World Aircraft Sales Magazine January 2013

FC January 2013_FC December 06 19/12/2012 11:31 Page 1

WORLD

www.AvBuyer.com ™

The global marketplace for business aviation

January 2013

IntelliJet Marketing: By Invitation Only How and Why It Works See Pages 6 - 7

Business Aviation & The Boardroom: pages 14 - 67

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AC Index Jan13 20/12/2012 15:01 Page 1

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

PAGE

AIRBUS A318 Elite. . . . . . 11,

BOEING/MCDONNELL DOUGLAS BBJ . . . . . . . . . . . 16, 17, 33, 34, 127, BBJ3 . . . . . . . . . . 115, 737. . . . . . . . . . . . 132, 737-300-VIP. . . . 132, 737-500 . . . . . . . 132, MD 87 VVIP . . . . 33, S27-200 . . . . . . . 115,

BOMBARDIER Global 5000 . . . . 7, 23, 47, 58, 65, . . . . . . . . . . . . . . . 124, 140, Global 6000 . . . . 61, 140, Global Express . 7, 11, 16, 19, 23, . . . . . . . . . . . . . . . 45, 47, 53, 140, Global Express XRS.. 34, 42, 47, . . . . . . . . . . . . . . . 140,

Challenger 300 . . . . . . . . . . . 12, 65, 139, 140, 600 . . . . . . . . . . . 134, 601-1A . . . . . . . . 38, 50, 53, 601-3A . . . . . . . . 12, 46, 140, 601-3R . . . . . . . . 140, 601-3A ER . . . . . 135, 604 . . . . . . . . . . . 12, 38, 45, 46, 55, . . . . . . . . . . . . . . . 61, 65, 140, 605 . . . . . . . . . . . 7, 34, 46, 65, 132, . . . . . . . . . . . . . . . 140, 850ER. . . . . . . . . 42, 850 . . . . . . . . . . . 21, 140,

Learjet 31A . . . . . . . . . . . 53, 59, 95, 134, 35A . . . . . . . . . . . 95, 40 . . . . . . . . . . . . 59, 61, 40XR . . . . . . . . . . 13, 58, 129, 45 . . . . . . . . . . . . 50, 61, 65, 45XR . . . . . . . . . . 13, 49, 58, 60 . . . . . . . . . . . . 13, 53, 60SE . . . . . . . . . . 13, 60XR . . . . . . . . . . 13, 35, 49, 53, . . . . . . . . . . . . . . . 135, 85 . . . . . . . . . . . . 34,

CESSNA Citation ISP . . . . . . . . . . . 37, 50, II. . . . . . . . . . . . . . 37, 38, 39, 50, 126, IISP . . . . . . . . . . . 38, III . . . . . . . . . . . . . 50, V. . . . . . . . . . . . . . 50, VI . . . . . . . . . . . . . 46,

AIRCRAFT

PAGE

VII . . . . . . . . . . . . 53, 75, 128, 139, X . . . . . . . . . . . . . 5, 46, XLS . . . . . . . . . . . 53, 63, 134, 135, . . . . . . . . . . . . . . . 140, 500 Eagle. . . . . . 5, 650 . . . . . . . . . . . 75, CJ1. . . . . . . . . . . . 5, 59, CJ1+ . . . . . . . . . . 5, 87, CJ2. . . . . . . . . . . . 13, 37, 38, 59, 75, . . . . . . . . . . . . . . . 140, CJ2+ . . . . . . . . . . 13, CJ3. . . . . . . . . . . . 13, 37, 50, 53, 58, . . . . . . . . . . . . . . . 59, Bravo . . . . . . . . . 38, Columbia 300 . . 51, Encore . . . . . . . . 58, 115, Excel . . . . . . . . . . 38, 50, 53, 58, 63, . . . . . . . . . . . . . . . 139, Jet . . . . . . . . . . . . 5, 39, 53, Mustang . . . . . . . 12, SII . . . . . . . . . . . . 41, 53, Sovereign. . . . . . 13, 41, 49, 63, 85, Stallion . . . . . . . . 39, Ultra . . . . . . . . . . 50, 131,

AIRCRAFT

PAGE

IISP . . . . . . . . . . . 38, III . . . . . . . . . . . . . 5, 11, IV . . . . . . . . . . . . . 11, 16, 33, 53, 55, . . . . . . . . . . . . . . . 123, 140, IVSP . . . . . . . . . . 11, 18, 27, 47, 53, 91, . . . . . . . . . . . . . . . 140, V. . . . . . . . . . . . . . 11, 27, 43, 47, 140, 100 . . . . . . . . . . . 63, 150 . . . . . . . . . . . 26, 29, 55, 63, 95, 200 . . . . . . . . . . . 7, 23, 26, 53, 95, . . . . . . . . . . . . . . . 122, 130, 400 . . . . . . . . . . . 26, 450 . . . . . . . . . . . 7, 11, 16, 27, 45, 550 . . . . . . . . . . . 7, 16, 27, 47, 63, Twin Commander 900...87, Twin Commander 980...87, Twin Commander 1000..87,

PC12/45. . . . . . . 65, PC12/47 . . . . . . . 57,

HAWKER BEECHCRAFT Beechcraft

208. . . . . . . . . . . . 133, 136,

King Air

DORNIER Dornier 328 . . . . 13,

EMBRAER Legacy 600 . . . . 5, 11, 31, 33, 59, . . . . . . . . . . . . . . . 65, 140, Legacy 650 . . . . 5, 58, Lineage 1000. . . 11, Phenom 100 . . . 5, 30, 38, 87,

FALCON JET 7X . . . . . . . . . . . . 3, 49, 138, 140, 20C-5AR. . . . . . . 38, 20F-5BR . . . . . . . 38, 50 . . . . . . . . . . . . 12, 23, 38, 45, 46, . . . . . . . . . . . . . . . 47, 138, 139, 50EX . . . . . . . . . . 38, 138, 900B . . . . . . . . . . 49, 53, 58, 59, 63, . . . . . . . . . . . . . . . 138, 139, 900C . . . . . . . . . . 138, 900EX EASy . . . 3, 7, 12, 43, 58, 138, 900EX . . . . . . . . . 12, 23, 75, 115, . . . . . . . . . . . . . . . 138, 2000 . . . . . . . . . . 38, 61, 2000EX EASy . . 3, 46, 2000LX . . . . . . . . 3, 12, 46, 132, 140,

PAGE

PILATUS

Grand Caravan

II. . . . . . . . . . . . . . 41, 51,

AIRCRAFT

GULFSTREAM

400 . . . . . . . . . . . 38, 134, 400A . . . . . . . . . . 29, 35, 49, 50, 125, Premier 1 . . . . . . 38, Premier 1A. . . . . 63,

Conquest

01.13

200 . . . . . . . . . . . 51, 200XPR . . . . . . . 39, 300 . . . . . . . . . . . 5, 350 . . . . . . . . . . . 39, 51, 53, 63, B200 . . . . . . . . . . 5, 41, 58, 63, C90 38, 39, 58, 59, 63, C90A . . . . . . . . . . 51, C90B . . . . . . . . . . 58, E90 . . . . . . . . . . 51,

Hawker 400XP . . . . . . . . . 38, 53, 63, 800A . . . . . . . . . . 133, 800B . . . . . . . . . . 65, 800XP . . . . . . . . . 12, 47, 63, 850XP . . . . . . . . . 63, 140, 900XP . . . . . . . . . 54, 61, 63, 139, 1900D . . . . . . . . . 51, 4000 . . . . . . . . . . 12, 95,

IAI Astra 1125 . . . . . 53, 139, Astra SPX. . . . . . 23, 41, 45,

PIAGGIO Avanti . . . . . . . . . 35, Avanti II . . . . . . . 59, 95, P180 Avanti . . . 53,

PIPER Meridian . . . . . . 51, Meridian G1000 57, PA31-P Navajo . 51, 134,

SOCATA TBM 700A . . . . . 29, TBM 700B . . . . . 29, 38, TBM 700C1 . . . . 38, TBM 850. . . . . . . 29, 39, 87, 135,

HELICOPTERS AGUSTAWESTLAND AW 109E. . . . . . . 105, AW109SP . . . . . . 58,

BELL 206L4 . . . . . . . . . 133, 212 . . . . . . . . . . . 133, 230 . . . . . . . . . . . 58, 407 . . . . . . . . . . . 35, 412EMS . . . . . . . 133, 412EP . . . . . . . . . 136,

EUROCOPTER EC 255 . . . . . . . . 136, AS 355 N . . . . . . 58, EC120B ........135, EC 130.........63, EC 130-B4 . . . . . 35, EC 135 P2i . . . . . 105, EC135T2i . . . . . . 58, EC155B1 . . . . . . 105

MCDONNELL DOUGLAS MD 600N . . . . . . 63,

SIKORSKY S-76B . . . . . . . . . 53, 139, S-76C+ . . . . . . . . 35,

CORPORATE AVIATION PRODUCTS & SERVICES PROVIDERS Aircraft Engine /Support . 72, 81, Aircraft Perf & Specs . . . . . 75, Aircraft Title/Registry . . . . 103, 111, Avionics . . . . . . . . . . . . . . . . 73, Ground Handling . . . . . . . . 75,

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WORLD AIRCRAFT SALES MAGAZINE – January 2013

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Charlie Bravo January 18/12/2012 17:10 Page 1

2010 Legacy 65 650 50 S/N 14501133, 14501133, 27.4 27.4 TT, TT, EASA Configured Configured

2010 Phenom 100 S/N 147, 147, 265.8 265.8 Hours, EASA E Configured Configured

2007 Legacy L 600 6000 S/N 14500998, 2600TT Hours

2005 Citation C CJ1+ J1+ S/N 525-0510, 525-0510, 3000TT 3000TT

Also AAvailable vailable 2003 Citation Citation C CJ1 J1 1983 GIII 1999 Citation Citation X 1984 King King Air Air 300 1998 Cessna Cessna Citation Citation Jet 1974 Citation Citation 500 Eagle 1990 King King Air Air B200

Scan to Scan to view our full inventory inventory

SALES SSAL SA AALE AL ALES LES LLEESS AND AND AN ND ACQUISITIONS AACQ AC ACQU CQ CQ CQU QUI QU UI UIS UISITI ISSIT ISI SIT ITI TIO IO ON NS NS

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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)

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WORLD AIRCRAFT SALES MAGAZINE – January 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

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Contents

Volume 17, Issue 1 – January 2013

Featured Articles Business Aviation and the Boardroom 14

14

Priceless Peace of Mind: Flying is not everyone’s favorite pastime, but Business Aviation can increase even the most anxious flyer’s peace of mind.

Here’s how…

20

Relax—You’re Flying: For businessmen and women who are apprehensive about flying, it should be reassuring to know that no means of travel offers more safety.

24

Spreading Your Wings: When opportunity is at hand, be prepared with the best tools available. One such tool is Business Aviation…

32

Linking Flight Departments with Directors: Facilitate effective Board

40

governance of Business Aviation by aligning flight departments with the corporation’s Vision, Mission and Governing Principles.

40

How to Measure Success With BizAv: We provide just a few tips on whether the aircraft is being used effectively by your company, and how you can measure this.

48

Age & Aviation Insurance: Discussion of the insurance issues related to older pilots and an examination of how underwriters view and address the issue.

56

Tax - Business Travel Versus Commuting: While commuting between home and office is not considered a business expense, there are circumstances where travel between home and work locations can be deemed deductible…

62

56

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

Main Features 68

Aircraft Comparative Analysis – Citation Excel: How does the performance of the Citation Excel stand up against the Learjet 40?

78

Guardian Jet Profile: Dave Higdon speaks with the co-founders of Guardian Jet and discusses the company’s newly-launched online gateway, ‘The Vault’ geared to help clients stay fully informed.

82

R&D Progress Report: If at first you don’t T.C., fly, fly again… We look at some of the Light jet newcomers that continue in their quests for certification.

88

Introducing JETability: An introduction to Marshall Aerospace’s new dealer brokerage, based at Cambridge Airport, UK.

90

Flight Service Value: Business Aviation is used primarily to provide the busy traveller with a comfortable, flexible business tool. So what should you expect from your flight services experience?

96

Emergency Medicine Aloft: Do you know/make fellow passengers aware of where the first aid kit is stowed? Better still, are you versed in how and when to use it effectively?

100

Aviation Safety & Criminal Justice: A study of the dangers of irrelevant, immaterial and counter-productive criminalization of aviation accidents and their affects.

Advertising Enquiries see Page 8

www.AvBuyer.com

Regular Features 10 74 76 106 110 116

Viewpoint Aviation Leadership Roundtable Pre-Owned Aircraft Sales Trends Market Indicators BizAv Round-Up Aircraft Performance & Specifications

Next Month’s Issue BizAv: Ownership, Fractional, Jet Card or Charter?

Composites in Business Aviation Comparative Analysis: Premier 1A

WORLD AIRCRAFT SALES MAGAZINE – January 2013

9

Gil Wolin Jan13_Gil WolinNov06 18/12/2012 17:13 Page 1

VIEWPOINT

Full Circle So what are you doing to ensure GA’s future? by Gil Wolin iven a free moment or two, we like to wander, whether traveling a road not previously taken, or in the library, leafing through unread books.

You never know what’s on the next page – or in this case, around the next corner. And that autumn afternoon’s wandering found us comfortably ensconced in Nancy’s Airfield Café at the Minuteman Air Field in Stow, Massachusetts, about 23 miles west of Boston.

With 2,770 feet on its paved Runway 3/21, Minuteman doesn’t see a whole lot of turbine traffic. But 6B6 is a very busy place, with 65 based aircraft, a maintenance shop, two flight schools, the local EAA chapter… and, as it turned out, an award-winning “$100 Hamburger” restaurant.

Minuteman is also a family affair: Nancy is married to the airport’s owner/operator, Don McPherson, who happened to be in that evening. Don is a second-generation General Aviation guy – his father built 6B6 in 1969. Like me, Don’s commitment to aviation goes well beyond his wallet, and therein lies the rest of the story – and the rest of that evening’s dinner conversation, as we invited him to join us at the table.

In return, Don invited me to sit in at the next monthly meeting of Friends of Minuteman Airfield, a jovial group of 20to 60-something pilots, flight instructors, mechanics and other aviation enthusiasts who gather to discuss the state of the industry and the airport. Don is also on the Board of the Massachusetts Airport Management Association – MAMA (www.massairports.com). While its mission is “To Promote General Aviation by fostering a healthy state airport system”, its motto sums up its spirit: "Build a mile of roadway, go a mile. Build a mile of runway, go anywhere."

Don heads MAMA’s marketing committee, and his enthusiasm is infectious. And so early December found me attending the committee’s monthly meeting at the Aeronautics Division of Massachusetts’

G

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WORLD AIRCRAFT SALES MAGAZINE – January 2013

Department of Transportation, helping to plan 2013 activities in support of the state’s 36 public-use General Aviation airports.

Those 36 airports – and the thousands like them all over the world – are the lifeblood of our industry. Since the Wright Brothers first flew, we’ve had the dubious advantage of periodic wars during which the military trains thousands of pilots and technicians. Those who survive become the core of our aviation professional population, filling both Commercial and Corporate Aviation requirements.

While the civilian need for pilots and technicians in our industry has grown steadily since the last major extended conflict, the military no longer feeds our industry with case-hardened aviators as in years past. And thanks to the Internet, civilian pilots can no longer build turbine time flying cancelled checks across the US in aging MU-2s and Learjets.

We don’t fully feel the crunch quite yet, but we are experiencing the first major wave of Baby Boomer retirements. We need to prepare for a potential pilot and technician shortage – now. The FAA and its counterparts around the world have dedicated funds and personnel to developing NextGen, the new wave of technology that will govern future flight. But from where will the NextGen pilots and technicians come, to travel those future airways?

Almost 1.1 million: That’s the number of new commercial airline pilots and maintenance technicians the world will need by 2031; 460,000 pilots and 601,000 technicians – says the 2012 Boeing Pilot & Technician Outlook. That’s a pretty daunting number, in light of the fact that, according to the FAA, the total number of pilot certificates issued in the US declined from almost 157,000 in 1990, to just more than 93,000 in 2009.

More to the point for our industry, less than 36,000 pilots earned their ATP rating since 2004. And that’s before the new ATP flight-time requirements kick in, increasing the number of hours required for an ATP from 250 to 1,500 hours! www.AvBuyer.com

And that brings us back full-circle to 6B6 and MAMA. These 36 Massachusetts public-use airports and hundreds others elsewhere are where the love of flying – and a professional calling – was born for most of us. It was for my Dad in 1935 at KBKL, sparking a 55-year, 12,000-hour aviation career, and it was for my son, whose weekend job in college at a KBJC FBO inspired his own 11,000-hour (and counting) career as a commercial pilot.

We’re fortunate here: Chris Willenborg, the Massachusetts DOT Aeronautics Administrator, recognizes the importance of grass-roots aviation, that GA is more than just an economic engine for the state.

It’s our industry’s future, and he and MassDOT are working closely with MAMA to make sure that future is healthy.

So what are you doing to ensure GA’s future? Find a young person in your life – or in your community – and invite him or her to your local “Friends of” group, to tour the airport, for an EAA Young Eagles flight, and perhaps a $100 hamburger, and to hear –and feel – your enthusiasm for aviation. You just might have a new pilot or technician in the making. ❯ Gil Wolin draws on almost 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 gtwolin@comcast.net Aircraft Index see Page 4

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BG 1 Jack_FinanceSept 18/12/2012 15:15 Page 1

BUSINESS AVIATION AND THE BOARDROOM

Priceless Peace of Mind The advantage of Business Aviation safety.

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

Flying is not everyone’s favorite pastime, but rarely does a business executive or service specialist have the option to stay at the home office. Business Aviation can increase even the most anxious flyer’s peace of mind, notes Jack Olcott.

E

arly in my career I worked for an aviation management and charter firm located near New York City, and we did a fair amount of flying for an entrepreneur who was developing what grew into one of the nation’s leading refiners and retailers of gasoline. In those days—the early 1960s—airborne communication with Air Traffic Control was adequate for aircraft departing from hub airports such as Newark but marginal when leaving from the several fields southwest of New York City serving business aircraft. Standard procedure was to takeoff, climb to an altitude where communica-

tions with ATC could be established, and then receive clearance to proceed on course.

We boarded our passenger at a modest airport near the passenger’s New Jersey home and departed into conditions that were acceptable for local flight but required an instrument clearance to proceed to our destination. Communications with Newark Departure Control were difficult, and we were forced to circle overhead the departure field before we could climb to our cruising altitude and proceed to the southwest.

Just as we were about to receive clearance to climb, our passenger summoned me back to the

DOES YOUR COMPANY’S APPROACH TO SAFETY LEAVE PASSENGERS WITH PEACE OF MIND ?

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WORLD AIRCRAFT SALES MAGAZINE – January 2013

www.AvBuyer.com

Aircraft Index see Page 4

BG 1 Jack_FinanceSept 18/12/2012 17:11 Page 2

What the Boardroom needs to know about Business Aviation

cabin (I was the co-pilot for that flight) and requested that we return to base and land. He had noticed that we were circling his departure airport, and he was clearly concerned. I said we would be pleased to oblige, but our clearance was being received and that if he wished we would proceed to Washington. He agreed, and the remainder of the flight was uneventful.

Upon landing, this highly competent and selfassured passenger called me aside and apologized for his remarks. He said I needed to understand that he was fearful of flying and chartered aircraft such as our company’s only because such travel was a necessity. He remarked that he could not achieve his program of growth without the capabilities of business aircraft. He also felt more assured because he flew with the same pilots and was familiar with our operation.

We continued to serve the oil entrepreneur for several years before his company acquired its own aircraft and soared to great heights as an international player in petroleum. Decades later, the company that bears his name is still engaged in Business Aviation, operating a modest fleet of business jets.

A CLEAR ADVANTAGE Professionally flown aircraft, whether operated by a scheduled airline, corporate flight department or leading charter provider, have an impressive safety record. The chance of experiencing a serious mishap when riding in a business jet flown by a two-person salaried crew is lower than the probability of winning a superball lottery. The scheduled Airlines also have an impressively similar record of safety. But there is a subtle difference in perceived safety between public transportation and Business Aviation, even though basic safety differs little.

The difference is control - with control comes piece of mind. Whether serving an entrepreneur Advertising Enquiries see Page 8

or corporation, Business Aviation places the operator in control of safety. Boards have the option— and the responsibility—to establish policies that maximize safety as well as passenger wellbeing.

Nothing should be left to chance. Procedures are established, and oversight ought to be accomplished by personnel who are known by the company’s executives.

Rather than leaving safety to strangers, a Board has the opportunity to oversee safety through its policies and quality-control procedures. Even though the strangers who provide public transportation are licensed professionals and subject to government review, they are neither under your company’s control nor are they known to your company.

Passengers on business aircraft can be assured that all maintenance is performed by the best trained and experienced maintenance personnel, well known to the flight department management. They need not be concerned that procedures are altered by the need to cut maintenance costs. Crew habits also are more likely to be observed and addressed when the complement of pilots and flight personnel is small and part of an intimate team.

Business Aviation provides a safety record that is truly impressive—on a par with, and at times exceeding the excellent record of the largest scheduled Airlines. But Business Aviation provides something that public transport cannot— the highest level of perceived safety.

Management has the ability to control factors that affect safety, and that unique aspect of Business Aviation provides great peace of mind.

“Boards have the optionand the responsibilityto establish policies that maximize safety as well as passenger wellbeing.”

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 20

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WORLD AIRCRAFT SALES MAGAZINE – January 2013

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Avjet multiple January 20/12/2012 15:21 Page 1

GEX SN 9031

G450 SN 4058

2009 GREEN BBJ

G550 SN 5097

GEX SN 9010

GIV SN 1022

Los Angeles: (818) 841-6190 Washington D.C.: +1 (410) 626-6162

AVJE T.COM sales@avjet.co m

Avjet January 19/12/2012 16:11 Page 1

Global Sales & Acquisitionss Andrew C. Bradley Senior Vice President, Global Sales S and Acquisitions andrew@avjet.com Phone: +1 (410) 626-6162

World Headquarters Marc J. Foulkrod Chairman and Chief Executivve OfďŹ cer info@avjet.com Phone: +1 (818) 841-6190

Charter & Management Mark H. Lefever President charter@avjet.com Phone: +1 (818) 841-6190

AVJET V T.COM

Avjet January 19/12/2012 16:11 Page 2

World Headquarters Marc J. Foulkrod Chairman and Chief Executivve OfďŹ cer info@avjet.com Phone: +1 (818) 841-6190

Global Sales & Acquisitionss Andrew C. Bradley Senior Vice President, Global Sales S and Acquisitions andrew@avjet.com Phone: +1 (410) 626-6162

Charter & Management Mark H. Lefever President charter@avjet.com Phone: +1 (818) 841-6190

AVJET T.COM

Avjet January 19/12/2012 16:12 Page 3

World Headquarters Marc J. Foulkrod Chairman and Chief Executivve OfďŹ cer info@avjet.com Phone: +1 (818) 841-6190

Global Sales & Acquisitionss Andrew C. Bradley Senior Vice President, Global Sales S and Acquisitions andrew@avjet.com Phone: +1 (410) 626-6162

Charter & Management Mark H. Lefever President charter@avjet.com Phone: +1 (818) 841-6190

AVJET T.COM

BG 2 JAN13_FinanceSept 20/12/2012 10:09 Page 1

BUSINESS AVIATION AND THE BOARDROOM

Relax - You’re Flying Subtle communication of safety.

For businessmen and women who are apprehensive about flying, it should be reassuring to know that no means of travel offers more safety, observes Jack Olcott. elling a person who is nervous to relax is rarely effective. Nor is it a winning strategy to enlighten the anxious flyer on the rarity of accidents. Better to distract the traveler by engaging him or her in conversation about a neutral subject, or providing an interesting magazine or book to read. But you can be assured that air travel is very safe. In fact, no form of practical transportation for business or pleasure is safer.

As presented in the accompanying graph, business aircraft flown by two-person salaried crews— the category identified as Corporate Executive—has an outstanding record of safe flying, as do the major Airlines and Commuters. Further, accidents involving fatalities have been nil since 2009 for Commuters, and zero for Corporate Executive in 2010 and 2011. Scheduled US Airlines also posted a fatality-free 2011.

T

Business Aviation provides a unique opportunity to create and live a safety culture, where nothing is done by chance and safety procedures are followed without fail. Because all the factors that affect safety—such as pilot selection, training, aircraft maintenance, and operating procedures—are within the control of corporate management, the Board is able to establish, oversee and assure an atmosphere of safety. No other form of transportation offers management a greater means of influencing safety.

Subtly communicating the company’s influence on safety goes a long way toward providing peace of mind for even the most unsettled traveler.

