August13_Gil WolinNov06 16/07/2013 12:08 Page 3

SAFETY MATTERS: SINGLE PILOTS approach, but well before hitting the published altitude minimum.

Train for those least-used approaches – even when you don't normally ever need one of them – because you never know when the need will arise!

IF IT CAN BREAK, PRACTICE FOR FAILURE Practicing for least-used or never-used approaches is smart because you can never count 100% on getting the desired approach.

Equipment fails on the ground and airborne. If the glideslope on the ILS is out, you may face an LOC approach (localizer, only) if one is published. Alternatively, winds may put the ILS out of the question but give you a perfect condition for a Back-course LOC approach. If your needle doesn't self-correct you will need to remember to reverse-correct from a normal localizer. Have you flown one lately?

Let’s not forget about partial panel, a whole new regimen in today’s glass cockpits.

Displays fail, display drivers fail, and the response required will vary according to the equipment. If round stand-by instruments back up glass, when was your last turn of partial-panel, EFIS Style? Does the panel support a second screen and a reversionary mode? Are you adept at using it? What if the panel has no second display capable of showing primary flight data but has an EFIS-style standby set?

You need to consider adding regular time with an instructor or back-up pilot on top of your existing recurrent training and biennial flight review preparation.

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WORLD AIRCRAFT SALES MAGAZINE – August 2013

PRACTICE USUAL PROCEDURES UNUSUALLY Among today's top issues for safety experts is a perceived deterioration of hand-flying skills among pilots flying technically-advanced aircraft – from Beechcraft G36 Bonanzas to Cirrus SR20 and STR22 models, through Piper Meridians, Cessna Mustangs and others older, but retrofitted aircraft with the advanced panels common to these single-pilot business aircraft.

Taught with an emphasis on autopilot use, some of these pilots have suffered from that focus when a system failure forced them to once again depend on their hand-flying skills – skills likely atrophied badly.

Flying the occasional leg without turning on the autopilot or flight-management system helps keep those skills sharp. To sharpen the edge of those skills, consider some instrument practice using nothing but your hands (with an instructor or another legal pilot acting as safety observer pilot). No Autopilot, no FMS, no stability augmentation or other artificial, mechanical hands involved - and if available, seek out some soft, inclement weather to enhance the realism of the practice.

Practice, too, resisting the temptation to change your decision in favor of flying anyway!

FIRST SHOT AT SECOND DECISION Fatalities from sitting out a flight are unheard of. Fatalities from trying to ‘get there’ at all costs are too common to be helpful. The pressure to arrive somewhere can, and does overwhelm too many pilots.

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Rationalizing away your own minima, your own best judgment and your own common sense underpins too many accidents and fatalities.

Making a part of your personal checklist a space to make a new decision can help save your life. Instead of “I've REALLY got to get to X” consider asking yourself, “What's the worst that's going to happen if I don't try to fly [in this/right now/this tired/all of the applicable and more]?”

Remember that no pilot ever perished from a flight that wasn’t flown. But it takes a special mindset to accept the reality that the world will continue to spin if you are late on a trip; that the sun will rise tomorrow if you cancel. It’s better to be late than a late Owner/Pilot: Make it your mantra!

Life will continue without you should you die trying to make a flight that would have been best postponed. One day this rule may mean driving 18 hours home in a rental car, spending 24 hours on catch-up business, driving 18 hours back to the airplane, and then, after that disjointed 2.5 days, deciding to lose another eight hours in order to catch up on sleep.

This philosophy also rewards those who carry a credit card for buying an Airline ticket or renting a car to return home. Of course, something or someone will need to retrieve the airplane, but the underlying message is that new decisions are allowed at every phase; from before take-off, to en route, to landing attempts.

And in making a new decision to wait, the airplane will remain in one piece and you'll return home in good condition.

Aircraft Index see Page 4

CAI_WAS_AUG13_Layout 1 7/9/13 11:41 AM Page 1

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Approach Improvements June13_Gil WolinNov06 16/07/2013 09:08 Page 1

APPROACH IMPROVEMENTS

The Circling Approach:

usiness aircraft pilots and dependent operators: Congratulations are due. In the first week of May the Federal Aviation Administration (FAA) gave the flying community some more maneuvering room where the circling-approach instrument arrivals are a frequently used solution. The FAA, after hearing of the challenges, complaints and criticisms undertook a review that resulted in a change in standards for publishing circle-to-land approaches – one that increases protected airspace and the visibility margins required.

For some pilots the changes could resolve a conflict faced between the need to get in at an airport and a company's operating policies restricting use of circling approaches – or, sometimes, banning them outright under conditions when they're needed the most: IMC. For those who are not so constrained by employer policies, the changes still provide increased margins to maneuver for these approaches – particularly at higher altitudes and airspeed.

Essentially the change gives pilots larger-radii circling approaches, which in turn adds room with which to stabilize their approaches. The necessity to fly tighterradius circling approaches to work out a stabilized approach on final has been contributing to an uptick in runway over-run accidents and missed approaches; both are expensive. And the change appears to have eased the minds of corporate pilots about completing the procedure when faced with ❯ the need to execute one.

B

FAA expands protected airspace, increasing operational flexibility.

by Dave Higdon

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WORLD AIRCRAFT SALES MAGAZINE – August 2013

www.AvBuyer.com

Aircraft Index see Page 4

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Approach Improvements June13_Gil WolinNov06 16/07/2013 09:09 Page 2

APPROACH IMPROVEMENTS

A SOLUTION FOR WHEN OTHERS FAIL Among the airports that qualify for one form of instrument approach procedure or another, not all boast an ILS approach.

Expense is high, so the bar to clear is equally elevated to match the $1.5 million cost.

Not all instrument-qualified airports boast an LPV approach (Lateral Precision with Vertical Guidance). The $50,000 expense is dirt cheap compared to the ILS, but today competition is steep and dollars are tight for even the low price-tag projects.

The bar, lower proportionately, still requires the airport to meet a demonstrated level of need.

Localizer-only, NDB approaches and others dependent on ground equipment can safely, reliably get you to the airport area.

But without visibility of at least a mile, winds alone can thwart your arrival plans thanks to their refusal to favor the runway aligned with your final approach – regardless of the procedure type. It's for procedures like these that the circling approach is both appropriate and safe when flown correctly.

Consider those VOR approaches, for example, that take you across some portion of the runway at as much as 90 degrees off its orientation. The circle-to-land procedure provides the transition from minimum decision height to final to either runway end. For Category A aircraft the procedures generally require at least one mile visibility and a minimum ceiling equivalent to the MDA. For the fastest Category E aircraft these approaches require better visibility – sometimes by another mile and higher ceilings.

Now a Bonanza or Cirrus capable of flying an 60-knot approach should easily handle the Category A requirements of 1.3 miles; ditto for Category B and C aircraft in most cases – and at lower elevations. Pilots of Category D and E – BusinessLiners as well as some of the Large Cabin and Ultra-LongRange jets – have complained of finding the 2.3-mile and 4.5-mile visibility requirement for a circling approach a bit tight.

At 60 knots the standard two-minute turn takes a mere one-third mile radius at a 9.4-degree bank imposing a barely discernible load factor of 1.01G. At the 180 knots approach speed of a BusinessLiner (for example), flying that same two-minute turn takes 0.95 mile visibility at a huge 26-degree bank angle...

The pilot can fly a shallower turn with the 2.3-mile visibility required… but there's a catch: these are indicated airspeeds at low elevations and maximum-landing weights. The procedure picks up some complications at higher elevations.

First, the indicated airspeed of a circling

84

WORLD AIRCRAFT SALES MAGAZINE – August 2013

approach at 5,000, 6,000 and 7,000 feet can mask a significantly higher true airspeed – equal to ground speed in zero wind. But winds are seldom zero at such elevations – and they'll vary through the circling approach just as winds do flying VFR standard-pattern arrivals. That 180-knot indicated approach can actually work out to 230, 240 knots across the ground during part of the circling maneuver.

At a three-mile visibility limit the pilot may feel like there's plenty of room to fly that circle – but depending on the winds, having only 2-2.5 miles to stabilize on final and slow down to touchdown speed can be a bit much to work into a 2.3-mile radius. Even for the Category E machines with their 4.5-mile visibility requirements. There's a lot going on in a short period of time and a small space relative to the speed at which events happen. A little extra space can only help.

MORE COMFORT, SPEED & MANEUVER The FAA provided an explanation of the expansion in its announcement of the change while NBAA provided a detailed examination and explanation of the increased radii landing minima for circling approaches and how they work.

The protected airspace for a circle-to-land approach is defined by arcs of a specific www.AvBuyer.com

radius based on the aircraft approach Category E defined in FAR Part 97. These multiple arcs center on both thresholds of each runway and connect tangentially along the runway center line to form a continuous block of airspace available to the pilot for maneuvering to align the aircraft with the landing runway. It was both the size criticism and the recognition that elevation influences the ability to use the minima that resulted in the FAA performing the review from which the new terminal instrument procedures (TERPS) criteria resulted. The new standard increases the radii dimensions defining the circling protected airspace, increasing them further as circling MDA increases.

The FAA also recognized that winds become a greater factor at higher elevations in increased radii size with higher MDAs, as well as needing to account for the higher true airspeeds flown at higher altitudes. The changed TERPS criterion fall short of harmonizing U.S. Standards with ICAO PANS-OPS. They do, in the view of the pilots consulted for this story, represent a substantial improvement on previous TERPS criteria though.

A TRANSITION BEGINS Don't expect to see a night-and-day transition from the old to the new. The FAA's revised TERPS criterion will factor into all future Aircraft Index see Page 4

Approach Improvements June13_Gil WolinNov06 16/07/2013 16:24 Page 3

APPROACH IMPROVEMENTS OLD CIRCLING AREA RADII A pproach Category A B C D E

flying those circling approaches. “The change may even get my flight department to review its policies on circle-to-land procedures and give us back a useful option,” one corporate jet captain told World Aircraft Sales Magazine.

“It's not that it's a dangerous procedure...it’s just counter to what so many flight-department management folk feel comfortable with. This makes me more comfortable; hopefully we can make them more comfortable too – it's a small change that could save us big on some trips.”

R adius (nm) 1.3 1.5 1.7 2.3 4.5

THE CONVERSION PROCESS BEGINS

REVISED CIRCLING AREA RADII C ircling MDA in feet MSL <1,000 1,001-3,000 3,001-5,000 5,001-7,000 7,001-9,000 >9,000

A pproach Category and Circling Radius (nm) C AT A C AT B C AT C C AT D C AT E 1.3 1.7 2.7 3.6 4.5 1.3 1.8 2.8 3.7 4.6 1.3 1.8 2.9 3.8 4.8 1.3 1.9 3.0 4.0 5.0 1.4 2.0 3.2 4.2 5.3 1.4 2.1 3.3 4.4 5.5

Instrument Approach Procedures; they also now apply to thousands of published procedures. And even with 28-day update cycles in play, the process will likely take years to complete. That means years in which circle-toland standards exist from two different sets of TERPS criterion.

The folks who made the change at the FAA have already made progress on the change with those who publish the IAPs on which all pilots depend. Those chart providers have implemented the new specifications to identify new-criteria circle-to-land minima based on the new TERPS. Going forward U.S. Terminal Procedures IAP charts will use an "Inverse C" circle icon to signify circling minima based on the new criteria. Jeppesen uses an "Inverse C" diamond icon to identify circle-to-land minima based on the new criteria. The FAA stressed that circling minima not identified with the new "Inverse C" icon remain subject to the older, smaller circling area dimensions.

An instructor pilot with a large training company advised, “It's going to be years getting through all of these which puts pilots on the spot to make sure they stick with the old standards where they apply – and not be tempted to fly their circling maneuver as if they have the larger airspace of the new TERPS criteria. It's not legal until it's pubAdvertising Enquiries see Page 8

lished – and until it's published we don't know that the survey checks are done...so pilots would risk flying outside protected airspace.”

The FAA stressed that only published approaches with the "Inverse C" in the legend are both safe and legal to fly the larger-radius protected airspace during a circling maneuver.

The circling protected airspace provides 300 feet of obstacle clearance at the circling MDA which the FAA will confirm before publishing revised circling minima.

There's logic to the increase in protected airspace as elevation increases. For example, Category C aircraft are protected out as far as 2.7 nautical from the runway thresholds – at circling MDAs up to 1,000 feet MSL; the criteria increases protected airspace radii by 0.1 nautical miles for every 2,000-foot increase in MDA. At an MDA of 6,000 msl that protectedairspace radii would be 2.9 nautical. The FAA expects to use the extra maneuvering room to establish a stabilized approach on final prior to landing – while always remaining within the confines of the circling-approach-protected airspace. And that's where the change is most expected to have an impact.

Fewer runway overruns occurring due to approaches that never stabilized will be the most-desired outcome. But the changes also give pilots an increased comfort zone for www.AvBuyer.com

Every month the FAA updates some of the thousands of TERPS, sometimes to fix issues like taller trees on final of an Instrument Landing System (ILS) approach or a shift in the Earth's magnetic lines, which dictate compass headings. Some of those changes enhance the approach and some are brand new – such as recent years' accumulation of more than 3,000 all-new LPV approaches for aircraft equipped with approved WAAS-enhanced GPS navigators. That standard was a rare addition to the TERPS criterion – the standards by which instrument approaches are created.

Otherwise, criteria change is a rare event where instrument approaches are concerned.

A recent change to the TERPS marks a significant improvement to one of aviation's oldest and most-utilitarian of all instrument approaches: the circling approach or, as some state it, the circle-toland procedure. Aside from demonstrating that FAA not only hears pilots’ problems, but also can act, the changes should improve approach completion for those airports at which the circle-to-land procedure remains a mainstay.

Credit the FAA's conclusion that expanded circling-approach airspace can be accommodated without compromising safety. In fact, in the view of many, the change enhances the safety and viability of this procedure and could return it to favor as a viable option for flight departments that long prohibited or restricted the use of the circling approach at night and, curiously, in the sort of weather conditions for which the procedure is designed.

It's all about respecting the laws of aerodynamics, physics and nature.

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

Email feedback to: editorial@avbuyer.com WORLD AIRCRAFT SALES MAGAZINE – August 2013

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EVS_Gil WolinNov06 16/07/2013 10:29 Page 1

EVS - A PATH TO SUCCESS

A Path To Success Enhanced Flight Vision System Operations.

by Ken Elliott

FVS Ops is one of those NextGen elements that functions just below the radar.

Because it is considered elective and more the purview of the business jet community it is not in the limelight of the regular Washington airports and air traffic focus on ADS-B, PBN and Data Comm where endless streams of funding finds eager experts justifying business cases

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and promoting various benefits primarily to Airlines. Meanwhile the rest of aviation sits and waits for rule-making and mandates (such as ADS-B Out) by 2020.

Speaking of rule-making, on June 11, 2013 the FAA announced a Notice of Proposed Rulemaking (NPRM) for a comment period ending in September that essentially will allow zero visibility operations (without the need for natural vision), and an ability to www.AvBuyer.com

land at zero runway visual range without the need for Category III aircraft, crew and runway certification! This profound leap of enablement is all the more incredible when you realize the FAA intends - perhaps for the first time - to provide guidance ahead of the industry’s ability to equip. That’s right, industry does not have the technology at this time to meet the certification challenge.

Note: This rulemaking is not an equipAircraft Index see Page 4

EVS_Gil WolinNov06 16/07/2013 10:33 Page 2

For the first time a single country has focused attention on the goal of equipping with EFVS and HUDs to better enable performance and have a competitive edge in the market place. So what are EFVS ops, and why are they a part of FAA NextGen? Why are they being embraced and adopted by ICAO, EASA and CAAC, and what is the equipage? Why has it migrated more across business jets than Airlines? To answer these questions you have to first understand the history and the politics.

HISTORY & POLITICS

ment mandate; it is an operational rule enabling the use of technology. It adds a new EFVS Part 91.176 to the existing flight rules and retains Part 91.175 for existing instrument approaches. This new rule removes the limitation for dispatch and the approach ban for air carriers. Without changes to existing published approaches and their charts, thousands will become as Category II or III to the EFVS certified operator. The landing requires Advertising Enquiries see Page 8

no natural vision. Because the natural visual segment of the approach is now replaced with enhanced electronic vision the aircraft transitions from the instrument portion to continue to land by the use of HUD(s) and enhanced vision.

The CAAC in China is creating EFVS ops rules that also enables a more expansive use of China’s various airports and runways (eight by last December). www.AvBuyer.com

In 1929 ILS was first tested. This was followed in 1941 by six test sites introduced into US regions for the use of ILS-equipped aircraft to operate down to 200ft decision height and 2,400ft Runway Visual Range (RVR). Aircraft equipped with Category II avionics and recurrently trained crews may land into specific certified runways with suitable infrastructure. As with the dual onboard aircraft equipage, those runway infrastructures are subject to scheduled maintenance.

The category II benefit is a decision to land down to 100ft and RVR down to 1,200ft.

Aircraft equipped with Category III avionics and trained crew can land into specific runways with Category III infrastructure.

Category III operations are complex with RVR credits ranging between 700 and 0ft and decision altitude credits from 100 to 0ft, depending on whether the aircraft, crew and runway is either Category IIIa, b or c.

Traditional Category IIIc operations require Auto-land, and few business jets are equipped (or maintain currency) on Category II through IIIc, due to a number of factors, not least of which is cost. The same cost issues and age of infrastructure has convinced the FAA and others to look for alternatives.

The FAA has consistently been nibbling away at existing runway operations to enable improvements without increasing cost to the public. This noble effort focused on commercial runways such as PHL 27R and SFO 28L allowing Special Authorization ❯ WORLD AIRCRAFT SALES MAGAZINE – August 2013

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EVS_Gil WolinNov06 16/07/2013 10:34 Page 3

EVS A PATH TO SUCCESS (SA) CAT II operations. SA category II to IIIc equipage typically involves one-time changes to airport lighting and aircraft with head-up displays (HUDs). Meanwhile, today there are over 1,200 business jets tooled with equipment capable of modern EFVS ops and few wide-body aircraft outside of FedEx. Many Airlines have been pinning their hopes on Ground-Based Augmentation System (GBAS). Here enters the politics because ground-based requires individual airport infrastructure to augment the existing GPS navigation system and less individual aircraft equipage to use it… which is desirable to commercial operators with their fleets of wide-body aircraft.

EFVS OPS & WHAT’S REQUIRED TO USE THEM An EFVS operation is an electronic means to meet the standard visual requirements to operate the aircraft in IMC during low visibility conditions, expanding the visual segment with vision technology and allowing the crew to see at the standard published minimums. Below are Tables A & B representing approaches available today.

Table A shows the population of existing ILS in the US (worldwide there are at least 300 more, of which around a 100 are at Category III level because of international commercial operations).

Table B shows the population of newer approach types in the US (International approaches often have differences in their procedures).

EFVS Ops in essence complement most of the preceding by meeting, and essentially extending the visual decision part of the approach whereas traditional Category II and III systems would be required for similar RVR and lower decision altitudes.

As the situation exists today there are lots of variables to EFVS Ops based on the actual approach, the operational category of the aircraft and the region of the world you are conducting the flight. In Europe, for example, current decision minimums when EFVS equipped and certified, are 1/3 credit on the published RVR (with EFVS enabling the

TABLE A: Instrument Approach Procedure (IAP) ILS Category I ILS Category II ILS Category III NDB VOR VOR/DME

Population US 1,283 156 117 806 1,291 148

Source data: FAA (Spring 2013)

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HOW IS THIS ACHIEVED?

approach to begin). In the US, there are two distinct types of operations, specifically Part 91 which can begin the approach regardless of the weather, and Part 121 (135 and 91K) which may not begin the approach if the visibility is below published minimums.

Under current Part 91 rule, the visual segment at minimums can be met with EFVS, but the crew must see the point of landing at 100ft to continue. The new rule EFVS 91.176 will allow appropriately equipped operators to approach and land with EFVS without the use of natural vision, depending upon the type of equipment and demonstrated performance.

EFVS Ops are not just meaningful on the approach. Part 91K, 135 and 121 operators may (via Ops Specs and LOAs) enjoy reduced take off credit from 700 down to 500ft RVR. In the near future they may also gain surface movement advantages as Surface Movement Guidance Control (SMGC) or Low Vision Operations (LVOs) are implemented.