Chart Source: 2012 NBAA Business Aviation Fact Book 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

TOTAL ACCIDENTS PER 100,000 FLIGHT HOURS 2 1.8 1.6 1.4 1.2 1 0.8 0.6 0.4 0.2 0

Major Airlines

Corp/Exec 2009

2010

Commuter

2011

Source: 2012 NBAA BUSINESS AVIATION FACT BOOK

20

WORLD AIRCRAFT SALES MAGAZINE – January 2013

www.AvBuyer.com

Aircraft Index see Page 4

Jet Affiliates January_Layout 1 17/12/2012 15:30 Page 1

2003 CHALLENGER 850 SERIAL NUMBER: 7730 REGISTRATION NUMBER: N629DD Jet Affiliates International is pleased to announce this Challenger 850 to the market for immediate sale.

This aircraft features: • No Known Damage History • Wi-FI • ICS-200 Two-Channel Iridium Satellite Telephone • New 2012 - 15 passenger VIP layout • New 2012 - Exterior paint • Airshow 410 • Fresh gear overhaul

Additional Equipment Audio Int. Cabin Management System Passenger Address System Emergency Exit Lighting System Two (2) 18" LCD Monitors Two (2) DVD Players One (1) 10-disc CD Player Twelve Midrange/Tweeter and 3 Subwoofer Stereo Speakers Two (2) Audio/Visual Amplifiers New MSA window shade system New Imbuia High-Gloss Finished Wood Veneer

Airframe & Engines Airframe Total Time: 10,165.1. Landings: 8934. No known damage history. General Electric CF34-3B1, Serial Number: 872657/873658, Total Time Since New: 9,845 hours/9,845 hours Cycles Since New: 8,534 cycles/8,534 cycles, TBO: On Condition Auxiliary Fuel System: New installation in 2009 by PATS Aircraft, LLC in Georgetown, Delaware. Full PATS warranty coverage and FAA/JAR certification

Avionics Dual Collins FCC-4000 Digital Flight Control Computers Dual Litton Aero LTN-101 Digital Autopilot System Collins RTA-844 Weather Radar Dual Collins ADC-850A Air Data Computers Dual Collins FMS-4200 Flight Management Systems with CDU Dual Collins VHF-422A Communication Transceivers Dual Collins ADF-462 Automatic Direction Finders Dual Collins DME-442 Distance Measuring Equipment Dual HF system Aircell ATG-5000 Dual Collins VIR-432 Navigation Receivers Dual Collins DCU-4004 Data Concentrator Units Dual Collins ALT-55 Radar Altimeter Allied Signal EGPWS Enhanced Ground Proximity Warning System with Windshear Detection Collins TCAS II Traffic Collision Avoidance System with Ch. 7 Collins GPS-4000A GPS Receiver L-3 Comm. FA2100 Cockpit Voice Recorder L-3 Comm. DA2100 Flight Data Recorder Dual Collins TDR-94D Mode S Transponders 8.33 Spacing

Jet Affiliates International 7515 Lemmon Ave. Dallas, Texas 75209 Dennis Debo 214 353-2724 (O) 214 912-4247 (C) www.jetai.com

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BG 3 Jan13_FinanceSept 19/12/2012 09:41 Page 1

BUSINESS AVIATION AND THE BOARDROOM

Spreading Your Wings: Declaration of Business Aviation Intent.

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.

When opportunity is at hand, be prepared with the best tools available. One such tool is Business Aviation, asserts Pete Agur.

W

e received an interesting call two weeks after the Presidential election.

An entrepreneur was seeking our assistance in the start-up of his Aviation Department. We asked him why he was taking this step now, considering the uncertainty of the economic and political environments. His response said it all: He had just received a large infusion of cash from an investor to dramatically grow his company. It was the investor who told

DO YOU SPEAK OF BUSINESS AVIATION AS A CRITICAL TOOL TO FURTHERING YOUR BUSINESS ?

him, for the sake of the success of the business, he needed a business jet.

In other words, his financial angel told him to spread his wings. The investor’s statement of intent for Business Aviation was loud and clear: The longterm success of the enterprise will be reliant upon the impact of its leaders. That impact is created by the time and place mobility of key people that only Business Aviation provides. Any other option would sub-optimize their investment, resulting in a lesser rate of return. And to be very clear, the Business Aviation rate of return far outstrips the marginal cost difference between using Business Aviation versus any other travel option.

Despite its obvious benefits and impact, Business Aviation remains an easy target for corporate gadflies and muck-raking pundits.

Why? I believe there are two parts to the answer.

The first is that the benefits of Business Aviation are not obvious to most critics. I have seen numerous financial managers who were adamantly opposed to their company’s investment in Business Aviation. Very few of them were direct customers of Business Aviation when they made those U continued on page 28

24

WORLD AIRCRAFT SALES MAGAZINE – January 2013

www.AvBuyer.com

Aircraft Index see Page 4

Blue Star Dec_Layout 1 20/11/2012 17:12 Page 1

EXCELLENT CANDIDATE FOR A CONVERSION TO AN EXECUTIVE CONFIGURATION

•• Low Low utilization utilization –– TTSN TTSN –– 29,860 29,860 TCSN TCSN –– 9901 9901 •• Both Both Engines Engines low low time time since since Last Last restoration: restoration: – 17.9 / CSLV 9.0 #1 Engine TSLV #1 Engine TSLV – 17.9 / CSLV 9.0 Lowest Lowest Limiter Limiter 4480 4480 Cycles Cycles #2 Engine TSLV ‐3933 / CSLV 447 Cycles Lowest Limiter 3320 cycles #2 Engine TSLV ‐3933 / CSLV 447 Cycles •• Spare Spare Engine Engine available available fresh fresh from from restoration restoration •• Landing Gear due overhaul July 2019 Landing Gear due overhaul July 2019 •• Long Long Range Range ‐‐ 6000 6000 nm nm which which can can be be extended extended in in executive executive configuration configuration •• Documentation – Good for FAA 121 Certification Documentation – Good for FAA 121 Certification Chris Cox, President 1201 Valentine Road Kansas City, Mo. 64111 Tel 816‐531‐8749 Fax 816‐531‐8756 Cell 816‐682‐8049 ccox@bluestaraviation.com

Project2_Layout 1 07/01/2013 17:18 Page 1

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BG 3 Jan13_FinanceSept 18/12/2012 15:35 Page 2

What the Boardroom needs to know about Business Aviation

statements. I have then been witness to their metamorphosis into raving fans shortly after they became authorized users. This dramatic shift in attitude occurred as a result of their change of perspective from cost managers to strategic leaders with a greater focus on growth and revenues. (But then again, the power of their personal experience of the time-savings and productivity improvements might have had something to do with it, too.)

The second reason for Business Aviation being a hot target is engendered by the policy most companies have about not speaking about this form of transportation openly. The common wisdom within corporate America is to not talk, publicly or internally, about Business Aviation investments and practices. I have heard executives say they don’t want unions or the rank and file to become hypersensitive to what could appear to be executive perks. Others are more diplomatic as they voice concerns about airplanes being used by senior executives as being in conflict with their core corporate belief of egalitarianism. To both groups I say: “Bunk!” Ducking the issue makes it an even bigger issue in the minds of the people you are trying to placate.

GIVE YOURSELF CREDIT Give your rank and file more credit for being bright enough to understand how your business works.

Years ago I had a GM union steward tell me he was glad his company had jets. His point was perfect: “The more trips our top executives take, the more deals they make. That means we can build more cars and trucks”. He understood what politicians years later did not: Business Aviation is a lever for the success of the entire enterprise. It is not an expensive perk for the privileged few.

Business is not a sport conducted on a level playing field among perfectly matched peers. It is a competition for markets, customers and resources.

28

WORLD AIRCRAFT SALES MAGAZINE – January 2013

Your advantage is created and maintained by presenting ideas and solutions where they are needed, when they are needed. The winner is often the enterprise that gets there first with the right people to do the right things. That is not social commentary. It is a statement of business reality.

STATEMENT OF BIZAV INTENT Many senior management teams waste valuable energy addressing and readdressing questions about Business Aviation. It is the role of the Board to bring that practice to a halt by declaring the enterprise’s Business Aviation intent: “We have directed the company to use Business Aviation to achieve competitive advantages that are critical to our enterprise’s success. Business Aviation services and resources will be used in a manner that is well within the standards of our core business.”

Oversight of the use of Business Aviation is often at the C-suite level. If there is any concern that this positioning could be interpreted by critical constituents as “the fox watching the hen house,” it would make sense for a member of the Board to be appointed to an oversight role. That Board member could then confirm all Business Aviation policies, practices and uses are clearly on the “whiter side of grey”. The Board, by taking these aggressive proactive measures, can preempt public and internal concerns about the inappropriate or unethical application of Business Aviation services.

In the end, Business Aviation is not about perks or extravagance. It is all about people. It is about getting the right people to the right place at the right time to do the right things. Anything less is an expensive compromise.

“The second reason for Business Aviation being a hot target is engendered by the policy most companies have about not speaking about this form of transportation openly.”

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 32

www.AvBuyer.com

Aircraft Index see Page 4

CAI_WAS_JAN13_Layout 1 12/16/12 9:33 AM Page 1

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Single pages Embraer_Layout 1 24/10/2012 15:11 Page 2

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BG 4 Jan13_FinanceSept 18/12/2012 17:21 Page 1

BUSINESS AVIATION AND THE BOARDROOM

Moving In Tandem: Linking flight departments with Directors.

Jay Mesinger is the CEO and Founder of J. Mesinger Corporate Jet Sales, Inc. Additionally, Jay is a Member of the Board of the National Business Aviation Association (NBAA), and the Chairman of the Associate Member Advisory Council (AMAC). He also sits on the Jet Aviation Customer and the Airbus Corporate Jets Business Aviation Advisory Boards. Mr. Mesinger can be contacted at jay@jetsales.com

“Who loses when flight departments are unaware of the corporation’s Vision, Mission and Governance Principles...?”

32

Aligning flight departments with the corporation’s Vision, Mission and Governing Principles facilitates effective Board governance of Business Aviation and provides benefits for the corporation, asserts Jay Mesinger.

O

ften I have discussions with flight department managers regarding the overall Vision and Mission of their company. Of course the managers know the products or services the company provides or sells, but they frequently are unable to relate to the overarching Vision, Mission and Governance Principles of the company.

In past articles I have spoken about the flight department being an actual business unit of the company, but not surprisingly many are still not considered as such by the Board of Directors.

Flight department managers have annual budget responsibility, but unlike heads of fully-fledged business units, they do not have a seat at the table for broader budget and Governance discussions.

WORLD AIRCRAFT SALES MAGAZINE – January 2013

Who loses when flight departments are unaware of the corporation’s Vision, Mission and Governance Principles and when the Board does not regard the Business Aviation function as a business unit? I think both sides do.

An important “product” of the flight department is the ability to make a positive “first impression,” which occurs when the corporate aircraft picks up the customer or potential business partners to take them back to corporate headquarters. Client passengers boarding the company aircraft see an extension of the corporate culture through the flight department. It is important that time spent in the company aircraft reflects the firm’s overall direction and U governance. continued on page 36

www.AvBuyer.com

Aircraft Index see Page 4

Corporate Concepts January 19/12/2012 11:39 Page 1

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The Jet Collection January 17/12/2012 15:44 Page 1

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The Jet Collection January 17/12/2012 15:44 Page 2

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BG 4 Jan13_FinanceSept 18/12/2012 15:46 Page 2

What the Boardroom needs to know about Business Aviation

ALIGNING VISION, MISSION AND FLEET PLANNING Now let’s broaden this discussion of Vision, Mission and Governance to include strategic discussions about fleet planning. Fleet planning can have two very important entry points; first, through the budgeting process and second, as needed, to support a changing Vision and Mission.

If the flight department is not included in these discussions, the outcome could look like a patchwork quilt. If the Board does not have a channel of communication to the flight department, there is no way to achieve good long-range planning. There should be an open and predictable channel between the Board and the flight department for communication about corporate Vision and Mission and how Business Aviation can align with company objectives.

The flight department should be constantly scanning the horizon of our aviation industry and listening to the important connections to the industry, and the Board should have a channel for receiving such information.

WILLING TO LISTEN Here are some questions for the flight department manager: What was your reaction the last time an aircraft broker called out of the blue to make an introduction? Did you take a moment and let the introduction take place? Did you act on that new relationship by asking a few probing questions to the broker to discover his or her specialty, or did you set a time for discussion if you were occupied?

If you sense a connection based on a market expertise that could build into a great industry resource for you, nurture that new relationship. I am not suggesting that you divulge confidential company information or make any business commitments to a cold caller. Just take the extra time to learn if that aircraft sales professional can be a resource for you.

Now a question for Board Members: When did you

36

WORLD AIRCRAFT SALES MAGAZINE – January 2013

last have a conversation with the flight department manager? Did you have a discussion regarding the near- and longer-term health of the industry? Does the aviation manager sense a strengthening of prices driven by a shift in supply and demand? Is there a nearterm reason to look at the long-term fleet plan and amend it, based on what could be changes in market activity or company Mission? Did you discuss the idea that changing conditions may affect the timing of what appeared to be a special opportunity?

You can see how this kind of internal channel of communication, however facilitated, could be critical to the success of fleet planning and transition.

Successful fleet transition is marked by several events, the most important being: •

•

Is the company Mission continuing to be fulfilled by the assets being operated by the flight department?

Will fleet transition take advantage of favorable market conditions?

Remember there are two sides to every deal, so supply as well as demand must be tilted in your favor.

If your transition plan includes the relinquishment as well as replacement of existing aircraft, the demand for relinquished aircraft must have a ready market and the supply of an appropriate replacement aircraft should be sufficiently high to yield attractive pricing.

Dialogue between the flight department manager and the Board is valuable and more predictable than you might imagine if everyone involved has currently accurate information about shifting Missions and shifting market conditions.

There is high value to having the flight department and the Board joined at the hip.

“Dialogue between the flight department manager and the Board is valuable and more predictable than you might imagine...”

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 40

www.AvBuyer.com

Aircraft Index see Page 4

Eagle January13 17/12/2012 15:49 Page 1

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1983 CITATION I/SP, S/N 501-0322

1982 CITATION I/SP, S/N 501-0242

After hours contact • Jet Sales: Dennis Dabbs +1 803 822-5533 • Lee Thomas +1 803 822-5526 Matt Fullerton +1 316 722-4375 • Piston Sales: Ralph Lacomba +1 803 822-5578

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

JetBrokers January 17/12/2012 15:52 Page 1

1998 Falcon 50EX, S/N 268, 4078TT, MSP, Dual UNS-1C’s, EU Ops, 2C and Gear c/w 4/10, Dual Laserefs, TCAS 2, TAWS-A, Asking $5,750,000.00

1992 Falcon 50, S/N 227, 7072.6 TT, Engines on MSP, C Check c/w 9/10, Gear O/Hed 12/03, Aft Lav, TCAS 2, Nice Paint and Interior, Asking $2,995,000.00

1995 Falcon 2000, S/N 008, 6608TT, Dual FMS6100’s, Airshow 4000, 9 Pax, Thales EIED, SATCOM, Asking $6,400,000.00

1980 Falcon 50, S/N 010, 7977 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 $2,200,000.00

1999 Challenger 604, S/N 5422, 5612 TT, GE Onpoint, EU-Ops Ready, Heads-up Display, 48 Month c/w 3/12, Excellent Paint and Interior, Asking $7,250,000.00

1983 Challenger 601-1A, S/N 3013, 11580 TT, 3A Engines on GE OnPoint (100%), Airshow, Gear O/H c/w 3/12, 60 Mo & CPCP c/w 11/11, Asking $2,550,000.00

2005 Hawker 400XP, S/N RK-411, 704 TT, Garmin GMX-200 w/ Charts & Wx, One Owner, Like New, TAWS-A, TCAS 2, Airshow, Asking $2,695,000.00

1988 Beechjet 400, S/N RJ-47, 4135.5 TT, 522.8 SMOH, TR’s, Freon, Gear O/H c/w 9/10, Owner Financing Available! Exc Paint and Interior, Asking $875,000.00

Also Available Beechcraft Premier I, S/N RB-128 Citation Excel, S/N 5137 Citation Bravo, S/N 550B-0871 Citation II/SP, S/N 551-0039 Citation II, S/N 550-0216 Citation II, S/N 550-0127

Citation CJ2, S/N 525A-0016 Embraer Phenom 100, S/N 500-00091 Embraer Phenom 100 positions delivering 5/13 Falcon 20F-5BR, S/N 430 Falcon 20C-5AR, S/N 142

Gulfstream GIISP, S/N 206 King Air C90, S/N LJ-869 Socata TBM700C1, S/N 244 Socata TBM700B, S/N 232

JetBrokers January 17/12/2012 15:54 Page 2

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

2008 King Air C90GTi, S/N LJ-1902, 1356 TT, Pro-line 21 w/ IFIS, One Owner, Engine Fire Ext., Skywatch, Price Reduced to $2,300,000.00

2008 Socata TBM850, S/N 440, 1007 TT, Garmin Glass Cockpit, TCAS, TAWS, Delivered with Fresh 1200 Hr, Asking $2,495,000.00

1977 King Air 200XPR Blackhawk, S/N BB-226, 7678 TT, 1193 TSN on -61 Engines!, Dual Garmin 430W, Skywatch, Raisbeck Performance Mods, Asking $1,295,000.00

1993 Citation Jet, S/N 525-0016, 6793 TT, on TAP Elite, GNS-XLS, RVSM, Elem Surv& Flight ID TXPR’s, On Cescom, Asking $1,150,000.00

1981 Citation II, S/N 550-0295, 8441 TT, 1891/2146 SMOH, 87/361 TSHS, TR’s, Freon, Garmin GNS-530/430’s, Skywatch, Phase 5 c/w 12/12, Price Reduced to $575,000.00

1982 Citation Stallion, S/N 501-0317, 3494 TT, 502/502 TSN on Williams FJ44-2A’s, Avidyne EX5000, Beautiful Paint & Interior, Asking $2,150,000.00

1979 Citation II, S/N 550-0082, 10258 TT, 2978/2554 SMOH, 1178/773 TSHS, Garmin 530/430’s, TR’s, Freon, Aft Baggage, RVSM, Exc Paint & Interior, Asking $650,000.00

AUSTIN +1-512-530-6900 Phone DETROIT +1-248-666-9800 Phone

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

Email: jetbroker@jetbrokers.com

CHICAGO +1-630-377-6900 Phone FARNBOROUGH +44 (0)1252 52 62 72 Phone

Web: www.jetbrokers.com

BG 5 Jan13_FinanceSept 18/12/2012 17:23 Page 1

BUSINESS AVIATION AND THE BOARDROOM

Measuring Success: How do you do it with business aircraft?

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

Many years ago, we sold a new twin-engine business aircraft to a successful entrepreneur, recalls David Wyndham. After the sale we asked him how he could justify the cost of the airplane. “What is the cost of a divorce?” came his reply.

T

he simple fact is that business aircraft enable the executive traveler to manage his or her time in the most productive manner. The following paragraphs provide just a few tips on whether the aircraft is being used effectively by your company.

KEY EMPLOYEE TRAVEL TIME SAVED

“Calculating the time saved should not be a major undertaking for your flight department. It can be estimated, tracked and reported on a regular basis...”

40

If the aircraft saves travel time, then how much time does it save? Increased time spent traveling usually will translate as decreased productivity, or decreased rest/recuperation time. Programs like NBAA’s Travel$ense make calculating the time saved by use of a business aircraft easy.

Time has value. If using the business aircraft

WORLD AIRCRAFT SALES MAGAZINE – January 2013

saved three senior executives eight hours’ apiece, then the total time saved was 24 person-hours. If those hours were spent with a major customer, what is the value of that customer? At a minimum, what is the value of the executive’s time to the corporation?

Calculating the time saved should not be a major undertaking for your flight department. It can be estimated, tracked and reported on a regular basis, and will equip you to continue to justify your company’s use of Business Aviation.

CUSTOMER TRAVEL One study indicated that up to 93 percent of communication-effectiveness is determined by continued on page 44

www.AvBuyer.com

Aircraft Index see Page 4

U

J Hopkinson December 17/12/2012 15:56 Page 1

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

follow us on twitter@HopkinsonAssoc

Citation Sovereign SN 680-0157, Great Corporate Pedigree, One Owner Since New, Power Advantage +, Aux Advantage, Pro Parts, Over $1M accrued in programs, Motivated Owner, Replacement Aircraft on the way

Conquest II SN 441-0096, Delivered with Zero Time Engines, Always Corporately Owned & Maintained, SIDs completed, Dual Garmin 430

Astra SPX SN 117, 2908 TTAF, Collins Proline IV, Color weather Radar, TCAS II/w change 7, Airshow 400

King Air B200 SN BB-1546, AFTT 5450, Engine SOH: 1600/1600, Cargo Pod, Ram Air, Strakes, Wing Lockers, Wilderness Tires and 2 Seating Interiors: Executive & Commuter

Citation S/II SN S550-0036, 8576 TTAF, 6755 Cycles, 1304 SMOH, Cosmetics Refreshed & Perma-guarded (08/2011), GNS-XLS, GPWS, New Windows 2007, RVSM Bring all offers John Hopkinson & Associates Ltd. 1441 Aviation Park NE, 2nd Floor, Box 560, Calgary, Alberta, T2E 8M7

Freestream January 21/12/2012 10:19 Page 1

FREESTREAM AIRCRAFT LIMITED SALES & ACQUISITIONS

Global XRS Serial Number: 9195 Registration: N4T • Total Time: 3119.4 hrs • Landings: 1023 Boeing BBJ/29273 • Aircraft Maintenance Tracking Program: CAMP SYSTEMS • Engines are on Condition • Second GPS (Honeywell GPS550) • Cabin Humidification System • FDR Upgrade – Crew Force Measuring System Boeing BBJ/36714 • High Speed Data • 13 Passenger Interior • In Service May 31, 2007 • US$ 33,950,000

Boeing BBJ/28579

Boeing BBJ/30076

Challenger 850ER Global XRS/9195 Serial Number: 8051 Registration: VP-BSD

Gulfstream G550/5025

• 1260 Hours Total Time • APU: Time Since New 1861 Hours • Engines enrolled in JSSI/VEST Complete Plus Engine Maintenance Program Gulfstream G450 2Q 2012 • Airshow 410 • Two fuel tanks (PATS System) • AERO-H SATCOM • 15 Passenger • US$ 16,950,000 Hawker 850XP/258812

Gulfstream GV/512

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

Freestream January 21/12/2012 10:21 Page 2

FREESTREAM AIRCRAFT LIMITED SALES & ACQUISITIONS

Falcon 900EX EASy Serial Number: 181 Registration: N13JS Boeing BBJ/28579

Boeing BBJ/30076

• Airframe: 2490.3 hrs / Landings: 949 • Engines on Honeywell MSP Gold Boeing BBJ/29273 Program • Fresh Engine MPI's • APU on Honeywell MSP Gold Program • Triple Honeywell FMS • EGPWS w/Windshear • Thrane & Thrane Aero HSD+ SATCOM w/EMS Antenna Boeing BBJ/36714 • Airshow 410 Cabin Display System • 14 passenger interior with forward & aft lavatories • 1A, 2A and 4A+ inspection completed July 2012 • US$25,950,000

Gulfstream V Global XRS/9195

Serial Number: 512 Registration: N838MF

Gulfstream G550/5025

• Total Time: 4102.8 Hours • Landings: 1670 • MCS7000 7-channel SATCOM • Airshow Genesys Gulfstream G450 2Q 2012 • RVSM/RNP-10

Gulfstream GV/512

• Aft Galley • 16 Passengers • Interior Refurbished Oct 2005 • US$ 17,950,000

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

BG 5 Jan13_FinanceSept 18/12/2012 15:50 Page 2

What the Boardroom needs to know about Business Aviation

non-verbal cues, which can mean the success or failure of a contract negotiation or new business venture. Who are the company’s largest customers, and how often do they receive visits from senior executives? How often does the company bring them to the corporate headquarters for meetings?

Getting new customers will typically take more effort than retaining the ones you have.

Would it be appropriate to arrive for the big presentation to a prospective customer with a team of two or a team of seven? Is the business aircraft used to facilitate these meetings?

Once more, it should be easy to track what the business purpose is for the aircraft, whether that be to facilitate a new client visit, make a sales visit, provide engineering support, or some other such purpose.

If it takes ten visits to three prospects to land a major client, how much easier would the business aircraft be to enable these visits to occur, as opposed to attempting this via the Airlines?

TRAVEL BETWEEN CORPORATE LOCATIONS Many companies have operating locations in hard-to-reach areas. One company that I’ve done a study for has four major operating locations in four non-airline-hub locations. The business aircraft keeps the senior executives at each of these locations connected in person with the company headquarters. The company airplane also enables short-notice travel to a vital meeting.

44

WORLD AIRCRAFT SALES MAGAZINE – January 2013

This company tracks the number of overnight stays that its executives spend away from their home office (i.e. how many overnight stays were saved by using the business aircraft).

NON-TANGIBLE REWARDS Many of the rewards we value are non-monetary.

The buyer discussed in the introduction of this article had not really estimated the cost of getting a divorce in dollars, but in the loss of a valued relationship with his wife and family.

Turnover in key positions means a loss of continuity, a loss of a team’s effectiveness and time spent searching for the new executive that cannot be spent elsewhere. The business aircraft saves on the wear and tear of travel and indeed enables the spouse to make it home for their child’s soccer game on a Friday afternoon.

The founder of Zappos, Tony Hsieh, is well known for his rise to the top. He’s also well known for his corporate culture of happiness. It’s no coincidence that Tony Hsieh uses business aircraft.

There are many uses for the business aircraft – but they all center around making the most effective use of the time available. There needs to be some measure of how the business aircraft is contributing to the success of a company’s mission.

“Many of the rewards we value are non-monetary.

The buyer discussed in the introduction of this article had not really estimated the cost of getting a divorce in dollars, but in the loss of a valued relationship with his wife and family.”

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 48

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.

2009 Global Express

s /n 9 3 0 0

1,371 Total Time. Corporate Care.

Like New Condition. One U.S. Owner.

1996 Challenger 604

s/n 5307

7,500 Total Time. 3,400 Landings. Excellent Paint and Interior by Duncan Aviation.

1984 Falcon 50

s/n 146

9,560 Total Time. Dash 3D. MSP. 9 Passenger.

2011 Paint by Duncan Aviation.

1996 Astra SPX

s/n 85

4,600 Total Time. 2,900 Landings. (2) UNS-1C+ FMS. Eight Passenger Interior.

2008 Gulfstream G450

s/n 4116

1,406 Total Time. 675 Landings. Honeywell Primus Epic Avionics Suite. HUD/EVS.

1985 Falcon 50

s/n 145

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

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.

1985 Falcon 50

s/n 153

13,196 Total Time. Two U.S. Corporate Owners Since New. JSSI Engine Program.

402.475.2611 路 www.DuncanAviation.aero/aircraftsales 路 800.228.4277 World Aircraft Sales Ad 12_12_12.indd 1

12/11/2012 1:45:54 PM

Project2_Layout 1 07/01/2013 17:20 Page 1

Project2_Layout 1 07/01/2013 17:24 Page 1

BG 6 Jan13_FinanceSept 18/12/2012 17:25 Page 1

BUSINESS AVIATION AND THE BOARDROOM

Age & Aviation Insurance: Weighing the pros and cons of hiring a veteran pilot.

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

As Francis Bacon has it: “Discern of the coming on of years, and think not to do the same things still: for age will not be defied”. Stuart Hope discusses the insurance issues related to older pilots and examines how underwriters view and address the issue.

P

robably the benchmark most often used to define an “older” pilot is the mandatory retirement age for Airline pilots. In the USA that limit is 65, increased from age 60 five years ago by the FAA. Insurance underwriters do not have a mandatory cut-off for insurability of pilots, but are largely influenced by the age 65 rule.

Typically age is not a factor for corporate aircraft flown by a single pilot who has not reached his or her 65th birthday, but for every year past that age, he or she becomes more difficult to insure (without some modification to the policy wording, conditions, etc.).

Underwriters don’t like to “non-renew” an account, which they are more likely to do as the pilot ages, so they are reluctant to continue policies beyond 65.

PROS AND CONS Among the pros of retaining or hiring an older pilot is that they bring a tremendous amount of experience to the table for a flight department. Many valuable safety lessons in aviation are simply learned through “the school of hard knocks” – namely, experience. Many passengers feel safer with an older more seasoned looking aviator than with a young “wet behind the ears” pilot.

In addition, older pilots typically aren’t looking to move up the career ladder, thereby making them potentially stable longer-term employees.

On the flip-side, among the cons of retaining or hiring an older pilot is that they inevitably bring the increased prospect of a physical event (such as heart U continued on page 52

48

WORLD AIRCRAFT SALES MAGAZINE – January 2013

www.AvBuyer.com

Aircraft Index see Page 4

General Aviation January 17/12/2012 16:09 Page 1

Main Office

Bell Aviation West

Colorado (GJT) 970.243.9192 / 970.260.4667 cell

South Carolina (CAE) 803.822.4114 e-mail: mail@bellaviation.com

Bell Aviation Texas

Dallas, Texas 214.904.9800 / 214.952.1050 cell

Aircraft Sales & Acquisitions

Citation 111

Challenger

1985 Challenger 601-1A | 3044

Citation Ultra

1985 Citation III | 650-0080

Citation Excel

1996 Citation Ultra | 560-0366

2002 Citation Excel | 560-5288

Citation 11

Citation V

1993 Citation V | 560-0208

1981 Citation II | 550-0286

Citation 1SP

Citation CJ3

2006 Citation CJ3 | 525B-0073

1982 Citation ISP | 501-0255

Beechjet

Learjet 45

2004 Learjet 45 | 45-250

1992 Beechjet 400A | RK-36 Also Available: RK-107

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 e-mail: mail@bellaviation.com

Bell Aviation Texas

Dallas, Texas 214.904.9800 / 214.952.1050 cell

Aircraft Sales & Acquisitions

Beech 1900D

King Air 350

1992 Beech 1900D | UE-5

King Air B200 / 200

1979 King Air 200 | BB-545 Also Available: BB-1140

King Air E90

1976 King Air E90 | LW-186

Meridian

1998 King Air 350 | FL-199

King Air C90

1991 King Air C90A | LJ-1274

Conquest

1980 Conquest II | 441-0116

Meridian

2008 Piper Meridian | 4697324

Navajo CR

Also Available: 425-0133

2006 Piper Meridian | 4697247

Columbia 300

1979 Navajo CR | 31-7912049

2003 Columbia 300 | 40064

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

BG 6 Jan13_FinanceSept 18/12/2012 15:58 Page 2

What the Boardroom needs to know about Business Aviation attack or stroke) occurring while in flight. In addition, motor skills as well as mental acuity decline in our older years; for some that happens faster than others.

It is for these reasons that insurance companies start to put the brakes on insuring pilots past a certain age.

Further, in the event of an accident where several passengers are injured or killed, the plaintiff’s attorney representing the passengers or their estates will paint the aircraft owner as negligent in his utilization of pilots past the age of 65 since “even the Airlines know pilots should not fly past age 65.”

Unfortunately, rightly or wrongly, a jury of your peers will get to make that call. It’s not fair, but it’s reality.

ALL INSURANCE CARRIERS ARE DIFFERENT Many insurers have similar views of insuring the older pilot, but some are more liberal than others.

Furthermore, the underwriter’s position depends greatly on whether the insurance market is soft or hard. A soft market like we have experienced for the past four or more years is characterized by low rates and greater flexibility, making it much easier to place coverage for accounts with older pilots. In a hard market, the opposite is true.

Underwriters use different strategies for crafting coverage for older pilots. If the aircraft is flown singlepilot, some will limit the liability coverage to a lesser amount and provide the higher limit when it is flown

52

WORLD AIRCRAFT SALES MAGAZINE – January 2013

with two qualified pilots. Some insurers will not write older pilots on a single-pilot basis but will continue to insure them up to the age of 80 provided they fly with a co-pilot.

The limit of liability coverage carried has a great impact on an underwriter’s flexibility. Naturally, an account with a $10m liability limit will be given much greater flexibility that one that carries $100m. The more money on the line, the more conservative an underwriter will be.

Older pilots can be proactive in addressing an underwriter’s fears by voluntarily submitting to a First Class medical with an EKG on an annual basis and forwarding the results, along with their pilot information to their insurance broker. Also, if an older pilot is in very good shape a picture is worth a thousand words. A face-to-face meeting with the underwriter is also advisable.

At the end of the day, your broker can insure just about any exposure for a price. It is up to you to weigh the cost benefit of your own unique situation in close coordination with your aviation insurance broker to decide what is best for your operation.

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 56

www.AvBuyer.com

“Older pilots can be proactive in addressing an underwriter’s fears by voluntarily submitting to a First Class medical with an EKG on an annual basis and forwarding the results, along with their pilot information to their insurance broker”.

Aircraft Index see Page 4

Jeteffect Inventory January 17/12/2012 16:13 Page 1

EXCLUSIVELY OFFERED

LOS ANGELES 562.989.8800

DALLAS 214.451.6953

PALM BEACH 561.747.2223

Year

Model

Serial No.

1988

Astra 1125

012

1983

Challenger 601-1A

3010

1995

Citation Jet

525-0092

1997

Citation Jet

525-0198

1998

Citation Jet

525-0243

2008

Citation CJ3

525B-0263

2003

Citation Excel

560-5325

2005

Citation XLS

560-5560

1995

Citation VII

650-7050

1985

Citation Super SII

S550-0046

1995

Falcon 900B

153

2001

Global Express

9029

2003

Global Express

9085

2001

Gulfstream G200

015

1988

Gulfstream GIV

1057

1989

Gulfstream GIV

1107

2000

Gulfstream GIV/SP

1433

2003

Hawker 400XP

RK-358

2005

Hawker 400XP

RK-407

1999

King Air 350

FL-226

1997

Learjet 31A

147

2002

Learjet 31A

239

1996

Learjet 60

085

2002

Learjet 60

244

2007

Learjet 60XR

320

2002

Piaggio Avanti P180

1050

1994

Sikorsky S-76B

760416

O'Gara January 19/12/2012 09:47 Page 1

O'Gara January 19/12/2012 09:47 Page 2

BG 7 JAN13_FinanceSept 18/12/2012 17:09 Page 1

BUSINESS AVIATION AND THE BOARDROOM

Knowing The Difference: Distinguishing between business travel and commuting.

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.

While simply commuting between home and office is not considered a business expense, there are circumstances where travel between a place of residence and work locations can be deemed deductible, observes Troy Rolf.

A

n issue that commonly arises when establishing policies governing use of a corporate aircraft is whether or not to allow executives to use it to travel between their residences and their work locations, and how to account for such aircraft use for income tax purposes. The issue becomes particularly complex when an executive has a primary or secondary residence in a part of the country other than the executive’s principal place of business, or when the executive frequently travels to other cities for business purposes. This article discusses how to determine when such aircraft use is

deductible as a business expense, and when such use is considered personal use of the corporate aircraft.

IRS regulations provide that commuting expenses are generally non-deductible personal expenses rather than business expenses. However, as discussed in prior Business Aviation and the Boardroom editions, expenses incurred by an employer to provide air transportation to an employee for the employee’s personal benefit are deductible (subject to the limitations imposed by IRC § 274 with respect to Entertainment Flights) if the employer imputes income to the employee for the value of the flight. This includes costs of employer provided that air transportation constitutes commuting.

WHEN TRAVEL IS NOT COMMUTING Not all travel between an executive’s residence and places where business is being conducted is commuting, however. Most travel to or from business locations other than an executive’s primary place of business is not considered commuting, even when such travel originates or terminates at the executive’s residence. In such cases, the flights are considered business travel, not personal, and no income should be imputed to the executive.

For income tax purposes, the word “home” refers not to a person’s primary residence, but rather, (somewhat counter-intuitively) to the person’s regular or principal place of business. Where there is a question as to which of two or more areas is a taxpayer’s “home”, all the facts and circumstances of the particular situation will be considered. In Francis J. Markey v. Commissioner, the 6th Circuit indicated that some of the more important factors to be used in determining which area is the taxpayer's "home" for tax purposes are: (1) The total time ordinarily spent in performing duties in each area; continued on page 60

56

WORLD AIRCRAFT SALES MAGAZINE – January 2013

www.AvBuyer.com

Aircraft Index see Page 4

U

Tempus January_Layout 1 17/12/2012 16:17 Page 1

Aircraft Sales & Service

2009 Pilatus PC-12/47 NG Reg #N164S Serial #1164

» New To Market, 750 TT, Executive 6 Seat + 2 Standard Seat Interior Cabin, No Known Damage

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TTempus eempus Aircraft is an A uthorized Pilatus Dealer Authorized

Contact

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ND

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Tempus Aircraft is an Authorized Piper p Dealer

SD

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Contact

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Phone: 303-799-9999, Tempus Aircraft Sales & Service 12260 E. Control Tower Road, Englewood, CO 80112

NE

Boutsen January 17/12/2012 16:34 Page 1

Boutsen January 17/12/2012 16:34 Page 2

BG 7 JAN13_FinanceSept 19/12/2012 11:07 Page 2

What the Boardroom needs to know about Business Aviation

(2) The degree of the individual's business activity in each area; and (3) The relative significance of the financial return from each area.

Generally speaking, if an employee’s residence (whether primary or secondary) is located in a city or general area other than the city or general area in which the employee’s tax home is located (i.e., the city or general area in which the employee’s regular or principal place of business is located), flights between the employee’s residence and his or her regular or principal place of business constitute commuting (and therefore personal) travel, not business travel.

Conversely, travel between an employee’s residence and a temporary work location (such as travel to attend a business meeting) will be considered business travel, not commuting, and therefore not personal.

Similarly, when an employee’s work requires the employee to travel between two or more places of business, travel between the two places of business is generally considered business travel.

This can be true even when the employee’s residence is located in the same city or general area as the employee’s secondary place of business, but

only if the employee travels directly between the principal place of business and the secondary place of business without intervening travel to/from the employee’s primary residence, and there is a legitimate business purpose for the travel between the principal and secondary places of business other than tax avoidance.

In other words, one cannot maintain, and/or travel to or from a secondary place of business principally to convert commuting travel to business travel.

This article provides a very brief introduction to the issues related to when travel between a residence and a work location is considered personal commuting and when such travel is considered deductible business travel. The tax rules governing whether such travel is personal commuting or business are indeed complex.

Boards of directors should consult experienced aviation tax counsel for a more thorough explanation of the rules and the tax consequences of such use.

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

“...one cannot maintain, and/or travel to or from a secondary place of business principally to convert commuting travel to business travel.”

Business Aviation and the Boardroom continues on Page 62

Find an Aircraft Dealer The World’s leading aircraft dealers and brokers - find one today

60

WORLD AIRCRAFT SALES MAGAZINE – January 2013

www.AvBuyer.com

avbuyer.com/dealers Aircraft Index see Page 4

BOMBARDIER BUSINESS AIRCRAFT & SIKORSKY REPRESENTATIVE

2012 GLOBAL 6000

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APU on MSP Gold prog.

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Engines enrolles in MSP Gold EU OPS Certified

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BG 8 JAN13Tues_FinanceSept 18/12/2012 16:28 Page 1

BUSINESS AVIATION AND THE BOARDROOM

The Large Cabin Choice: For the times that size matters.

Some missions call for more than a Light or Medium Jet. Sometimes it takes a larger jet to handle a large job hence the ongoing appeal of the Large Cabin jet.

“For the purpose of this month’s focus on Large Cabin jets we categorize aircraft MTOW roughly between 36,000 pounds and 100,000 pounds.”

62

ize is often used as a measure of quality or desirability. While the saying goes, “good things come in small packages”, the pragmatic view would be that some big things need equally big packages, and so it is with Business Aviation.

Some days, the mission commands an aircraft of larger capacity. In respect to that, this month our value examination focuses on our definition of Large Cabin business jets.

THINKING BIG WHEN SIZE MATTERS:

my scale might only tip the scales toward medium for you.

In aviation, one usually deals in such relativities with reference to weights. For the purpose of this month’s focus on Large Cabin jets we categorize aircraft MTOW roughly between 36,000 pounds and 100,000 pounds (the latter figure once constituting the upper limits of business turbojet and turbofan jet airplanes). The advent of the additional, more niche-focused Ultra-Long-Range airplanes and the BusinessLiner segments have since stretched those limits.

People deal with the concept of size on a fairly routine basis, usually with little thought to the relativity of the concept. What constitutes small to one may appear large to another; what amounts to huge on

Large Cabin jets offer plenty in their favor. First, however, if there’s one defining negative element of U

S

WORLD AIRCRAFT SALES MAGAZINE – January 2013

www.AvBuyer.com

PERFORMANCE CONSIDERATIONS:

Aircraft Index see Page 4

Aradian January 19/12/2012 14:33 Page 1

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2007 Beech Premier 1A

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BG 8 JAN13Tues_FinanceSept 18/12/2012 16:29 Page 2

What the Boardroom needs to know about Business Aviation the Large Cabin jet and its upsize kin it’s in the runway lengths they typically require. Runways longer than 6,000 ft (ideally longer than 7,000 ft) make access comfortable, particularly when the airport elevation is high or on days when the temperature is warm. As density altitude increases, so do runway requirements – but that’s not unique to the larger jets.

Many paybacks counter-weigh the runway numbers. The key elements of this category’s appeal include speed, cabin size and range.

SPEED & RANGE: The main differentiator between Large Cabin jets and their purpose-built Ultra-Long-Range counterparts generally stem from the larger fuel capacities and the higher gross weights the latter category needs to go enormous distances.

Otherwise, the average Large Cabin and UltraLong-Range airplanes share more in common than they differ, with similar cabin sizes and comparable cruise speeds. Speeds ranging roughly between 450 and 500 ktas are the overall trend for the Large Cabin segment.

Seats-full range capabilities typically up to, and into the 5,000-nautical mile range make Large Cabin jets effective non-stop continent- and ocean-crossing machines: and the fewer the stops, the shorter the overall trip time.

SIZE: Where the Large Cabin airplanes really excel (as the name would suggest) is in their cabin capacities. A cabin for this category of jet typically will stretch from 30, into the 40 feet range (or slightly more), enabling operators to enjoy a wider array of finishing options and office-like features than jets in the smaller segments. Cabin heights in excess of 6ft is the norm, and seating capacity, depending on configuration, of eight to eighteen is typical for this category of aircraft.

Naturally, the size and range capabilities of Large Cabin jets don’t come cheaply; you’ll need a larger fuel budget, more hangar space, a larger maintenance budget and, for safety and utility, a crew of three: two on the flight deck, and a professionally trained Flight Attendant for the cabin.

Essentially, for the company with the need and budget, the Large Cabin business jet will rarely, if ever prove too small – and will only occasionally be too large for an airport you’d prefer. For cases like those, you can always charter, just as the small aircraft operators do, when they need to up-size for the occasional trip.

Note: We have included 34 aircraft models in the following Large Cabin jets price guide, however, for additional assistance and interest, Conklin & de Decker Performance and Specifications data for these Large Cabin models can be referred to beginning on page 66 of this issue.

LARGE CABIN JET PRICE GUIDE The following Large Cabin Jets Average Retail Price

64

WORLD AIRCRAFT SALES MAGAZINE – January 2013

Guide represents current values published in the Aircraft Bluebook – Price Digest. The study spans model years from 1993 through Winter 2012. Values reported are in USD millions.

Each reporting point represents the current average retail value published in the Aircraft Bluebook by its corresponding calendar year. For example, the Bombardier Global Express XRS values reported in the Winter 2012 edition of the Bluebook show $34m USD for a 2005 model, $36m USD for a 2006 model and so forth.

Aircraft are listed alphabetically. With the reader’s knowledge of aircraft, equipment, range and performance, the following Guide allows the reader to determine the best value range for consideration.

“...for the company with the need and budget, the Large Cabin business jet will rarely, if ever prove too small.”

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

Get it answered/published in World Aircraft Sales Magazine.

Email feedback to Jack@avbuyer.com

www.AvBuyer.com

Aircraft Index see Page 4

Retail Price Guide Dec12_PerfspecDecember06 18/12/2012 16:34 Page 1

BUSINESS AVIATION AND THE BOARDROOM

LARGE CABIN JETS AVERAGE RETAIL PRICE GUIDE WINTER 2012 YEAR OF MANUFACTURE 2012 $ US$M MODEL

2011 US$M

2010 US$M

2009 US$M

BOMBARDIER CHALLENGER 850ER

30.2

24.0

22.0

20.0

BOMBARDIER CHALLENGER 605

30.16

23.0

21.0

19.0

2008 US$M

2007 US$M

2006 US$M

19.0

18.0

17.0

18.0

17.0

BOMBARDIER CHALLENGER 604

2005 US$M

2004 US$M

2003 US$M

14.0

13.3

12.5

11.5

10.9

11.0

11.25

30.0

27.0

25.0

16.2

15.8

BOMBARDIER CHALLENGER 601-3R BOMBARDIER CHALLENGER 300

24.33

19.0

18.0

16.2

15.0

14.0

13.0

12.0

BOMBARDIER GLOBAL 6000

58.5

BOMBARDIER GLOBAL 5000

48.6

42.0

39.0

37.0

35.0

32.0

30.0

27.0

BOMBARDIER GLOBAL EXPRESS XRS

58.5

49.0

47.0

44.0

41.0

38.0

36.0

34.0

BOMBARDIER GLOBAL EXPRESS DASSAULT FALCON 7X

52.2

47.0

44.0

41.0

39.0

38.0

DASSAULT FALCON 2000LX

32.3

26.0

24.6

22.7

20.8

19.3

20.0

16.5

15.0

21.8

19.3

DASSAULT FALCON 2000DX EASY DASSAULT FALCON 2000EX EASY

17.8

16.8

DASSAULT FALCON 2000EX DASSAULT FALCON 2000 DASSAULT FALCON 900LX

42.4

38.0

DASSAULT FALCON 900EX EASY

14.8

13.8

12.8

12.3

11.8

11.6

10.6

27.0

26.0

25.0

24.0

23.0

35.0 34.0

31.0

28.0

DASSAULT FALCON 900EX

19.8

DASSAULT FALCON 900DX

25.0

21.5

20.5

19.5

18.5

DASSAULT FALCON 900C

17.5 17.8

16.7

16.0

DASSAULT FALCON 900B EMBRAER LINEAGE 1000

52.5

48.0

45.O

43.0

EMBRAER LEGACY 650-135BJ

29.9

27.0

24.0

EMBRAER LEGACY 600-135BJ

25.9

24.0

21.0

17.0

15.0

13.5

12.7

12.2

11.5

11.0

GULFSTREAM G650

64.5

GULFSTREAM G550

56.2

49.0

46.0

44.0

42.0

38.0

36.0

35.0

34.0

32.0

GULFSTREAM G500

48.2

42.0

39.0

34.0

32.0

31.0

28.0

27.0

25.0

24.0

GULFSTREAM G450

39.9

34.0

30.0

28.0

26.0

25.0

22.0

21.0

20.0

GULFSTREAM G400 GULFSTREAM G350

17.0 34.9

29.0

25.0

24.0

23.0

20.0

18.0

GULFSTREAM G300 GULFSTREAM G280

17.0

16.0

16.0 13.0

12.0

24.0

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

66

WORLD AIRCRAFT SALES MAGAZINE – January 2013

www.AvBuyer.com

Aircraft Index see Page 4

Retail Price Guide Dec12_PerfspecDecember06 18/12/2012 16:34 Page 2

What the Boardroom needs to know about Business Aviation

What your money buys today 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

1993 US$M

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

9.8

9.0

8.6

8.1

7.7

7.3

7.0 4.8

BOMBARDIER CHALLENGER 604 4.6

4.4

4.2

BOMBARDIER CHALLENGER 601-3R BOMBARDIER CHALLENGER 300 BOMBARDIER GLOBAL 6000 BOMBARDIER GLOBAL 5000 BOMBARDIER GLOBAL EXPRESS XRS

24.0

23.0

22.0

21.0

BOMBARDIER GLOBAL EXPRESS DASSAULT FALCON 7X DASSAULT FALCON 2000LX DASSAULT FALCON 2000DX EASY DASSAULT FALCON 2000EX EASY DASSAULT FALCON 2000EX

10.1

9.6

9.1

8.6

8.1

7.6

7.1

6.6

DASSAULT FALCON 2000 DASSAULT FALCON 900LX DASSAULT FALCON 900EX EASY

18.9

18.0

17.3

16.3

15.5

15.0

14.5

13.0

DASSAULT FALCON 900EX DASSAULT FALCON 900DX

15.5

15.0

14.0

13.0

12.0

12.6

12.3

11.6

DASSAULT FALCON 900C 11.2

10.5

10.0

9.5

9.0

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

10.5

EMBRAER LEGACY 600-135BJ GULFSTREAM G650 GULFSTREAM G550 GULFSTREAM G500 GULFSTREAM G450 GULFSTREAM G400 GULFSTREAM G350 GULFSTREAM G300 GULFSTREAM G280

25.0

24.0

23.0

22.0

21.0

20.0

19.0

18.0

14.5

13.5

13.0

12.0

11.5

11.0

10.5

10.0

GULFSTREAM GV 9.5

9.0

GULFSTREAM G1V SP

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

www.AvBuyer.com

WORLD AIRCRAFT SALES MAGAZINE – January 2013

67

AirCompAnalysisJan13_ACAn 18/12/2012 16:48 Page 1

AIRCRAFT COMPARATIVE ANALYSIS CESSNA CITATION EXCEL

LEARJET 40

Cessna Citation Excel

by Michael Chase n this month’s Aircraft Comparative Analysis, we provide information on the Cessna Citation Excel. We’ll consider some of the productivity parameters including payload, range, speed and cabin size, along with current market value. The field of study also includes Bombardier’s Learjet 40.