One high-level way to view the real benefit of EFVS Ops is extended low-visibility operations into at least 15,000 runways worldwide where straight-in approaches, appropriate lighting and operational approvals exist. For example business jets may decide on landing lower during any of 3,123 LPV approaches whether the approach DH is at, or above 200ft DH (2,317 are above), effectively always being able to reduce the visual segment down to RVR at 100ft DH. VFR runways when operated with EFVS technology and WAAS LPV become qualified instrument runways.

An approach typically has two segments - an instrument and a natural vision segment. For FAA Part 91 operators if the human eye cannot see the required visual cues listed in Part 91.175 at the published decision altitude the approach may not continue. However if the human eye is replaced by an equivalent real time electronic means then ‘Bingo!’, as long as the electronic sensor can ‘see’ at the decision altitude you are okay to continue.

The FAA are very careful not to say what the electronic means needs to be as long as it meets the operational requirements demonstrated during extensive flight testing as part of its equipage certification. The FAA calls the aircraft equipage, pilot training and operational approval of Enhanced Flight Vision System (EFVS). In other words, as long as the following are met, EFVS applies to an operation: • Enhanced Vision System or EVS (currently only cooled infrared cameras); • Head Up Display (HUD) - must be headup and eyes out; • Means of displaying a conformal EVS image on the HUD; • A properly trained crew with approved EFVS flight operations on specific aircraft.

This is a one-time effort for Part 91 operators and all equipage is ‘on condition’ - a vast reduction of effort and cost from the former requirements of Category II and III operations. To complicate matters EASA refers to EFVS as just EVS, not differentiating between the vision system and its HUD based ❯

TABLE B: Satellite Based Approach LNAV Procedures LNAV/VNAV Procedures LPV Procedures >200ft HAT

Part 139 Airports 1,779 1,316 1,322

Non-Part 139 Airports 3,885 1,687 1,801

LP Procedures GLS Procedures (GBAS) GPS Stand Alone

58 11 14

361 0 152

(Inc. LPV Procedures @ 200ft HAT)

Total 5,664 3,003 3,123 (806) 419 11 166

Source data: FAA (Spring 2013)

www.AvBuyer.com

Aircraft Index see Page 4

Dominion June 21/05/2013 12:13 Page 1

Comprehensive Services 1977 Falcon 20-5BR-2C

S/N: N 366 - Reg: N100AQ MSP - Honeywell 150 APU- 286/281 CZI Aft Baggage Mod - External Lavatory Service Single point refueling - EGPWS VIII - TCAS II "MCI & C & 2C c/w 2/2011" - 15 Year Gear

2008 Gulfstream G-150

S/N: 272 - Reg: N399SC Universal 7 Passenger Interior plus Belted Lavatory - Microwave and Seat Storage Drawers - XM Radio - Wood Veneer Handrails - Honeywell Laseref V IRS - Dual IFIS w/Jepps Maps & DBU 5000 - XM Cockpit Weather Graphics - Collins Electronic Checklist

2008 Hawker 750

S/N: HB-002 - Reg: N787FF 1150 Hours - MSP Engines and APU Provisions for FDR & 2nd HF CAMP External Access & Heated Baggage TCAS II EGPWS - LoPresti Taxi& Landing Lights 48 Month Inspection HBC Indianapolis

1985 Lear 55

1986 Lear 35A

S/N: 121 - Reg: N747AN 3250 Hours - MSP - TR's - Phase I & IA Mods TCAT II - TAWS - WX-1000 Storm Scope - 12 year c/w Feb 2010 - CAMP Only 5 US owners all FAR-91

S/N: 620 - Reg: N500CG MSP - Universal Synthetic Vision 1 4 Tube Universal EFIS - TCAS I - TAWS Dual Universal UNS 1 FMS w/Universal MFD-640 Raisbeck Aft Locker & Raisbeck ZR Lite Avcon Ventral Fins - Honeywell DEEC 3rd VHF-22A Comm - Exec Door Freon AC - Aux Heat Argus 7000 CE Moving Map - WX-500 Storm Scope

EVS_Gil WolinNov06 16/07/2013 16:22 Page 4

EVS A PATH TO SUCCESS operations. HUDs may operate independently of vision systems and on their own providing significant benefits, including: • • • • • • •

Constant view of flight path and energy state Precise aircraft control Stabilized approaches Improved manual touchdown precision Improved wind shear awareness Tail strike avoidance Recovery from unusual attitudes

EQUIPAGE CLARIFICATION An enhanced vision system currently only uses real time cameras because other means such as synthetic vision (SVS) are not equivalent to the human eye, not real-time and require the use of databases that need regular updates for features such as obstacles.

Only head up displays may be used because it is essential on the approach and as the crew descends to land below minimums that situational awareness is at its optimum.

Although there have been encouraging NASA-based tests completed, it is not the current opinion of the FAA to allow EFVS Ops with SVS-based sensors. SVS technology is aimed at the instrument segment, while EFVS technology is aimed at expanding the visual segment of the approach. However, as with the Rockwell Collins Fusion HUD, SVS may be displayed on it and used for improved situational awareness.

Certainly with lower decision altitude, lower RVR and on the horizon zero/zero operations, the use of HUDs in some form and enhanced vision beyond infrared will be essential. There may be a need for dual HUDs (could be goggles), multi-spectral cameras that see better than today, and addi-

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WORLD AIRCRAFT SALES MAGAZINE – August 2013

KOLLSMAN EVS INTEGRATED WITH CRITICAL AIRCRAFT FLIGHT DATA ON A HUD COMBINER

tional sensors based on either active or passive millimeter wave technology currently in its infancy in terms of being ‘aircraft ready’.

“A path to success”, in the words of one pilot summed up the reason for equipping his business jet with head up technology.

Even today with over 1,200 business jets equipped with low vision head up based systems, few pilots and flight departments fully understand their complexity and usefulness to operations. There needs to be a comfort level in using the expensive technology and that can only come from training.

New forms of simulation training, using X-Plane and based on actual HUD-aircraft combination are about to enter the market.

These may eventually replace the standard flight simulator and certainly in the nearterm will allow flight familiarization using the operator’s HUD type on the operator’s aircraft type, to fly into any X-Plane approach worldwide - and there are many.

For large business jet owners there are several EFVS low-vision equipped new aircraft to choose from, including Gulfstream, Bombardier, Falcon and Embraer (Lineage) aircraft models. There is only one non-OEM aftermarket option to date – Jetcraft’s HUD

www.AvBuyer.com

Vision Access available on the CL604 as of June 2013.

The tide is turning as the world begins to embrace EFVS Ops appreciating the many benefits of its use.

❯ Ken Elliott is an avionics veteran of 40 years and more recently focused on NextGen. His work within the NextGen Advisory Council subcommittees brings him close to current and intended development effort. Equally, his specialization in low-vision operations provides a deeper insight into one of the pillars of NextGen. Ken has served the aviation industry on three continents from light GA to large corporate aircraft. His current employer Jetcraft is a leading aircraft brokerage company with worldwide presence. More from www.jetcraft.com, email: kenelliott@jetcraft.com

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

Email feedback to: editorial@avbuyer.com

Aircraft Index see Page 4

Boutsen Aug_Layout 1 15/07/2013 15:27 Page 1

NextGen Update_Pre-Owned Sales Jan06 15/07/2013 15:40 Page 1

NEXTGEN UPDATE

NextGen Marches On Progress continues amid gridlock, despite sequester (at least for now...)

by Dave Higdon n route ADS-B services came to ZFW in the latter half of June.

That means aircraft equipped to receive this package of free weather and enhanced traffic can use it when within the airspace of Ft. Worth Center, the busy air-traffic hub covering Dallas, Ft. Worth, up to the Oklahoma line, west to near the New Mexico line, south to the Gulf of Mexico, and east to near the Mississippi. At that same time ADS-B services came to 20 terminal facilities covering a broad swath of the

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upper Midwest to the eastern Southwest United States.

As this hits the FBOs and aircraft cabins a huge number of Defense Department civilian employees will be starting painful furloughs.

The aviation community took a hidden hit agreeing to let the FAA use AIP funds to keep open the entire inventory of contract towers and furloughs of ATC employees ended almost before they started. But by dint of some modest, measured legislative success, NextGen progress - and advancing the network of ADSwww.AvBuyer.com

B ground stations - somehow missed a direct hit. The continuation of that progress should bring the nation to full continental coverage of the network of ground stations that provide the backbone for ADS-B. In an update that FAA Administrator Michael Huerta delivered to the RTCA Symposium in early June, the national network of more than 700 ground stations should be on-line and operational in 2014.

Meanwhile, with more than 500 ground stations already on-line, ATC services continue to expand with ADS-B Out and In available to Aircraft Index see Page 4

Project3_Layout 1 16/07/2013 14:14 Page 1

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Visit our w website: ebsite e: w www.scross.com ww.scr . oss.com o

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2011 Gulfstream G450 • s/n 4212

2000 Gulfstream IVSP • s/n 1413

648 Total Hours • 319 Total Cycles • Engines on RRCC • APU on MSP • Jar Ops Compliant • Aircraft in Savannah and ready for immediate delivery • All offers / trades considered

Lowest time GIVSP in the world • 2497.2 TT • 797 TC • 2010 Paint • 2010 Interior • Engine Mid Life’s c/w 2010 • 144 / 72 month inspections c/w 2012 • Turnkey aircraft will be next GIVSP to trade

2003 G200 • s/n 71 • N458BN

2008 Challenger 300 • s/n 20219

2500 TT • ESP Engines • MSP APU • Airframe enrolled on Planeparts • MSG-3 maintenance Program • Excellent Cometics and Pedigree • No Damage

1625 hours TTSN • Very well equipped • Factory Service Center Maintained • One private owner since new

2012 Hawker 900XP • s/n 198

2011 Hawker 4000 • s/n 59

Under 600 TT • Engine and Avionics warranties in effect • Custom interior design and well equipped w/ options

Only 250 TT • Full Warranties in effect • Engines on MSP • Airframe & APU programs • loaded w/ options

2008 Learjet 60XR • s/n 344

1985 Gulfstream GIII • s/n 472 • N353MA

1550 TT • JSSI Tip to Tail Program • Jar Ops equipped • Owner will trade towards late model • large cabin aircraft

2010 all new interior • Stage 3 Hush Kits • Original engines w/ one fresh OH and one fresh Mid Life • Owner would consider trading up to a Falcon 900B

1992 Learjet 31A • s/n 56 • N56LF

2007 Piaggio Avanti II • s/n 1133 • OK-PIA

9,700 TT • Engines on JSSI • No Damage • UNS-1F FMS • Satcom • Fresh A Check • Motivated Owner

Only 700 TT • 490 TC • Pro Line 21 • No damage • Replacement aircraft already in service

AIRCRAFT WANTED: Challenger 300 - 2010 or newer • Gulfstream G200 - all models considered • Challenger 604 - 2000 or newer Hawker 800XP - 2003 or newer • Lear 31A/45/60 - all models considered • Citation Excel / XLS - all options considered

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AV A VC Copacabana opacabana 177-Alpha 177-Alphaville ville 06453-041-São 064 453-041-São Paul Paulo-Brazil o-Brazil

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NextGen Update_Pre-Owned Sales Jan06 15/07/2013 15:40 Page 2

NEXTGEN UPDATE those ready to engage the new precision system for traffic surveillance and separation – with reduced separation standards, greater traffic capacity and reduced delays and fuel use the ultimate outcomes.

The most-recent estimate of savings amounts to more than $31 billion (or whatever the value of saving 1.6 billion gallons per year totals). It's welcome progress for a change-over that's struggled to win support – and buy-in – by a large segment of users, from the heights of Business Aviation down to the recreational pilot who wants access to airports in Class C and Class B airspace.

AN ADS-B REFRESHER Automatic Dependent Surveillance-Broadcast (ADS-B): This is the technology globally embraced by developed and developing nations as the follow-on to radar-based air-traffic surveillance, separation and management.

ATC radar and the transponders we fly with form a partnership, with the radar saturating a circle of airspace; the return signal can bounce of the aircraft and give the radar system a position based on relative bearing and distance – but without altitude information. After a few ‘pings’ the ATC tracking computers can add a speed to the mix. During the time of each radar sweep the aircraft moves unobserved until the next ‘ping’ provides the computer with updated data. In the terminal area the sweeps happen about every 6-10 seconds; en route radar sweeps take far longer. The latency period all these lags build in create accuracy problems in position – which suffers with distance between radar antenna and aircraft.

ADS-B, conversely, is active and independent of radar. Instead the transponder squawks sensor-derived data for position, altitude, speed and vertical change – usually more than 100 times a minute. Sensors approved to supply the ADS-B data include a growing list of airborne GPS navigators capable of receiving signals from the WideArea Augmentation System (WAAS). These provide a correction to the GPS' position calculation to accuracy levels of a few meters – tight enough to exceed the gold-standard guidance system for landing in instrument meteorological conditions: the Instrument Landing System (ILS).

Position accuracy en-route is equally high with WAAS. The WAAS GPS generates its position data almost twice per second, which is then broadcast for use of other ADS-B In

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aircraft and all those NextGen ADS-B ground stations. The ground stations provide the two-way link between airborne aircraft and air-traffic displays in Center and Terminal facilities. ADS-B products broadcast by these stations includes ADS-B and radar-based traffic; satellite-like datalink weather; and all its components.

o

THE SERVICES

o o

The FAA's free weather package comes under the title Flight Information Service-Broadcast (FIS-B). This package provides cockpit-display equipped flight crew with a display of aviation weather and aeronautical information via Universal Access Transceiver (UAT) equipment on 978 MHz. Now this limits use to aircraft equipped with a receiver for the 978 MHz – even those that use 1090ES avionics to satisfy the ADS-B Out Mandate looming in 2020.

FIS-B provides the following advisory weather products:

Aircraft Equipped With The Following Data Links...

Can Receive These Following Services

978 MHz Universal Access Transceiver (UAT)

TIS-B and FIS-B

1090 MHz Extended Squitter (1090ES)

TIS-B

WORLD AIRCRAFT SALES MAGAZINE – August 2013

www.AvBuyer.com

o o o

o o o o o o

Aviation Routine Weather Reports (METARs).

Special Aviation Reports (SPECIs).

Terminal Area Forecasts (TAFs) and amendments.

NEXRAD Doppler Weather Radar images (both regional and continental precipitation maps).

Notice to Airmen (NOTAMs).

Airmen’s Meteorological Conditions (AIRMETs).

Significant Meteorological Conditions (SIGMETs), and Convective SIGMET. Status of Special Use Airspace (SUA).

Temporary Flight Restrictions (TFRs).

Winds and Temperatures Aloft.

Pilot Reports (PIREPS).

TIS-B service status.

The Traffic Information Service-Broadcast or TIS-B, serves to enhance a pilot's visual acquisition of other traffic on 978 UAT and 1090 MHz Extended Squitter (1090ES).

TIS-B is an advisory-only service. Pilots must continue to exercise vigilance to “see and avoid” other aircraft in accordance with Title 14 of the Code of Federal Regulations Section 91.113b. The table below outlines which data-link types are required to receive TIS-B and FIS-B services: Aircraft Index see Page 4

NextGen Update_Pre-Owned Sales Jan06 15/07/2013 15:41 Page 3

NEXTGEN UPDATE ADS-B IN ACTION

A DECK FULL OF JOKERS The dysfunction in Congress makes each new fiscal year a wild-card for funding stability, and funding stability stands as the biggest challenge to NextGen implementation, on time and on-budget. “It would be easier to carry out our goals with a clear, long-term fiscal solution,” Huerta told the RTCA Symposium. “Sequester continuing resolutions year-after-year make it a little more challenging for the continuity of NextGen programs.”

Any delays or reduction in the pace of progress could undermine a slowly growing acceptance of NextGen at a time the underpinning technology – specifically ADS-B Out and In hardware – is just beginning to make market inroads. Increasing equipment availability and the FAA's own growing level of experience in using ADS-B only serve to add to the momentum.

With lobbying intense from both Business and Commercial Aviation users, it's possible to envision Congress recognizing the importance of the continuing investment and working to sustain the funding needed to in turn sustain progress.

COMING SOON? GBAS You're to be forgiven if you don't instantly recognize the acronym “GBAS” – but you’ll remember its original moniker: Local-Area Augmentation System (LAAS). Back in the era Advertising Enquiries see Page 8

With lobbying intense from both Business and Commercial Aviation users, it's possible to envision Congress recognizing the importance of the continuing investment and working to sustain the funding needed to in turn sustain progress. before WAAS started fulfilling the promise of satellite precision-approach capabilities, LAAS was showing it could bring equally precise guidance across a smaller footprint – anywhere within about 23 nautical miles of the LAAS transmitter.

While WAAS got all the glory of recent years – and helped spawn more than 3,000 new www.AvBuyer.com

precision approaches without ground supporting equipment – LAAS development quietly continued. The FAA is moving closer to fuller implementation which will bring to ground-vehicle tracking and guidance the precision needed to mix with aircraft in the aircraft-operations area (AOA), in the worst of weather.

According to the FAA, Honeywell's SLS4000 LAAS system has received System Design Approval for Category I Precision Approach operations from the FAA. Several manufactures (among them Rockwell Collins and Honeywell) have approved Category I avionics equipment flying, and GBAS is standard or optionally available on a wide array of transports (Boeing 737-NG, 747-8, 787; Airbus A320, A330/340 and A380).

The FAA has already approved GBAS for full operations at two U.S. Airports - Newark Liberty International Airport and Houston George Bush Intercontinental Airport - and in Germany GBAS has been approved for operations at Bremen Airport. Additional international airports are expected to receive full operational approval through the next year.

Three international carriers are flying with approval to use GBAS, including United Airlines, Qantas and Air Berlin in Germany. Those numbers should grow beyond the initial Airlines and airports, with Business Aviation operators keeping an eye on the development as another tool for improving completion rates.

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Plane Sense 1 Aug_FinanceNov 16/07/2013 11:25 Page 1

Plane Sense on Refurbishments

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INTERIORS KNOW-HOW: Maximizing your aircraft interior without compromising appeal and value.

INTERIOR INVESTMENTS: Making the most of an interior for resale.

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AIRWORTHY AWARE: Aircraft refurbishments need plenty of ‘ICA’

Interiors Know-How Maximizing your aircraft interior without compromising appeal and value.

by Mike Vines

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WORLD AIRCRAFT SALES MAGAZINE – August 2013

www.AvBuyer.com

he urge to really personalize the cabin when you complete/refurbish your new or pre-owned business jet must very tempting. That’s all well and good, but presumably at some time in the future you’re going to be trying to sell it. So what are the pitfalls? Is bland and neutral the only way forward?

More difficult still is reading the trends and predicting the materials and colors that will be popular in between two to five years’ time. To get an insight into some of the pitfalls, and the positive action that owners and principals can take, World Aircraft Sales Magazine consulted three well-known completion management companies, teasing out

T

Aircraft Index see Page 4

Plane Sense 1 Aug_FinanceNov 16/07/2013 11:25 Page 2

PHOTO COURTESY OF EXECUJET

their interior specialist tips on balancing the personalized cabin with something that will hold wider appeal when it comes to eventually re-selling the aircraft. We’ll report their input alphabetically.

ELLIOTT AVIATION

Advertising Enquiries see Page 8

www.AvBuyer.com

proofing. So we advise them on what’s applicable for their aircraft.” Another factor to take on board at the planning stage, he explained, is whether preferred fabrics and carpets might be discontinued making it more difficult to repair or replace them.

Daugherty says automotive design is strongly in vogue at the moment with owners wanting to echo the interior of - say their favorite Mercedes. With the interior trim of the aircraft, woodwork is probably one of the most costly things to change.

“We’re doing more two-tone leathers, which in the past was rare. A lighter beige, a darker brown trim, or a change in the stitching color makes it stand out more and is

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In addition to aircraft sales, US-based Elliott Aviation specializes in business aircraft maintenance, accessories, avionics, cabin interior design, completions and refurbishments on mainly pre-owned aircraft up to Dassault Falcon/Bombardier Challenger size. Because of its maintenance expertise and the fact that it holds many Avionics and IFE STCs it’s also involved in pre-buy aircraft inspections.

Joe Daugherty, Paint and Interior Sales Director based at Moline, Quad City Airport, Illinois says the first question he asks owners is whether they plan to hold onto the aircraft for a few years or whether they bought it to sell on. “It also depends on how the aircraft will be used, the typical number of passengers and whether younger family members will use it much. The interior design and paint design choice gets very personal with the owner or principal, so we try to get a feel for that right off the bat.