I

line was producing an aircraft every three days. Of the over 6,500 business jets built by Cessna, the Citation Excel ranks fourth on the OEM’s list of individual models built (by units) behind the Citation II, Mustang and CJ3.

Rather than being a direct variant of

another Citation airframe, the Excel was a combination of technologies and designs.

The Citation Excel is a growth/derivative variant of the Citation V and Citation Ultra with a shortened Citation X stand-up fuselage and a lengthened Citation V wing. It ❯ utilizes two Pratt & Whitney PW545A

TABLE A - PAYLOAD & RANGE

BRIEF HISTORY The Citation brand encompasses six distinct families of aircraft. The Excel, the Citation XLS and the Citation XLS+ comprise one of these families. In total 372 Citation Excel (Model 560XL) aircraft were built from 1996 to 2004. The first flight of the Citation Excel took place on February 29, 1996. By the time FAA certification was granted in April 1998, Cessna held over 200 orders for the aircraft.

The 100th Excel was delivered in August 2000 at a time that the Wichita production

68

WORLD AIRCRAFT SALES MAGAZINE – January 2013

Model

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)

EXCEL

20,000

6,740

2,500

960

1,839

1,045

Learjet 40

20,350

5,375

2,282

1,507

1,707

1,115

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

www.AvBuyer.com

Aircraft Index see Page 4

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All yours. All Bombardier original, with a program full of warranties, training, factory re-delivery and support that makes buying from the OEM the only way to fly. (Things a broker can’t provide.) Take a look at the full line of pre-owned aircraft on our website. Then call us for a closer look at just how much more than a jet you get with our pre-owned program.

Put the Bombardier back in your business plan. www.bombardierpre-ownedaircraft.com • 972-960-3810 WARRANTY • TRAINING • FACTORY RE-DELIVERY • SMART PARTS • FIELD SUPPORT • CARBON OFFSET OPTION

LEARJET • CHALLENGER • GLOBAL

AirCompAnalysisJan13_ACAn 18/12/2012 16:51 Page 2

AIRCRAFT COMPARATIVE ANALYSIS CESSNA CITATION EXCEL

CHART A - CABIN VOLUME

EXCEL

engines, and 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 SL560XL-34-02 is complied with. The Excel can climb to a maximum flight level of 45,000 feet.

461

Learjet 40

368

100

200

400

300 Cubic Feet

TABLE B - FUEL CONSUMPTION

PAYLOAD AND RANGE 500

The data contained in Table A (previous page) is published in the B&CA May 2012 issue, but is also sourced from Conklin & de Decker. As we regularly state, a potential operator should focus on payload capability as a key factor. The Citation Excel ‘Available payload with Maximum Fuel’ at 960 pounds has less payload capability than the Learjet 40 (1,507 lbs).

CABIN VOLUME Model

In spite of its lower available payload with maximum fuel weight, according to Conklin & de Decker, the cabin volume of the Citation Excel at 461 cubic feet is 25 percent larger than that of the Learjet 40 aircraft (368 cubic feet) as shown in Chart A (left).

Fuel Usage (GPH)

Excel

258

Learjet 40

217

POWERPLANT DETAILS

Source ACC - www.aircraftcostcalculator.com

CHART B - COST PER MILE *

EXCEL

$4.91

Learjet 40

$3.73

Each of the Citation Excel’s Pratt & Whitney Canada PW545A engines offer a thrust rating of 3,804 pounds. The Learjet 40, meanwhile, is powered by a pair of Honeywell TFE 731-20AR engines, each with a thrust rating of 3,500 pounds.

Table B (left), sourced from the Aircraft Cost Calculator, shows the fuel usage of each aircraft in our field of study. The Citation Excel - at 258 gallons per hour (GPH) - uses 41 gallons per hour (or 18.9%) more fuel than the Learjet 40 at 217 GPH.

COST PER MILE COMPARISONS $0.00

$4.00

$2.00

$6.00

US $ per nautical mile *1,000 nm mission costs

CHART C - VARIABLE COST

EXCEL

Learjet 40

$1,000

$1,962

$1,623

$1,500

$2,000

$2,500

US $ per hour

70

WORLD AIRCRAFT SALES MAGAZINE – January 2013

www.AvBuyer.com

Using data published in the May 2012 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.

Chart B (left) details ‘Cost per Mile’, and compares the Citation Excel to the Learjet 40 factoring direct costs, and with each aircraft flying a 1,000nm mission with 800 pounds (four passengers) payload.

The Citation Excel cost at $4.91 per nautical mile is higher than the Learjet 40 at $3.73 by some 32 percent.

Aircraft Index see Page 4

AirCompAnalysisJan13_ACAn 18/12/2012 16:59 Page 3

AIRCRAFT COMPARATIVE ANALYSIS CESSNA CITATION EXCEL

The ‘Total Variable Cost’, illustrated in Chart C (bottom, left), 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 $1,962 has a 21% higher variable cost per hour compared to the Learjet 40 at $1,623.

PRODUCTIVITY COMPARISONS The points in Chart D (right) center on the Excel and Learjet 40 aircraft. Pricing used in the vertical axis is as published in 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.

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

The result is a very large number so for the purpose of charting, each result is divided by one billion. 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 D, is productive compared to the Learjet 40. In spite of its higher operating costs, the Excel has a larger cabin volume which many operators value.

This comes at a higher cost, however.

According to Vref, a 2004 model Citation Excel costs $4.4m, whereas a Learjet 40 of the same year retails for $3.0m (as represented in our Productivity Chart).

Table C (right) represents the average preowned retail price from Vref for each aircraft.

The last two columns of information show the number of aircraft in-operation, and the percentage “For Sale”, as per JETNET. It is interesting to note that with 369 aircraft inoperation today (42 are leased, 95 are used in charter ownership), only 8.7% of the Citation Excel fleet is currently for sale (traditionally a seller’s market). The Learjet 40 is in a buyer’s market position with 17.5% of the fleet of 40 aircraft for sale. ❯ Advertising Enquiries see Page 8

CHART D - PRODUCTIVITY Price (Millions)

TOTAL VARIABLE COST COMPARISONS

$6.0 $5.0

EXCEL ‘04

$4.0 $3.0

Learjet 40 ‘04 $2.0 0.230

0.240

0.250

0.260

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

TABLE C - COMPARISON TABLE Long Range Speed

Cabin Volume (Cu Ft)

Max P/L w/avail Fuel Range (nm)

Vref Retail Price $m

In Operation

% For Sale

EXCEL

373

461

1,045

$2.8m (’98) $4.4m (’04)

369

8.7%

Learjet 40

428

368

1,115

$3.0m (’04) $4.0m (’07)

40

17.5%

Model

Data courtesy of Conklin & de Decker, Orleans, MA, USA; JETNET; 2012 Operations Planning Guide B&CA Aug. 2012; Vref

TABLE D - AIRPORT PERFORMANCE CRITERIA (FT)

Model

TOFL*

TOFL**

Landing

EXCEL

3,590

5,770

4,917

Learjet 40

4,680

5,690

4,033

* SL Elev. ISA Temp. ** 5,000ft. @25 degrees C Source: B&CA magazine. Conklin & de Decker

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WORLD AIRCRAFT SALES MAGAZINE – January 2013

71

AirCompAnalysisJan13_ACAn 18/12/2012 17:00 Page 4

AIRCRAFT COMPARATIVE ANALYSIS CESSNA CITATION EXCEL

AIRPORT PERFORMANCE The airport performance illustrated in Table D (previous page) includes airport landing and take-off field length (TOFL) for each aircraft. The Excel aircraft has the advantage of take-off field length at a shorter distance (3,590ft.), while the Learjet 40 can land at shorter distance (4,033ft).

TABLE E - LOCATION BY CONTINENT Location of Aircraft By Continent Make/Model CITATION EXCEL Fleet Percentage

Africa 4 1%

Asia 9 3%

Australia/ Oceania 0 0%

Europe

North America

South America

Total

55 18%

208

24 8%

300 100%

69%

Twelve (12) aircraft are in shared ownership arrangements and 57 are in a fractional program Source: JETNET STAR Reports

LOCATION BY CONTINENT Table E (right), meanwhile, offers a breakdown of the location by continent for the wholly-owned Citation Excel fleet. North America is home to the majority of the fleet (208 units, or 69%), followed by Europe with 18% (55 jets). Currently, twelve Citation Excel aircraft are in shared-ownership, and 57 are in a fractional-ownership arrangement.

SUMMARY Within the preceding paragraphs we have touched upon several of the key attributes

72

WORLD AIRCRAFT SALES MAGAZINE – January 2013

that business jet operators value. However, there are often other qualities such as service and support that factor in a buying decision, but which are beyond the scope of this article.

The Citation Excel business jet has its advantages - so those operators in the market should find the preceding comparison of value. The aircraft is very popular and operated by private individuals, companies, fractional and charter operators and aircraft management companies. Our

www.AvBuyer.com

expectations are that the Citation Excel will continue to do very well in the preowned market for the foreseeable future.

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

Aircraft Index see Page 4

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12/6/12 3:09 PM

JMesingerJan13_JMesingerNov06 18/12/2012 10:46 Page 1

THE AVIATION LEADERSHIP ROUNDTABLE

The Focused Road To Happiness e are currently engaged in helping a first-time buyer acquire a large aircraft. We are employing the principles and practices we have talked extensively about within past editions of this column, all of which are ultimately intended to help the client narrow their focus for the type of aircraft needed to fulfill the mission. This process can be likened to driving initially on a multiple lane interstate highway, then exiting the interstate and taking a narrow two-lane road leading to a turning onto a long, one-lane driveway that finally brings you to your specific destination.

This arrival at your destination represents your selection of the ultimate aircraft of choice for your needs. It sounds easy, especially with the use of a GPS or other such guidance system.

So what is that guidance system used to help the client navigate the road to success in identification of a specific type of aircraft to pursue? With our current client, there are many critical variables to identify and work with to achieve the ultimate success. For instance, if you start - like I always do - with a simple set of city-pairs, it might quickly become apparent that the destination airport traveled to with some regularity has a fairly short runway. Thus, if you take that one destination and review the list of initial aircraft for comparison, the list could be dramatically shortened by that one airport’s limitations.

Consider this list revision to be the equivalent of turning off the interstate and on to the twolane road.

It is often the case that one specific criterion can quickly reduce the number of aircraft for consideration. Next come the range limitations of the remaining aircraft on the list.

When, combined with passenger/fuel loads on typical missions to obtain the MGTOW calculations, this can help the team continue down the two-lane road with confidence.

It may be during this phase that the list will be shortened again on the basis of range and appetite of the client to make stops en

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route or not. Often with International travel factored, range can be critical - especially when confronted with the idea of potentially having enforced fuel stops in unfriendly parts of the world.

As the journey progresses down the twolane road, the next important step is to determine whether Charter and Aircraft Management will be a component of the purchase. If the answer is “Yes”, it will be important to try to select, and engage the preferred Management company early in the process.

Their participation in the selection of aircraft as well as their inspection and conformity requirements is critical. There is nothing that shapes a bad outcome quite like a broker who makes all the decisions before dropping the newly acquired aircraft off on the ramp of the Management company and expecting them to take responsibility for everything. The Management company must have ownership of the process early so that they can take some of the responsibility.

Returning to the ‘shorter runway’ factor above, wouldn’t it be terrible if you made decisions about aircraft type leading to an acquisition, only to find that the Management company cannot allow their pilots to operate out of a runway of the length that is critical to your mission need? Additionally, if charter revenue is important to offset your ownership costs, and you were to pick an airplane without first discussing it with the charter company, you could find that the charter company would have advised an airplane from your shortlist with much better charter appeal in the market you are operating in if you had only made them privy to your planning.

Of course once you choose the type of aircraft, the focus process starts all over again because now you must take the entire list of that aircraft type that are ‘for sale’ into account and search for the best one available.

You have effectively just turned back on the interstate. The way ahead that leads to your final two-lane road stretch seeks to narrow the list by interior configuration, installed avionics equipment and office-in-the-sky capabilities. www.AvBuyer.com

Then you must determine the motivation of the individual sellers, and the asking prices of the offerings.

Once you’re back on the two-lane road, further investigation is required into the individual aircraft still being considered - including their records history and specific condition. Deeper digging will reveal the proximity to specific major airframe or engine costs, and as this becomes clear, you make a right turn onto the one-lane driveway.

This process of focus enables you to get right up to the front door of a very specific location. There can be no substitute for accurate planning and guidance to get here. Nor is there a substitute for being right the first time.

After all, don’t you feel bad when you knock on the wrong door, thinking you are at the house you were invited to for dinner?

Especially so if you are not even in the right neighborhood!

That mistake would have never occurred if you would have set the right address in the GPS, followed the direction and stayed focused. ❯ 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 served on the Duncan Aviation Customer Advisory Board for two terms and is now on the Jet Aviation Customer and Airbus Corporate Jets Advisory Boards.

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. 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

P75_JMesingerNov06 19/12/2012 11:21 Page 1

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WORLD AIRCRAFT SALES MAGAZINE – January 2013

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Pre-OwnedOct12_Pre-Owned Sales Jan06 18/12/2012 10:55 Page 1

PRE-OWNED A/C SALES TRENDS

Pre-Owned Aircraft Sales Trends Tune out the noise and focus on the market: Price airplanes to sell...

by Fletcher Aldredge

ow that we think we know what the new business/tax/healthcare landscape looks like for the next four years, businesses can start hiring again, putting America back to work – right? Well, not exactly.

As Gilda Radner used to say, “It’s always something!” And, this something is huge. It’s called the debt cliff. Even though we have seen spotty good news, such as the improving housing market, concern over what lawmakers will or won’t do regarding our national debt is likely to keep most of us uneasy.

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PISTON SINGLES & TWINS Fuel prices and maintenance costs continue to dampen the piston twin market as well as the larger singles. Many owners of aging aircraft postpone maintenance and panel upgrades, but – if you’re going to fly – fuel is the one cost that can’t be deferred.

The Vref Light Single Index fell 1.4% in value during the previous quarter (see VrefOnline.com). Complex Singles dropped an average of 1%, while Light Twins lost 1.5%.

Surprisingly, Pressurized Twins remained almost even, losing less than 1%.

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www.AvBuyer.com

Cessna 421s and 340s are still seen as a more affordable alternative to a turboprop. In today’s market, priced-right and squawk-free is the only kind of airplane enjoying good activity.

TURBOPROPS AND JETS While the average turboprop remains relatively flat, jets do not. Prices for the average jet may be perceived as falling at a slower rate, but they are still falling. One dealer summarized it this way: “This is the most price driven market I’ve ever seen.”

The Vref Light Jet Index dropped 3.4% in the recent quarter. The Mid-Size Jet Index lost 9.4% in value, and Large Jets lost an average of 5.9%. What continues to drive this market down?

Certainly the most talked about story is the Hawker Beechcraft bankruptcy. Many wonder how that will affect future values. For the near-term it can’t be a good thing, but that alone does not explain the continued erosion of other airplanes.

What does is quite simply ‘supply and demand’. Take, for example, the Challenger 604… there are nearly 70 available right now.

Aircraft Index see Page 4

Pre-OwnedOct12_Pre-Owned Sales Jan06 18/12/2012 10:56 Page 2

PRE-OWNED A/C SALES TRENDS

That’s 18% of the fleet. This soft market has spread to Falcon 2000s and even Embraer Legacy 600s, of which 17% of the fleet is for sale. Since there is little-or-no brand loyalty these days, buyers simply migrate to the best deal. In some cases that best deal might be a heavily discounted brand new airplane.

Almost every manufacturer has had to slash prices in order to clear out new inventory. This can have a crushing effect on their own pre-owned fleet.

THE NEXT FOUR YEARS It is no secret that GA is a somewhat conservative industry. Ok, seriously, we might be a little right of the NRA. We’ve had a few conversations with dealers lately who are not too optimistic about the next four years. They are thinking about moving to a foreign land.

What about ‘taxmaggedon’? We are optimistic a solution will be reached. It may not be the grand plan we are hoping for, but it will probably work (at least temporarily) and life will go on. Rest assured, if the world comes to an end it will be no more related to politics than the Mayan calendar.

What do we really think? We think many Advertising Enquiries see Page 8

dealers and brokers had a good, some say very good, past four years. The one thing they all had in common is an understanding that we are operating in a free market. Obviously, this market — and the economy — is still fragile.

However, aircraft prices have always been determined by supply and demand. The government will not hurt us anymore than it will help us. Therefore, we cannot wait for our team to get the ball before playing the game.

The more successful brokers wasted nary a minute complaining about some terrible thing Washington was doing to them, or going to do to them. They assessed the market and went to work selling airplanes.

Note to buyers: There has never been — and may never be — a better time to buy.

There will always be something to worry about - pundits on both sides will make sure of that. A difficult challenge of the coming months — maybe years — will be to tune out the noise and focus on the job at hand. Stay focused on the facts. In aviation, that means keeping up with the market and pricing airplanes to sell.

We think many dealers and brokers had a good, some say very good, past four years.

The one thing they all had in common is an understanding that we are operating in a free market.

❯ More information from www.vrefonline.com www.AvBuyer.com

WORLD AIRCRAFT SALES MAGAZINE – January 2013

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Guardian Jet_Gil WolinNov06 19/12/2012 09:55 Page 1

GUARDIAN JET PROFILE

DON DWYER

MIKE DWYER

MICHAEL MIKOLAY

Guardian Jet In 2013: Opening The Vault on Client Service.

by Dave Higdon

“The core concept has always been to earn the right to buy and sell aircraft on behalf of the clientele by providing great consulting advice, market intelligence and peerless execution.”

- Guardian Jet History

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heir booth stood as a 20-by-20 island on the exhibit floor of the 65th Convention of the National Business Aviation Association inside the Orange County Convention Center North. But the 400 square feet was too small a footprint to contain the enthusiasm and energy of the Dwyer Brothers and the other staff of Guardian Jet LLC. As its 11th year in business drew near its end, brothers and managing partners Don and Mike Dwyer and Michael Mikolay, Executive Vice President and Director of Operations, exuded an aura of energy and enthusiasm about the company’s prospects and success going into 2013.

Mike Dwyer and Michael Mikolay cofounded the company in January 2002 and Don joined the team after leaving Hawker Beechcraft Corp. in 2010, and the trio has been finding significant interest in a new service development launching in 2013 – ‘The Vault’.

“The Vault,” Don quickly explained, “is an online platform that provides clients with complete access to all the tools in our kit, 24hours a day, from anywhere in the world.”

It’s a facility created in-house by a small, nimble, deep company that offers its clients

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www.AvBuyer.com

services in fleet planning, transportation consulting brokerage services and acquisition assistance – in whatever a client needs to maximize and rationalize its business-travel dollars.

Don explained, “Sometimes that means a client comes to you to study its needs and to sell and airplane, but after researching the client’s needs and situation, we explain to them why now may be a bad time to try to sell and buy something different. They tend to look at you with the question obvious on their face: I thought you were in the business of selling jets…?

“We’re ultimately in the business of satisfying clients by helping them do the most with their assets – and that’s not always fulfilled by selling, or buying a different airplane.”

THE SLOW-BUILD OF A SOLID FOUNDATION Back in 2002, Guardian Jet started out aiming for a high level of service as the key to winning clients and turning a profit. The churn started as slowly as you might expect for a fledgling LLC with a staff of two. Between forming in January and formally opening their doors in April, the Aircraft Index see Page 4

Guardian Jet_Gil WolinNov06 19/12/2012 10:38 Page 2

GUARDIAN JET PROFILE

SCREENSHOT FROM GUARDIAN JET’S 20/20 ONLINE GATEWAY

two Mikes pitched their first prospect, landed their first listing and made the “cash register ring” for the first time (to the tune of a $2,000 consulting fee on a Citation).

Then the doors formally opened, on Tax Day, April 15. By year’s-end the pair had landed their first large-cabin listing, their first Falcon listing, their first helicopter listing – and a project to produce a fleet transition for a new client.

The next year business grew in earnest, and the pair added staff to support their growing listings and expanding successes.

By 2011, the company had its first 30transaction year and in September of last year launched its interactive website and The Vault. (Guardian Jet also launched Market Survey 2013, a ground-breaking turbine-market software tool to support its customers’ needs and its services.)

All the way through those 10 years the company’s Fortune 100 penetration grew from the first year’s two-percent to 27 percent at the end of 2012. All the while, the company’s consulting services have increased hundreds of times over – nearly 400 percent in 2011 alone.

Advertising Enquiries see Page 8

EXPERTISE, INNOVATION & INTELLIGENCE “The key to our success is really in the people on our team,” explained Don Dwyer. “We hire for talent; for attitude and dedication to providing clients with the best of our services whether it’s consulting, fleet planning, an acquisition or disposition.”

Beyond the Dwyer Brothers and Mikolay, Guardian Jet’s staff also includes Stan Smith, director of technical services and Ben Schiraldi, a CPA and the LLC’s treasurer.

Guardian Jet boasts sales and acquisition partners Edward Osgood, based in Florida, and Fred Clarey in Southern California. Alena Shepard, one of the first hires, leads the consulting team while Lenny Huntley spearheads the information technology (IT) and software solutions areas.

Staff today totals 17 people, including Guardian’s consulting team, which boasts five staffers with graduate degrees in business, three Airline Transport Pilots (ATPs), two more CPAs, an IT professional and four Market Analysts. And that’s the consulting side!

Over on Guardian’s brokerage side, the “transactional experience” includes people www.AvBuyer.com

with backgrounds at more than seven different manufactures, and the cumulative experience gained through thousands of transactions covering everything from business rotary aircraft to ultra-long-range jets. Depth is important when a company sets its sights as high as Guardian has.

GUARDIAN 20/20 & THE VAULT Late in 2012 Guardian Jet launched a new online gateway geared to improving communications with all of its clients and to help them stay abreast of Guardian’s efforts.

Following on from a 2010 launch of 20/20 Guardian introduced The Vault at the 2012 NBAA Convention.

The 20/20 “dashboards” are online interactive displays providing Board-level visual presentations about a client’s flight department, including supporting data right behind the charts in a drill-down format, with five major focus areas: corporate overview; travel data; annual budget data; capital budgeting criteria; and current aircraft-market conditions. The goal, Don Dwyer explained, is to help clients understand their situation so they can make balanced judgments on future operations, travel and expenditures. ❯ WORLD AIRCRAFT SALES MAGAZINE – January 2013

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Guardian Jet_Gil WolinNov06 19/12/2012 09:57 Page 3

GUARDIAN JET PROFILE used, contracts, offers, the whole sale progression, all the way through it.

“You can log on from anywhere to your account through the company’s website and be able to manage the information from there.”

Guardian conceived the idea of The Vault as a perpetually updating program so that through continually refreshing its data the information found when accessed is always based on the latest information. That can include market surveys, proposals - even the current value of your aircraft as adjusted by data on recent transactions of similar aircraft.

Don Dwyer explained, “The surveys go into details beyond value and into travel patterns, best options for a client’s fleet.

Fractional, charter or jet card all go into the fleet-plan analysis to help clients plan for their travel needs.”

WHY SO MUCH EFFORT?

SAMPLE CLIENT RESOURCE WEB PAGE

More far-reaching than 20/20 is The Vault, which, as the Dwyer brothers explained it, is a new chapter in Guardian Jet’s continuing leadership in consulting and brokerage. The Vault brings to clients the online capabilities of Guardian’s 20/20 Aviation Planning and Reporting Software, expanding it to cover the entire Guardian Jet Product Catalog. As company staff explained it, The Vault is powered by a revolutionary new software product.

Market Survey 2013 collects and analyzes aircraft market conditions in what Guardian Jet says is the most comprehensive manner yet seen in business-aircraft transactions. The Vault works as a web-based platform that allows users to access every aspect of their relationship with Guardian Jet, 24-hours-a-day, and it includes real-time access to a catalog of Guardian products, including Aircraft Valuations, Fleet Fair Market Values, Fleet Plans, Market Surveys, Client Updates for Sales and Acquisitions, Contract Negotiations, Pre-Purchase Inspection Oversight and Asset Management.

To employ The Vault, Guardian assigns clients a username for which they create a password which unlocks for viewing every aspect of that client’s ongoing relationship with Guardian Jet. “Think of it as a cloud that you can pull information from,” explained Michael Dwyer.

“We believe information empowers the customer,” Don Dwyer added. “And the more information we give them, the better we can meet their needs. It’s a place your client can go in real time to see what we’re doing.”

Guardian’s software design for The Vault

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follows the familiar convention of computerized storage and access. Don Dwyer explains, “Once you get into The Vault there’s a folder structure covering everything from basic – what the airplane’s worth – to a complete fleet plan we’ve done, and every document we’ve

As Mike Dwyer explained, it’s necessary to stay at the cutting edge when dealing with so many businesses that also employ high technology to advance their profits.

“We don’t sell airplanes today the way we did 10 years ago, and in 10 years’ time we won’t be selling airplanes the way we do today,” he stressed. The Vault helps Guardian Jet keep up with that. With more than a decade of growth and success to show, who can argue with building on that degree of success? ❯ More information from www.guardianjet.com ■

SCREENSHOT OF ‘THE VAULT’ HOMEPAGE

www.AvBuyer.com

Aircraft Index see Page 4

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L Jets Update_Gil WolinNov06 18/12/2012 10:37 Page 1

R&D PROGRESS REPORT

If At First You Don’t T.C., Fly, Fly Again...

Light jet newcomers continue certification quests.

icture the ghosts of aviation’s failed development programs; the spirits of unrealized inspirations drifting aimlessly around a mystical ‘Could-Have-Been’ Field. The landscape of aviation is ittered with the carcasses of failed dreams and schemes of flying machines. Meanwhile, the successful programs cast their shadows wherever they cruise, whether across a cloud layer or when alighting on a runway.

But there’s another world for the ghosts of R&D – a kind of netherworld that exists between the extremes. This is the world in which programs maintain an ethereal status of activity, neither certificated and flying the

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world, nor dead and buried. Most decidedly, this is not a world beyond all hope – at least in the hearts and minds of their proponents.

Here, hope flows in direct proportion to the resources devoted to completing the dormantbut-not-dead research and development effort. So the dreams persist, the ambitions live, but the long-odds remain.

Every so often, one of those programs actually makes it, completes the loop and starts making and delivering certificated airplanes. Those behind it learned how formidable the obstacles are, and how to overcome them.

Five programs feature in the paragraphs below, each sharing in the attributes of being www.AvBuyer.com

viable programs at their outsets that were interrupted and are now attempting to revive at their own pace.

We’ll review the milestones and obstacles along the path for each program, and we’ll update all five of the most-promising efforts; one each from Cirrus Aircraft, Diamond Aircraft and Stratos, and two from Spectrum Aeronautical.

ROLLING A ROCK UPHILL As the executive of one long-gone OEM for a start-up operation once said: “It’s a little like rolling a rock uphill…you can’t stop because it takes energy just to stay put – and if you go backward the big ball of stone will roll backAircraft Index see Page 4

L Jets Update_Gil WolinNov06 18/12/2012 10:38 Page 2

ward over you…and if it doesn’t squash you, you’ll still have to cover that same turf all over again.” The process starts with a concept for an aircraft you believe can sell. In this phase, the proponents establish the baseline parameters they seek in the finished airplane. With the main parameters set, engineers and designers go to work to design a machine around the engine, fuel and carrying capacities of cabin, fuel tanks and luggage compartment – typically a weight-constrained calculus.

The designers must fulfill the concept in details that can translate into manufacturing information. Fine-tuning usually results in small changes – with the designers working to offset the impact of changes found necessary Advertising Enquiries see Page 8

by the aircraft’s lack of design figures.

With the detail design largely done, the sheet metal folks can go to work using the drawings available to fulfill the designer’s wish. Thanks to modern advances in computer-aided design and assembly-modeling computer software, engineers can often design all the sub-parts and use the computers to digitally build an aircraft, learning what does and doesn’t work together.

The final design product must instruct workers on how and where systems are installed, whether main-cabin seats, cockpit seats, lavatories and galleys, electrical outlets (both AC and DC) – all the major and minor systems used by modern business www.AvBuyer.com

turbine aircraft.

As construction of the prototypes proceed, engineers will first connect and then activate the prototype’s electrical and avionics systems, and the engines powering the jet. Fuel systems, avionics, anti-ice equipment and galley equipment must all be tested and flight-tested.

The back-cabin systems (IFE, high-speed data systems and galley spaces) undergo similar scrutiny throughout the flight-test phase.

It is at this flight-test phase that the whole aircraft ultimately faces its biggest scrutiny.

While flight-test programs vary, in excess of 1,000 to 1,500 hours is common for brand new programs (for derivative designs, this is generally lower). ❯ WORLD AIRCRAFT SALES MAGAZINE – January 2013

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R&D PROGRESS REPORT CERTIFICATE, ASSEMBLE, CERTIFICATE The certification and development process all ends with a function and reliability test of 150 hours, a grueling experience designed to show the aircraft can operate safely and efficiently. The final flight testing to earning a type certificate represents the triumph of long odds over the house because even with a Type Certificate in-hand, the job remains unfinished…

Now it’s time to build and deliver per the type certificate – and earn another certificate of approval from the FAA… a “Production Certificate” that lets the company conduct the final inspection for compliance of the aircraft with the Type Certificate application and approval. Otherwise, the manufacturer must await the FAA inspectors to visit, inspect and approve the aircraft built since the agency’s prior inspection.

With the roadmap laid out, let’s see who’s making progress on which program, and where they stand.

Each of the five aircraft from four planemakers addressed here is a single-pilot IFR business-capable machine; three of the five are single-engine jets and four of the five employ a version of the same FJ33 from Williams International.

If you feel we’ve omitted some valid candidates, a reminder: several other programs have been shut down or gone bankrupt but proponents of virtually all of them but one – Piper Aircraft’s PiperJet Altair – that has viable support, is in some stage of progress.

PHOTOS COURTESY OF CIRRUS AIRCRAFT

company support during a particularly trying period for the original Cirrus Design Corp. A single-jet with a well-proportioned, five-seat cabin, a relatively low cruising altitude and lower top speed, the Vision was conceived and designed as a step up for Cirrus SR20 pilots and owners.

With a 300-knot top speed and Flight Level 280 ceiling, the aircraft was even thoughtfully sized to fit into the same hangar footprint as the SR22.

New leadership quietly shelved the project several years ago, but the sale of Cirrus to China’s aerospace giant AVIC last year brought pressure from a public that voiced its support for the program, and promised a $100 million cash-infusion into the very light jet design.

As of last summer the SJ50 Vision program was back on the front-burner of Cirrus, and progressing toward a non-specific certification date that insiders now state will be during 2015.

CIRRUS AIRCRAFT: SJ50 VISION Launched several years back as The Jet, the Vision gained a strong orderbook early on, but then fell on hard times and a decline in

❯ More from

http://cirrusaircraft.com/vision/

DIAMOND AIRCRAFT: D-JET The first single-engine jet to make it to the flight-test phase, the Diamond D-JET quickly won a solid following of would-be customers as the company refined the prototype multiple times. And in late 2012 Diamond revealed plans to funnel more people through the company’s website.

Powered by a Williams International FJ33 powerplant, the D-JET offers a faster, higher cruise than most singles still in development. Diamond is now flying its fourth prototype, one that closely follows the final configuration planned. ❯

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www.AvBuyer.com

Aircraft Index see Page 4

CAP December 19/11/2012 16:28 Page 1

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L Jets Update_Gil WolinNov06 18/12/2012 17:16 Page 4

R&D PROGRESS REPORT According to Diamond official Cathy Wood, the company has set its sights on a tailored-for-the-D-JET, three-screen version of Garmin International’s G1000 integrated cockpit package. Certification flight tests will continue through 2013, Wood offered, with certification in 2014 and first deliveries late that same year.

❯ More from www.diamondaircraft.com/aircraft/djet

SPECTRUM INTERNATIONAL: ‘INDEPENDENCE’ AND ‘FREEDOM’ Fielding the only twin-engine designs in this group, the S.33 Independence and S.40 Freedom employ an advanced composites construction system that keeps the outside fuselage diameter comparable to others in its class but yields significantly more cabin volume for the occupants. In fact, Spectrum calls the larger S.40 a “medium cabin” jet even though its weights keep it closer to the light jet realm.

The smaller S.33 Independence employs a pair of Williams International FJ33 powerplants to achieve its maximum cruise of 425 knots and long-range best of more than 2,000 nautical miles. The S.40 Freedom flies on the GE-Honda HF120 powerplant making 2,095 pounds of thrust to carry the aircraft 2,250 nautical miles at 440 knots – and with a maximum take-off weight of less than 2,095 pounds.

ABOVE: SPECTRUM’S S.33 INDEPENDENCE AND (BELOW) THE CABIN

❯ More from www.spectrum.aero

STRATOS: STRATOS 714 Stratos CEO Michael Lemaire told World Aircraft Sales Magazine that the program is active and making progress toward certification of this high-speed, 400-plus knots, longrange (more than 1,500 miles) single-engine jet. “We are very much in the development stage and will start building parts in a few weeks,” Lemaire detailed.

“We are for now funded roughly up to the ‘iron bird’ stage of development and so far funds have been obtained as and when needed. The full amount required for certification is, however, not spoken for yet. We are considering additional partners.”

The company plans to fly a new proof-ofconcept aircraft by the end of this year, before which it expects to make a choice of panel equipment. “The avionics have not been selected,” Lemaire said. “The target for certification and first delivery? End of 2015.”

In the meantime, Stratos is accepting refundable deposits toward the purchase of a 714, complete with escrow and accounting to assure potential buyers that there’s no risk to their deposits – deposits which can be returned on short notice.

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WORLD AIRCRAFT SALES MAGAZINE – January 2013

MOCK-UP OF A STRATOS 714 CABIN

www.AvBuyer.com

Aircraft Index see Page 4

Eagle Creek January 18/12/2012 16:09 Page 1

2009 200 09 EMBRAER E P PHENOM HENOM 100 N353SB, S/N 38, 88 889 89 Hours Since New New,, TCAS I, DME, 2ndd Tra TTransponder, ansponderr, ChartView ChartView,, Garmin GWX-68 W Weather e ther Radar ea Radar,, In-Flight Entertainment System Systeem with Cabin Ca Speakers kers and VIP Control PPanel an Inc anel Including luuding Cabin Light and Temperature Tempera e atture Controls, Controols, Enhanced Take Take a Off PPackage ackage

2010 E EMBRAER MBR RA AER P PHENOM HENOM 100

TWIN COMM COMMANDER MANDER 1000 100

M-YTOY, S/N M-YTOY, N 112, Still Under FFactory actory W Warranty Only ly 470 Hours arranty with Onl New, Enhanced ADF, Since New w, EEC En nhanced and ESP Gold. DME, ADF F, 2nd TTransponder, ransponder, ChartView, Premium ChartView ew, and Pre emium PPassenger assenger Door

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Marshall Aerospace_Gil WolinNov06 19/12/2012 09:59 Page 1

INTRODUCING JETability

MARSHALL AEROSPACE CEO STEVE FITZ-GERALD AND STEVE JONES, MD, MARSHALL BUSINESS AVIATION & MARSHALL EXECUTIVE AVIATION

Introducing JETability: Marshall Aerospace lifts the lid on BizAv wing. by Sanjay Rampal arshall Aerospace announced a new venture into Business Aviation under the moniker ‘JETability.’ The Royal Aeronautical Society’s Marshall of Cambridge Room, London, was certainly a fitting venue to unveil this new suite of bespoke service. The JETability initiative encompasses the resources and expertise of one of the largest and most venerable of aerospace companies in Europe into a customer focused ‘one-call, one team’ center of excellence for Business Aviation.

M

AN AVIATION PIONEER Marshall Aerospace dates back to the early 1900s with humble beginnings in the automotive trade. A brief encounter with a brokendown army airship, and the subsequent repair of its engine introduced the fledgling company to the world of aviation.

Throughout the Second World War it overhauled many bombers, and the post-war jet

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era had it manufacturing Concorde’s drooping nose for the then British Aircraft Corporation.

Today the Marshall group has an expansive aerospace portfolio that includes maintaining the airworthiness of C-130 Hercules transport airplanes on behalf of the RAF. Owning Cambridge Airport has afforded Marshall Aerospace the freedom to cater to the needs of both the Military and Commercial Aviation sectors, however.

BEST KEPT SECRET Marshall Aerospace was already an approved and authorised maintenance provider for Cessna business aircraft, and has since partnered with ExecuJet to lay the foundations for a comprehensive FBO at Cambridge. So it came as a surprise to newly appointed managing director of Marshall Business Aviation (MBA) and Marshall Executive Aviation (MEA) Steve Jones when he discovered that the company had done very little towards capitalizing upon its expertise to further refine its www.AvBuyer.com

Business Aviation interests.

“We were the best kept secret,” Jones told World Aircraft Sales Magazine. “We possess the experience through so many different fields that I kept discovering new facets to the company.”

Jones added that customers would face multiple billing transactions because of the company’s fragmented approach to selling related aviation services. This, in turn, was reason enough to establish JETability under the stewardship of Jones.

Reinforcing the company’s ambitions, Marshall Aerospace’s CEO Steve Fitz-Gerald said “JETability represents our commitment to develop our business interests further by creating a portfolio of services with the aim of establishing a top-ranked FBO along with partner ExecuJet at Cambridge.”

THE JETability APPROACH Despite Jones shying away from naming JETAbility as a one-stop-shop, the new brand Aircraft Index see Page 4

Marshall Aerospace_Gil WolinNov06 19/12/2012 11:06 Page 2

INTRODUCING JETability serves as single interface for private jet owners and corporations alike. Stressing the convenience and efficiency of the approach, Jones outlined that “It means that customers only have to deal with one invoice, as opposed to several separate ones. They also get a tailored solution and benefit from downstream economies of scale when additional services are taken up.”

The essential service elements making up JETability include Aircraft Management, Maintenance, MRO, Chartering, Sales, Concierge and Consultancy backed by a dedicated call center and website (http://jetability.com).

Emphasizing the website as a means to promote the umbrella of services under JETability as opposed to serving as a portal for customers, Jones explained, “We prefer the personal touch and for customers to phone us directly so we can determine the best fit solution that meets all their needs. The website will be developed as an interactive portal at a later date.”

The strategy is a global one. If necessary Marshall Aerospace will invest at Cambridge by increasing runway length to accommodate jets of the very large 747 BBJ category in addition to making infrastructure improvements.

SALES AND ACQUISITION Bringing almost 25 years of experience gained from his time at Hawker Beechcraft and other aviation concerns, recently appointed sales director Howard Povey is relishing the prospect of establishing the sales arm of JETability. “JETability has been trading from the minute we announced the new brand with the other service and support aspects following on in the next few months,” he said.

With the expectation that most sales will take place beyond UK shores, Povey added, “We aim to take a global perspective for sales and acquisition and each transaction will be the best fit for both the customer and Marshall Aerospace.”

Through JETability, Povey’s sales team will be able to assist the customer in purchasing aircraft as well as perform checks on preowned airframes. And the aircraft potentially could be maintained, managed, chartered and even allocated hangar space at Cambridge.

Povey illustrated, “We have a King Air C90 for sale. It’s based at Cambridge, maintained by us and offered for charter until sold in the global marketplace. This is a good fit for both us and the customer as ancillary revenues are generated.”

approximately 2,400 currently, with the trend being for the larger jets such as the BBJ and Airbus ACJ airframes.

Believing that the reputation of Marshall Aerospace is a key ingredient to success, Jones said, “We are a big company and well respected, so it will contribute towards the positive development of JETability. Also we will grow through investments and acquisitions if necessary.”

Without significant investment outlays (apart from a dedicated call center team), JETability leverages existing infrastructure and expertise from within the Marshall Aerospace group. Strained economic times aside,

prospects could be favourable given the reenergised global focus of this newly branded initiative. ❯ More information from http://jetability.com/ ❯ Sanjay Rampal channeled a life-long enthusiasm for aviation that sparked from his father’s time as a fighter pilot into a career as a freelance Business Aviation writer. He has also written fictional works, and co-authored ‘The 100 Greatest Women in Aviation’.

BRIGHT FUTURE FOR JETability Marshall Aerospace confidently predicts that business jet movements at its Cambridge base will increase as a consequence of JETability.

Jones sees the number of movements growing three-fold in the forthcoming years from the Advertising Enquiries see Page 8

AERIAL VIEW OF CAMBRIDGE AIRPORT

www.AvBuyer.com

WORLD AIRCRAFT SALES MAGAZINE – January 2013

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FLIGHT SERVICE VALUE

Your Private Flight: What to expect and how to save. by Mike Viness hether your business flight is aboard your own jet or you’ve chartered an aircraft, the message is this: Look for attractive deals in these troubled and competitive times.

Services offered by Fixed Base Operations (FBOs) and Flight Planning operations vary enormously - especially ground handling charges, parking and fuel prices, and even in-flight catering. It’s up to the ‘guy in the back’ (that’s you) to get the best value for your money. Some pointers to consider include fuel and catering prices, and connectivity speeds and costs. If you balance these with the overall experience in terms of time

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saved and comfort, you could be well on your way to getting the best out of your business jet.

“It pays to shop around,” Jason Hayward of Universal Aviation’s London Stansted FBO explains. “First, shop between the different FBOs at an airport as it’s very rare for the major centers to only have one FBO, so ask them for a deal on handling and parking. But shopping around for the lowest fuel price is probably the biggest potential costsaver, with the price of a gallon of fuel varying by 60 cents to 80 cents per gallon between three of the major London Business Aviation airports, for example.

“Part of our job is making sure that we www.AvBuyer.com

can cater to all tastes, and I guess the reason billionaires become billionaires is because they’ve looked after the cents. Even some of the very big aircraft operators look very carefully at their costs, making sure that they’re delivering good value to the company. It’s not just the small jet operators who are trying to save money - it’s the same for most customers,” Hayward concluded.

INVISIBLE SERVICE When it comes to ground handling, Will Holroyd, Sales and Marketing Director of Harrods Aviation (an FBO and charter provider) explains it should be so efficient that it’s invisible. “When passengers get on

❯

Aircraft Index see Page 4

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Flight Planning Jan13_Gil WolinNov06 18/12/2012 17:19 Page 2

FLIGHT SERVICE VALUE

board they don’t want to see anything out of the ordinary – they want it to feel like they’re in their own house or any hotel they’ve ever stayed in or lounge they’ve ever sat in.”

To help achieve this ‘invisibility’ Mohammad Saideh, Chief Commercial Officer of Dubai-based FBO Palm Aviation, says he’s created the two-hour rule, the sixty -minute rule and the fifteen-minute rule to ensure everything is in place to launch and receive a flight. As the countdown starts before the flight, he ensures everything is in place. One hour later comes a double check that everything is O.K. and at 15 minutes prior to take-off, a triple check is made. “It’s a very personalized service and people like it,” he notes.

Jetex Flight Support provides services for Business Aviation and is headquartered in Dubai. Marketing and PR Manager Sabina Makowska says, “Passengers don’t get involved in the planning of routes that will cut costs, fuel and time. They are mostly concerned with time, quality, and how many stops will have to be made.”

She felt that the most important features of a flight from the passengers’ perspective were safety, reliability, customer service, flight efficiency and fuel usage, the route plan and the punctuality of everything that

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is arranged. “Everything should be handled as efficiently as possible - passengers don’t want there to be any issues”. During 2012, Jetex launched a VAT exemption program.

Clients requesting fuel uplifts can benefit from VAT exemption provided they are eligible (check for eligibility at vat@jetex.com).

CHEWING OVER COSTS Catering costs can be trimmed, but of course you only get what you pay for. Competition between caterers is intense, so it pays to get a number of quotes and make up your own mind about the level of service and quality you require.

At the top-end is in-flight catering firm Alison Price On Air (APOA). “We’re a little bit different from other companies catering to business jet clients, and 90% of our customers are private owners - we do very little on charter flights,” Managing Director Daniel Hulme revealed. “That maybe has something to do with the fact that we are probably one of the more expensive.

“Each dish is designed into components by one of our trained Michelin Star chefs. We send these components to the aircraft and they are assembled on board. I would say that catering to an aircraft is more expensive ❯ than in a 5-Star hotel. I have seven staff, www.AvBuyer.com

“Everything should be handled as efficiently as possible - passengers don’t want there to be any issues ”.

- Sabina Makowska, Jetex

Aircraft Index see Page 4

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Flight Planning Jan13_Gil WolinNov06 18/12/2012 11:44 Page 3

FLIGHT SERVICE VALUE

seven days a week in my facility, regardless of whether we’re busy or not. It’s unlike a restaurant where you can predict the number of diners or size of the orders.

“Companies are being price conscious, but it seems to depend on where they are from. There’s not much of a problem with U.S. customers, while Russian and Middle Eastern clients don’t have a problem at all,” Hulme relayed. “Costs are watched carefully

by European clients though.”

Universal Aviation’s Hayward observed lots of belt tightening after the downturn started in 2008. Universal is one of the few flight support companies with its own flight catering company, Air Culinaire, with dedicated kitchens in London, Paris and major U.S. metropolitan hubs. These supply food to aircraft as small as Entry Level jets up to the BusinessLiners, worldwide.

Jetex’s catering point of contact is usually through the flight attendant who meets the caterer and discusses the options.

“The client decides what he wants, which is of course even more important if anyone has special dietary requirements,” Makowska explains.

STAY CONNECTED Connectivity is also a major point to consider. Being able to communicate by telephone

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and email from your business jet is essential.

When chartering a medium- or long-haul flight, passengers should ask about an aircraft’s internet connectivity and the associated costs; coverage area limitations and the sort of connectivity experience to be expected. How is the usage charged? Is it part of the quote, paid for via credit card or an additional charge at the end of the trip?

David Stanley, Director of Satellite Services for ARINC Direct, says the small- to mid-size jet connectivity market is growing quite rapidly. As an Inmarsat Distribution Partner for SwiftBroadband and a Service Provider for ViaSat's Yonder Global Ku-Band service, the company provides wireless internet data, email, messaging and voice to every aircraft class.

In the past, smaller aircraft were limited for connectivity because the antennas were too large and expensive for the airplanes, but with the introduction of the I4-satellite arrangement from Inmarsat, three different antenna-sized solutions were created to fit the different aircraft classes.

“Smaller aircraft can now take advantage of a blade-style antenna that requires minimum space on the fuselage,” Stanley details.

“ARINC Direct currently services just about every corporate aircraft type from Entry Level, all the way up to Airbus ACJ320s. www.AvBuyer.com

Charter management companies have quickly realized that in order to have an advantage over their competition, internet connectivity is a huge differentiator.”

So the message from the experts is clear: it pays to ask the questions to the various parties involved in arranging your trips to ensure you get the best value, productivity and comfort for that all-important next flight aboard a private or chartered jet.

Aircraft Index see Page 4

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Medical Issues Aloft_FinanceSept 18/12/2012 11:15 Page 1

IN-FLIGHT MEDICAL CHECK

Emergency Medicine Aloft Preparation, Flexibility and Training to save a life. by Dave Higdon

he cabin of a high-flying jet exists to house humans when transiting an environment hazardous to their health.

Insufficient atmospheric pressure exists to sustain animal life outside the cruise-altitude turbine-aircraft cabin; the pressure drops continually from sea level all the way up to the edge of space. Exposed to such a low amount of air pressure, we’d slow down and eventually die of hypoxia.

It’s also cold up there! Temperatures plunge into the -40°F and C range. But it can, and does, get colder at –60°. The fuselage, insulation and your aircraft pressurization system keep life sustainable inside the jet cabin, even as those jets ply the Flight Level at high speed between two points.

But the passengers come from all over the

T

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map and from a wide array of activities – from athletic events to zoo exhibits and a little of everything in between. They bring onto the airplane with them much of the world they occupied before boarding – which can include illnesses, bacteriological and viral threat of many types. That, of course, is something that flight crew and fellow passengers alike should be prepared to manage appropriately, should the need arise.

Preparing to handle in-flight medical emergencies should start long before crew are turned lose in the company aircraft.

Indeed, crew should be able to provide backcabin passengers and Flight Attendants with an accurate cabin map detailing the storage location of any and all medical equipment.

If aviation practitioners develop ways to reduce accidents, these also should exist to www.AvBuyer.com

reduce the impact of an in-flight medical emergency should it occur.

TOO BIG TO IGNORE According to various sources, the rate of instances of passengers suffering medical emergencies is relatively small – even among the common air carriers. The occurrence of in-flight medical emergencies is remarkably low, despite the more than 1 billion passengers who annually travel by air worldwide.

(Non-standard reporting makes precise estimates all but impossible.) Nevertheless, the fields of medicine and aviation both recognize that events DO occur, and thus cannot be ignored.