“Sometimes it’s a materials durability problem, or the client wants a particularly favored material which has not been certificated through the fire block test or flame

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PHOTO COURTESY OF ELLIOTT AVIATION

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more than one aircraft and they’ve experienced a level of connectivity in their larger aircraft so now want it fitted in their smaller one.” (Phone and interconnectivity fitted by Elliott Aviation ranges from King Airs through Citations, Learjets, Hawker 800XP and 900XP, to Challengers and Falcon 900s.)

Modern connectivity is a factor when an aircraft may be put out to charter - as is having iPad, iPod and iPhone or Android compatibility onboard. “There is a lot more ‘hot stuff’ coming from Honeywell and Rockwell Collins which can control the cabin entertainment system from iPads, iPhones and such,” explained Daugherty. “People want to bring their own media onboard and use it. We put in auxiliary ports so that they can do that.

Some want to operate power point presentations from flash drives which is now possible through a USB link. Others have their family vacation pictures on flash drives so they can hook them into the cabin entertainment system.”

HD TV is becoming more common, but, warns Daugherty, to get true HD the cabin

EXECUJET Unlike Elliott Aviation which offers design-tocompletion at its own facility, there are other companies out there that specialize in watching over the whole completions management process through a third party completions specialist for the owner or principal of the aircraft. Roman Aerne is Head of Completions for Zurich-based ExecuJet with most of his team UK-based.

Aerne says that in his experience having the most up-to-date entertainment systems onboard is one of the most important re-sale factors. “In addition, working with unique or big-name designers, such as BMW, Porsche and Hermès, also makes the aircraft attractive to prospective buyers.”

PHOTO COURTESY OF EXECUJET

www.AvBuyer.com

Aircraft Index see Page 4

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similar to an automotive setting. For a while everyone was going with sculptured leathers and smooth window lines but now we’re starting to see a little more texture on board.

There’s a fine line between getting something that’s durable and cleanable to making an almost sanitized finish.”

Trends over the past few years seem to be going with lighter overheads with darker woods giving a brighter and warmer feeling.

Daugherty warns, however, that even though it’s a lot of fun personalizing your aircraft when it comes to resale the danger is that it might only attract very few buyers.

He also emphasized, “Aircraft downtime plays a large part in customer’s decisions.

How long can they be without a specific aircraft while it undergoes refurbishment, and at times this is more important than the price.

We have to contend with this on almost every project.”

So what are the really good selling factors to have onboard an aircraft for resale? On a complete refurb one of the major factors is having LED lighting fitted, according to Daugherty, for its dependability, lifetime consistency and far fewer maintenance issues. “I see a lot more ‘aircraft for sale’ ads now underlining that they’re fitted with LED lighting. It’s always going to be a selling factor down the road.”

The second thing is communications and accessibility of the internet – everyone wants to be connected. “We do advise that the second part of the cost, even though equipment is already installed, is the cost of the subscription for using it. We give the best options whether they want world-wide or a US connectivity fit, while also warning that some of the older phone systems might not be supported now. Older systems are being phasedout so we always try to make sure they have an up-to-date phone system that is going to be maintained, and that the customer has accessibility to service providers.

“We get requests from people who have

needs to be re-wired and source equipment fitted. HD is becoming more of an expectation now so it’s probably worth getting the HD wiring done during a refurb as it is becoming a good re-sale factor.

Most of Elliotts’ customers are US- or South America-based. “We do get some interest from the European market because of some of our niche specialties and packages, and we are starting to see more Russian market activity whether they be Bermuda-registered or from further afield. I would say that being able to tell which region of the world an aircraft comes from by walking through it gets more difficult, however. Interiors are now more determined by the aircraft’s use, whether it be private or corporate.”

Final advice from Daugherty not to invest more money in an aircraft than its top-end resale value. The advice might sound obvious, but Daugherty says, “Sometimes we’ll give customers a value proposition and with aircraft sales being part of Elliott Aviation, access to that type of information is available to our customers to make sure that they’re not over- or under-doing it.” ❯ More information: www.elliottaviation.com

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Plane Sense 1 Aug_FinanceNov 16/07/2013 16:34 Page 4

When asked if it is difficult to furnish an aircraft that has a global re-sale appeal, he offered, “Finding designs that appeal to more than one individual is already a challenge, so expanding that brief to more than one geographical region makes it even more difficult.

For example, in the Middle East, customers prefer more extravagant designs with lots of textiles and patterns, whereas in the US clients prefer much bigger, more luxurious seats and furnishings. In Europe, meanwhile, customers go for a more minimalistic style.”

ExecuJet is busy with its completions management and consulting services. “Over the last five years we have had steady business in completions and refurbishment. It is not the main focus of ExecuJet’s service offering, but we do have a good reputation in the industry and boast a high customer retention rate,” Aerne explained.

In the last 12 months Aerne’s department, which mainly manages new aircraft projects, has supervised two Falcon 7X aircraft and a Falcon 2000 completion. Currently it is working on refurbishing a Boeing Business Jet (BBJ). “Completions management is a very time-consuming process and most projects run over a six-month period,” he said.

“Europe remains our busiest region. Russia is another major focus for us, and we see China becoming a key market for completions over the next one to two years.”

Aerne says that his side of the company handles around 80% new aircraft and 20% pre-owned projects. “We find customers are more willing to invest in new aircraft than refurbishing pre-owned models.” The largest aircraft completion so far has been a Global Express but the BBJ currently being worked on is the company’s largest refurbishment project to date.

PHOTO: Greg Ceo (www.corporateaircraftphotography.com) DESIGN: Sarah Mespelt, Freestream Aircraft

“Completions management is still a rather unknown service within the industry,” Aerne points out. “There are many companies offering it, but not many people understand the benefits of hiring a company like ours.

“When ExecuJet works on a project it is impartial and offers a balanced service to the client. The client is our only priority – that is how we get the best results which lead to a lot of repeat business. For example, we have just completed a factory-new Falcon 7X and the customer has already hired us again to complete a new Falcon 2000 he has bought.” ❯ More information: www.execujet.net

FREESTREAM Freestream Aircraft Services Ltd. offers brokerage, acquisition, sales, design and project management services, but also has its own inhouse cabin design team under Sarah Mespelt, VP, Design, Freestream Aircraft Services Ltd. Mespelt’s design center is locat-

PHOTO: Greg Ceo (www.corporateaircraftphotography.com) DESIGN: Sarah Mespelt, Freestream Aircraft

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ed in Teterboro Airport while Freestream also has offices in London, UK; Teterboro; Beijing; and Bermuda. “We have a team for each project - it is never just one person,” Mespelt emphasizes.

She says that Freestream never makes resale its primary focus, even though part of its business is with pre-owned aircraft. “If you have a timeless design you are not going to have a re-sale issue,” she explains. “On a new or refurbished aircraft we seek to install the most up-to-date systems that will be compatible with upgrades that might come in over the next two to five years.”

She admits that it is difficult to have access to items ahead of the aircraft’s time to certification, but tries to install systems that will be compatible with upcoming items in the news.

“This is so that upgrading is an easy option when these new items are available.”

Mespelt says that a timeless seat style, classic veneers and an upgraded cabin management system are musts for making re-sale easier, and asked if it is difficult to furnish an aircraft that has global re-sale appeal she adds, “We would consider our designs global as we present options to the client with design principles that are of global appeal.

We do not try to regionalize our designs as we think a truly timeless design can, and should appeal to all regions.”

Freestream draws its clients from the US, Asia and Europe/ Russia at the moment and is extremely busy. Over the next year Freestream will complete four G650s and three BBJs. “We of course have projects following that,” Mespelt says.

A very recent new completion project of a BBJ2 saw Marc Newson commissioned as the designer. “It’s the only aircraft in existence with this design,” Mespelt revealed. This aircraft was completed by Lufthansa Technik but Mespelt says Freestream uses various completion centers around the world. ❯ More information: www.freestreamaircraft.com Aircraft Index see Page 4

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Plane Sense on Refurbishments

Interior Investments Making the most of an interior for resale.

by Katie Dolan

WORLD AIRCRAFT SALES MAGAZINE – August 2013

www.AvBuyer.com

nearly every aspect of the aircraft, but particularly the interior. As with the housing market, aircraft markets fluctuate, depending on a number of factors. We’re currently in a buyer’s market in the business jet industry.

Bob McCammon, an Aircraft Sales and Acquisitions expert with Duncan Aviation, observed that just a few years ago the trend for business jet buyers was to completely refurbish the interior so it reflected their personal tastes. “Not so, today,” he says.

“Business jet buyers are like current home buyers who want a house that is move-in ready.”

Aircraft Index see Page 4

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veryone knows that owning an aircraft is an investment. In addition to increasing an owner’s productivity and privacy, owners often invest heavily in their aircraft aesthetics and functionality with custom configurations, stateof-the-art cockpits, personalized interior décor and artist-rendered exterior paint.

When they’re ready to sell, they’d like to see the highest possible return on their investment.

Buyers, too, are making a sizeable investment when committing to an aircraft and they have fairly high expectations regarding

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THIS DUNCAN-REFURBISHED FALCON 900 DEPICTS A SEAT DESIGN MAKING USE OF BRIGHTER COLORS FOR ACCENTS IN THIS CASE, TEAL AND APPLE GREEN THROW PILLOWS.

NEUTRAL COLORS & UPDATED MATERIALS When you’re selling your aircraft and looking for the greatest return on your investment, look at your interior with a critical eye.

Mary Lee, a senior aircraft interior designer with Duncan Aviation, says that at the very least, the overall look of your interior must be up to date, especially if it’s more than six years old. An interior with a busy, patterned carpet in bold colors, older seats with dulled leather and light-colored veneers will detract from the return on investment because that interior won’t enjoy broad appeal on the open market.

If the color schemes are neutral and the seats relatively new, a thorough cleaning is a necessary bare-minimum investment before attempting to sell the aircraft. Remove spots and stains from the carpet and re-dye the leather for the seats, Lee elaborates. Fix any loose armrests, and make sure all backrests lock fully upright without wobbling.

The goal is to make the interior as attractive as possible to potential buyers. If upgrading the entire interior is not an option, consider replacing a few items, such as the lower sidewall finish, or the fabric covering on the divan with a neutral color and a conservative texture or pattern for a clean, new appearance. Replace any throw pillows that show wear or are in colors or patterns that are out of date. Reupholster the worn, dulled seats to perk up a neutral-colored cabin.

Currently popular pearlized leather with its slight sheen brings a contemporary finish to older seats.

Matt Spain, a Senior Completions and Modifications Sales Rep with Duncan outlines, “When you’re refurbishing a seat and upgrading the upholstery, remember to replace the foam. If the leather is worn, the foam is worn and deteriorating, too. If you sit in the same seat all of the time, you’ll notice a depression where the foam has worn down—just like in your easy chair at home.”

A potential buyer may see worn-out seats with new upholstery as a superficial upgrade and wonder what other short cuts the seller has taken. Spain offers, “Remaining within the regulations for the seat’s type certificate, you can change out the foam to different densities to firm the seats and make them far more attractive to a potential buyer.”

INTERIOR REFURBISHMENT

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see worn-out seats with new upholstery as a superficial upgrade and wonder what other short cuts the seller has taken.” of date when it’s older than six years,” Lee reveals. “At that point, owners who are looking to retain or enhance the value of their aircraft should consider updating the interior.

Updating the cabin with new or re-upholstered seats, new side panels, and a headliner that features today’s clean, neutral colors and conservative textures and patterns will appeal to a broad range of buyers.”

Popular color schemes used for aircraft interiors change, just as they do for home interiors. Neutral colors (beige/offwhite/gray) are always prudent color choices, but accent colors change with time. “As an example, for years, a cool blue-gray was the predominant neutral color used in aviation interiors,” reflects Lee. “Today, the color palate has shifted to the warmer-end of the gray spectrum.” www.AvBuyer.com

Potential sellers can update the color scheme without touching the configuration.

“Although the dominant colors feature neutrals, we are seeing brighter colors for accents. We’ve seen throw pillows in bright, bold colors, patterns and textures: oranges, teal blue and apple greens; stripes and chevrons,” adds Lee. “Colors are definitely moving away from shades of blue and mauve.” She also believes the influence of the auto industry has affected the colors requested for use on seats in business aircraft. Two-tone color contrasts, featuring color tones like cognac, are popular on new seats. The seat covers are typically still in the lighter, more neutral tones, but buyers are asking for darker-colored leather for inserts or armrests, contrasting stitching or cording to bring visual interest.

Veneer is a big-ticket item, but as with everything else, styles come and go. The light-colored, cross-grain veneers with burls that had been popular in the past decade or more are now considered quite dated. The European influence with its emphasis on simple lines, darker colors and straight grains are what current interiors are trending toward, Lee adds.

Business jet buyers are also moving toward greener, more eco-friendly materials, and vendors are complying by providing veneers in composite or reconstituted materials. Many of the wood species used in the older veneers are difficult to find now, and buyers are asking for materials that prevent further damage to forests that are home to exotic, endangered wood species. “Other more eco-friendly materials being used for cabinetry in the place of previously used exotic veneers are painted finishes and an array of metal laminates,” Lee adds.

Aircraft Index see Page 4

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Nothing shows the aircraft you’re attempting to sell to its greatest advantage like a new interior. Updating the seats, carpet, veneers, table tops and galley counters, sidewalls, panels, headliner and lighting will greatly appeal to buyers who are in the market for a turn-key aircraft.

“Typically, interior décor is considered out

“A potential buyer may

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DUNCAN AVIATION INSTALLED ITS CUSTOM PASSENGER SERVICE UNIT (PSU) IN THIS FALCON 2000. DESIGNED TO ADD VALUE, IT ALSO UPDATES THE LOOK AND FUNCTIONALITY OF OLDER AIRCRAFT WITH A MORE CONTEMPORARY FEEL.

“Although neutralcolored carpet is still the most popular floor covering in cabins, the granite counter-tops and stone floors used in contemporary homes are making a transition to business aircraft.”

Although neutral-colored carpet is still the most popular floor covering in cabins, the granite counter-tops and stone floors used in contemporary homes are making a transition to business aircraft. Lee says, “We’re getting more requests than ever for natural stone floors in the galley or entry as an alternative to carpet.” The stone is mounted over a substrate of aluminum, which keeps the material light so it won’t adversely affect the overall weight of the aircraft.

In addition to the flooring, make sure the appliances in the galley are clean and current. “Buyers are increasingly looking for microwaves and coffee-makers that are roughly the same size and have similar functionality to those in their home kitchens,” says Spain. “Although you can’t just go to a big-box store, buy kitchen appliances and carry them onto your aircraft, you can make your aircraft more attractive to potential buyers by updating the appliances in the galley.”

And as with home décor, nothing affects the interior ambiance like lighting. Today’s LED bulbs are effective, cost-efficient sources of light for aircraft. LEDs provide directional lighting, meaning the light is focused in a single direction, making a strong beam, as opposed to incandescent and fluorescent bulbs that emit light and heat in every direction which causes the light to lose

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some of its strength.

LEDs contain a heat sink, so the energy used is concentrated on producing light rather than heat. As a consequence, LEDs enjoy a far longer lifespan than other bulbs.

Incandescent bulbs, for instance, lose more than 90% of their energy to heat production.

There’s also a weight savings with LED lights—not only do the lights themselves weigh less than fluorescent tubes, the power supply for LED lights also weighs less than that necessary for fluorescent lights.

CONFIGURATION “Before someone buys an aircraft,” says Spain, “he or she has a configuration in mind—the number of seats and how they’re situated. We’re seeing a lot of buyers looking for Falcon 2000s with 10 seats. Standard factory configuration has either 8 or 10 seats, but the 10-seat configurations are in demand right now. We tell our customers, though, not to rule out an otherwise perfect aircraft if seat configuration is the only issue. They can be reconfigured to add two more seats.”

[Unique to Duncan Aviation’s completion center is its custom, one-piece Passenger Service Unit (PSU) panel, which is an overlay panel for Falcon 2000 and 900 models.

The design not only adds value, but updates the look and functionality of an older aircraft, giving it a newer, more contemporary design.] www.AvBuyer.com

CABIN MANAGEMENT SYSTEM An up-to-date cabin management system (CMS) will greatly enhance the value of an aircraft. The CMS controls all the electrical items in the cabin such as the reading and table lights, overhead lights, electric divans, electric shades, temperature and entertainment systems in an aircraft. Today’s business jet owners, and often their families, want the same functionality on their aircraft that they enjoy in their connected offices and homes.

“It’s especially important to consider CMS upgrades during a major event,” advises Steve Elofson, Senior Avionics/Installation Sales Rep with Duncan Aviation. The system may soon be obsolete if it has certain types of analog switches (push-button type controls, which are typically embedded in the cabin side ledges). Replacement parts to repair switching of some analog systems are becoming more difficult to find. Upgrading to newer, digital controls that integrate software-based switching into a touch-screen panel that controls the entire CMS will positively affect the value of the aircraft.

“For instance,” Elofson says, “most Gulfstream aircraft built between the late 1980s and early 2000s have Pacific Systems switches. Pacific Systems changed hands numerous times over the last decade and now Rockwell Collins is responsible for the continued support of this product line.

Rockwell is doing its best, however there are Aircraft Index see Page 4

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simply no parts available to repair or change functionality in most cases. Quite often, the only option is to replace the system - and a potential buyer will not look favorably upon an aircraft outfitted with obsolete and nonsupported switches.”

Conversely, an upgraded cabin switching system definitely enhances the return on investment. “When customers schedule for other major events such as significant airframe inspections or interior work and we see that the aircraft is equipped with analogbased switching, we suggest that they consider upgrading to the new state-of-the-art and fully supported CMS systems available today,” Elofson adds.

The demand for a connected aircraft today is high. Because smartphones, laptops and tablets are so ubiquitous, business travelers want to have this same functionality on their aircraft. In fact, iPads are quite popular additions to cabins. All of the functionality of the mounted touch-screen controls is available on an iPad through an application. iPad-based cabin control has become very popular due to the larger screen space, ease of use and portability.

CONNECTIVITY “In the last five years,” explains Elofson, “smartphones, with their intuitive operation, have carried over into the cabin. Even people who don’t want to use a computer or laptop Advertising Enquiries see Page 8

are familiar with smartphones, and they want that level of control and ease of operation to be available on the devices in their cabins too.

Potential buyers definitely want the same level of entertainment and internet capability on their aircraft that they enjoy in their offices and homes, which makes Wi-Fi connectivity a must.

“Lack of internet connectivity negatively affects the resale value of an aircraft…We always encourage owners and sellers to consider the upgrade if needed. A system can generally be installed in two weeks, and sellers will enjoy a great return on their investment.”

Internet connectivity doesn’t always support phone calls from airborne aircraft though an internet connection. Voice Over Internet Protocol (VOIP), the data standard for internet voice calls, uses a lot of bandwidth, which is not consistently available during flight. Look for this ability to become more available over time as systems evolve, becoming more efficient and as bandwidth increases.

ENTERTAIN US! DVD players and Satellite TV are still considered favorable values for resale, but they’re no longer considered must-have items, nor are they as popular as they once were. These older systems don’t support high-definition, and that’s what’s popular and in demand now. For truly state-of-the-art entertainment, www.AvBuyer.com

look into an Audio Video On-Demand (AVOD) server, such as Rockwell Collins’ Skybox. These AVODs let business jet passengers enjoy music and movies stored on-board the aircraft or streamed from iPads, iPods and smartphones to the on-board high-definition TV. New CMS systems with this level of capability are big-ticket items that are currently quite popular. You’ll see a substantial return on your investment when this state-of-the art technology is integrated into the aircraft.

TURN TIME Ultimately, as you prepare to sell your aircraft you will carefully and critically need to assess the interior, making sure it contains all of today’s contemporary colors and conveniences. McCammon concludes, “Business jet buyers don’t want to wait while the interior is refurbished; they want to buy an aircraft with an interior that’s clean, classy and up-todate.”

Katie Dolan is a communication specialist at Duncan Aviation and has been with the company for five years. A family-owned MRO facility, Duncan Aviation is respected throughout the industry for its work ethic, quality of service, and expertise.

More from www.duncanaviation.aero

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Plane Sense on Refurbishments

Airworthy Aware: Aircraft refurbishments need plenty of ‘ICA’

by Steve Watkins

R

egretfully, the ICA acronym that I am referring to is not an “I Can Attitude”. ICA stands for Instructions for Continued Airworthiness and provides documentation of recommended methods, inspections, processes and procedures to keep products airworthy. The ICA must contain information on each item or part, as appropriate, installed on the product and can represent a whole lot of repeated inspections, life limit, overhaul and functional testing.

The Original Equipment Manufacturer (OEM) creates the inspection program, Chapters 4 and 5, for a new aircraft’s Maintenance Manual. This Maintenance Manual is based on the commonly referred-to ‘Green’ aircraft. This reference’s origin comes from the color of the delivery primer paint and bare minimum equipment that is installed at this point. This Green condition is typical of larger turbine aircraft when delivered from the manufacturing plant to a completion center, where all of the pilot toys are installed into the cockpit, and the luxury interior and accessories are added to the cabin.

Each component or system that is added requires an ICA to assure future reliability and

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safety. Each ICA goes through a series of reviews and approvals by the appropriate Regulating Authority and is then incorporated into the Maintenance Program for that particular aircraft being delivered and is approved, as long as no changes are made to any systems or components. The challenge is, these additional ICA requirements are not in the OEM Maintenance Manual, but buried in additional inspection requirement paperwork.

This is where the ATA Chapter Codes and a maintenance tracking system explode from a few required items with a Green aircraft to a multitude of additional items from all the ICAs. During the life of the aircraft, minor changes to avionics components and interior systems are made, and each of those should include some kind of an ICA inspection, functional check, or replacement. These are all added to the inspection program and hopefully those ICAs from the removed equipment are deleted from the inspection program. If the ICA for a removed item is not deleted, then you could have an aircraft inspection program that requires more maintenance dollars spent on a mechanic looking for a component, or attempting to perform redundant www.AvBuyer.com

functional checks on a piece of equipment that is no longer in the aircraft.

Refurbishments of an aircraft should include not only new avionics, interior and exterior colors, and new creature comfort items, but a full review and correction of the ICAs that are contained in the inspection program. The completion of this review and appropriate corrections will have a major impact on future maintenance costs by eliminating obsolete inspections and functional checks, but also by combining the old systems with the new ones and redesigning a combined ICA, rather than just adding another one to the package.

Let me share just one of the many ICA problems that I have run into while performing my duties at JSSI as an Airframe Technical Advisor: Life Raft inspections and overhaul requirements are required at specific intervals.

These vary between manufacturer and model of raft. If an old ICA is not revised or removed when a life raft is replaced with a different make or model, you will be performing the required maintenance either too soon, which will be costly, or too late, which will result in an un-airworthy condition.

The ironic part about the rafts not being Aircraft Index see Page 4

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“. . . but do you really want to rely on luck to drive your aircraft maintenance expenses?” inspected properly is that the requirements are on a placard attached on the outside of the raft and are easy to locate. But it is not uncommon to have your aircraft in the shop with a job card to remove the raft and perform an inspection before it is due. The maintenance technician complies with the job card instructions, wondering why the placard on the raft shows that it is not due yet but his job is to perform the maintenance as directed.

The maintenance facility will rarely perform the required inspection in-house, so they comply with the maintenance job card and create a Purchase Order for the outside shop to have the inspection/overhaul performed, as stated in the ICA that is still listed in the inspection program.

You can see where this is going… The raft arrives at the vendor that performs Life Raft Inspections/Overhauls even though the placAdvertising Enquiries see Page 8

ard on the raft clearly states that the raft is not due for any work, but the Purchase Order is for the inspection/overhaul. Sometimes you will get lucky and a responsible technician will inform you that the raft is really not due for any maintenance, but do you really want to rely on luck to drive your aircraft maintenance expenses? After $3,000 for the raft inspection and hundreds of dollars in shipping for maintenance that was not due, the raft is returned, the job card is signed-off and the aircraft is returned to service.

Now the question is: Was the ICA changed in the system to reflect the actual maintenance interval, or does this just occur all over again?

All of this happens because someone did not notice or take the time to review the ICA for the component that is installed, and make a minor correction to the paperwork and tracking system.

An even worse scenario than the costly mistake described above would be that an FAA Inspector meets you on the ramp, climbs into the cabin, has your crew pull out the life raft and there on a placard on the outside of the raft is a statement that reveals its inspection/overhaul was due six months ago. The time and money spent on replying to aviation www.AvBuyer.com

authorities’ questions, hiring lawyers and the possible impact on charter certificates, pilot and mechanics certificates and even the possible revocation of certificates, is all very daunting when it could have been prevented with just a little extra research and a paperwork correction.

When you look at all of the items that have ICAs on your aircraft, you really need to have the “I CAN ATTITUDE” of taking the time and effort to add ICAs to your list of items to update and review during an aircraft refurbishment.

Steve Watkins is Technical Services Manager, Western Region for Jet Support Services, Inc. (JSSI). Steve has been an A&P mechanic, IA and Private Pilot for over 35 years and was a Designated Mechanics Examiner in Wichita, KS and Long Beach, CA. He has also spent time as Director of Maintenance and Chief Inspector for various FAR 135 and FAR 145 operations, owned his own maintenance shop as well as instructed at an A&P technical school and is an active member of the AMT Society.

Contact Steve at: SWatkins@jetsupport.com ■ WORLD AIRCRAFT SALES MAGAZINE – August 2013

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JetNet June13_PAMA interview November06 16/07/2013 16:38 Page 1

JETNET >>KNOW MORE

First-Time Buyers of Business Aviation Aircraft

by Michael Chase & Marj Rose

A

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WORLD AIRCRAFT SALES MAGAZINE – August 2013

CHART A - NEW AND PRE-OWNED BUSINESS JET DELIVERY CYCLES ARE DIFFERENT...

NEW RECORD

Worldwide New Deliveries vs Pre-owned Sale Transactions

Source: GAMA - New, JETNET - Pre-Owned Whole & Leases; Presentation and Analysis by Chase & Associates

CHART B - NUMBER OF ‘FIRST TIME’ BUYERS 2000-2012

First Time Buyers

viation aircraft buyers fall into one of the following three market segments: a) First-time buyers; b) Replacement (Move-up, Same, Move-down); or c) Fleet growth. The First-Time Buyer’s market segment will be the main focus of this JETNET >>KNOW MORE article.

New business jet sales are driven by strong economic activity, corporate profitability, wealth creation, and business investment. It is important to understand that business jet markets tend to be bifurcated between new aircraft purchasers and pre-owned buyers.

Historically, there has been a one-year lag in the recovery of new business jet deliveries versus pre-owned sale transactions. New and pre-owned worldwide business jet delivery cycles have certainly followed different trends during this recent downturn as illustrated in Chart A (top right).

A good first predictor: New aircraft orders are based on the successful sale of existing aircraft in the pre-owned market. A buyer who wants to purchase a new aircraft usually needs to sell their existing one first.

The economic melt-down in 2008 created historic levels of ‘for-sale’ business aircraft inventories at significantly lower prices. Have these changing market conditions been a stimulus for the first-time buyer to enter the Business Aviation market? How many firsttime buyers are there? These are just two of the questions we will seek to answer in this edition of JETNET >>KNOW MORE. Across the proceeding paragraphs and tables, we will consider the following specifics regarding the first-time buyer: • First-time buyers and the new or pre-owned aircraft decision • First-time buyer demographics • Aircraft age and the first-time ❯ buyer purchase.

Source: JETNET; Presentation and Analysis by Chase & Associates

www.AvBuyer.com

Aircraft Index see Page 4

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JetNet June13_PAMA interview November06 15/07/2013 16:03 Page 2

JETNET >>KNOW MORE NUMBER OF FIRST-TIME BUYERS First-time buyers of Business Jets and Business Turboprops have shown remarkable growth from 2000 to 2012. The data reported by JETNET is shown in Chart B (previous page). In the year 2000, business jets and business turboprops purchased by first-time buyers were at the same level (100 each) and did not really start to separate until 2005. Since that time, first-time buyers of business jets started growing much quicker than those of turboprops, and reached slightly over 1,000 in 2012.

First-time buyers of business turboprops did not keep pace with business jets.

In fact this market showed decreases in 2009 and then grew to 570 in 2012 - slightly more than half of the business jet numbers recorded (1,003) in 2012.

Table A (top right) shows that in 2012, the majority (over 80%) of first-time buyers purchased pre-owned business jets and business turboprops.

TABLE A:

TABLE A - FIRST-TIME BUYERS: NEW vs PRE-OWNED AIRCRAFT First-Time Buyers Business Business % % Jets Turboprops New 186 19% 96 17% Pre-owned 817 81% 474 83% Total 1,003 100% 570 100% 2012

Source: JETNET; Analysis by Chase & Associates

TABLE B

TABLE B - FIRST-TIME BUYERS IN 2012 First-Time Buyers in 2012 Aircraft Age Number Groups % 0 to 5 160 455 56% 6 to 10 141 11 to 15 154 16 to 20 81 233 29% 21 to 25 64 26 to 30 88 129 15% 30 Plus 129 TOTAL 817 100%

US VS NON-US The majority (64%) of first-time buyers came from the United States, and 36% from non-US countries for both business jet and business turboprop purchases.

Within the US, the most first-time buyers in 2012 were located in Florida, Texas and California.

The top non-US countries for first-time buyers were: • Virgin Islands (British) • Canada • China (including Hong Kong)* • Mexico • Brazil* • U.K. Numerous First Time Buyers came from the emerging BRIC* (Brazil, Russia, India and China) countries, with China and Brazil leading the way.

Source: JETNET

TABLE C C- NEW AIRCRAFT DELIVERIES, FIRST QUARTER TABLE New Aircraft Deliveries OEM 1st Qtr. '09 1st Qtr. '10 1st Qtr '11 1st Qtr '12 1st Qtr '13 TABLE C Bombardier 54 47 42 29 39 Cessna 69 31 31 38 32 Gulfstream 31 28 24 19 29 Embraer 8 20 8 13 12 Dassault Falcon 11 17 9 15 8 Hawker Beechcraft 15 14 11 6 6 Boeing 1 2 1 2 1 Airbus 2 5 2 2 2 Total 191 164 128 124 129

AIRCRAFT AGE During 2012, Table B (right) shows that 56% of the first-time buyers purchased preowned business jets that were 15-years old or less; 29% were 16 to 30-years old; and 15% were 30-plus years old.

BUSINESS JET MODELS The most popular business jet models among the First Time Buyers were the Cessna Mustang, Cessna Citation II and Hawker 400A in the light and VLJ groups.

In the mid-cabin group were the Bombardier Challenger 300 and Challenger 605 models. The Gulfstream G550 took top honors in the ultra-long-range and large cabin group.

112

TABLE D - NEW AIRCRAFT DELIVERIES, SECOND QUARTER New Aircraft Deliveries OEM 2nd Qtr. '09 2nd Qtr. '10 2nd Qtr '11 2nd Qtr '12 2nd Qtr '13 Cessna 84 43 38 49 Bombardier 50 35 27 46 Gulfstream 26 28 22 21 Embraer 21 40 23 20 Dassault Falcon 15 28 10 19 Hawker Beechcraft 24 13 10 10 Boeing 1 1 1 4 Airbus 2 3 1 2 Total 223 191 132 171 Source: TABLE GAMA D

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WORLD AIRCRAFT SALES MAGAZINE – August 2013 TABLE D

Aircraft Index see Page 4

JetNet June13_PAMA interview November06 17/07/2013 12:10 Page 3

JETNET >>KNOW MORE US GROSS DOMESTIC PRODUCT While not reported in this article, toward the end of July the US Bureau of Economic Analysis (BEA) is scheduled to report the first estimate of the US Gross Domestic Product (GDP) for 2Q 2013. During June the BEA reported 1Q 2013 US GDP results at 1.8%.

We are hopeful that 2Q 2013 results are much improved over 1Q results. As has been reported in previous articles, a 3.0% or greater level of GDP growth is the percentage level of economic growth at which Business Aviation has shown strong activity historically.

NEW BUSINESS JET DELIVERIES (BY QUARTER) Tables C and D (Bottom left) show the past five years of New Aircraft deliveries for the first and second quarters. As noted, the second quarter of each year has shown higher deliveries than the first. Thus our expectations are that the second quarter of 2013 will show stronger results too. We will know for certain shortly after this article is published, in early August.

Advertising Enquiries see Page 8

Two specific points stemming from Tables C and D are: 1. Which OEM will lead the second quarter deliveries?

2. Expect further reduction of Hawker Beechcraft business jet deliveries.

SUMMARY It is very good news to learn that first-time buyers continue to grow in the Business Aviation marketplace. Admittedly, additional research of first-time buyers could be undertaken to provide insights into passengers wishing to stop flying commercial Airliners as a result of crowded aircraft, poor service and more direct non-stop travel to non-Airline hub airports in favor of purchasing their first business aircraft.

The year 2013 is only half way through, and most of the economic recovery signs are encouraging.

A strong second quarter result should set the stage as to how 2013 will fare. We will continue to monitor this slow, but steady Business Aviation recovery and hope it continues, even after the summer days of 2013 become history.

www.AvBuyer.com

❯ For more information: • Michael Chase is president of Chase & Associates, and can be contacted at 1628 Snowmass Place, Lewisville, TX 75077; Tel: 214-226-9882; Web: www.mdchase.com • Marj Rose is president of MarketLift, Inc. and can be contacted at P.O. Box 595036 Dallas, TX 75359; Mob: 214-862-8992, Web: www.market-lift.com • JETNET can be contacted at 101 First Street, Utica, NY 13501; Tel: 800-400-2298; Web: www.jetnet.com or www.avdatainc.com * You can follow JETNET on Twitter at www.twitter.com /JETNETLLC

❯ Do you have any questions or opinions on the above topic? Get them answered/published in World Aircraft Sales Magazine. Email feedback to: editorial@avbuyer.com

WORLD AIRCRAFT SALES MAGAZINE – August 2013

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Market Indicators ASSET INSIGHT View Technical Condition – Aircraft Listed “For Sale”: An evaluation of 65 models and 1,384 used aircraft listed “for sale”, conducted on May 30, 2013, revealed on-going decline in the Maintenance Condition (ATC Score) of these assets, compared to a survey one month earlier. While the overall decrease was slight, the Asset Insight Index (“AI2”) for in-service aircraft reached a new low point in Technical Condition (ATC Score) for 2013, falling 302 AI2 basis points from January’s peak to 5.045.

Average Financial Condition (ATFC Score) remained virtually flat, increasing just over three AI2 basis points to 4.769, while the average aircraft’s maintenance Financial Exposure (ATFE Value) increased by more than $233k to over $1.63 Mil (see Chart A).

Technical Condition and Ask Price: Dividing the aircraft’s ATFE Value by its Ask Price allows us to plot the ratio of maintenance Financial Exposure compared to aircraft Ask Price (see Chart B). The spread in ratios has been tightening since February, with May’s figures ranging from 4.1% (Falcon 2000LX) to 239.1% (Gulfstream GIII).

The weighted average for aircraft we evaluated equated to 41.9%, representing the lowest figure this year and a significant drop from the 50.9% peak achieved in March. Chart C breaks down the monthly Average ATFE Value vs.

Ask Price Ratio figures by aircraft grouping (Large; Medium; Small Jets; Turboprops).

With the ratio of ATFE Value to Ask Price dropping, one is tempted to conclude that inservice aircraft maintenance condition is improving – but that is not the case. Since maintenance Financial Exposure increased in May, the ATFE Value vs. Price Ratio could only

decrease by virtue of an Ask Price increase during the same period. Viewed graphically, the blue line on Chart D represents Ask Prices for the aircraft models we track, plotted against the Average Financial Exposure Value vs. Ask Price Ratio line shown on Chart C. Market Outlook: By virtue of their maintenance condition, many aircraft are reaching the end of their economic life. They might be perfectly good flying machines and still useful to their current operators. However, owners of assets whose maintenance exposure (ATFE Value) exceeds (in some cases substantially) the aircraft’s Ask Price will find it difficult to locate a new home for their asset – other than an entity seeking to remarket the asset in the form of spare parts. Even then, many owners may not realize much in the way of residual value, as operating units of their aircraft make/model decrease, thereby reducing demand for spares.

Anthony Kioussis is President of Asset Insight, Inc., which provides asset evaluation and financial optimization services.

Kioussis has over 35 years of aviation industry experience within Corporate & General Aviation, major Airlines, fixed-wing & rotary OEMs, technical services providers and financial services companies. He is a published author, experienced industry speaker, and active industry association member, serving as Secretary on the Board of the National Aircraft Finance Association, and on the Associate Member Board of the National Aircraft Resale Association.

Market Indicators - August 2013

(Chart A)

Asset Insight Index YTD 2013

ATFE Value vs. Ask Price Ratio

(Chart B)

Average ATFE Value vs. Ask Price Ratio (Chart C)

Average ATFE vs. Price Ratio & Ask Price (Chart D)

Source:

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

/ More from www.assetinsightinc.com

WINGX View WINGX’s latest monthly Business Aviation Monitor, shows that there were 69,000 flight departures in June 2013 - a 9% increase on the previous month. Of these, 35,520 were charter flights, equating to a 10% increase on May. Overall however, compared to June 2012, Business Aviation activity was down 4%.

All major Western and Southern European

markets lost activity YOY. The only YOY gainers were the Low Countries and Baltics (gaining private flights) and Greece (gaining charter flights). Even Europe's erstwhile growth star, Ukraine, lost activity YOY. But for Ukraine and even more Poland, this decline largely reflects the anniversary of the European football championships held in 2012.

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WORLD AIRCRAFT SALES MAGAZINE – August 2013

Whilst domestic European flights diminished YOY, international trips increased, reflecting the 20% YOY increase in the use of Ultra-Long-Range aircraft. Mostly, demand for light aircraft fell YOY, but the VLJ segment is an exception and now appears to be back on a growth path. / More from www.wingx-advance.com

www.AvBuyer.com

Aircraft Index see Page 4

MarketIndicators Aug13_Layout 1 16/07/2013 09:49 Page 2

2

Market Indicators

JETNET View MARKET SUMMARY Highlighted in Table A are key worldwide trends across all aircraft market segments, comparing May 2013 to May 2012. “Fleet for Sale” percentages for business jet and business turboprop market sectors were down in the May comparisons, but increased slightly in the helicopter markets.

Business jets are showing a slow start in the five months of 2013 with a -7.0% decrease in pre-owned sale transactions, and are taking more time to sell (62 days) than last year, with a +8.6% increase in average asking price.

This is the first time this year that there has been an increase in the YTD average asking price. Business turboprops decreased -3.9% in sale transactions, with a double-digit increase in asking price of +13.4%.

Both turbine and piston helicopters saw double-digit declines in sale transactions YTD at -22.9% and -26.1%, respectively. Turbine helicopters recorded a double-digit decrease in average asking price, at -32.2% in the YTD comparisons through May 2013.

Commercial Airliners are also reported by JETNET, and include the numbers for sale for both commercial jets (including Airliners converted to VIP) and commercial turboprops. It is noteworthy that the number of YTD preowned sale transactions for commercial Airliners (at 890) is slightly ahead of business jets (882). However, commercial turboprop YTD sale transactions are significantly lower at 238.

TABLE A

In-Operation Fleet For Sale % of Fleet For Sale 2013 % of Fleet For Sale 2012 Change - % For Sale

WORLDWIDE TRENDS Business Aircraft Helicopters Jet T/P Turbine Piston 19,104 13,897 19,248 9,436 2,535 1,040 1,198 591 13.3% 7.5% 6.2% 6.3% 13.7% 9.1% 6.2% 5.9% (-0.4) pt (-1.6) pt N.C. .4 pt

Full Sale Transactions Average Days on Market Avg. Asking Prices -$USD mil

882 414 $4.604

May

Commercial Airliners Jet T/P 24,659 9,596 581 408 2.4% 4.3% n/a n/a

January to May 2013 544 311 $1.421

445 391 $0.973

334 314 $0.223

890 339

238 362

Y-T-D January to May 2013 vs 2012 % Change - Sale Transactions Change - Avg. Days on Market % Change - Avg. Asking Prices

-7.0% 62 8.6%

-3.9% -24 13.4%

-22.9% -22 -32.2%

-26.1% -67 -0.4%

CHART A Chart A shows U.S. Jet A fuel price in the first quarter of 2013 reached a new record peak of $7.27 per gallon. The earlier record peak ($6.83 in the third quarter of 2008) was shorter-lived (Fuel Bubble #1) compared to the recent one (Fuel Bubble #2) that has slowly increased to this new record level.