Some in-flight medical emergencies happen without influence from the act of flying while others are often related to falling cabin Aircraft Index see Page 4

Medical Issues Aloft_FinanceSept 18/12/2012 11:17 Page 2

IN-FLIGHT MEDICAL CHECK

shock necessary to restore heartbeat to normal, sinus rhythm.

Instructions for use are generally on the inside of the lid, or on the storage container.

The important part for passengers and crew is knowing if one exists on the aircraft and where it is located.

Corporate aircraft with flight attendants in the cabin have the advantage of the training that a flight attendant must undergo to qualify. Others, such as pilots, can learn techniques for cardiac emergencies at training events such as Bombardier’s annual Safety Standdown in Wichita, as well as through a number of vendors who offer medical-emergency assistance to corporate operators. Any local chapter of the American Red Cross will also offer training in AED use, as well as in qualifying to provide CPR (Cardio Pulmonary Resuscitation), which can also help keep alive a stricken person.

OXYGEN – ANOTHER LIFESAVING TOOL

air pressure and, even rarer, to activity prior to flight. Scuba diving before boarding an airplane, for example, can set up a passenger for pulmonary barotrauma in the form of an asymptomatic intrapulmonary cyst in whom a severe case of cerebral gas embolism develops after take-off.

“The Bends”, as it is called when it occurs in deep-water divers, can occur on an airplane when the diver emerges from the water and boards an airplane that quickly departs and climbs for cruise all the way as the cabin altitude drops, mimicking the phenomenon of the rapid ascent. And pilots have been known to suffer the Bends solely because of rapid climb to high altitudes during record-attempt flights.

In this case two antidotes exist: To climb less rapidly or, for the record-setters like Advertising Enquiries see Page 8

Bruce Bohannon, spending an hour breathing pure oxygen through a pressure mask before engine start, thus purging any nitrogen from the blood stream.

For the corporate crew with a passenger suffering the same symptoms – acute joint and muscle pain from the nitrogen “boiling” out of the blood and creating gas bubbles in the circulation system – recompression is the smartest and safest answer. This occurs simply by descending as quickly as possible.

CARDIAC EVENTS Cardio and pulmonary issues account for far too many deaths in America, and occasionally the precipitating event occurs in-flight.

Commercial carriers today stow an Automatic Electronic Defibrillator (AED) which can, in short order, provide the electric www.AvBuyer.com

Commercial carriers have supplies of emergency oxygen for flight and cabin crew, as well as for medical emergencies. Many corporate aircraft operators also fly with supplemental O2 supplies beyond what’s required for the crew’s emergency needs. The key is, as with the AED, knowing where to find the O2 bottle, and how to use the masks or breathing cannulas supplied.

Here’s one tip widely taught in classes on in-flight emergencies: If available, use a medical breathing mask shaped to fit over mouth and nose at the least, rather than the foamcup style of mask sometimes found included in emergency O2 kits. Identical to the dropdown masks for passengers, the foam cups don’t fit as well and can’t prevent pressure leaks of the O2 flow when pressure exceeds ambient.

Oxygen can prove helpful in a variety of situations, from the obvious – such as heart attack, stroke or asthma attack - to less-obvious situations, such as allergic reactions to foods or medicines that can shrink breathing passages. And it’s important to remember: in general, administering supplement oxygen to ❯ WORLD AIRCRAFT SALES MAGAZINE – January 2013

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IN-FLIGHT MEDICAL CHECK

someone cannot hurt them, whereas too little O2 can. So if a pulse oximeter is available, use it. The device measures oxygen saturation in the blood – and anything below 90 percent is cause for concern.

PASSENGER BRIEFING An acquaintance who owns and flies his own business jet frequently volunteers for a charitable organization that provides flights to treatment locations for people with medical issues. He created, printed and laminated a special briefing card for his charges, and anyone traveling with them. One side of this briefing card covers the same aviation issues we all hear about from flight attendants before every take-off: seatbelt use; depressurization emergencies; and the function of the emergency oxygen equipment.

The opposite side shows, graphically, the location of emergency medical oxygen carriers, as well as which storage cabinet contains the AED with a pulse oximeter, some common medicines, and a first-aid kit.

Every seat has its own copy of the briefing card and the pilot/owner or someone with him makes sure all passengers get their hands on the cards and understand where to find the tools, should they be needed.

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WHEN SELF-HELP ISN’T ENOUGH Of course, not all emergencies in-flight can be resolved with a descent, an O2 bottle, or an aspirin or two. Many illnesses and injuries are the potential maladies that can emerge in-flight. Fortunately, numerous organizations offer in-flight access to real physicians and a network of emergency service providers which crew can access through various communications links.

MedAir offered training in handling inflight emergencies at a number of previous Bombardier Safety Standdown events, and specializes in such training and providing assistance to clients in the midst of such medical crises. It also offers specialized medical kits for carriage aboard aircraft and other modes of travel. These include medications and emergency equipment needed by first responders. (http://www.MedAire.com).

Other organizations offer specialized lift in specially equipped aircraft for people who develop medical issues aloft. Angel Med Flight http://angelmedflight.com and AeroCare http://www.aerocare.com are among these.

who understand they have the latitude to implement action as best they can determine for the emergency. That means managers who won’t be critical or penalizing should a flight deviate far off course to get a stricken crew member or passenger to the closest viable treatment.

Knowing where is best to turn for the situation at hand is what a third-party medical consultant – such as MedAire – can provide.

Of course, reaching out to authorities at the new destination can help by declaring the emergency and imparting the nature of the problems from which the passenger/patient is suffering. But even better, at least for flight departments with the depth and the budget to do so, is seeing that flight and cabin crew receive basic and advanced training in handling medical emergencies, both in-flight and on the ground.

Add in periodic exercises designed to assure that everyone is still up to speed on the storage location and use of emergency medical kits, and there’s no reason why a crew shouldn’t be able to give that stricken passenger an extra shot at surviving.

PREPARATION: IT PAYS TO PLAN

❯ Do you have any questions or opinions on the above

Perhaps the simplest, most-useful preparation a flight crew or corporate flight department can have is a plan, a policy and crew

topic? Get them answered/published in World Aircraft Sales Magazine. Email feedback to: editorial@avbuyer.com

www.AvBuyer.com

Aircraft Index see Page 4

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Safety Matters Jan13_Gil WolinNov06 18/12/2012 10:24 Page 1

SAFETY & CRIMINAL JUSTICE

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WORLD AIRCRAFT SALES MAGAZINE – January 2013

www.AvBuyer.com

Aircraft Index see Page 4

Safety Matters Jan13_Gil WolinNov06 18/12/2012 10:25 Page 2

he air-crash investigation pendulum may, thankfully, be swinging back toward a longheld majority view that accident investigations should be free of the tensions and distortions common to criminal inquiries, absent evidence of willful negligence or a hostile act. In other words, it’s important to recognize that accidents happen; it is important to recognize that just because national code allows the prosecution of someone on criminal charges after an aviation accident occurs doesn’t mean the allowance should be exercised.

Two other factors are essential to recognize, also: • First: exercising the allowance to act on a criminal complaint will probably not yield the same safety knowledge or improvement recommendations that normally emerge from the investigations of independent, non-criminal, air-crash investigators.

• Second: that accidents – even those that are obviously preventable – seldom arise out of overtly criminal acts. They are generally events that no one intended.

T

Criminalizing accident inquiries is irrelevant, immaterial, and counter productive. by Dave Higdon Advertising Enquiries see Page 8

www.AvBuyer.com

Removing any motive to do harm, how can authorities justify prosecution of a pilot or mechanic? People operate these highly complex, very sophisticated machines, and these same people are prone to make mistakes – even repeat mistakes occasionally. It’s human nature. Nonetheless, in the past several years aviation has borne witness to a number of attempts to criminalize aviation accidents.

Thankfully, recent events and outcomes seem to indicate that such thinking is losing ground under a mound of evidence into (a) the effectiveness of the existing system, and (b) a lack of any collaborative partnerships with law enforcement to help make use of investigative materials to actually fix a flaw, or overwrite a mistake.

For the sake of aviation safety at all levels, these criminal investigations should cede ❯ their authority to the NTSB – or other WORLD AIRCRAFT SALES MAGAZINE – January 2013

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SAFETY & CRIMINAL JUSTICE national investigator – until such time the investigations find evidence of a criminal act.

Sometimes adhering to this priority strains the instincts of law enforcement officials – particularly when popular rhetoric erroneously, prematurely, concludes that a crash “could not have been caused by anything else other than an overt act of hostility”, however.

RIGHT AFTER WRONG For decades, safety authorities around the world have focused their post-accident efforts mostly on the finding of facts to assemble an image of what probably transpired – hence the so-called “Probable Cause” findings we get from the efforts of the U.S. National Transportation Safety Board (NTSB).

Findings of fault mattered less than discovering the what, when, where, how and why of an accident sequence – all in the name of correcting problems/flaws in flying machines or pilots with the goal of precluding a repeat scenario. They are predominantly devoid of criminal investigation elements in all but those rare cases in which a hostile act or willful negligence appeared as factors during the investigative.

Throughout modern times (post World War II especially) air-crash investigations were purely civil inquiries, solely focused on finding facts to help avoid repetition of the accident scenario. But a disturbing shift, one nation, one accident at a time has begun to move investigations toward criminal undertakings with profoundly different rules, impact and outcome for improving aviation safety.

More than a decade ago Kenneth P. Quinn, formerly a counselor to the Secretary of Transportation, and later FAA Chief Counsel in the George H.W. Bush administration wrote in Air & Space Smithsonian, “I reject the notion that criminalizing accidents is necessary for deterrence.” Quinn noted then the growing trend of law enforcement officials to inject themselves, unnecessarily, into accident investigation – solely on the basis of instinct or political expediency.

“Absent deliberate sabotage, an aircraft accident should not be criminalized because criminalization of aviation serves no useful purpose,” Quinn wrote. “Unfortunately, the criminal investigation that was so warranted in the terrorist attack on Pan Am (Dec. 21, 1988) has become all too commonplace in today’s investigation of Airline accidents.

Criminal investigations and sanctions in the wake of a major aircraft accident should be reserved for deliberate acts of sabotage. The current criminalization of aviation accidents is not in anyone’s best interest.”

In fact, those investigations introduced into what once were collegial, co-operative efforts the adversarial relationship of prosecution

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WORLD AIRCRAFT SALES MAGAZINE – January 2013

and a withdrawal from the co-operative atmosphere that helped companies reconcile the need to find facts with their instinct, so as to protect themselves from the exposure of damning information.

The Lockerbie, Scotland criminal act ultimately resulted in the capture and successful prosecution of the perpetrator who arranged for the placement of the bomb-laden radio in the cargo compartment of the Pan Am Boeing 747. It took years, however. Years aided in large part by the meticulous efforts of seasoned crash investigators.

It’s with some sense of relief that the aviation community is watching two of the worst examples get stepped back from that perspective, even though the law enforcement agencies involved continue to push for criminal sanctions in aviation accidents.

UPPING THE ANTE… In France, authorities prosecuted a mechanic employed by one Airline for failing to properly install a strip of metal that came loose from the company’s Airliner and, subsequently, was struck by an Air France Concord on takeoff from Paris. The collision sent the metal strip up and into the wing where it ruptured a fuel tank and mortally wounded the supersonic jet. The crash of Air France Flight 4590 on July 25, 2000, killed 100 passengers and nine crew members, plus another four people on the ground.

The strip of metal came from a Continental www.AvBuyer.com

Airlines jet that departed previously, and Houston, Texas was where the work on the Continental jet had occurred. Nonetheless, the French opted to take legal action, and the ensuing prosecution against the airline and the mechanic took years of process, in which neglect was alleged, but no criminal intent.

Late last year an appeals’ court in France reversed the manslaughter conviction against Continental Airlines. The November 29 ruling said that even though Continental mechanics made mistakes in repairing the DC-10, those mistakes were insufficient grounds for putting complete responsibility for the crash on Continental.

Quinn, now general counsel for the Flight Safety Foundation, told AIN Alerts, “We’re very pleased that courts are recognizing that professional human error does not amount to criminal conduct, even where it can lead to catastrophic consequences. The tragedy of this accident and others is only compounded by decades-long efforts to find someone to ‘blame,’ rather than focus on human factors, training and technology to make sure that the tragedy does not re-occur.”

Courts in Brazil also overturned most of the convictions laid on Brazilian air-traffic controllers and American pilots in the case of the mid-air collision of GOL Airlines flight 1907 – a Boeing 737 – and an Embraer Legacy 600 business jet over the Amazon jungle on September 29, 2006. All 154 passengers and ❯ crew aboard the Boeing 737 died when the Aircraft Index see Page 4

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SAFETY & CRIMINAL JUSTICE aircraft broke up in midair and crashed into the rainforest, but the Legacy landed safely with its seven occupants uninjured, despite sustaining serious damage to its left wing and tail.

Authorities arrested, and jailed the two American pilots for several months before they were released on assurances of returning for the trial. Realization is emerging that criminal trials may be necessary in the minds of the nation’s prosecutors, but that those legal actions will never be a contributing factor to improving aviation in the South American nation.

Those enlightened voices spent a week in late November trying to educate and persuade some the country’s judges and prosecutors to accept the mechanism of accident investigations as pre-eminent in the wake of contentious accidents like the 2006 mid-air collision. That week-long course was held in the national capital, Brasilia, to examine benefits and disadvantages of criminalizing aircrash investigations for the attendees (all aviation-safety investigators, federal judges, prosecutors and assorted military officers and lawyers).

Law enforcement authorities in the U.S. went off on a tangent, if you will, in the aftermath of TWA Flight 800 after the Boeing 747 exploded in-flight over Long Island Sound on July 17, 1996.

The FBI asserted its lead into the investigation very early on and effectively usurped the NTSB’s role and ability to function – solely on the basis of a feeling that nothing other than terrorism could have produced such a catastrophic in-flight explosion.

An FBI agent told a reporter two weeks later, “No one can explain what else could have blown up the plane – other than a bomb.

So were here to collect, analyze and protect the evidence that will lead us to the perpetrators – as happened after Pan Am 103.”

The problem was that the FBI and other law enforcement authorities were wholly mistaken that “nothing but a bomb” could have produced the results. As the NTSB eventually concluded, a fuel tank exploded when a heater element ignited fumes in the nearempty tank – a scenario that had befallen other Boeing airliners, but while on the ground.

The FBI action delayed the NTSB’s ability to proceed for months, and confused the records of the debris field and where parts were found as the investigators worked, painstakingly, to reconstruct the shattered fuselage.

OPENNESS AND COOPERATION Criminalizing air-crash investigation is not only a bad idea for all but the most-heinous examples of human oversight or intentional

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WORLD AIRCRAFT SALES MAGAZINE – January 2013

...the fear of a prosecutor seizing on an otherwise innocent mistake as a criminal act drives the entire process back to wholly adversarial... acts against aircraft safety, it’s counter-productive. There’s widespread consensus within aviation that no safety advances came from the two criminal investigations into these two accidents.

Instead of a cooperative, no-holds-barred sharing of data among the parties, criminalizing drives the parties in the opposite direction. The parties must retain lawyers to help them deal with the inquiries, records requests and interrogations; the fear of a prosecutor seizing on an otherwise innocent mistake as a criminal act drives the entire process back to wholly adversarial with protecting one’s back taking precedent over honest, unprotected fact-finding. And even when the investigation is free of the threat of criminal prosecution, challenges remain to the unfettered flow of information in investigations. Capt. Kevin Hiatt, COO, Flight Safety Foundation, spoke in December to the International Civil Aviation Organization's (ICAOs) Safety Information Protection (SIP) Task Force about the importance of protecting safety data during investigations.

“The safety of the traveling public depends on encouraging a climate of cooperation following accidents and significant events,” Hiatt said. “Over-zealous prosecutions would threaten sources of information and jeopardize safety.” www.AvBuyer.com

Hiatt outlined the history of the Foundation's involvement in this issue as well as recent news. “The Foundation recently signed a Memorandum of Cooperation with ICAO, which will help facilitate more information-sharing globally among westernized and non-westernized states. This joint effort will breathe some life into information sharing, and we will need binding laws and standards in order to gain the most benefit from that information.”

The ICAO SIP Task Force coordinated the listening session in order to allow all interested parties on this issue to present their views for consideration during the final phase of the Task Force's work. It seems that a consensus within aviation circles continues to hold a preference for free, unfettered investigations – with criminal prosecutions spinning off safety investigations, not the other way around.

It’s up to aviation proponents to press this message forward with our national political and law enforcement authorities. Otherwise, aviation faces the very real threat of aviation investigations losing the very basis for findings that have for decades driven improvements in aircraft, hardware and pilot training.

Jailing a pilot or mechanic for a very human mistake is not a preferable alternative to learning how to prevent the repetition of that mistake.

Aircraft Index see Page 4

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17/12/12

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MarketIndicators NEWDec12_Layout 1 18/12/2012 16:38 Page 1

Market Indicators JETNET View

For Sale inventories continue to decline: • Business jets for sale were at 13.5% (down -0.3% from 13.8%); • Business turboprops for sale were at 8.5% (down -1.3% from 9.8%); • Turbine helicopters for sale were at 6.2% (down -0.5% from 6.7%); • Piston helicopters for sale were at 6.0% (down -0.3% from 6.3%).

Full Sale Transactions had mixed results: • Business jets were up +7.6%; • Business turboprops were down -3.3%; • Both turbine (-7.2%) and piston (-7.7%) helicopters were down.

Average Asking Prices show mixed results: • Business jets (+5.5%) and turbine helicopters (+12.8%) increased; • Business turboprops (-3.7%) and piston helicopters (-2.2%) decreased.

Average Days on Market - High levels: • All market sectors were on the market for at least one year on average before a sale, except business turboprops (342 days).

•

•

All market sectors have shown increases in average days on market YTD through October, except business jets which took exactly one year (365 days). The YTD October 2011 average days on market was also 365 days, so there was no change.

Piston helicopters took more than a month (41 days) longer to sell than a year ago.

While the pre-owned market continues to show improvement, all market metrics have been slow to recover, though are much improved compared to the lows recorded over the past three years.

The Compounded Annual Growth Rate (CAGR) has averaged 12.2%, reflective of the great strides that have taken place in the pre-owned business jet market full-sale transactions from YTD October 2009 to YTD October 2012. A strong

recovery of the pre-owned business jet market full-sale transactions is underway in 2012 and should result in a new record peak activity, surpassing that last seen in 2007.

Business jets are on a positive pace in 2012 with +7.6% growth YTD in pre-owned sales transactions, and a +5.5% increase in average asking price compared to the same period in 2011. However, other market sectors are not showing similar results.

.

▼

JETNET has released October 2012 and yearto-date (YTD) 2012 results for the pre-owned business jet, business turboprop and helicopter markets. Highlighted in the table are key worldwide trends across all pre-owned aircraft market sectors comparing October 2012 to October 2011 as well as YTD numbers. The fleet For Sale percentages for all market sectors were down in the October comparisons.

WORLDWIDE TRENDS Business Aircraft

OCT0BER

Helicopters

Jets

Turbos

Turbine

Piston

For Sale

2,541

1,172

1,163

562

Fleet % For Sale 2012

13.5%

8.5%

6.2%

6.0%

Fleet % For Sale 2011

13.8%

9.8%

6.7%

6.3%

% Change For Sale

(-0.3)pt

(-1.3)pt

(-0.5)pt

(-0.3)pt

January to October 2012 Full Sale Transactions

1,818

1,113

1,024

784

Avg. Days on Market

365

342

420

352

$1.290

$1.442

$233

Avg. Asking Price - $USD M $4.620

YTD January to October 2012 vs 2011 Change - Transactions Change - Days on Market Change - Asking Price

7.6%

-3.3%

-7.2%

-7.7%

0

19

13

41

5.5%

-3.7%

12.8%

-2.2%

/ More from www.jetnet.com

Market Indicators - January 2013

continued on page 108

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Aircraft Index see Page 4

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Market Indicators

ARGUS View TRAQPak data shows that November 2012 flight activity levels decreased from October, finishing the month down -6.3% overall.

The results by operational category were down for all three categories (led by fractional activity, down -8.0%). Part 91 and Part 135 flight activity were down -7.8% and 2.9% respectively.

Aircraft category results followed the path of the operational categories and finished down across the board. Turboprop flight activity saw the biggest month-overmonth decline, finishing down -9.9%.

Mid-size cabin aircraft finished down -4.6%, followed by large and small cabin aircraft which finished down -4.3% and -4.2% respectively. Looking at individual market segments the fractional turboprop segments posted a -31.7% month-over-month decrease*, while the Part 135 large cabin segment posted a +3.9% month-over-month increase.

Reviewing year-over-year activity (November 2012 vs. November 2011), TRAQPak data indicates an overall decrease of -2.3%. Results by operational category weren’t all negative for the period, however, with Part 135 activity posting a positive year-over-year increase of +5.6%. The Part 91

Business Aircraft Activity TRAQPak

Part 91 Part 135 Fractional All and fractional markets posted year-over-year Turbo Prop -7.5% -31.7% -9.9% -9.0% decreases of -3.6% and Small Cabin Jet -4.2% -1.0% -3.9% -6.1% -12.2% respectively.

Looking at activity Mid-Size Cabin Jet -4.6% -1.6% -3.1% -7.5% by aircraft category; Large Cabin Jet -4.3% 3.9% -6.7% -7.5% only the small cabin All Aircraft Combined -6.3% -2.9% sector finished the -8.0% -7.8% timeframe on the Source: TRAQPak © 2012 ARGUS International, Inc +1 513.852.1010 positive side, up +2.0% year-over-year.

Business Aircraft Activity The turboprop market November 2012 vs. November 2011 TRAQPak saw the biggest yearPart 91 Part 135 Fractional All over-year decline, finishing down -7.1%.

Turbo Prop -7.1% 0.1% -40.6% -6.6% Large and mid-size Small Cabin Jet 2.0% 11.0% -3.8% -1.8% cabin aircraft finished Mid-Size Cabin Jet -0.8% down -0.3% and -0.8% 7.0% -7.4% -0.9% respectively. Looking Large Cabin Jet -0.3% 7.5% -5.7% -2.7% at individual market All Aircraft Combined -2.3% 5.6% -12.2% -3.6% segments the Part 135 Source: TRAQPak © 2012 ARGUS International, Inc +1 513.852.1010 small cabin market posted the largest year-over-year increase, up +11.0%, provider) which occurred in late October and did while the fractional turboprop market not resume activity until mid-November negashowed the largest decline down -40.6%*. tively impacted flight activity in the fractional *The temporary shutdown of Avantair’s flight turboprop market segment. operation (Piaggio Avanti fractional aircraft

Market Indicators - January 2013

Foley View NETJETS VS VISTAJET: WHOSE MODEL WILL PREVAIL? In 2011 NetJets, a Berkshire Hathaway company, placed a record-breaking $7.3 billion order for high-end business jets. Now that record has been nudged upward by a $7.8 billion order last month from VistaJet, a UKbased entity, for a top-end, all-Bombardier fleet. These huge dollar figures, more typical of the airline world than General Aviation, would make headlines for their size alone. But what’s even more significant is that these buyers have staked their fortunes on two fundamentally different, and at times competing, business models. Whose solution will prevail?

NetJets made its mark by developing the fractional business model back in 1986. It works rather like a condo timeshare: clients buy a “fraction” of an aircraft in the NetJets fleet and then pay hourly and monthly fees for the company to crew, fly and maintain it; clients owning larger shares can fly more

/ More from www.argus.aero

hours. NetJets makes upfront money by buying in bulk from business jet manufacturers at a discount, and then selling the fractions at full retail.

Historically, both NetJets and other fractional providers (which tend to follow the same basic operating formula) found it challenging to make money operating the aircraft once their fractional shares were sold. But recent changes in fee structures and operational efficiencies have been turning the tide on that.

According to AMSTAT, NetJets now has a fleet of 392 aircraft and a commanding 67% share of the US fractional jet market.

VistaJet is betting an equivalent fortune on the charter business model, a completely different and often competing approach to fractionals. For the end-user, it's as easy as calling a limo service to go from Point A to Point B. Costs are based on flying time alone, with none of the up-front capital that fractional entails, but the hourly rates can be quite high.

Clients typically buy blocks of charter hours in 25, 50 or even 100 hour increments.

Obviously both NetJets and VistaJet are confident enough in their respective business

WORLD AIRCRAFT SALES MAGAZINE – January 2013

models to risk billions on them, but how can that be? After all, these models are not just different, but competing and in a certain sense even contradictory. Perhaps the market wants enough variety to leave room for both. But industry consultant Brian Foley lofts the notion that worldwide market forces will gradually compel providers to meet in the middle with a hybrid charter-fractional model - or “chactional”, as he calls it.