Market Indicators - August 2013

/ More from www.jetnet.com

BOMBARDIER View for 2013 are expected to be comparable to those of 2012, Bombardier forecasts that they will begin to improve in 2014 and that the industry will surpass its prior delivery peak year of 2008 by as early as 2016, with the Large aircraft category demonstrating the fastest growth.

North America will receive the greatest number of new business jet deliveries between 2013 and 2032, followed by Europe which, despite its continued economic challenges, remains the second largest market.

China is forecast to become the third largest

Market Indicators - August 2013 Advertising Enquiries see Page 8

region with 1,000 deliveries from 2013 to 2022, and 1,420 deliveries from 2023 to 2032. Bombardier also expects key growth markets including Brazil, India, Russia/CIS, Mexico and Turkey to receive a significant share during the next 20 years.

* Bombardier’s competitive segmentation includes Light, Medium and Large categories.

Excludes very light jets and large corporate airliners. ** Unit values are based on B&CA magazine 2013 list prices expressed in US$. / More from www.bombardier.com

www.AvBuyer.com

WORLD AIRCRAFT SALES MAGAZINE – August 2013

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▼

Bombardier is confident in the strong, longterm potential of the business aircraft industry and forecasts a total of 24,000 business jet deliveries from 2013 to 2032 in the segments in which Bombardier competes*, which represents approximately $650 billion** in industry revenues. Bombardier’s Business Aircraft Market Forecast anticipates 9,800 aircraft deliveries, worth $269 billion, during the 2013 to 2022 period, and 14,200 aircraft, worth $381 billion, from 2023 to 2032.

While business jet orders and deliveries

MarketIndicators Aug13_Layout 1 16/07/2013 16:08 Page 3

Market Indicators

3

STAGE 3 REGS HIT 599 BIZJETS GULFSTREAM GII

Gulfstream II and III. Currently, the only hushkits available for Stage 2 civil jet airplanes (according to the FAA) weighing <75,000 pounds are for the Gulfstream II and Gulfstream III. Stage 3 hushkits are currently available for the Gulfstream II/III models, from both Hubbard Aviation Technologies (www.hubavtech.com) at a >$1 million, and Quiet Technology Aerospace (qtaerospace.com) at $800,000.

There are 217 Gulfstream IIs and IIIs that can potentially be hushkitted, although the cost of the hushkkit for the Gulfstream II exceeds the recorded value of the airplanes.

However, it seems there is some confusion concerning what aircraft can, or have been hushkitted. Research carried out by Aviation International News (AIN) revealed the following: Hushkits are indeed available for GE CF700-powered Falcon 20s and the

OPERATORS OF CIVIL STAGE 2 JETS <75,000lbs MTOW O perator Category # Owners # Airplanes Corporation (Non-Airline) 349 413 Non-scheduled Airline 55 128 Leasing/Broker/Parts Dealer 31 35 Private Individual 16 17 Financial Institution 6 6 G RAND TOTAL 4 57 5 99 Source: OAG Aviation Solutions Fleet Database as of November 14, 2012.

SOURCE: OAG AVIATION SOLUTIONS FLEET DATABASE AS OF NOVEMBER 14, 2012.

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WORLD AIRCRAFT SALES MAGAZINE – August 2013

www.AvBuyer.com

CF700-powered Sabre 80, and these are available from Kalitta Turbines (www.kalittamaintenance.com), which bought the Noise Reduction Engineering (NRE) hushkit business from GE last year. The NRE hushkit for the CF700 sells for $170,000, according to Kalitta, and plenty of kits are available. In addition, Butler National Corporation (www.butlernational.com) is near completing an STC for a Learjet 20-series hushkit, which it expects will be available this fall. Pricing hasn’t been set yet, according to the company.

Owners of airplanes not offered a hushkit solution are faced with three alternatives: (1) Sell the airplanes for operation outside of the 48 contiguous United States; (2) salvage the airplanes for parts; or (3) scrap the airplanes.

Many countries have already preceded the U.S. in either banning or legislating limited operations of these airplanes. At least eight countries already ban Stage 2 operations by airplanes of any size. Excluding the United States, there are 50 countries that have a total of 392 registered airplanes like those banned in the United States. Almost 50 percent of these jets are registered in Mexico.

The U.S. ban on Stage 2 operations reduces the value of these airplanes in Mexico as a large potential destination for operators is lost, and the limited worldwide market hinders an owner's ability to sell a banned airplane at the pre-law retail value.

▼

The FAA issued a final rule prohibiting jets with <75,000 pounds MTOW from operating in the contiguous U.S. after December 31, 2015, unless they meet Stage 3 noise levels.

The Act also describes certain circumstances under which otherwise prohibited operations will be allowed. The FAA points out that the Act affects 457 registered owners of 599 airplanes that range between 25-50 years in age. 403 of the registered owners (88%) have only one airplane affected by the ban; 51 of the owners have 2-10; and three owners (all non-scheduled Airlines) have a combined total of 51 airplanes affected.

Some of the banned airplanes can be upgraded to Stage 3 noise levels with the installation of a hushkit. Of the 17 models of airplanes affected by this ban, hushkits had previously been available for Dassault Falcon 20; the Learjet 23/24/25; and

Aircraft Index see Page 4

WAS_SA14_205x270_FAP.pdf 1 6/13/2013 2:13:11 PM

MarketIndicators Aug13_Layout 1 16/07/2013 16:09 Page 4

4

Market Indicators “SCRAPPAGE” OF BANNED AIRPLANES

N -REG STAGE 2 JETS <75,000lbs MTOW Dassault Falcon 20C/CF/D/DF/DC/ECM/E/F 69 Gulfstream II 109 Gulfstream III 108 Hawker Siddeley HS.125-1/2/3/400/600 27 IAI 123 1 Learjet 23, 24, 25, 28 228 Lockheed L-1329 Jetstar II 13 Rockwell 1121 Jet Commander 3 Rockwell Sabre 40, 50, 60 40 Rockwell UTX/T-39 Sabreliner 1 T otal 59 9

A lack of demand for the banned airplanes will leave most owners little choice other than to sell the airplanes for their scrap value. The salvage value is likely to equal the scrap value. The single most valuable part on the airplane is the engines, which after the ban have essentially no value. Secondarily, the round-dial instrumentation used in the affected fleet is largely obsolete with a small used market.

9

9

EXCEPTIONS The FAA clarifies that the rule does provide for the issuance of special flight authorizations after 2015 for affected business aircraft under certain circumstance. Operators of these business aircraft may seek such authorization if the purpose of the flight is to sell, lease or use the aircraft outside the contiguous U.S.; scrap the airplane; modify the airplane to Stage 3 noise levels; transport to a heavy maintenance facility; return the aircraft to a lessor; prepare to park or store the airplane; provide emergency relief services; or divert the airplane into the 48 contiguous states on account of weather, mechanical, fuel, air traffic control or other safety reasons.

F OREIGN-REGISTERED STAGE 2 JETS <75,000lbs MTOW C ountry # Airplanes % Share* M exico 182 46.4% R ep of South Africa 25 6.3% V enezuela 24 6.1% I ran 17 4.3% U nited Kingdom 16 4.1% B razil 14 3.5% F rance 13 3.3% A rgentina 12 3.1% 42 Other Countries With <10 Jets Each R OW Total 392 100.0% * Totals may not U S Total 599 exactly add due to G rand Total 991 rounding.

Market Indicators - August 2013

/ More from FAA's Regulations and Policies - www.faa.gov/regulations_policies

ARG/US View TRAQPak data shows that June 2013 flight activity levels decreased from May to finish the month down -3.8% overall. Avantair’s shutdown had a significant impact on the Fractional Turboprop flight activity numbers.

The results by operational category finished the month on the negative side with fractional flight activity posting the biggest drop, down -10.8%. Aircraft category results also posted declines with large cabin aircraft having the biggest drop, down -8.1%.

Reviewing year-over-year activity (June 2013 vs. June 2012), TRAQPak data indicates a decrease of -2.5% overall. The results by operational category show Part 135 activity posted a year-over-year increase of +12.0%.

Looking at activity by aircraft category, the small and mid-size cabin markets posted year-over-year gains of +4.5% and +1.5% in that order. Comparing JanuaryJune 2013 to the same period in 2012, flight activity has seen an overall decline of -1.7% (in 2013).

T urboprop S mall Cabin Jet M id-Size Jet L arge Cabin Jet A ll Combined

J une 2013 vs May 2013 P art 91 P art 135 F ractional 0.1% -0.5% -43.0% -2.7% 0.6% -1.9% -4.5% -5.6% -4.4% -7.1% -9.5% -10.5% -2.8% -2.6% -10.8%

A ll -2.9% -1.4% -4.8% -8.1% -3.8%

T urboprop S mall Cabin Jet M id-Size Jet L arge Cabin Jet A ll Combined

J une 2013 vs June 2012 P art 91 P art 135 F ractional -11.4% 2.6% -56.4% -3.4% 21.5% -4.8% -3.1% 19.4% -7.3% -2.9% 5.3% -0.7% -6.5% 12.0% -15.8%

A ll -10.6% 4.5% 1.5% -0.6% -2.5%

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WORLD AIRCRAFT SALES MAGAZINE – August 2013

/ More from www.argus.aero

www.AvBuyer.com

Aircraft Index see Page 4

Tianjing Show June_Layout 1 21/05/2013 12:31 Page 1

BusAviationNewsAug13_Layout 1 16/07/2013 16:15 Page 1

BizAv Round-Up

08.13

NEWS ROUND-UP

AgustaWestland recently delivered a second GrandNew light twin helicopter to the Nirma Group of India. The GrandNew is the first type-certified light twin to enter service with a new EFIS featuring Synthetic Vision and the first helicopter in this class on the market that is fully compliant with the latest advanced GPS-based navigation requirements for all weather operations. / More from www.agustawestland.com

Bell Helicopter is developing a new “short, light single” (SLS) that will be powered by a Turbomeca Arrius 2R turboshaft engine.

The new five-seat entry-level aircraft is expected to complete its first flight in 2014 with certification to follow as quickly as possible. It will feature a high visibility, fully-flat cabin floor and is designed to achieve a speed of 125 knots, range of 360-420 nautical miles, and carry a useful load of 1,500 pounds. / More from www.bellhelicopter.com

Blackhawk received STC certification for the PT6A-42A upgrade on the Cessna 208A Caravan that will provide the same operational advantages for owners of the 208A Caravan, as for the 208B Grand Caravan. / More from www.blackhawk.aero

WORRIED ABOUT EXCESSIVE DOWNTIME ?

BANYAN COMPLETES REVIEW OF UPGRADE PATHS AND DISCOUNTS Banyan Air Service based at Fort Lauderdale Executive Airport recently completed an extensive review of the different upgrade paths and favorable discounts being offered by some of the leading vendors in the aviation industry. With over 1,100 aircraft operating with the Magnastar system and a discontinuation of service expiring in December of 2013, operators need to plan their upgrades sooner rather than later.

Brian Wilson, Banyan’s Director of Avionics, explained, ”The Banyan team understands that no one likes

prices. If options are exercised, the total value of the order is approximately US$1.035 billion. Deliveries for the Challenger 350 aircraft will begin in mid-2014.

In the meantime, Bombardier has also celebrated delivering the 400th Challenger 300, while Bombardier's Global aircraft family celebrated a significant milestone with the entry-into-service of the 500th manufactured Global business jet. The Global 6000 model, was delivered to Groupe Bollore, a corporation based in France. / More from www.bombardier.com

Bombardier received firm orders for 20 Challenger 350 jets from VistaJet, a worldleading luxury aviation company and exclusive operator of Bombardier business aircraft. The transaction for the order is valued at approximately US$518 million, based on 2013 list 120

WORLD AIRCRAFT SALES MAGAZINE – August 2013

Cirrus Aircraft’s Grand Forks facility is to be expanded to accommodate a new autoclave oven in preparation for production of the all-composite Vision SF50 jet. Modifications to the facility began several months ago and the autoclave installation is now under way. / More from www.cirrusaircraft.com

www.AvBuyer.com

BRIAN WILSON, BANYAN

to down their aircraft to perform an installation, so we took the time to study how we can reduce that downtime to a minimum and make sure customers receive the best deal and the largest savings offered by the vendors.”

To help stimulate operators not to wait until the last second and jeopardize their chance of not getting an installation slot, Banyan is offering aggressive pricing for those operators that will input their aircraft during the 3rd quarter of 2013. / More information from www.banyanair.com

Comlux has taken delivery of the first Airbus ACJ321, the newest private jet from the Airbus family, making Comlux the first to have operated every corporate Airbus A320 Family version. The ACJ321 is now being outfitted with VVIP cabin by Comlux America, and is due to be completed in 2014.

Additional center tanks will provide extended range. / More from www.comluxaviation.com Aircraft Index see Page 4

BusAviationNewsAug13_Layout 1 16/07/2013 08:50 Page 2

2

BizAv Round-Up GULFSTREAM’S NEW LONDON DESIGN CENTER

Embraer's Phenom 300 jet will join the fleet of China’s Erdos General Aviation Co., Ltd. in the third quarter of 2013, marking the first aircraft of this model sold in the China market. Established in 2003, Erdos General Aviation’s 19-aircraft fleet has accumulated more than 30,000 flight hours. / More from www.embraerexecutivejets.com

/ More from www.flaris.pl

Flight Display Systems has introduced JetJukebox, a file server and media streamer that connects directly to the aircraft’s wireless cabin router. Passengers can access content via any personal electronic device capable of connecting to a wireless network. JetJukebox wirelessly serves files and streams media to passengers. / More from www.flightdisplay.com

Flying Colours Corp. has been appointed by aircraft improvement manufacturer, Raisbeck Engineering, as an Authorized Sales and Installation Centre for the entire King Air product line. The new status for its Ontario, Canada location enables Flying Colours to further expand its King Air portfolio and, along with its recent Beechcraft and Blackhawk Authorized Service Centre accreditations, its capabilities are bolstered to fully complete upgrades. It can now undertake King Air maintenance, refurbishments, modifications and paint work in addition to full completions, all under one roof. / More from www.flyingcolourscorp.com

Kansas Aircraft Corp an Olathe-based aircraft sales business, has been sold to longtime Wichita aircraft executives Tim and Advertising Enquiries see Page 8

GULFSTREAM LONDON SALES & DESIGN CENTER FACILITY PROVIDES EUROPEAN, RUSSIAN & AFRICAN CUSTOMERS WITH CENTRALIZED ACCESS  Gulfstream recently opened a sales and design center in London, the company’s first such facility outside the United States. The nearly 5,500square-foot center, located in the Mayfair district of central London, gives international customers more convenient access to Gulfstream’s sales and design staff.

Gulfstream also has sales and design centers at company headquarters in Savannah and at its facility in Dallas. As in the

Savannah and Dallas centers, customers can use Gulfstream’s new state-ofthe-art visualization software called DesignBook, which displays a highly realistic image of a cabin in real time on a touchscreen monitor or tablet computer screen. The rendering includes cabin configurations, colors, fabrics and furnishings.

The London sales and design center is staffed by sales executives and support personnel, including Trevor Esling, Gulfstream

Dianne White. The couple bought the company from Michele Stauffer, who founded it in 1990. Stauffer will stay on in an advisory role and in sales. The other staff members will continue in their roles too. Tim was Cessna senior vice president of sales in the Americas and left the company in March 2012 after 14 years. He most recently was with Bombardier as regional vice president of sales for the western U.S. for business aircraft. Dianne previously served as vice president of corporate communications at Cessna. / More from www.kansasaircraft.com

Rock star Bruce Dickinson met with three true flying aces before his recent gig at Castle Donnington, Derbyshire UK on June 15.

Sean Allerton, Mary Doyle and Luke www.AvBuyer.com

regional senior vice president, International Sales for Europe, Middle East and Africa. The facility complements other Gulfstream resources in the United Kingdom. Less than an hour away, in Luton is one of the company’s three international service centers. The site at London Luton Airport includes a 75,000-squarefoot hangar and a 10,000-square-foot parts and materials warehouse. / More information from www.gulfstream.com

Delahunty, all Ambassadors for Flying Scholarships for Disabled People, met with the charity’s recently-appointed Vice Patron. / More from www.fsfdp.org.uk

Rockwell Collins’ HeliSure family delivers sensor data in real time through an intuitive user interface that features 3D visualization for information that pilots can easily, quickly and effectively process. The first two products of the HeliSure family are Helicopter Synthetic Vision System (H-SVS) and Helicopter Terrain Awareness and Warning System, which have been selected by AgustaWestland for the AW149, AW189, AW101 and AW169 platforms. / More from www.rockwellcollins.com WORLD AIRCRAFT SALES MAGAZINE – August 2013

▼

Flaris, the Polish aircraft manufacturer, exhibited its VLJ prototype at the recent Paris Airshow. Named the LAR 01, this $1.5 million five-place, single-engine jet is targeted to achieve EASA and FAA Part 23 certification in late 2015. The all-composite jet will feature a powerplant from either Pratt & Whitney or Williams International, and the avionics will be a dual Garmin G600 system. Target performance includes take-off distance of 820 feet from a grass strip; 380-knot max cruise; 45,000-foot ceiling; and 1,400nm range.

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3

BizAv Arrivals

Edwin Black

Bobby Patton

Eric Kujawa

Rodger Renaud

Edwin Black - following a restructuring of the sales organization at Blackhawk Modifications, Black has been named vp, domestic sales group and Bobby Patton, becomes vp of international sales.

Reed Macdonald - has joined Flight Display Systems as chief op-

David M. Brantner – is the new president, at Pratt & Whitney Commercial Engines, and Matthew Bromberg, 43, president,

Jack Mulder - has been promoted to director of operations at TWC Aviation. During his seven years at TWC, Mulder has served as chief pilot, director of training and line pilot.

Pratt & Whitney Aftermarket. Both report to Paul Adams, chief operating officer. Brantner and Bromberg succeed Todd Kallman, who announced his intent to retire from UTC.

Paul Desgrosseilliers - has been appointed general manager of ExecuJet Haite Aviation Services, the company’s joint venture with the Sichuan Haite Group, based in Tianjin, China.

Todd Hattaway - most recently regional sales director at Beechcraft for India, Indo-China and Malaysia, has been appointed, vice president, technical services for BBA Aviation Flight Support.

Eric Kujawa - has been promoted to the position of general manager of West Star Aviation’s East Alton, IL location. Kujawa will take over the main leadership role at ALN and be responsible for overseeing all daily operations at the facility.

erating officer. He will oversee all aspects of company operations, including oversight of research, product design, manufacturing, logistics, customer service, accounting and finance.

Larry Peet - has been named director of sales at Hangar Ten, a leading aviation services provider. In this new position, Peet will be responsible for developing the innovative aircraft sales program that places an emphasis on coaching rather than selling the customer.

Rodger Renaud - has been promoted to chief operating officer at West Star Aviation. In his new position, Renaud will expand his responsibilities to include overseeing all aspects of operations at both the ALN and Grand Junction, CO (GJT) locations.

Christopher Weinberg - has been promoted to the position of chief information officer at FlightSafety. Since joining FlightSafety in 1997, Weinberg has served in a number of roles throughout the company and has been instrumental in developing and implementing programs designed to enhance and transform the experience and services FlightSafety’s Customers receive.

BizAv Events 2013 AEA (AIRCRAFT ELECTRONICS ASSOCIATION MEETING) BOMBARDIER SAFETY STANDDOWN LABACE: (LATIN AMERICAN BUSINESS AV CONF & EX) BUSINESS AVIATION IN LATIN AMERICA (BALA) AEA (AIRCRAFT ELECTRONICS ASSOCIATION MEETING) NEXTGEN AHEAD CONFERENCE AEA (AIRCRAFT ELECTRONICS ASSOCIATION MEETING) BUSINESS AIRCRAFT EUROPE (BAE) NBAA: BUSINESS AVIATION REGIONAL FORUM MEDITERRANEAN BUSINESS AVIATION SUMMIT CERTIFICATE IN BUSINESS AVIATION MANAGEMENT JETEXPO HELITECH INTERNATIONAL AEA (AIRCRAFT ELECTRONICS ASSOCIATION MEETING) AVIATION EXPO/CHINA AFBAA REGIONAL SYMPOSIUM BOMBARDIER SAFETY STANDDOWN MIDDLE EAST BUSINESS AVIATION CONFERENCE (MEBAC) AFRICAN AIR EXPO EBAA REGIONAL FORUM AOPA AVIATION SUMMIT Events in RED indicate Business Aviation related.

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WORLD AIRCRAFT SALES MAGAZINE – August 2013

Aug 12 - 13 Aug 12 - 13 Aug 14 – 16 Aug 15 Aug 27 - 28 Sep 9 - 11 Sep 10 - 11 Sep 11 – 12 Sep 12 Sep 13 Sep 17 – 20 Sep 19 – 21 Sep 24 – 26 Sep 25 - 27 Sep 25 – 28 Sep 26 – 27 Sep 30 - Oct 3 Oct 8 Oct 9 - 11 Oct 10 – 11 Oct 10 – 12

Sao Paulo, Brazil Sao Paulo, Brazil Sao Paulo, Brazil Sao Paulo, Brazil Ottawa, Canada Washington, D.C., USA Brisbane, Australia London Biggin Hill Airport, UK Chicago, IL, USA Sliema, Malta Goodwood, UK Moscow, Russia ExCel, London, UK Fort Lauderdale, FL, USA Beijing, China Marrakech, Morocco Wichita, KS, USA Marrakesh, Morocco Accra, Ghana Istanbul, Turkey Fort Worth, TX, USA

/ / / / / / / / / / / / / / / / / / / / /

www.aea.net www.safetystanddown.com www.abag.org.br www.aeropodium.com www.aea.net www.events.aviationweek.com www.aea.net www.miuevents.com www.nbaa.org www.aeropodium.com www.miuevents.com www.jetexpo.ru www.helitechevents.com www.aea.net www.cpexhibition.com www.aeropodium.com www.safetystanddown.com www.mebaa.com www.africanairexpo.com www.ebaa.org www.aopa.org

If you would like your event included in our calendar email: sean@avbuyer.com

www.AvBuyer.com

Aircraft Index see Page 4

P123 17/07/2013 12:12 Page 1

Not just a tug.

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8700 Series

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August 2013

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Welsch Aviation Aug 15/07/2013 16:55 Page 1

For details contact:

Edward Vesely phone: 713-644-5100 Email: Evesely@welschaviation.com www.welschaviation.com

Gulfstream III S/N 450

Major price reduction!

21st Century Primus EPIC glass cockpit, Stage III hush kits, one of the lowest total time GIII's on the market, beautiful refurbished interior 2012, Gulfstream IV features and benefits at a Gulfstream III price, worldwide transcontinental operations equipped, GCMP, 72 month inspection complied with July 2012, excellent records.

King Air B200 S/N 1647

Only 2485 hours total time, 812/812 hours since hot section, props due 2017, meticulous U.S. corporate owner/operator, Part 91 certified, dual 3 tube EFIS 85B, UNS-1K+ FMS, Artex ELT, CAMP, factory maintenance program, Raisbeck wing lockers, dual strakes, tasteful paint/interior rated "9", no damage history Specifications Subject to Verification Upon Inspection

New York

Washington DC

Texas

Georgia

J Hopkinson 2 15/07/2013 16:27 Page 1

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

follow us on twitter@HopkinsonAssoc

Cessna Citation Ultras AVIONICS Honeywell Primus 1000 3 - Tube EFIS Honeywell Primus GNS-XL FMS System Honeywell MKVII EGPWS Honeywell TCAS II w/Change 7 L3 Cockpit Voice Recorder Global-Wulfsberg AFIS INTERIOR Seven Passenger Interior & Belted Lav Seat Aft Tailcone Baggage w/Ski Tube.

Zephyr Air Conditioning.

Recently refreshed Interior EXTERIOR Recently completed Permaguard sealed Exterior MAINTENANCE Fresh Phase 1 - 5 completed by Landmark, Scottsdale Zero Engine Option

1441 Aviation Park NE, 2nd Floor, Box 560, Calgary, Alberta, T2E 8M7

Northern Air N412ET December 15/07/2013 16:32 Page 1

S H O W C A S E

2006 Citation Bravo Serial Number: Registration: Airframe TT: Landings:

550-1134 N412BT 4091 3319

Engines Left Engine 3885 Right Engine 3885 Both engines 0 since overhaul at Pratt Avionics • Honeywell Primus 1000 Integrated Flight Director & Autopilot System • 3-tube 8x7” EFIS • Dual 196B Comm radios with 8.33 Capabilities • Dual Nav • ADF • Dual RMI • Dual Mode S Transponders • Dual DME • Universal UNS1 L FMS • Honeywell TCAS II • Honeywell Mark VIII EGPWS • Honeywell Primus Radar 660 • ARTEX 406 Emergency Locator Transmitter • Cockpit Voice Recorder • N1 Computer Indicator • Radio Altimeter

Exterior Overall Snow White with Black Metallic, Silver Plat Met Interior Fire-blocked Seven passenger executive interior in a center club configuration with an aft belted seat for an eighth passenger. Left and Right executive tables with Sienna leather inlays in the center club. Seating is finished in Willow leather with Mink lower sidewalls, and finished Topaz Kayawood gloss laminate.

Optional Equipment • Freon Air Conditioner • Ski Tube • AOA w/Indexer • Iridium Satellite Flight Phone • Cabin/Cockpit Fire Extinguishers • Interior 110V AC • Lead Acid Battery • Tail Cone Flood Lights • RVSM Capable

Northern Air, Inc. Mark Serbenski Gerald R. Ford International Airport 5500 - 44th Street, SE • Grand Rapids, MI 49512

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Tel: 800 262 4953 Tel: +1 616.336 4737 Cell: +1 616 648 2656 Fax: +1 616 988 4164 mserbenski@northernair.net www.northernair.net Aircraft Index see Page 4

Northern Air Hawk400 Aug 15/07/2013 16:33 Page 1

S H O W C A S E

2006 Hawker 400XP Serial Number: Registration: Airframe TT: Landings:

RK-438 N4388C 2282 1855

Airframe On CAMP Engines 2282 Hours 1855 Cycles 484 Hours HSI both engines Avionics • Collins Pro Line IV • Collins 3-Tube EFIS Display • Dual Collins VHF-422C Comms w/8.33 Spacing • Dual Collins VIR-432 Navs • Collins ADF-462 • Dual Collins SDU-640 RMI • Dual Collins TDR-94D Transponders • Dual Collins 5000 FMS w/GPS-4000A • Collins ALT-55 Radio Altimeter System • Collins TCAS-4000 with Change 7 (TCAS II) • Collins TWR-850 Color Radar • Honeywell Mark V EGPWS • Collins APS-4000 Autopilot • L3 FA2100 CVR

Interior Fire-blocked eight passenger finished in Balsa Leather. Executive tables and wood veneer finished in high glass Mozambique. Plating in polished Peach Gold.

Exterior Overall Matterhorn White with Gray, Raspberry and Charcoal stripes.

Additional Equipment Thrust Reversers Airtex C406-2 ELT Oil Filter Bypass Freon AC 110VAC Cabin Audio Entertainment with XM Radio AV Visor Cabin Display Heated Coffee Optional LH Forward Cabinet Optional Cabin Storage Drawers

Northern Air, Inc. Mark Serbenski Gerald R. Ford International Airport 5500 - 44th Street, SE • Grand Rapids, MI 49512 Advertising Enquiries see Page 8

www.AvBuyer.com

Tel: 800 262 4953 Tel: +1 616.336 4737 Cell: +1 616 648 2656 Fax: +1 616 988 4164 mserbenski@northernair.net www.northernair.net WORLD AIRCRAFT SALES MAGAZINE – August 2013

127

Northern Air N959RP February 15/07/2013 16:35 Page 1

S H O W C A S E

2008 Learjet 40XR • Extended Range Fuel Serial Number: Registration: Airframe TT: Landings:

40-2100 N959RP 2408 1949

• Extended Range Fuel • Fresh A-D check at Bombardier Wichita Airframe Factory Warranty Smart Parts Engines Left Engine 1907 / Right Engine 1899 MSP Gold Avionics • Honeywell Primus 1000 Integrated Flight • Director & Autopilot System • 4-tube 8x7” EFIS • Dual Universal UNS1 L FMS • Dual Comm radios with 8.33 Capabilities • Honeywell HF 1050 Comm • Dual Nav and RMI • Dual Mode S Transponders • Dual DME • Single ADF • Honeywell TCAS II • Honeywell Mark VII EGPWS • Honeywell Primus Radar 660

• ARTEX 406 Emergency Locator Transmitter • Cockpit Voice Recorder • Radio Altimeter • XM Satellite Weather Exterior Overall Matterhorn White with Blue and Yellow Stripes Interior Fire-blocked Six passenger executive interior in a center club configuration with an aft belted seat for a seventh passenger. Two Left and one Right executive tables with Imbuia gloss inlays in the center club. Seating is finished in Almond Crunch leather with Surfside lower sidewalls and finished Imbuia wood gloss laminate Optional Equipment • Freon Air Conditioner • AOA w/Indexer • Iridium Satellite Flight Phone • Cabin/Cockpit Fire Extinguishers • Interior 110V AC • Lead Acid Battery • Tail Cone Flood Lights • RVSM Capable • Airshow Cabin Audio/Video System • XM Satellite Radio • Extended Range Fuel

Northern Air, Inc. Mark Serbenski Gerald R. Ford International Airport 5500 - 44th Street, SE • Grand Rapids, MI 49512

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Tel: 800 262 4953 Tel: +1 616.336 4737 Cell: +1 616 648 2656 Fax: +1 616 988 4164 mserbenski@northernair.net www.northernair.net Aircraft Index see Page 4

Northern Air Lear45 Aug 15/07/2013 16:39 Page 1

S H O W C A S E

2006 Learjet 45XR Serial Number: Registration: Airframe TT: Landings:

45-298 N191TD 2500 1678

Northern Air Inc is pleased to offer this 2006 Lear 45 to the marketplace for immediate sale.

Features of this aircraft include: • Management Services Available • Maintenance performed through Learjet factory authorized service centers since new.

• Fully paid MSP Gold engine plan for engines and APU • Honeywell Primus II 1000 package • Duel FMS/GPS/8.33 • Duel UNS1-E • Air Show 4000

Avionics Honeywell Primus II 1000 package, Duel FMS/GPS/8.33, Duel UNS1-E, AFIS, TCAS-II w/ ch7, EGPWS, 880 weather radar – upgrade, SELCAL, HF, 406 ELT. Interior Condition Excellent. 8 place double club, belted lavatory, forward and aft, 10.4 monitors, 10 Disc CD, DVD player, Air Show 4000, Satellite telephone system, lighted vanity mirror, premium wood package, premium carpet, locking package.

Exterior Condition Excellent.

Inspection Status Current: 2400 major inspection performed in October 2012.

Airframe & Engines 2500 hours, 1678 Landings. Engines: (2) Honeywell TFE731-20BR-1B, 3500 lbs Thrust each, extended TBO, (1) APU. Fully paid MSP Gold engine plan for engines and APU.

Northern Air, Inc. Mark Serbenski Gerald R. Ford International Airport 5500 - 44th Street, SE • Grand Rapids, MI 49512 Advertising Enquiries see Page 8

www.AvBuyer.com

Tel: 800 262 4953 Tel: +1 616.336 4737 Cell: +1 616 648 2656 Fax: +1 616 988 4164 mserbenski@northernair.net www.northernair.net WORLD AIRCRAFT SALES MAGAZINE – August 2013

129

Albinati Citation CJ2Aug 15/07/2013 16:42 Page 1

S H O W C A S E

2008 Cessna Citation Jet 2+ Serial Number: Registration: Airframe TT: Landings:

525A-0422 HB-VPB 1033 1036

No damage history Engines Williams International FJ-44- 3A-24 on TAP ELITE FADEC Controlled • LH: S/N 216252 - 1033 TSN, 1036 CSN • RH: S/N 216177 - 1033 TSN, 1036 CSN Program Coverage and Maintenance Status Aircraft scheduled maintenance performed exclusively by Jet Aviation Zurich since new Aircraft under Cesscom (CAMP) maintenance tracking service Airframe under Cessna Proparts program coverage Engines under Williams International TAP ELITE coverage Avionics Collins Proline 21 Avionics System with 3 (8x10 inc) color, active matrix liquid crystal displays • AHRS 2 Collins AHC-3000 • ADC 2 Collins ADC-3000 • IFIS 1 Collins IFIS 6.0 • FMS 2 Collins FMS-3000 (incl. DME II) • GPS 1 Collins GPS-4000A w/12-Channel Receiver • RTU 2 Collins RTU-4220 • NAV 2 Collins NAV-4000 and NAV-4500 • ADF 1 Collins ADF • DME 1 Collins DME-4000 • VHF 2 Collins VHF-4000 w/8.33KHz spacing

• XPDR 2 Collins TDR-94D Mode S • TCAS II 1 Collins TTR-4000 TCAS II • EGPWS Mark V EGPWS with Runway Awareness and Advisory System (RAAS) • Radar 1 Collins WXR-800 • ESIS GH-3000 ESIS • ELT 1 Artex C406-N w/3 freq. ELT (121.5/243/406 MHz) Additional Equipment • HF System HF-9000 • Aircell Flitefone (2 Handsets) • Lightning Detection Sytem WX-1000E • Turbulence Weather Radar WXR-852 • Cockpit Voice Recorder DK-120 • Data Link • Cabin Briefer PBS250 • Annunciator Voice System • Electronic Check List • Pulselight System with interface to TCAS II Interior Configuration • Two (2) Cockpit, six (6) Cabin passengers seats • Four executive club chairs with two fold-out executive tables • RH Fwd Refreshment Center • Dual Aft Dividers Assembly with sliding doors • One Aft Potty Belted Seat Colors • Beige leather seats - Satin finished wood veneer – Australian Walnut • Goldy Plated Hardware Finish Exterior Overall light beige with brown stripes Asking price: Make Offer

ALBINATI AERONAUTICS SA P.O. BOX 44 1215 GENEVA 15 AIRPORT SWITZERLAND

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Tel: E-mail: Web:

+41 (0) 22 306 1060 info@albinati.aero www.albinati.aero Aircraft Index see Page 4

Albinati Global Express Aug 15/07/2013 16:43 Page 1

S H O W C A S E

2005 Bombardier Global Express Serial Number: Registration: Airframe TT: Landings:

9145 HB-JEX 3678 1281

• Aircraft scheduled maintenance performed by Innotech Aviation Montreal and Jet Aviation Geneva and Basel branches • 4C inspection performed at Jet Aviation Basel in July 2010 • 8C inspection due in July 2015 • No damage history Engines (under RR Corporate Care) Rolls Royce Deutschland BR 700-710A2-20 • LH: S/N 12405 - 3597 TSN, 1241 CSN • RH: S/N 12406 - 3678 TSN, 1281 CSN APU (under JSSI) Honeywell RE 220 (GX) S/N P-264 Time: 2553 TSN / 3120 CSN Avionics • Communications Triple Honeywell RCZ 833E • Navigation Dual Honeywell RNZ 851 • ADF Dual Honeywell P2000XP • RMU Dual Honeywell RM 855 • Transponder Dual Honeywell P2000XP, Mode S • Radar Honeywell WU 880 • IRS Triple Honeywell Laser Ref III • HF Dual Collins HF 9031A with Selcal • GPS Dual Honeywell HG2021 & GNSSU • FDR Honeywell SS FDR QAR • CVR Honeywell SS CVR • Triple Honeywell Flight System Management W/CD 820 CDU

Special Features • Aircraft under CAMP maintenance tracking service • Aircraft under Bombardier Smart Parts Plus coverage • Cabin Altitude Reduction for Passenger Comfort (4’500 Feet) • Honeywell RT 950 TCAS II, Version 7.0 • Honeywell Mark V Enhanced GPWS • Honeywell MCS 7000 SATCOM (6 Channel)/2 Channel Iridium • RVSM, 8.33 MHz Spacing and FM Immunity Certified • Heads Up Display (HUD), EVS, RAAS • BATCH 2+ • Artex ELT 110-406 Emergency Locator Beacon • Teledyne Datalink System Interior (refurbished in February 2011) • Twelve passenger configuration and a threeplace divan 9G certified (see, floor plan) in beige leather and brown nubuck • Forward lavatory and crew rest area • Fully equipped galley and annex • Aft private lavatory, storage closet and baggage compartment • Cabin entertainment system with flat screen video monitors, satellite TV for Europe and USA, WLAN Internet, DVD and an airshow • Electric window shades • EMTEQ system lighting retrofit • AIMS soundproofing system Exterior White top, light beige bottom with gold accent stripes Asking price: USD $25,250,000

ALBINATI AERONAUTICS SA P.O. BOX 44 1215 GENEVA 15 AIRPORT SWITZERLAND Advertising Enquiries see Page 8

www.AvBuyer.com

Tel: E-mail: Web:

+41 (0) 22 306 1060 info@albinati.aero www.albinati.aero

WORLD AIRCRAFT SALES MAGAZINE – August 2013

131

AeroSmith Penny June 17/07/2013 12:06 Page 1

S H O W C A S E

1999 Gulfstream IVSP Serial Number: Registration: Airframe TT: Landings:

1337 N52MK 4504 2573

Airframe & Engines Rolls-Royce Tay 611-8 Engines: Mid-Life Inspection C/W at Rolls-Royce Canada: 17/Sep/2007 L/H Engine S/N: 16795 Mid-life done at 3061 TT 1865 Cycles Enrolled JSSI at Mid Life R/H Engine S/N: 16796 Mid-life done at 3061 TT 1865 cycles Enrolled JSSI at Mid Life Honeywell GTCP 36-100 (G) APU S/N: P-741, on JSSI Avionics HAAP and Corporate Jet Support Maintenance Programs Standard Honeywell SPZ 8400 Cockpit Package w/NZ 2000 Navs Triple Honeywell HG1075 Inertial Reference Units Dual Honeywell FMS and Single Lasertrak Nav Display Collins Nav/Comm Package with Three Comm’s, w/Dual Collins RTU’s Collins TDR 94 Transponders with Eight Parameter Enhanced Surveillance SAT AFIS Equipped with Printer Magnastar & Honeywell SATCOM 6000, One Cockpit and Three Cabin Handsets G-Monitor Computer Heads-up Checklist Flight Data Recorder 2 Hour Voice Recorder

Features & Equipement Airshow Genesis Moving Map/Info Four External Video Cameras Dual Hi-Def/Blue Ray DVD Players Audio System with iPod Dock and Remote Control Game Port Connections and LAN Connections Throughout Eight Rosen Video Monitors; VCR/DVD/Camera/Game and Airshow Available Six Club Seat Rosen Monitors Updated to 6500 Series in March 2007 Interior The 13 passenger executive interior was designed for functionality and flexibility with three separate seating areas making it ideal for entertaining or conducting business. The aircraft is configured with a forward crew lav as well as an aft passenger lavatory. The forward cabin contains four single seats in a double-club configuration with two pull out writing tables and four 5.6 inch video monitors.

Exterior Matterhorn White base with Super Jet Black underside, Coral, Cashmere and Gray striping.