“For right now, fractional and charter are both solid business models," Foley said. "But to enable future growth, both will inevitably adapt and evolve. In my view this means moving toward each other - particularly as they tailor their offerings to suit varying regional needs and tastes throughout the world. Just to choose one business model or the other won't ensure success, and the same solutions may not work everywhere. That's why branding is so vitally important. NetJets and VistaJet have taken different approaches but have similarly recognized a need for private air travel that is both worldwide in scope and under the auspices of their respected brands." / More from www.brifo.com

Market Indicators - January 2013 108

November 2012 vs. October 2012

www.AvBuyer.com

Aircraft Index see Page 4

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COMMUNICATIONS & EXHIBITIONS (P) LTD.

BusAviationNewsJan12_Layout 1 18/12/2012 15:01 Page 1

BizAv Round-Up Bombardier has delivered NetJets’ first Signature Series Global 6000 jet at a special ceremony in Montréal. NetJets Chairman and CEO Jordan Hansell added “This is the first all-new aircraft of the 670 we have on order.

We have been successful in selling all the shares in this Global 6000 aircraft and we are excited about taking delivery because it kicks off the overall renewal of our fleet, beginning now. / More from www.bombardier.com

Dassault introduced the Falcon 2000LXS offering a reduction in Vref speed to 107 knots; a 4,675-foot takeoff distance; and 2,300 feet for landing. Sticker price is expected to be $32.8 million. Certification is expected in 2014 when it will replace the 2000LX. Dassault says the first year of production is already sold out. / More from www.dassaultfalcon.com

Embraer Executive Jets has expanded its customer service and support solutions by launching the new Embraer Executive Care (EEC) Engine Add-On option that will offer a nose-to-tail maintenance solution for Phenom jets, complementing the EEC and the Eagle Service Plan programs. The new EEC Engine Add-On option helps Phenom 100/300 operators to streamline and simplify invoice and payment processes, addressing one of the customers’ main concerns.

And Embraer’s new generation of business jets was introduced recently when the Legacy 500 made a successful first flight, marking the beginning of its flight test program. Deliveries of the first aircraft are expected to begin in 2014. / More from www.EmbraerExecutiveJets.com

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WORLD AIRCRAFT SALES MAGAZINE – January 2013

BIZJET CABINS VISUALIZED & CUSTOMIZED The Jet Business continues to improve its customer-driven experience with the launch of a new cabin interiors app. The Jet Business team has developed this cutting edge app, the first in the industry where clients can visualize a variety of business jet cabins in a full-size replication.

Clients can experiment with a full 3D interior view of a wide variety of business jet cabins at the company’s London showroom, and they can enjoy this value added service at no additional cost.

The original sales app features comparative graphic images and full size 1:1 cabin cross sections of the jets, and this interiors app goes even further. It allows potential purchasers to change the style of aircraft seats, cabinetry veneers and soft furnishings in a virtual life-size representation of the cabin. The easy to navigate proprietary software stores information on a range of aircraft. It can change fabrics, carpets, woods,

cabinetry, veneers, finishes and upholstery in a few simple clicks. The Jet Business team will work with material suppliers to ensure it has the most current digital and physical samples in its selection choices.

The Jet Business is launching this app in direct response to client demand. “With a wide range of options now available in interior furnishings and the great

Middle East Business Aviation Association (MEBAA) and GAMA announced a joint initiative to work together to further promote and develop Business Aviation in the Middle East and North Africa (MENA) region. “Our two associations share a strong sense of purpose and have decided to work together more closely. The Middle East and North Africa region is of growing importance for Business Aviation, and we want to ensure it develops to its full potential,” said GAMA President and CEO, Pete Bunce. “It is www.AvBuyer.com

leaps in technology and digital imagery, we are very pleased to help clients create personalized interiors which reflect their lifestyle and tastes. Up to now, the process has been very different for clients to immediately visualize their choices only using swatch materials,” Steve Varsano, founder, The Jet Business stated. / More information from www.thejetbusiness.com

important we combine our efforts to ensure Business Aviation is treated fairly, with proportional rules implemented across the region. I am looking forward to working closely together on this new initiative with our friends at MEBAA, given their vital role representing the Business Aviation operators’ community in this important part of the world.”

And speaking to members of the Middle East Business Aviation Association (MEBAA) at the recent MEBA Show, chairman Ali Ahmed Al Naqbi said he was open to moving Aircraft Index see Page 4

▼

NEWS IN BRIEF

01.13

AIC August 23/10/2012 11:03 Page 1

BusAviationNewsJan12_Layout 1 18/12/2012 15:04 Page 2

2

BizAv Round-Up the biennial event to other parts of the region, and possibly holding it every year. MEBAA will launch a one-off "mini-MEBA" regional version of the show in Morocco next year, and is also holding discussions with authorities in Saudi Arabia and Lebanon about hosting similar events. / More from www.gama.aero and www.mebaa.com

NARA (National Aircraft Resale Association) recently announced that six Broker/Dealers have been accepted into membership, including: • Axis Aviation Group, Inc., of Sacramento, Calif. (www.axisjet.com) • Embraer Executive Aircraft of Melbourne, Fla. (www.embraerexecutivejets.com) • Jetcraft Corp. of Raleigh, N.C. (www.jetcraft.com)

• Mente Group, LLC, of Addison, Texas (www.mentegroup,com)

• Sojourn Aviation of Scottsdale, Ariz. (www.sojournaviation.com)

• Wetzel Aviation, Inc., of Englewood, Colo. (www.wetzelaviation.com).

NARA is a professional trade association of businesses organized to promote the growth and public understanding of the aircraft resale industry. / More from www.nara-dealers.com

Viation signed an exclusive agreement with

/ More from www.viation.com

▼

PrivatAir of Switzerland to become its broker for business aircraft transactions worldwide.

The deal was signed between Patrick McHaffey, Viation Managing Director and Greg Thomas, CEO and Chairman of PrivatAir. Viation, headquartered in the Cayman Islands, with offices at London, Farnborough UK, Los Angeles and Dubai, will support the Genevabased charter and management company which serves blue chip clients in the medium to large jet business aircraft sector globally.

The agreement will focus primarily on super mid-sized jets and upwards.

(L-R): ROLF SMITH, SALES DIRECTOR, VIATION USA - PAT MCHAFFEY, MD, VIATION UK – GREG THOMAS, CEO, PRIVATAIR - CHRISTIAN HATJE, VP BUSINESS AVIATION, PRIVATAIR - NICK MCHAFFEY, UAE DIRECTOR, VIATION.

112

WORLD AIRCRAFT SALES MAGAZINE – January 2013

NEW AIRCRAFT EVALUATION TOOL DEVELOPED Asset Insight, Inc. announced its revolutionary system enabling buyers, sellers, financial services companies and other entities to accurately evaluate an aircraft’s maintenance condition to allow for better-informed buying and financing decisions.

“Our goal is to create, for the first time, an industry standard that could be used to objectively analyze and grade the maintenance condition of any aircraft and then compare it to any other aircraft,” said Tony Kioussis, President of Asset Insight. “The Asset Grading System Process (AGSP) does just that. It creates an Asset Insight Index (AI2) value for virtually any make, model and vintage aircraft flying today, a value that scores the current and required maintenance and accrued cost on an objective continuum.”

The AGSP is based on patented algorithms analyzing current age, the hours and cycles on an aircraft’s Major Sectors – airframe, engine(s), propeller(s), APU, paint, and interior – as well as the

www.AvBuyer.com

ity accrued with respect to future scheduled and unscheduled maintenance events – to its owner and/or financial services company.

This Asset Insight Index is comprised of the • Objectively analyzing following three elements: and grading an • An Asset Technical aircraft’s maintenance Condition Score (ATC condition relative to the Score) that measures manufacturer’s the aircraft’s mainteapproved maintenance nance status relative to program. its Optimal Mainte• Comparing any aircraft nance Condition. to another aircraft • An Asset Financial listed for sale.

Condition Score (ATFC • Proving and, if desired, Score) that measures improving an aircraft’s the aircraft’s financial technical rating by adrating relative to its dressing Major Sector Optimal Maintenance deficiencies.

Condition.

• Helping to justify an asking or offer price for • An Asset Technical Financial Exposure an aircraft.

Value (ATFE Value) that measures the aircraft’s The AGSP provides a financial exposure uniform methodology to based on its Maintedetermine which aircraft nance Condition (the should receive a better financial liability Maintenance Condition accrued with respect to rating: the older model future scheduled mainwith lower hours or the tenance events versus younger model with the estimated maxihigher hours. Additionmum cost of future ally, the AGSP provides scheduled maintean objective measure as nance). to which aircraft poses the greatest Financial Ex/ More information from posure going forward – that is, the financial liabil- www.assetinsightinc.com cost to repair or replace parts with no defined life.

The AGSP provides the ability to optimize the asset’s overall financial performance by:

Aircraft Index see Page 4

EHS August 21/08/2012 12:20 Page 1

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3

BizAv Arrivals & Events

Neil Book

Charles Edelstenne

Phil Jordan

Scott McDonald

Howard Povey

A.L. Ueltschi

Allan Stanton

Neil Book - Has been named president and CEO at Jet Support Services, Inc. (JSSI), and Louis C. Seno will serve as chairman emeritus and special advisor to the board of directors. Robert H. Book will act as chairman of the board and industry veteran Bryan Moss and Joe DaGrosa will both serve as vice chairmen of the board. Susan Marr continues as a member of the

west region, and an Authorized Service Center for Pratt & Whitney.

board, general counsel and chief administrative officer of JSSI, as well as chief executive officer of Aviation Insurance Corporation, an affiliate of JSSI.

Julien Nargeot - Has been promoted by Dassault to the newly created position of sales manager at its Dubai regional sales office.

Scott McDonald - Has joined West Star Aviation as director of sales. Most recently, he held the position of director of sales for Gulfstream Product Support.

Howard Povey - Has been appointed sales director of JETabilMarkus Bucher - Has been elected as the new CEO and chairman of the executive board of Pilatus Aircraft Ltd. He takes over from Oscar J. Schwenk, who will remain as chairman of the board.

Charles Edelstenne - Long-standing chairman and CEO at Dassault Aviation is due to retire this month after more than fifty years with the company. His retirement, which coincides with his 75th birthday, has been planned for some time and is in accordance with company statutes. His successor will likely have been named before you read this announcement.

Samuel Hill - Is the new Quest Aircraft CEO. Hill has more than 40 years of aviation experience, most recently with Honda Aircraft, from which he retired earlier this year. Before joining Honda, he spent 10 years with Embraer Aircraft in key leadership positions, including president and vice chairman, and was responsible for starting Embraer’s corporate aircraft division.

J. Philip Jordan - Has been recently appointed managing director for Tempus Aircraft Sales & Service, LLC, an Authorized Sales and Service Center for Pilatus Aircraft and Piper Aircraft in the mid-

ity, the newly created Aircraft Sales and Brokerage division, part of the Business Aviation arm of the Marshall Aerospace Group. Based at its Cambridge Airport, UK headquarters, the new business will focus initially on acquiring and selling pre-owned business jets and turboprops. Povey will report to Managing Director of Marshall Business Aviation (MBA) and Marshall Executive Aviation (MEA), Steve Jones.

Allan Stanton - Based in Dubai, is now regional vice president for International sales in the Middle East on behalf of Gulfstream.

Prior to joining Gulfstream, Stanton served for seven years as a regional sales director for Hawker Beechcraft in the Middle East, Africa and Turkey. He reports to Trevor Esling, regional senior vice president, International Sales, for Europe, the Middle East and Africa.

Rick Teel - Has joined Leading Edge Aviation Solutions, LLC as vice president aircraft sales. Teel will be based in Chicago, focusing on aircraft sales and acquisitions in the Midwest.

A.L. Ueltschi - Founder of FlightSafety International, passed away peacefully at his home in Vero Beach, Florida recently. He was 95.

BizAv Events 2013 U.S. SPORT AVIATION EXPO AIRCRAFT INTERIORS MIDDLE EAST (AIME) NBAA: AIRCRAFT REGISTRATION CONFERENCE NBAA: LEADERSHIP CONFERENCE INDIAN BUSINESS AVIATION EXPO AVIONICS EUROPE AUSTRALIAN INT’L AIRSHOW – AVALON NBAA: BUSINESS AVIATION REG FORUM OPPORTUNITIES IN BUSINESS JETS HAI HELI-EXPO NBAA: INTERNATIONAL OPERATORS CONF ABU DHABI AIR EXPO INT’L GENERAL AVIATION INDIA

Jan 17 – 20 Jan 22 – 23 Feb 7 – 8 Feb 12 – 13 Feb 19 – 20 Feb 20 - 21 Feb 26 – Mar 3 Feb 28 Mar 4 Mar 4 - 7 Mar 4 – 7 Mar 5 - 7 Mar 7 - 10

Events in RED indicate Business Aviation related.

114

WORLD AIRCRAFT SALES MAGAZINE – January 2013

Sebring, FL, USA

/ www.sport-aviation-expo.com

Dubai World Trade Centre, UAE

/ www.aime.aero

Bonita Springs, FL, USA Austin, TX, USA Delhi, India

/ www.nbaa.org

Munich, Germany Geelong, Victoria, Australia Long Beach, CA, USA Malta Las Vegas, NV, USA San Diego, CA, USA Abu Dhabi, UAE Ahmedabad, India

/ www.nbaa.org / www.miuevents.com / www.avionics-event.com / www.airshow.net.au / www.nbaa.org / www.quaynote.com / www.rotor.com/heliexpo / www.nbaa.org / www.adairexpo.com / www.biztradeshows.com

If you would like your event included in our calendar email: sean@avbuyer.com

www.AvBuyer.com

Aircraft Index see Page 4

Wentworth January 19/12/2012 16:18 Page 1

B B

ETTER THAN A

BBJ3!

B O E I N G 7 5 7 -200 Exec s/n 24923

12% larger than a BBJ3, with 30+% more range potential. 25% faster climb to a 5000-ft. higher ceiling. Save $75M or so and consider this BBJ alternative: the lowest timed 757 in the world!

Recent C, 7220H/ 2554 C, Rolls Royce Engines, Winglets, Forward Airstair, 40-Passenger Interior, Exceptional Flight Department, Prestigious pedigree

OEING

S27-200 S/N 22825

O UTRIGHT SALE, L EASE,

OR

L EASE/ P URCHASE.

Super 27 Valsan –217 modification. Only 5500 Hours / 3300 Cycles since new, Winglets, Recent C Inspection and Landing Gear Overhaul, MSG-3 maintenance upgrade, Boeing Aux Tanks, VIP SNEW. Beautiful new exterior and interior designed by prominent South African Designer in 2008.

T RADES CONSIDERED.

C

ITATION

ENCORE S/N 579

R EPLACEMENT AIRCRAFT W ANTS IT SOLD!

ON THE WAY.

OWNER

One of the lowest timed Encores on the market with only 1338 Hours/ 681 Cycles, Universal UNS-1Csp with GPS, Center Club Interior, TCAS-II, Freon, Hangared since new.

F

ALCON WITH

900EX S/N 91

W I NG L E T S!

Millions of dollars spent at Duncan Aviation in 2012 on avionic and cosmetic upgrades including full new designer interior, beautiful new paint scheme, Primus Elite Upgrade with EVS 1500, Winglets, Aviator Swift Broadband, and Much, Much More.

ACSpecs IntroJan13_AC Specs Intronov06 19/12/2012 11:54 Page 1

AIRCRAFT SPECIFICATIONS: LARGE CABIN JETS

FEBRUARY ISSUE: Medium Jets MARCH ISSUE: Light Jets APRIL ISSUE: Turboprops

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 Large Cabin Jets – appears opposite, to be followed by Medium Jets next month.

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

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

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

116

WORLD AIRCRAFT SALES MAGAZINE – January 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

BO MB AR DIE RC HA LLE NG ER BO MB 601 AR -3R DIE RC HA LLE NG ER BO 60 MB 4 AR DIE RC HA LLE NG BO ER MB 60 AR 5 DIE RG LO BA L5 00 BO 0 MB AR DIE RG LO BA LE XP RE BO SS MB AR DIE RG LO BA LE XP BO RE MB SS AR XR DIE S RG LO BA L6 00 DA 0 SSA UL TF AL CO N2 00 0

AircraftPer&SpecJan13_PerfspecDecember06 19/12/2012 11:59 Page 1

LARGE CABIN JETS $4,189.04

$3,708.80

$3,487.24

$5,175.90

$5,391.20

$5,364.12

$5,224.28

$3,840.21

CABIN HEIGHT FT.

6.1

6.08

6.08

6.25

6.25

6.25

6.25

6.2

CABIN WIDTH FT.

8.2

8.17

8.17

8.17

8.17

8.17

8.17

7.7

CABIN LENGTH FT.

28.3

28.4

28.4

42.47

48.35

48.35

48.35

31

CABIN VOLUME CU.FT.

1035

1150

1150

2022

2140

2140

2140

1024

DOOR HEIGHT FT.

5.83

5.83

5.83

6.17

6.16

6.17

6.17

5.6

DOOR WIDTH FT.

3

3.08

3.08

3

3

3

3

2.6

BAGGAGE VOL. INT. CU.FT.

115

115

115

195

190

195

195

134

BAGGAGE VOL. EXT. CU.FT.

-

-

-

-

-

-

-

-

CREW #

2

2

2

2

2

2

2

2

SEATS - EXECUTIVE #

9

9

9

13

13

13

13

8

MTOW LBS

45100

48200

48200

92500

95000

98000

99500

35800

MLW LBS

36000

38000

38000

78600

78600

78600

78600

33000

B.O.W. W/CREW LBS

26250

27100

27150

50861

50300

51200

52230

22750

USEABLE FUEL LBS

17635

19850

19852

38959

43158

44642

44716

12155

PAYLOAD WITH FULL FUEL LBS

1365

1263

1298

2930

1792

2408

2804

1095

MAX. PAYLOAD LBS

4750

4815

4850

7139

5700

4800

5770

5910

RANGE - SEATS FULL N.M.

3380

3824

3834

5200

5940

6055

5890

2975

MAX. RANGE N.M.

3590

4119

4123

5350

6125

6226

6080

3130

BALANCED FIELD LENGTH FT.

6500

5765

5840

5540

6170

6170

6476

5440

LANDING DIST. (FACTORED) FT.

4500

3833

3833

3667

3667

3667

3667

4333

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

4259

4345

4345

3450

3450

3300

3300

3730

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

1207

680

581

704

522

474

474

377

MAX. CRUISE SPEED KTAS

459

488

488

511

505

511

511

475

NORMAL CRUISE SPEED KTAS

443

459

459

488

488

488

488

459

L/RANGE CRUISE SPEED KTAS

425

425

425

471

459

471

471

430

2

2

2

2

2

2

2

2

CF34-3A1

CF34-3B

CF34-3B

VARIABLE COST PER HOUR $

ENGINES # ENGINE MODEL

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

U

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 – January 2013

117

90 0D X

90 0C

DA SSA UL TF AL CO N

90 0B

DA SSA UL TF AL CO N

20 00 S

DA SSA UL TF AL CO N

20 00 LX

DA SSA UL TF AL CO N

DA SSA UL TF AL CO N

20 00 EX

DA SSA UL TF AL CO N

DA SSA UL TF AL CO N

DA SSA UL TF AL CO N

20 00 DX

AIRCRAFT SPECIFICATIONS

20 00 EX EA Sy

AircraftPer&SpecJan13_PerfspecDecember06 19/12/2012 14:15 Page 2

LARGE CABIN JETS $3,251.99

$3,401.42

$3,274.97

$3,229.59

$3,228.31

$4,100.56

$3,891.50

$3,611.75

CABIN HEIGHT FT.

6.2

6.2

6.2

6.2

6.2

6.2

6.2

6.2

CABIN WIDTH FT.

7.7

7.7

7.7

7.7

7.7

7.7

7.7

7.7

CABIN LENGTH FT.

31

31

31

31

31

33.2

33.2

33.2

1024

1024

1024

1024

1024

1264

1264

1264

DOOR HEIGHT FT.

5.6

5.6

5.6

5.6

5.6

5.7

5.7

5.6

DOOR WIDTH FT.

2.6

2.6

2.6

2.6

2.6

2.7

2.7

2.6

BAGGAGE VOL. INT. CU.FT.

131

131

131

131

131

127

127

127

BAGGAGE VOL. EXT. CU.FT.

-

-

-

-

-

-

-

-

CREW #

2

2

2

2

2

2

2

2

SEATS - EXECUTIVE #

8

8

8

8

8

12

12

12

MTOW LBS

41000

42200

42200

42200

41000

45500

45500

46700

MLW LBS

39300

39300

39300

39300

39300

42000

42000

42200

B.O.W. W/CREW LBS

23190

23190

23190

24440

24750

25275

25275

25800

USEABLE FUEL LBS

14600

16660

16660

16660

14600

19165

19165

18830

PAYLOAD WITH FULL FUEL LBS

3410

2550

2550

1300

1850

1260

1260

2270

MAX. PAYLOAD LBS

6510

6510

6510

5260

4950

2945

2945

5064

RANGE - SEATS FULL N.M.

3335

3915

3915

4125

3658

3450

3450

4100

MAX. RANGE N.M.

3440

4045

4045

4255

3681

4080

4080

4290

BALANCED FIELD LENGTH FT.

5300

5585

5585

5850

4652

5144

5144

4890

LANDING DIST. (FACTORED) FT.

4333

4333

4333

4450

4450

3633

3633

3633

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

4575

4375

4375

4350

4350

3755

3755

3880

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

490

490

490

490

490

645

645

796

MAX. CRUISE SPEED KTAS

482

482

482

482

482

500

500

482

NORMAL CRUISE SPEED KTAS

459

459

459

459

459

466

466

459

L/RANGE CRUISE SPEED KTAS

442

442

442

442

442

428

428

430

2

2

2

2

2

3

3

3

PW308C

PW308C

PW308C

PW308C

PW308C

TFE 7315BR-1C

TFE 7315BR-1C

TFE 731-60

VARIABLE COST PER HOUR $

CABIN VOLUME CU.FT.

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.

118

WORLD AIRCRAFT SALES MAGAZINE – January 2013

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Aircraft Index see Page 4

GI VS P

GU LFS TRE AM

LEG AC Y6 50

EM BR AE R

LEG AC Y6 00

EM BR AE R

13 5S HU TTL E

7X

EM BR AE R

90 0LX

DA SSA UL TF AL CO N

90 0E XE AS y

DA SSA UL TF AL CO N

DA SSA UL TF AL CO N

DA SSA UL TF AL CO N

90 0E X

AircraftPer&SpecJan13_PerfspecDecember06 19/12/2012 12:00 Page 3

LARGE CABIN JETS $3,760.66

$3,641.67

$3,634.10

$3,946.55

$3,609.01

$3,646.22

$3,678.05

$4,989.88

CABIN HEIGHT FT.

6.2

6.2

6.2

6.2

6

6

6

6.2

CABIN WIDTH FT.

7.7

7.7

7.7

7.7

6.9

6.9

6.9

7.3

CABIN LENGTH FT.

33.2

33.2

33.2

39.1

42.4

49.8

49.8

45.1

CABIN VOLUME CU.FT.

1264

1264

1264

1552

1410

1650

1650

1525

DOOR HEIGHT FT.

5.6

5.6

5.6

5.6

5.8

5.6

5.6

5

DOOR WIDTH FT.

2.6

2.6

2.6

2.6

2.5

2.5

2.5

3

BAGGAGE VOL. INT. CU.FT.

127

127

127

140

42

286

286

169

BAGGAGE VOL. EXT. CU.FT.

-

-

-

-

325

-

-

-

CREW #

2

2

2

2

2

2

2

2

SEATS - EXECUTIVE #

12

12

12

12

16

13

13

13

MTOW LBS

48300

49000

49000

69200

44092

49604

53572

74600

MLW LBS

44500

44500

44500

62400

40785

40785

44092

66000

B.O.W. W/CREW LBS

24700

24700

26400

35600

25829

30081

31217

43700

USEABLE FUEL LBS

21000

21000

21000

31940

11321

18170

20600

29281

PAYLOAD WITH FULL FUEL LBS

2800

3500

1800

1660

7162

1507

1910

2019

MAX. PAYLOAD LBS

6164

6164

4464

5400

9445

5193

4939

5300

RANGE - SEATS FULL N.M.

4500

4500

4800

5950

1866

3090

3642

3880

MAX. RANGE N.M.

4725

4725

5000

6065

2034

3490

3964

4166

BALANCED FIELD LENGTH FT.

5215

5215

5215

5505

4741

5887

6028

5700

LANDING DIST. (FACTORED) FT.