New April 2012 Maintenance 72 Month inspection done 2010

AeroSmith Penny II LLC 8031 Airport Blvd., Suite 224, Houston, TX 77061

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Tel: +1 (713) 649-6100 Fax: +1 (713) 649-8417 Email: aspinfo@aerosmithpenny.com www.aerosmithpenny.com Aircraft Index see Page 4

P133 15/07/2013 17:00 Page 1

S H O W C A S E

1999 Falcon 2000 Serial Number: Airframe TT: Landings:

63 3263 2102

Engines & APU CFE738-1-1B. Engines will be enrolled on CSP at time of delivery Engine 1 Engine 2 S/N: 105247 105245 TSN: 3146 3146 Cycles 2026 2026 TSMP 1237 1237 APU GRT GTCP36-150F2M. s/n: 169 TSN: 2063 Avionics Collins Pro Line 4 Avionics System COM: Dual Collins VHP 422 NAV: Dual Collins VIR 432 A/P: Collins APS 4000 XPNDR: Dual Collins TDR 94D with Enhanced Mode S ADF: Dual Collins ADF 462 DME: Dual Collins DME 442 ADC: Dual Collins ADC 850C FMS: Dual Collins FMS 6100 GPS: Dual Collins FMS 6100 AFIS: Allied Signal AFIS SATPHONE: Aircell Iridium ST-3100 SATPHONE (3) separate handsets w/VIP Station cordless Receiver Flight Dynamics HGS-2000 HUD HFCOM: Dual Collins HP-9000 EFIS: Collins EFIS 4000 RADAR: Collins TWR 850

Additional Equipment RVSM Capable / MNPS Capable TAWS Compliant RNP 5 & 10 Capable 8.33 Spacing Compliant FM Immunity Compliant P RNAV Compliant Dee Howard Thrust Reversers Dual Inverter System Avtex ELT C406-1 w/ Nav Interface Triple Baker B-1 045 Crew Audio Panels Davtron M877 Digital Clocks (2) Audio International PA Chime System Allied Signal SATAFIS with Printer Satellite Data Communications System Collins AHS-85E Attitude/Heading Reference System Aeronetics BDI 302A Digital Bearing Distance Indicator Interior Elegant Elegant Eight Passenger Interior with Custom "Rounded Look" Cabinetry, Forward Four Place Club, Aft Four Place Conference Group (table folds down for queen size bed capability) opposite a Two Place Couch (belted, not certified for takeoff and landing) and One Legal Jump Seat. Forward Custom 46" Galley / Bar featuring a Dual TIA Hi-Temp Oven, Lacobucci Espresso / Cappuccino Machine, Sink with Hot and Cold Water and Storage Drawers. Aft Lavatory with Vanity and Sink Exterior Overall White with Blue and Silver Stripes completed January 2006 by Duncan Aviation LNK

Florida Jet 1516 Perimeter Road, Suite 201 Palm Beach International Airport West Palm Beach, FL 33406 Advertising Enquiries see Page 8

www.AvBuyer.com

Tel: +1 (561) 615-8231 Fax: +1 (561) 615-8232 Email: info@flajet.com www.FlaJet.com WORLD AIRCRAFT SALES MAGAZINE â&#x20AC;&#x201C; August 2013

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OwnWings AT KA Piper Aug 16/07/2013 14:39 Page 1

S H O W C A S E

1991 Beechcraft King Air C90A Serial Number: Registration: Airframe TT:

LJ1285 SP reg 3100

Well-tended King Air C90A • Pressurization increased: 8.000ft cabin at 23.000ft.

• Maximum cruise boosted to 247 KTAS up 12 knots from the latest predecessor and a full 19 knots from the original Model 90.

• Payload upped so you can carry a pilot, four passengers, full fuel and 100+ pounds of baggage.

• Hydraulic landing gear. Quieter, smoother, more reliable, easier to maintain.

• Pilot cowls increase ram air efficiency by 30 %. Air intake heated constantly by engine exhaust to prevent icing.

• Fail-safe main wings spar tension member with redundant load paths and clevis fittings.

• Cockpit layout is redesigned.

• Electronic-HSI, rudder boost and autofeather are standard features.

Engines Pratt Whitney PT6A-21, 3100hrs The PT6A-21 with a TBO of 3,600 hours Interior Grey leather seats and interior Exterior White with blue stripes Avionics Avionics Collins Pro Line II COMM dual Collins VHF-22A NAV dual Collins VIR-32 GPS

ADF Collins ADF-60A DME Collins DME-42 Transponders dual TDR-94 CVR Loral Fairchild FA2100 Radar Collins WXR-270 Autopilot Collins APS-65H Stormscope WX-1000+ TCAS Skywatch SKY-497 KAS 297 - Bendix King.

Bendix/King IN-182A Color Weather Radar Indicator Bendix/King KFS598 VHF Comm Control Remarks If purchase is concluded, I am asking politely for a management fee of 2,5 percent (negotiable).

Requirements and information are welcome. $ 856.000,00 excluding VAT

1975 Piper Aztec PA-23-250 Turbo Serial Number: Registration: Airframe TT:

27-7554161 N reg 5100

Suitable for a short runway – Takeoff Ground Roll: 820 ft Landing Ground Roll 850 ft Over 50 ft obstacle: 1250 ft The best Piper PA-23-250 Turbo Aztec E on the market with revised instrument panel and controls and with longer pointed nose and a single piece windshield.

New hoses, wires, welding of exhaust flanges, landing gear seals, new overhaul right turbocharger, new battery, brand new factoy built in oxygen tank with O2 for 6 persons rear of baggage compartement. Full Co-Pilot intruments and dual brakes . . . 180 kts at 75% power.

Engines 2x Lycoming TIO-540-C4B5. Engine times 610 hrs SMOH left and right side.

Propeller times: 300 hrs SPOH left and right side.

Avionics IFR certified.

Aspen Pro1000 Glass panel with back up battery Garmin GNS530 GPS (Option) Garmin GNS430 GOS, VHF, WAAS 2012 Garmin GMA340 Audio panel Garmin GTX327 transponder mode S Garmin GPS496.

Zaon TCAS on the glare shield.

New 406 MHz ELT. Autopilot Altimatic IIIC with electric trim.

Digital Engine Monitor JPI w/ fuel flow & download dataport.

Panel power & headseat jacks in front for pilot and copilot.

Ipod Audio Input in front and rear, MP3, etc.12V in rear DVDplayer etc.

Iridium Sat-telephone on board.

Avionics installed at Saratosa Avionics 2009 for $ 40.000

OWNWINGS Aircraft Trading Mr. Anton Fink

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WORLD AIRCRAFT SALES MAGAZINE – August 2013

www.AvBuyer.com

Interior Fair, seats are good, but the carpet may need to be replaced.

Exterior Paint very good, de-icing boots excellent.

Options Metco tip tanks hold 20 gal each and feed into the outboard tanks by gravity (no extra switching or pumps are required). Total fuel capacity 184 gal / 567 litres.

Location Italy Remarks If purchase is concluded, I am asking politely for a management fee of 2,5 percent (negotiable).

Requirements and information are welcome.

Euro 99.000,00 EU VAT is paid

Tel: +43 664 14 777 44 Email: ownwings@gmx.at http://www.Aircraft-Trading.AT

Aircraft Index see Page 4

Empyrean August13_Empyrean 15/07/2013 17:05 Page 1

S H O W C A S E

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

5624 HB-JGR 4,856 1,987

• Smart Parts Plus • APU enrolled on Honeywell MSP. • Enrolled on CAMP. • Fully EASA compliant.

Engines GE CF34-3B Total Time & Total Cycles: 4,840 Hours & 1,968.

APU Honeywell GTCP-36-100 – 4,615 Hours.

Avionics Electronic Flight instrument and Engine Indication & Crew Alerting System Airborne Flight Information System (AFIS) Auto Throttle Flight Control System Inertial Reference Unit (IRU) and Air Data System Weather Radar System Flight Management System

Advisory System Enhanced Ground Proximity Warning System Cockpit Voice Recorder Maintenance Diagnostic Computer Standby Attitude Indicator Standby Airspeed Indicator Standby Altimeter Emergency Compass Cockpit Audio Control Observer Audio Control Emergency Locator Transmitter Interior Cabin Layout: Fwd Cabin: Four place club.

Aft Cabin: Four place berthable divan and four place conference / dining group with dual double seating.

Forward Galley (equipped with oven, microwave and brewer coffee machine) Aft Lavatory Entertainment: Two (2) DVD Player One (1) CD Changer Two (2) Monitors (1ea installed on forward and aft cabin wall) Satcom (Iridium)

For Immediate Sale

Additional Equipment Radio Sensor System Radio Altimeter System

Empyrean Aircraft Consulting Ltd Contact: Andrew Butler

Advertising Enquiries see Page 8

www.AvBuyer.com

Tel: +34 96626 1967 Cell: +44 7880 717362 Email: ajb@empyreanaircraft.com www.empyreanaircraft.com WORLD AIRCRAFT SALES MAGAZINE – August 2013

135

Mente Citation XLS/Bravo July 15/07/2013 17:08 Page 1

S H O W C A S E

2001 Cessna Citation Bravo

Mark Payne Cell: +1 (972) 897-3246 E-mail: mark@mentegroup.com

Serial Number: Registration: Airframe TT: Landings:

64 Cu. Ft. Oxygen, EROS Mask Pilot relief tube. Cockpit speaker audio inhibit Safeflight N1 computer Interior Eight passenger interior with seven premium tan leather executive seats. 4-place center club arrangement, one forward aft facing seat, dual aft forward facing seats, and a belted lav seat. Forward LS deluxe galley featuring high gloss wood veneer cabinetry. Tan carpeting and a B&D cabin information display. New carpets and lower side panels installed 2012 Exterior Snow white w/reflex blue, diamond silver, and federal yellow stripes Inspections/Maintenance Hot sections rebuilt May 2013. CESCOM. ProParts

550B-0971 717GK 2120 1603

• PROPARTS • CORPORATE OWNER • 2012 PARTIAL REFURBISHMENT • LOW TIME Airframe & Engines Engines: PW530A. L/H Engine: 2120 R/H Engine: 2120 APU None Avionics Honeywell Primus 1000 IFCS / Silver Crown EFIS: Honeywell Primus 1000 3-Tube A/P: Honeywell Primus 1000 Comms: Dual Honeywell KY196B w/8.33 Sp.

Navs: Dual Honeywell KN-53 ADF: Honeywell KR-87 DME: Dual Honeywell DM-441B FMS/GPS: Universal UNS-1K Radar Altimeter: Collins ALT-55B XPDR: Dual Honeywell KT-70 Radar: Honeywell Primus 660 Color TCAS: Bendix/King CAS-66A TCAS-I TAWS: Honeywell Mark VII EGPWS CVR: Fairchild A200S HF: Honeywell KHF 950 ELT: Artex 406mhz Flight Phone: ST3100 Aircell w/dual handsets Features/Equipment RVSM compliant. Thrust reversers Freon Air R134. Extended aft baggage

2005 Cessna Citation XLS

Mark Payne Cell: +1 (972) 897-3246 E-mail: mark@mentegroup.com

Serial Number: Registration: Airframe TT: Landings:

Precise Pulselites HF-1050 Provisions Av Visor Plus, LED wing, navigation and strobe lights Interior Six premium grey leather executive seats are complimented by a two-place side facing divan opposite entry door and belted seat opposite the lav.

Burl cabinetry, grey headliner, grey sidewalls, neutral lower sidewalls and grey carpeting, extended galley with ample storage and ice cooler. Three 110-volt outlets.

Exterior Matterhorn White with Starlight Silver, Ocean Blue Metallic and Columbia Blue Pearl striping.

Inspections/Maintenance CESCOM-CAMP DOC 44 c/w May 2012

560-5575 N75XL 4,954.2 4,574

• FRESH ENGINES • DELIVERS ON ESP GOLD Engines PW545B: L/H: 4954.2 HRS TSN R/H: Completion in July 2013 APU Honeywell RE100XL 808.5 HRS TSN, 1789 CSN Avionics Honeywell Primus 1000 Dual XS-852 Mode “S” Enhanced XPDR Honeywell Primus 1000 A/P Honeywell Primus 880-Color Radar

Dual Honeywell RCZ-833 Comms Heads Up Technologies Automated Pax PBS-250 Dual Honeywell NV-850 Navs TCAS II w/ change 7 Honeywell DF-850 ADF Honeywell Mark V TAWS A EGPWS with RAAS Dual Honeywell DM-850 DME AirCell ST-3100 Satcom Phone Dual UNS-1Esp 803 Software UniLink UL-701 COM Data Management System Features & Equipment RVSM Artex C406-2 ELT MSG-3 maintenance as of July 2008 8.33KHz & FM-Immunity RG-380E/44LA3 Lead Acid Concorde Battery L3 FA2100 CVR Cockpit Speaker Mute Switch

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

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www.AvBuyer.com

Tel: 1 214 351 9595 www.mentegroup.com

Aircraft Index see Page 4

CAI 08 Gulfstream G150 Aug13 15/07/2013 17:10 Page 1

S H O W C A S E

AVAILABLE FOR LEASE

2008 Gulfstream G150 Serial Number: Airframe TT:

266 475

This 2008 Gulfstream G150 with less than 500 hours total time since new is available for an outright lease or a lease with a purchase option. The cabin is fitted with the universal 7-place interior offering lush executive leather chairs, a two place couch and a fully enclosed belted lavatory. The G150 is equipped with a state of the art Collins glass cockpit including the chartless cockpit option, Flight Data Recorder and Collins Graphical Weather. Gulfstream offers top notch customer service worldwide which is the reason the G150 is the leader in the midsize jet category in addition to offering high-speed performance, excellent climb capability, roomy interior and a 2,600 nm range. You have the option to try out this midsize jet by leasing it for one plus years and can exercise the buy option if it meets your expectations and mission profile which we know it will.

Contact us today before your competitor leases this outstanding aircraft.

Performance Long Range Cruise: Mmo:

Mach 0.75 Mach 0.85

Normal Cruise: Mach 0.80 Range at LRC: 3,000 nm / 5,556 km Range at Normal Cruise: 2,600 nm / 4,815 km Takeoff Distance (MTOW, SL, ISA): 5,000 ft / 1,524 m Weights Basic Operating: 15,100 lbs / 6,849 kg Maximum Fuel: 10,300 lbs / 4,672 kg Maximum Landing: 21,700 lbs / 9,843 kg Maximum Payload: 2,400 lbs / 1,090 kg Maximum Payload/Full Fuel: 850 lbs / 386 kg Maximum Ramp: 26,250 lbs / 11,907 kg Maximum Takeoff: 26,100 lbs / 11,839 kg Maximum Zero Fuel: 17,500 lbs / 7,938 kg Design Standards Engine Type: Honeywell TFE731-40AR Thrust Rating: 4,420 lbs Typical Passenger Payload: 4 passengers Interior Total Interior Length: 17 ft 8 in / 5.38 m Cabin Length: 17 ft 8 in / 5.38 m Height: 5 ft 9 in / 1.75 m Width: 5 ft 9 in / 1.75 m Cabin Volume: 465 cu ft / 13.16 cu m Baggage Volume (Gross): 80 cu ft / 2.26 cu m Exterior Height: Length: Wingspan:

19 ft, 1 in / 5.82 m 56 ft, 9 in / 17.30 m 55 ft, 7 in / 16.94 m

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

Advertising Enquiries see Page 8

www.AvBuyer.com

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

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

WORLD AIRCRAFT SALES MAGAZINE â&#x20AC;&#x201C; August 2013

137

JB Park June 16/07/2013 12:47 Page 1

S H O W C A S E

Owner is interested in a quick deal!

2008 Challenger 850 Serial Number: Registration: Airframe TT:

8063 OE-IKG 2000

Engines Maintenance Tracking Program: CAMP General Electric CF34-3B1. E950527. 1500.

HSI and Overhaul: On Condition General Electric CF34-3B1. E950528. 1500 HSI and Overhaul: On Condition APU Honeywell GTCP 36-150 RJ, s/n P-1311; 1168 hrs Avionics Collins Proline 4 w/ EICAS: Dual FCC-4000 Digital Flight Control Computers Dual ADC-850 Digital Air Data Computers Dual DCU 4000 Data Concentrator Units Dual RTU-4000 Radio Tuning units

Make offer

MDC-4000 Maintenance Diagnostic Computer Collins WXR 840 Color Weather Radar Dual Collins FMS-4200 Flight Management System Dual Collins GPS-4000A GPS Dual Collins AHRS Dual VHF 422C Comm System with 8.33 spacing Dual VIR-432 Nav System with FM immunity Dual DME 442 Dual ADF 462 Dual TDR-94D Mode S Transponders Dual Collins ALT-55B Radio Altimeter Collins TCAS 94 (TCAS II with Change 7) Collins HF-9000 HF with Coltech SELCAL Additional Equipment RVSM, MNPS and RNP 5 Equipped L3 Communications SSCVR Cockpit Voice Recorder (2 hour) L3 Communications SSFDR Digital Flight Data Recorder

Honeywell Mk V EGPWS Artex C406-2 ELT Iridium ICS-200 SATCOM Communications System Airshow 4000 Passenger Information System Audio International Cabin Management System Interior Originally completed by Midcoast Aviation; March 2008.

The cabin features a twelve (12) place executive interior configuration. Forward cabin features four (4) club seats.

The mid cabin has a four (4) place conference group on the left with a manually operated - hi-low table, opposite is a credenza with storage as well as a 20" LCD pop-up monitor. The aft cabin has a two (2) place divan opposite two club seats. The lower sidewalls are a cream colored ultraleather. The carpet is light tan.

Exterior Painted March 2008. Overall Matterhorn white, dark and light blue accent stripes run from nose to tail.

Two Corporate Owners Since New

2006 Cessna Citation Sovereign Serial Number: Registration: Airframe TT:

0066 OE-GBY 4000

Engines Engine Hours L&R 2,381 Engine Cycles L&R 1,357 APU Hours 1,937 Avionics Multifunction Displays 4 Honeywell DU-1080 VHF COM 2 Honeywell TR-865A VHF NAV 2 Honeywell NV-875A HF Communication 1 Honeywell KHF 1050 ADF 2 Honeywell DF-850 DME 2 Honeywell DM-855 FD/Autopilot 2 Honeywell Primus Epic

Interior Total 11 certified seats including 3 seats sofa. One owner since new. Engines are covered with JSSI program and airframe with Cessna Pro parts

JB Park GmbH Mr Andrei Aleynikov Sales Director

138

WORLD AIRCRAFT SALES MAGAZINE â&#x20AC;&#x201C; August 2013

Make offer

Transponder (Enhanced Mode-S) 2 Honeywell XS-857A EGPWS 1 Honeywell EGP-100 TCAS II 1 Honeywell CAS-67 FMS Control Unit 2 Honeywell MC-850 GPS 2 Honeywell GR-2400 Radio Altimeter 1 Honeywell RT-300 Weather Radar 1 Honeywell WU-880 SSFDR 1 L3 Communications CVDR FA 2100 SSCVR 1 L3 Communications CVDR FA 2100 ELT 1 Kannad 406AF Satcom 1 Aircell ST 3100

www.AvBuyer.com

Tel: +38 044 351 70 26 Cell: +38 095281 1 282 Fax: +38 044 351 77 67 E-mail: aleynikov@upi.com.ua Aircraft Index see Page 4

Air Alliance 16/07/2013 16:42 Page 1

S H O W C A S E

2008 Cessna 208B Grand Caravan Serial Number: Registration: Airframe TT: Landings:

208B2054 D-FIMI 505 240

Engine Type: Pratt & Whitney PT6A-114A. TSN (appr.): 505 h, TBO: 3.600 h

Additional Avionics: Garmin 430 NAV/COM/GPS w. WAAS Bendix/King KN 62 A DME Bendix/King KHF 1050 HF-Transceiver Bendix/King KR 87 ADF Additional PTT lh + rh for 3. Comm.

Garmin GI 106A Indicator (Crosspointer)

Propeller Type: McCauley Constant Speed, Full Feathering, Reversible. TSN (appr.): 505 h. TBO: 4.000 h

Interior Rear Bench. 4-Place Intercom - crew plus two passengers.

Avionics Standard Garmin G1000 System incl. following options: Garmin GWX 4 Color Digital Wx Radar TAWS- B GARMIN Traffic Advisory System -KTA 870 Bendix / King Second GTX Garmin X-Ponder, Mod S nonDiversity Jeppesen Chart View (Stars & IDP included) JEPP A/C Position

Exterior Matterhorn White with Flag Red, Silver Metallic and Gloss Black painted stripes.

Options Air Conditioning, Oxygen System, TKS - Anti Icing System, Tires 29", 300 amp Starter/Gen., Aero Twin Exhaust Deflector, Teflon Coating on RH Cargo Pod & Strut, Cargo-Pod.

Air Alliance GmbH Airport Siegerland 57299 Burbach / Germany

Advertising Enquiries see Page 8

www.AvBuyer.com

Tel: +49 (0) 2736-4428-0 Fax: +49 (0) 2736-4428-25 Email: info@air-alliance.de www.air-alliance.de WORLD AIRCRAFT SALES MAGAZINE â&#x20AC;&#x201C; August 2013

139

THE WORLD IS COMING

17-21 NOVEMBER 2013 The Dubai Airshow moves to Dubai World Central www.dubaiairshow.aero

#DXB13

Marketplace Aug 17/07/2013 10:05 Page 2

Marketplace Lear 60XR

Whitetail Aviation Price:

Make offer

Year:

2007

S/N:

333

Reg:

N943RM

TTAF:

3203

Location: USA, FL

Cessna Citation II C550

Government of Canada Public Works & Services Price:

Online Auction

Year:

1991

S/N:

550-0684

Reg:

C-FJXN

TTAF:

9453

Tel: +1 (954) 658 4775 Email: whitetail.aviation@gmail.com Phase D inspection due at 4717 hours or August 2018, Maintenance Tracking Program: CAMP, Avionics, Manufactured Parts & Structure Warranty until Aug 2013, LEFT ENGINE: Hours: 2945, Cycles: 1442, RIGHT ENGINE: Pratt & Whitney 305A, Hours: 3203, Cycles: 1600, APU: Sundstrand Gemini T-20G-10C3A, 1900 hours, Collins Pro Line 21 EFIS, Dual Collins FMS5000 Flight Management System, Airshow 4000 In flight Information System, Aero Swift Broadband Lite SATCOM System

Tel: +1 (613) 991 2935 Email: adam.clarke@pwgsc.gc.cs Owner: Transport Canada, Available via online sealed bid auction at www.gcsurplus.ca, Pratt & Whitney JT15D-4 Engines, Rockwell Collins Proline 21 System, Contact Adam Clarke, adam.clarke@pwgsc.gc.cs

Location: Canada

Challenger 601-3R

Aero Air, LLC Price:

Make Offer

Year:

1995

S/N:

5191

Reg:

N605T

TTAF:

6085

Location: USA

Tel: +1 (503) 640 3711 Email: nralston@aeroair.com Engines: Left: S/N: 807347 - 6085 TTSN - 2797 TCSN Right: S/N: 807348 - 6085 TTSN - 2797 TCSN. APU Garret GTCP36-150: 1545 Hours On MSP. Honeywell Primus II System; Honeywell AFIS/VHF SATCOM; Dual Honeywell HF; Dual Collins ALT-55B Rad Alt; Dual Honeywell RCZ833J Com Int: New in 2004: 10 place with normal four place forward club, aft four place divan across from two place club, or 12 place with second four place divan installed in place of aft two place club. Ext: New in 2004. White top with blue bottom and three silver pin strips down the side

www: www.aeroair.com

Cessna Citation Encore

Aero Air, LLC Price:

Make Offer

Year: S/N:

656

Reg:

N656Z

TTAF:

2770

Location: USA

Tel: +1 (503) 640 3711 Email: nralston@aeroair.com Landings: 2082 TTSN. L Eng S/N DC0247 TTSN 2770/ TTSHS 262. R Eng S/N DC0248 TTSN 2770/ TTSHS 262.

Honeywell P-1000 3 Tube EFIS. Dual Primus 833 Coms.

Dual Primus 850 VHF Navs. CD-850 Control Clearance Delivery. Dual DM-850 Primus II DME. N1 Computer, mounted in panel. Instrument Panel Glare Shield Lighting.

AT.02 Satellite Phone -Aircell w 2 handsets. Aircell Intercom Switch. Factory Original Tastefully appointed eight passenger (plus belted lav seat) interior has a center club seating design with Westwood Seat Tailoring

www: www.aeroair.com

Lear 31A

Aero Air, LLC Price:

$1,150,000US

Year: S/N:

50

Reg:

N38SK

TTAF:

9625

Location: USA

Tel: +1 (503) 640 3711 Email: nralston@aeroair.com Landings: 7725. L Eng S/N P99201 TTSN 9241/TTSCZI 1589/TTSMPI 138. R Eng S/N P99202 TTSN 9205/TTSCZI 1300TTSMPI 1300. MSP Gold on Both Engines.

Bendix/King 5 Tube EFIS. Bendix/King ED-551A Flight Director. Bendix/King RDR-2000 Radar. Dee Howard TR4000 Thrust Reversers. Cargo Door. Artex 406 ELT. Refurbished in 2004. Eight passenger executive interior finished in medium blue leather seats and aft three place divan, light gray headliner and medium brown carpet. 2001 paint by Duncan.

Overall white with AND light and dark blue stripes

www: www.aeroair.com Advertising Enquiries see Page 8

www.AvBuyer.com

WORLD AIRCRAFT SALES MAGAZINE â&#x20AC;&#x201C; August 2013

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Marketplace Aug 16/07/2013 17:32 Page 3

Marketplace Leonard Hudson Drilling

Hawker 800A

Price:

US $3,375,000

Year:

1995

S/N:

258273

Reg:

N337WR

TTAF:

6615.3

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

Exceptional Hawker 800A "Built for the speed of business". Full true worldwide capability with NAT/MNPS, RNP-10 Approval, 8.33MHz, dual KHF-950 w/SELCAL onboard Magnastar fax option, and galley. All this with a 2,600 nautical mile range, offered at US $3,375,000 or consider trades for Citation CJ1, CJ2, or Bell 212, 412 or 407.

Location: USA

Leonard Hudson Drilling

BELL 206L4

Price:

US $1,975,000

Year:

2002

S/N:

TBD

Reg:

N339MC

TTAF:

1700

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

We are offfering our 2002 Bell 206 L4. Pictures do not

do justice to the helicopter, and the colors are very vibrant, it is ready for immediate work. It has had both a Bell/Edwards completion and maintenance with immaculate records, of course no damage of incidents. 1695 TTSN, Two corporate owners.

Location: USA

Leonard Hudson Drilling

BELL 412EMS

Price:

US $3,875,000

Year:

1981

S/N:

33017

Reg:

N554AL

TTAF:

15265

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

Recent ‘no expense spared’ ($800,000) airframe refurbishment at Acro Helipro within the last 100 hours 15,265 total time, most components over 50% remaining. 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’.Fresh annual / Export C of A

Location: USA

BELL 212 (Seven Available)

Leonard Hudson Drilling Price:

Please Call

Year:

Call for details

S/N:

Call for details

Reg:

Call for details

TTAF:

Call for details

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

Seven, Late Model, Bell 212s In 'Off Shore Configuration' Now Available.

Ask for pricing for one or all seven.

Location: USA

Cessna Citation XLS

Beechcraft Vertrieb & Service GmbH Price:

Please Call

Year:

2007

S/N:

TBD

Reg:

EU-Reg

TTAF:

3,041

Tel: +49 (0)821 7003 100/145 Email: info@beechcraft.de

EU Reg, EU-OPS, CVR (2h), HF-1050, TCAS II, CMS400 Checklist, Dual FMS UNS-1 ESP, AvVisor+, Aircell ST-3100, EASA German commerc. certif., CAMO+, fresh HSI 08/2012!

Location: Europe

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www.AvBuyer.com

Aircraft Index see Page 4

Marketplace Aug 17/07/2013 10:07 Page 4

Marketplace Cessna Citation Jet

Avia Source, Inc. Price:

Make offer

Year:

1995

S/N:

525-0089

Reg:

N600HS

TTAF:

5,700

Location: France

Learjet 60

JetFlight Ltd Price:

US$2.65m

Year:

1998

S/N:

60-125

Reg:

VP-CRB

TTAF:

2162

Location: United Kingdom

Hawker 800XPi

Capital Jet Group Price:

Make Offer

Year:

2005

S/N:

258723

Reg: TTAF:

Tel: +1 (626) 584 8170 Email: jason@aviasource.aero This excellent Citation Jet has 5,700 hours total time, 5,760 total landings and is covered under Cessna Pro Parts. It has Williams TAP ELITE coverage on the engines. The Honeywell Avionics include SPZ-5000/IC-500 AP/FD, Dual KY-196 COM, Dual MST-67A Transponders, RVSM, and KMH-820 TAS/EGPWS. The exterior is Overall White w/ bottom dark blue – 2 lines red and grey. The interior has high gloss cabinetry, fwd refreshment center, club seating with an additional side facing seat. It has Cream Leather and Beige Carpet.

Tel: +44 (0)7785 245400 Email: JetSalesUK@aol.com Landings: 2394. 8 seats. No damage history. Engines on ESP Gold. Immaculately maintained by British private owner from new. Collins Pro-line avionics. 3 Rotor brakes/tyre pressure sensors. Phase A/B/C/D due April 2014. On CAMP. Collins Pro Line 4 tube EFIS. Dual Collins ADC-822 Air data computers. Dual Collins AHC-85 Attitude heading computers. Colour overall - Matterhorn white with blue trim lines re-painted March 2010. 3 Rotor Brakes Tyre pressure sensors SB60-32-32R1

Tel: +1 (703) 917 9000 Mob: +1 (703) 568 9466 Hawker 850 performance for 8 passengers in a turn-key package. HBC Winglets. Dual File-servers. 2012 paint and interior. MSP for engines and APU. Fresh 48 month inspection. Fresh Engine Core Overhauls. No Excuses, no projects. Make an offer soon

4,183

Location: USA

E-mail: sales@capitaljetgroup.com

Lear 60SE

FCG Ltd Price:

US$3,900,000

Year:

2004

S/N:

60-275

Reg:

ESPVI

TTAF:

3286

Location: Estonia

Pilatus PC12/45

Lions Air Ltd. Price: US$ 1,790,000 excl VAT

Tel: +371 67 207 800 Email: 60275@fcg.aero Seller is highly motivated to sell. Features the ‘SE Options Package’. JAR OPS Compliant. Transport Category.

Two owners since new. Engines enrolled on ESP Gold.

8 Passengers configuration. No damage history.

Maintenance: Phases A/B inspections completed in 2012, Phases C/D inspections completed in 2011, Engines: P&W305A TSN: 3286/3216, CSN: 2019/1074, APU model T20G-10C3A, TSN:1435, CSN:2940, Paint & Interior 2004.

Tel: +41 (0)44 828 88 88 Email: r.schmid@lionairgroup.com

S/N:

349

Very well equipped aircraft. Maintained by Pilatus Aircraft or there Service Centres and always flown by professional pilots. Managed under EASA CAMO organisation. One owner. Located Zurich International Airport, LSZH.

Reg:

HB-FOQ

Contact: Renè Schmid for more information.

TTAF:

3000

Year:

2000

Location: Switzerland

Advertising Enquiries see Page 8

www.AvBuyer.com

WORLD AIRCRAFT SALES MAGAZINE – August 2013

143

Marketplace Aug 17/07/2013 10:10 Page 5

Marketplace Piaggio Avanti II

Wingtip, Inc. Aviation Consulting Price:

Make Offer

Year:

2006

S/N:

1106

Reg:

N780CA

TTAF:

1780

Tel: +1 (0)732 222 0274 Mobile: +1(0)973 768 1821

Low Time, Collins ProLine 21 Cockpit, XM Weather, Electronic Charts in the Cockpit, Aircell Satellite Telephone, TCAS-I, TAWS-B, DVD/CD with IPOD Docking, FAR Part 135 Compliant, Fully Paid and Transferrable Pratt & Whitney ESP Gold Engine Service Plan, Beautiful Corporate interior and Exterior.

Price Reduced, Please Call

Location: USA

Fax: +1 (0) 732 222 2042

Piper Meridian-PA 46T

Tel: +34 (0)650 981 547 Email: gesjet@gmail.com

Gesjet Price:

Please call

Year:

2008

S/N:

TBD

Reg:

EC reg

TTAF:

800

Description: Private Meridian in perfect condition.

Only one owner wanting to sell or to share half time.

No damage history.

Location: Spain

Piaggio P180 Avanti II

Tel: +49 (0)6332 97200 Email: info@winair.eu

Winair Germany Price:

Make offer

Year:

2007

S/N:

TBD

Reg:

TBD

TTAF:

1200

JAR/EU Ops, 2007, only 1200 hrs., one owner/ operator, fresh B-check. 7 seat Corporate, fully enclosed lavatory with flush toilet and sink. Collins Proline 21, TCAS, TAWS, IFIS 5000, Maps & Charts, SAT-Phone.

Lease or ACMI/AMI and Trades possible, Twin Helicopter preferred.

Location: Germany

Eurocopter AS 355F-1

Tel: +44 (0)1895 833 365 Email: info@helicopterfilm.tv

HFS Aviation Ltd Price:

£350,000 excl. VAT

Year:

1982

S/N:

5043

Reg:

G-LECA

TTAF:

13,847,25

Light weight VFR Utility. Good component times.

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Par Avion Ltd

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+1 832 934 0055

Spare Parts

FALCONS • HAWKERS • LEARS

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SALES • ACQUISITIONS • CONSULTING

Fax: +1 832 934 0011 144

WORLD AIRCRAFT SALES MAGAZINE – August 2013

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Aircraft Index see Page 4

Marketplace Aug 17/07/2013 13:10 Page 6

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YOUR BUSINESS WITHIN THE RETROFIT MARKET

THROUGH THIS HIGHLY VISIBLE SERIES,

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Future Regs and Your Cockpit.

94

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Development Never Sleeps: Panel Upgrades.

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Supporting Your New Equipment.

108

Three articles focused on Cockpit Avionics

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WORLD AIRCRAFT SALES MAGAZINE – September 2012

pporti ng Y o u r New F Equip ment

Take, for example, the years in which operators were busy spending hundreds of their aircraft ew busine thousands of dollars to upgrade ss tools of better lend themselves to both with RVSM and TAWS. Although progres of airplane, awareness sive upgrading from pistons than aircraft these systems improved safety to propjets turbofans. in general, to and business aircraft in particu There are aircraft options forAircraft Index see Page 4 lar. The enhancing www.AvBuyer.com operating econom and times for which the utility of craft are just an airics drive a replace that broad decision; times and deep and economics where the aircraft ment hold the ple, employ benefits – especiabroad appeal with signific , for exams powerplants ant lly in tight ly uneconomical that are particu financial times.

And nowhe larto operate and re ment may be in cockpit avionic are the options richer a replacethe than s. From replaci engine upgrad smarter option – unless ual radios to ng individe is availab an revamping le, as someti the case. entirely the breadth of mes is full an instrument Many an older, panel, there options applica 100 WORLD are still-viable ble to practic AIRCRAFT SALES all of today’s ally every model MAGAZINE – modern cockpit turbine lacks September however: These 2012 accoutrements offer no electron , www.AvBuyer.c ic display om

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n my early days as could easily a mec hanic, trou all of I the cock bleshoo t and was a pit avio repa electrica simple process nics systems ir had elec l, we would . It . check If the unit would tricity. If it was was vac to make sure che required ck to see uum, it if it had then we a volt wire, /oh suc tion m the um gau latter requ meter check . The first ired look on ge. ing at the If the the vac system then I urequired would a source and the remove cockpit system was and replace of power, fixed. the uni no long avionics cha After 40 yea t nges, er rs mos power/ exist and have bee t of those of nicians data cables. wires Many n replaced tod vacuum ay might corporat with not eve e jet tech gauge n kno looks Trou w wha cockpit bleshooting like. ta and rep problemsystems con air of tod sist of with a is with an determi ay’s airf sensor ning if in one that pro rame com the pon of the vides boxes es sen informa ent, or sor that tion a problem information collects and pro , or perform with the , or it could cesspos s the pro softwar e program sibly be If the cess ing. problem that frame can be compon isolated technici ent or to an can a repair sensor, then an airthe pro a trained blem or repl ace Aircraft Index

For advertising in Plane Sense features please contact: Carla Kopenski carla@avbuyer.com 1-800-620-8801

see Page 4

World Aircraft Sales (USPS 014-911), August 2013, Vol 17, Issue No 8 is published monthly by World Aviation Communications 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: World Aircraft Sales Magazine 1210 West 11th Street, Wichita, KS 67203-3517. Postage is paid at Wichita, KS and additional mailing offices.© Copyright of World Aviation Communications Ltd. Every effort is made to ensure the accuracy of material published in World Aircraft Sales 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 World Aircraft Sales 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.

Next Issue copy deadline: Wednesday 14th August 2013 Advertiser’s Index 21st Century Jet Corporation.................................146

Dominion Aircraft .........................................................89

Jeteffect ......................................................................FC,5

AeroSmith/Penny ......................................................132

Donath Aircraft Services ............................................63

JETNET ........................................................................105

AIC Title Services......................................................101

Dubai Airshow............................................................140

John Hopkinson & Associates..........................45,125

Albinati Aeronautics.........................................130-131

Duncan Aviation .....................................................49,99

Lektro............................................................................123

Aradian Aviation............................................................61

Eagle Aviation................................................................41

Mente Group ........................................................

Air Alliance GmbH ....................................................139

Elliott Aviation................................................................73

MIU Events ....................................................................66

Avjet Corporation...................................................42-43

Empyrean Aircraft Consulting ................................135

Northern Air........................................................126-129

Avpro.........................................................................11-15

Florida Jet ....................................................................133

OGARAJETS .........................................................38-39

Bell Aviation ............................................................50-51

Freestream Aircraft USA......................................21-23

OWNWINGS Aircraft Trading...............................134

Bombardier....................................................................53

General Aviation Services..........................................59

Par Avion ........................................................................72

Boutsen Aviation ..........................................................91

Guardian Jet............................................................16-19

Rolls-Royce.................................................................111

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

Gulfstream Pre-Owned........................................34-35

Singapore Airshow....................................................117

Charlie Bravo Aviation..........................................68-69

Heliasset.com.............................................................103

Southern Cross Aviation ............................................93

China Helicopter Exposition ...................................119

Inada................................................................................31

Tempus Jets ...................................................................57

Conklin & de Decker.................................................113

Intellijet International...................................................6-7

The Jet Collection ........................................................33

Corporate Aircraft Photography ............................123

J. Mesinger Corporate Jet Sales.......................25- 27

True North Avionics ...................................................107

Corporate AirSearch Int’l...................................81,137

JB Park GmbH...........................................................138

VREF Aircraft Values ................................................113

Corporate Concepts ...................................................37

Jet Support Services (JSSI) ...................................109

Welsch Aviation .........................................................124

Dassault Falcon Jet Europe .....................................2-3

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

Wright Brothers Aircraft Title ....................................83

136

Jetcraft Corporation ......................................46-47, BC Advertising Enquiries see Page 8

www.AvBuyer.com

WORLD AIRCRAFT SALES MAGAZINE – August 2013

145

21st Century December 2010

17/11/10

16:47

Page 1

Tri-Jets Range Map 7X=5950nm 900EX=4500nm 900DX=4100nm 50EX=3267nm

When you own one of the Tri-Jets, you own the best built business jet in the sky; and the Federal Aviation Administration has certified them with no life limits for any part of the airframe structure. They exhibit noteworthy handling manners, superb poise throughout the operating envelope and light but not oversensitive control feel. In addition, Tri-Jets have set world and national records for distance, speed, time to climb and sustained altitude.

Aircraft safety is determined by reliability and redundancy. In the event of an engine failure a reduction of climb rate, speed and altitude occur. Critical engine-driven systems may be compromised including the hydraulic, electrical and bleed-air systems which draw their power from the aircraftâ&#x20AC;&#x2122;s engines. The FAA emphasizes redundancy more than the number of engines for flight safety over water; although there is a relationship between the two.

Very High levels of safety are achieved with the Tri-Jets; the 900 for example has two hydraulic systems that are powered by hydraulic power from four sources; three engine-driven hydraulic pumps plus a standby pump powered electrically.

The left-hand and right-hand engines provide power for the right hydraulic system; and the center engine supplies power for the right hydraulic system with backup from the standby pump. One system can supply enough hydraulic power to operate the aircraft and land safely if a system fails.

An erroneous conclusion is that Tri-Jets cost more to operate than competitive twin-jets. Many long-range twin-jets use excessively large engines and supporting structure. Tri-Jets with their effective configuration, utilize smaller more fuel efficient engines. With fuel efficient engines, Tri-Jets carry less fuel than twin-jets. This results in a reduction of weight and operating costs. Smaller engines, the Tri-Jets aerodynamic improvement and lower operating weight culminates in an aircraft that burns less fuel than many heavier twin-jets.

Tri-Jets have earned a stellar reputation among owners and operators; and usually have higher resale values than the competition.

If you are considering the sale or acquisition of your business jet, call 21st Century Jet Corporation today for details before making a decision.

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

INTERNET: WWW.TRI-JETS.COM

E-MAIL: sales@tri-jets.com

CBJ July_CBJ November06 18/06/2013 15:22 Page 1

♦

General Offices

Mexico office

Minneapolis / St. Paul

Enrique A. Ortega Lapham

TEL: (952) 894-8559

TEL: +52.55.5211.1505

FAX: (952) 894-8569

CELL: +52.55.3901.1055

WEB: WWW.CBJETS.COM

WEB: www.cbjets.com

EMAIL: INFO@CBJETS.COM

E-MAIL: Enrique@CBJets.com

C e l e b r a t i n g 3 0 Ye a r s

♦

De Int sign er er ior

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DOESN’T MEAN

7/1/13 3:10 PM