3750

3750

3833

3583

3417

3844

3912

4458

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

3880

3880

3880

-

2923

3040

3062

3640

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

755

703

703

-

577

777

808

701

MAX. CRUISE SPEED KTAS

482

482

482

-

447

455

459

500

NORMAL CRUISE SPEED KTAS

459

459

459

488

447

455

459

476

L/RANGE CRUISE SPEED KTAS

430

430

430

459

400

424

425

445

3

3

3

3

2

2

2

2

TFE 731-60

TFE 731-60

TFE 731-60

PW307A

AE 3007A1/3

AE 3007A1E

AE 3007A2

TAY 611-8

VARIABLE COST PER HOUR $

ENGINES # ENGINE MODEL

U

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 – January 2013

119

AircraftPer&SpecJan13_PerfspecDecember06 19/12/2012 12:01 Page 4

G6 50 GU LFS TRE AM

G5 50 GU LFS TRE AM

GU LFS TRE AM

G5 00

G4 50 GU LFS TRE AM

G4 00 GU LFS TRE AM

G3 50 GU LFS TRE AM

GU LFS TRE AM

GU LFS TRE AM

GV

G3 00

AIRCRAFT SPECIFICATIONS

LARGE CABIN JETS $5,315.26

$4,822.56

$4,715.51

$4,825.33

$4,728.89

$4,682.66

$4,707.56

$5,268.88

CABIN HEIGHT FT.

6.2

6.2

6.2

6.2

6.2

6.2

6.2

6.4

CABIN WIDTH FT.

7.3

7.3

7.3

7.3

7.3

7.3

7.3

8.5

CABIN LENGTH FT.

50.1

45.1

45.1

45.1

45.1

50.1

50.1

53.6

CABIN VOLUME CU.FT.

1669

1525

1525

1525

1525

1669

1669

2138

DOOR HEIGHT FT.

5

5

5

5

5

5

5

6.28

DOOR WIDTH FT.

3

3

3

3

3

3

3

3

BAGGAGE VOL. INT. CU.FT.

226

169

169

169

169

226

226

195

BAGGAGE VOL. EXT. CU.FT.

-

-

-

-

-

-

-

-

CREW #

2

2

2

2

2

2

2

2

SEATS - EXECUTIVE #

13

13

14

13

14

18

18

18

MTOW LBS

90500

72000

70900

74600

74600

85100

91000

99600

MLW LBS

75300

66000

66000

66000

66000

75300

75300

83500

B.O.W. W/CREW LBS

48400

43700

43000

43700

43200

47900

47900

54000

USEABLE FUEL LBS

41000

26700

25807

29281

29281

34940

41000

44200

PAYLOAD WITH FULL FUEL LBS

1500

2000

2493

2019

2519

2660

2500

1800

MAX. PAYLOAD LBS

6100

5300

6000

5300

5800

6600

6600

6500

RANGE - SEATS FULL N.M.

6250

3486

3680

3880

4100

5620

6490

-

MAX. RANGE N.M.

6675

3820

3900

4166

4400

5991

6950

-

BALANCED FIELD LENGTH FT.

6200

4700

5065

5700

5770

5385

6200

-

LANDING DIST. (FACTORED) FT.

3750

4417

4417

4417

4417

3667

3667

4167

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

3610

3805

3960

3640

3760

3950

3650

-

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

820

767

736

701

712

707

594

-

MAX. CRUISE SPEED KTAS

508

500

500

500

500

508

508

516

NORMAL CRUISE SPEED KTAS

488

476

476

476

476

488

488

-

L/RANGE CRUISE SPEED KTAS

459

445

445

445

445

459

459

488

2

2

2

2

2

2

2

2

BR 710-A1-10

TAY 611-8

TAY 611-8C

TAY 611-8

TAY 611-8C

BR 710-C4-11

VARIABLE COST PER HOUR $

ENGINES # ENGINE MODEL

BR 710-C4-11 BR 725 A1-12

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.

120

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Aircraft Index see Page 4

ABACE October 17/09/2012 18:05 Page 1

Florida Jet GIV G-200 sn 19 18/12/2012 14:52 Page 1

S H O W C A S E

2000 Gulfstream G200 Serial Number: Registration: Airframe TT: Landings:

19 N612MH 5785 3355

Aircraft Information Ops Package  MSG-3 Compliance  Part 135 Engines Pratt & Whitney PW306A Enrolled on Pratt & Whitney ESP APU Honeywell GTCP36-150  Enrolled on MSP S/N: P-116  TT: 3548 Avionics Recently the following Avionics have been upgraded: • Installation of a Flight Display FDIPD-MD • Installation of new SSDTY that features flash memory technology • Installation of new Collins Airshow 410 • INMRSAT System upgrade Collins Proline IV 5 Tube EFD-4077 Dual Collins FCC 4005 Autopilot Dual Collins AHC-85E Dual Collins ADC-850C Air Data System Dual Collins VHF-422D VHF COMM Dual Collins VIR-432 NAVS Dual Collins ADF-462 Dual Collins DME-442 Dual Collins TDR-94D Transponders Dual Collins RTU-4200 Radio Tuning Collins ICC-4005 IAPS

RVSM Compliant Collins MDC-4000 King HF-950 HF COMM Dual Honeywell WXP 4220 WCP Universal UL601 Unilink CVR 120 Cockpit Voice Recorder Allied Signal EGPWS Artex ELT Universal Aero-I SATCOM ”Three Channels” Motorola SELCAL Second King KHF 950 Honeywell TCAS II with Chg7 Interior Interior refurbished in Sept. 2012 - A 9 pax cabin features a fwd galley and fwd four (4) single seats in club configuration with executive tables. Aft cabin has two (2) single seats on R/H side with a three (3) place divan on L/H Side. The divan and seats were recovered, all veneer was replaced, and the window and lower side panels were recovered. Headliners and PSUs were refurbished, carpet was replaced, and the crew seats were refashioned in leather and sheepskin.

Countertops were replaced in the galley and lav.

Exterior Completed in Sept. 2012 - Overall Matterhorn White with Black and Bronze stripping Special Features Universal Univision System. Fwd and Aft Cabin Monitors. Eight 110 AC Outlets in Cabin. iPod 4G. Warming Oven. Two Coffee Makers 77 Cu Ft. O2 Bottle. Cockpit Printer

Florida Jet 1516 Perimeter Road, Suite 201 Palm Beach International Airport West Palm Beach, FL 33406

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WORLD AIRCRAFT SALES MAGAZINE – January 2013

www.AvBuyer.com

Tel: +1 (561) 615-8231 Fax: +1 (561) 615-8232 Email: info@flajet.com www.FlaJet.com Aircraft Index see Page 4

Florida Jet GIV sn 1085 Jan 18/12/2012 14:57 Page 1

S H O W C A S E

1988 Gulfstream IV Serial Number: Registration: Airframe TT: Landings:

1085 N423TT 8451.9 3914

Engines Engine Model: Rolls Royce TAY MK611‐8 Engine Program: Rolls Royce Corporate Care Engine #1: Engine #2: Overhaul: 11/20/2008 11/27/2008 TSOH: 1272 Hours 1272 Hours CSOH: 622 622 APU Garrett GTCP36‐100 Total Time: 6368 Hours TSHSI: 1646 Maintenance 12, 24, 72 month items complied with July 2012

by Gulfstream PBI Gulfstream Computerized Maintenance Program Additional Features RVMS Allied Signal EGPWS Honeywell TCAS II With Change 7 Honeywell Sat AFIS Baker Audio Control System XM Radio Baker Passenger Briefing System Artex C‐406‐1 ELT Fairchild A‐100 Cockpit Voice Recorder Motorola NA‐135 SELCAL

Avionics • Dual Honeywell SPZ‐8000 EFIS • Iridium Satphone • Triple Honeywell FMZ‐2000 w/5.2 software • Dual Collins HF‐190 • Triple Collins VHF‐422D Comms • Dual Collins VIR‐432 Navs • Dual Collins ADF‐462 • Dual Collins DME‐442 • Dual Collins TDR‐94D Transponders • Honeywell Primus 870 Color Radar • Triple Honeywell Laseref II IRU • Dual Honeywell GPS • Honeywell Lasertrak • 3rd Standby Nav/Comm CTL‐23 Exterior White with blue and silver stripes Re‐striped January 2007 Interior & Cabin Features Refurbished soft goods and wood January 2007 Replaced carpet & recovered Divan May 2012 13‐Passenger Executive Seating Forward crew only & Aft Lavatory Airshow 400 Three 17" LCD Video Monitors Price: Make Offer Owner Financing Available All Trades Considered

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 – January 2013

123

Waked December 19/12/2012 11:27 Page 1

S H O W C A S E

2010 Global 5000 Limited Edition Privately Owned & Operated FAA & EASA

Engines Rolls Royce BR710-A2-20 APU 1524 hrs. Last revision 5C – March 2012 Avionics/Radios Autopilot Emergency Decent Mode (AEDM) Enhanced Vision System (EVS) Crew Emergency Vision Assurance System (EVAS) Honeywell LSZ-860 Lightning Sensor System (LSS) Airborne Data Link System (ADLS) Runway Awareness and Advisory (RAAS) Airshow with World Explorer Guide Wide Area Augmentation System / Lateral Guidance with Precision Vertical (WAAS/LPV Electronic Pilot Checklist (OBDS) Airshow: Day-Night Map with Time Zones Additional Equipment External Camera System and Color Glare shield Zoom Camera (Securaplane) 18.1 Inch Pop Up Monitors (Credenza) Flight Compartment Printer SATCOM System and High Speed Link (SAT-6100) IRIDIUM Telephone System Upgrade of Bulkhead Monitors from 21.3 to 24 inches Integrated iPod EICAS Door Open Annunciation "SMALL

SERV DOOR" Common Key Panels Upgrade for bulkhead monitor from 21.3 inch to 24 inch (each) Additional Wireless Telephone Handset Floor Mat Heaters (Entrance Area & Single Club Zone 1A & 1B)(Qty.6) Power Converter Replacement (115V to 230V) - (price delta from standard 115V to 230V) Laptop Imagery Displayed on Bulkhead Monitor (Qty.2) Addition of Ice Filter Assemblies at Mix Manifold Aircraft Identification Plate Qty 3 LH Entrance Jespersen Manual (10max) Storage Drawer Sunshield (Cockpit) Main Entry Door, Aft Handrail Extension Increased MTOW from 88,700 to 89,700 lbs Spare Nose Wheel Mounting Provisions in Aft Equipment Bay (includes one spare nose wheel) Winglet Viewing Mirrors (Cockpit) Passenger Filter Breathing Unit (Smoke Hood) Qty 13 Spare Nose Wheel Mounting Provisions Exterior Paint - Inside Engine Cowlings Polish Engine Cowling Latches Polish Cockpit Windshield Frame Polish Rear Bay Door Handle Polish Surround of Main Door Handle Additional Forward Cabin Windows Make Offer WAKED JAYYOUSI Greece

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WORLD AIRCRAFT SALES MAGAZINE – January 2013

www.AvBuyer.com

Tel: +306947379572 E-mail: wjayyousi@aol.com

Aircraft Index see Page 4

CAI Beechjet 400A January 18/12/2012 14:59 Page 1

S H O W C A S E

1991 Beechjet 400A Serial Number: Registration: Airframe TT: Landings:

RK-19 ZP-BJB 9579 9545

• Will Trade for Citation VII • On CAMP • Thrust Reversers • Aft Baggae Mod • RVSM Equipped • No Damage History Engine PRATT & WHITNEY JT15D-5 (3600 TBO) LH ENG: 9691 TSN 2703 SMOH 764 SHS RH ENG: 9659 TSN 1745 SMOH 1745 SHS Avionics COLLINS PROLINE IV DUAL COLLINS VHF-422A COMS DUAL COLLINS VIR-432 NAVS COLLINS FIS-870 4 TUBE EFIS COLLINS AUTOPILOT DUAL COLLINS 462-ADF TWR-850 COLOR DOPPLER RADAR DUAL SDU-640A RMI’S COLLINS TCAS II /CHANGE 7 DUAL COLLINS DME-442 DUAL COLLINS TDR-94D TXPS HONEYWELL MARK VI EGPWS DUAL COLLINS FCS-850 FD’S RVSM COMPLIANT DUAL COLLINS AMS-5000 FMS COLLINS ALT-55B RADAR ALT

COLLINS GPS-4000A DUAL COLLINS ADC-850D ADC’S TURBULENCE DETECTION Features Freon Airconditioner Rohr Thrust Reverser RVSM Artex 406 ELT Emergency Exit Light Power Supply Mod Aft Baggage Mod Navs Upgraded for FM Immunity Airshow 400 Cabin Display Moving . Map BRNAV / RNP-5 Authorized Davtron Digital Clock (CoPilot) On CAMP ECU Access Panel Engine Fan Turbo Sync Increase Gross Take-off Kit 45,000 ft. Alt. Kit Stand By Gyro Fuel Temp Indicator Stand By Airspeed Indicator Engine Vibrate Indicator AAP-850 Altitude Awareness System Angle of Attack Indicator Interior New 2006! forward 3-Place Club, an Aft 4-Place Club, and an Aft Belted Potty Seat completed in beige leather, beige carpet, writing tables, forward refreshment cabinet with storage Exterior New 2006! Overall white with green and silver accents

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 – January 2013

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AeroSmith Penny August 18/12/2012 15:01 Page 1

S H O W C A S E

Price Reduced

1990 Citation II Serial Number: Registration: Airframe TT: Landings:

550-0636 N50NF 6343 4898

Airframe CESCOM Fresh Phase 1-5 and 10 - July 2011 Engines Pratt & Whitney JT15D-4 Eng. 1: 2659 SMOH 711 SHOT Eng. 2: 2659 SMOH 711 SHOT Avionics Sperry 3 tube EDS-603 3 Tube EFIS Sperry SPZ 500 Autopilot Global GNS XLS w/ GPS KGP 860 MFD Honeywell Primus 650 Color Radar Dual Collins 32A Navs 8.33 Spacing Dual Collins 22A Comms Dual Collins TDR 90 Transponders Dual Collins ADF – 462 Collins ALT-55B Flightphone Honeywell Mark VIII TAWS 406 ELT

Additional Features RVSM Thrust Reverse Fairchild A100 CVR AFT Baggage Freon Air Conditioning No Damage History Gross Take Off Weight Increase Exterior Overall Matterhorn White with blue stripes. New paint in June 1997 Interior Interior has seven passenger center club configuration. Also included is a left hand deluxe refreshment center. Seat belted flushing potty.

New leather seats and carpet 2009

AeroSmith Penny 8031 Airport Blvd., Suite 224, Houston, TX 77061

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WORLD AIRCRAFT SALES MAGAZINE – January 2013

www.AvBuyer.com

Tel: +1 (713) 649-6100 Fax: +1 (713) 649-8417 Email: aspinfo@aerosmithpenny.com www.aerosmithpenny.com Aircraft Index see Page 4

IBA Janaury_Guardian Jet Chall 1076 oct 19/12/2012 12:39 Page 1

S H O W C A S E

2005 Boeing BBJ Serial Number: Registration: Airframe TT: Landings:

34303 HB-JJA 34534 3680

Engines Engine Type & Model CFM56-7B27 No 1 Engine Serial Number 893466 No 1 Engine Hours Since New 34534 No 1 Engine Cycles Since New 3680 No 1 Engine Cycles to First Limiter 8051 No 2 Engine Serial Number 892480 No 2 Engine Hours Since New 34534 No 2 Engine Cycles Since New 3680 No 2 Engine Cycles to First Limiter 8051 APU APU Type & Model Honeywell GTCP131-9B APU Serial Number P-6927 APU Cycles Since New 8552 APU First limiter Due at 30,000 cycles Avionics 822-0299-001 ADF (DUAL) 2100-1020-00 326234 CVR 967-0212-002 DFDAU 2100-4043-00 DFDR 4081600-930 DEU (DUAL) 822-0329-001 DME (DUAL) 965-1690-052 EGPWS 176200-01-01 10-62225-004 FMC (DUAL) 822-0330-001 HF (DUAL) 822-0297-001 Marker Beacon (DUAL) 822-1293-002 TCAS (ACASII) 822-1047-003 VHF (TRIPLE)

622-5135-802 Weather Radar 822-1338-003 ATC (DUAL) 822-1338-003 ATC (DUAL) 241-280-056-014 EVM 822-1604-101 FCCA 822-1604-101 FCCB HG2050AC07 IRU (DUAL) 822-1152-002 MMR (DUAL) 0802070501 TRU #1 (TRIPLE) 285A1010-6 Yaw Damper #1 (DUAL) Inspection Maintenance Schedule and Status The aircraft and all major components and systems have been maintained in accordance with the PrivatAir Maintenance Programme.

This programme is aligned with the Boeing MPD. The aircraft recently underwent a 6yr check during February and March 2012 The aircraft is planned to undergo a 24month check in January/February 2013 Interior Interior Configuration and Optional Equipment 44 Business Class Leather Seats – 60inch pitch Forward and Aft Galley 3 Lavatory, 1xForward, 2xAft 5 Attendant Seats, 2xForward, 3xAft Forward safety equipment stowage 7 Aux Fuel Tanks – current FH:FC ratio in excess of 9:1 Further fitment details available upon request to confirmed interested parties Remarks Weight Data Maximum Ramp Weight 77,791 Kg

International Bureau of Aviation IBA House #7, the Crescent, Leatherhead, Surrey, KT22 8DY, UK Advertising Enquiries see Page 8

www.AvBuyer.com

Maximum Take Off Weight 77,500 Kg Maximum Zero Fuel Weight 57,153 Kg Maximum Landing Weight 60,781 Kg Basic Empty Weight 43,116 Kg Fuel Capacity 30,608 Kg Landing Gear LH Main Landing Gear CSN 3680 RH Main Landing Gear CSN 3680 Nose Landing Gear CSN 3680 Next Limiter (ALL) 10 year limit due 08/2015 Ben Jacques, Commercial Manager Tel: +44 (0) 1372 224488 Mobile: +44 (0) 7584 528 126 E-mail: ben.jacques@ibagroup.com www.ibagroup.com WORLD AIRCRAFT SALES MAGAZINE – January 2013

127

Mente Citation VII December 18/12/2012 16:18 Page 1

S H O W C A S E

www.mentegroup.com AV I AT I O N

1995 Citation VII Serial Number: Registration: Airframe TT: Landings:

650-7059 N14DG 4,456.4 3,504

• LOW TOTAL TIME, 4,456.4 HOURS • MSP • XM RADIO • HERMISTATIC DOOR SEAL TO REDUCE CABIN NOISE LEVEL • 2 LARGE MONITORS & 5 INDIVIDUAL SEAT MONITORS Engines Garrett TFE - 731-4R-2S MSP Gold Left: S/N: P102227. 4,220.5 Hours. 3,337 Cycles Right: S/N: P102228. 4,267 Hours. 3,329 Cycles

WORLD AIRCRAFT SALES MAGAZINE – January 2013

SOLUTIONS

Kyle Foddrill Tel: +1 (817) 372-4527 E-mail: kfoddrill@mentegroup.com APU Honeywell S/N: 36-150. 2,459 Hours On MSP Avionics • Honeywell SPZ-8000 Avionics Suite • Honeywell SPZ-8000 IFCS • Honeywell Primus 670 • Dual Collins VHF 22A • Dual Collins DME 42 • Dual Collins ADF 452 • Collins TDR -94 • Collins ALT-55 • Honeywell TCAS-II • Fairchild GA-100 Cockpit Voice Rec. • Dual Honeywell NZ-2000 • King KTR-953 with SeCal • Honeywell Mark VIII

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

128

TECHNOLOGY

www.AvBuyer.com

AirCell 3100T with dual handsets. Airshow 400. RVSM Compliant. VHS and CD player. Hermistatic Door Seal Interior Six passenger configuration features a forward four place club with two fold out executive tables and two forward facing aft seats. The aircraft features a belted aft lavatory.

Soft Goods Refurbished November 2008; New Carpet November 2008 Exterior New Paint November 2008, by Jim Miller Additional Features 5 Individual monitors. XM Radio IPod docking station. Camera 14" Monitor in the forward right cabin 10" Monitor in the forward left cabin Hermistatic Door Seal to reduce cabin noise level

Tel: 1 214 351 9595 www.mentegroup.com

Aircraft Index see Page 4

Northern Air N959RP June 18/12/2012 15:14 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 1895 1538

• Extended Range Fuel 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 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 – January 2013

129

New Jet International January 19/12/2012 11:44 Page 1

S H O W C A S E

Gulfstream G200 Serial Number: Registration: Airframe TT: Landings:

150 EC-KCA 1497 1110

Engines Engines on Pratt & Wittney Eagle Service Plan (Gold). No damage history Left Engine: Model PWC-306A Right Engine: Model PWC-306A APU 1524 hrs. Last revision 5C – March 2012 Avionics • Avionics: Rockwell Collins Pro Line 4 • Iridium Comunications System 200 (ICS- 200) SATCOM • Runway Awarness Advisory System • Air Traffic Controller transponder TDR-94D • Honeywell Laseref V IRS • L-3 Lighting storm detection system • Autothrottle system • Data Loader DBU-5000 (USB) • 2 x VHF Collins VHF-4000E • 2 x HF Collins KHF-1050 • ELT ARTEX 110-406 NAV • 2 x FMS 6100 • Radio Altimeter Collins ALT-4000 • Radar Collins TWR-850 • 2 x DME Collins DME-4000 • 2 x ADF Collins 462 • TCAS Collins TTR-4000

Additional Equipment • Airshow 4000 • Stormscope WX 1000E • Emergency Lightning System • Installation of 60Hz • Autopower Throttle C34135-1 • EGPWS RAAS • 2 x LCD 17 Rosen Aviation Interior • Forward Galley • 8 Passengers • Audio Intl. Dual video disk player • 2 x Rosen 17” LCD monitors Compliance / Certifications EASA, RVSM, 8.33 COM, FM IMM, MNPS, EU OPS 1 Recent Maintenance A & C checks, minor engine inspection.

Next maintenance due 3A & 1500 hrs engine

Frank Davidson New Jet International

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WORLD AIRCRAFT SALES MAGAZINE – January 2013

www.AvBuyer.com

Tel: +377 97 70 10 20 E-mail: sales@newjet.com www.newjet.com

Aircraft Index see Page 4

John Hopkinson Ultras July 18/12/2012 15:16 Page 1

S H O W C A S E

Cessna Citation Ultras Avionics Honeywell Primus 1000 3 - Tube EFIS Honeywell GNS-XLS FMS Honeywell MKVII EGPWS Honeywell TCAS II w/Change 7 L3 Cockpit Voice Recorder Global-Wulfsberg AFIS Interior Seven Passenger Interior & Belted Lav Seat Aft Tailcone Baggage w/Ski Tube.

Zephyr Air Conditioning.

Recently refreshed Interior Exterior Recently completed Permaguard sealed Exterior Maintenance Fresh Phase 1 - 5 completed by Landmark, Scottsdale Zero Engine Option follow us on twitter@HopkinsonAssoc

John Hopkinson & Associates Ltd. 1441 Aviation Park NE, 2nd Floor, Box 560, Calgary, Alberta, T2E 8M7

Advertising Enquiries see Page 8

www.AvBuyer.com

Tel: (403) 291 9027 Fax: (403) 637 2153 sales@hopkinsonassociates.com www.hopkinsonassociates.com WORLD AIRCRAFT SALES MAGAZINE – January 2013

131

Marketplace Jan13 19/12/2012 13:42 Page 3

Marketplace Boeing 737-300 VIP

Tel: +44 (0) 1531 633 000 Email: trevorw@euroav.com

European Skybus Ltd Price:

Please Call

Year:

1990

S/N:

24570

Reg:

N470AC

TTAF:

53457

This Boeing 737-300 has recently undergone extensive maintenance and engineering work and has been converted to a VIP configuration in February 2011. The aircraft has been completely refurbished to the highest standards. The new owner will benefit from the millions of dollars and thousands of man hours that have gone into completing this VIP conversion. Winglets have been fitted to improve the aircraft performance and range.

Location: United Kingdom

Boeing 737-500

Price:

Please Call

Year:

1991

S/N:

24645

Reg:

EI-EOE

TTAF:

36,946

Location: United Kingdom

Boeing 737

Tel: +44 (0) 1531 633 000 Email: trevorw@euroav.com

European Skybus Ltd

This Boeing 737-500 has recently undergone extensive maintenance and engineering work including a “D” check and has been converted to a VIP configuration in November 2010. The aircraft has been completely refurbished to the highest standards. The new owner will benefit from the millions of dollars and thousands of man hours that have gone into completing this VIP conversion which can include optional Winglets to improve the aircraft performance and range.

Tel: +852 39752959 Email: EdenJET@SCIAsiaLimited.com

SCI Asia Limited Price:

$7.5 M

Year:

1998

S/N:

TBC

Reg:

TBC

TTAF:

TBC

Location: USA

Boeing 737 Luxury VIP Private Jet available as low as US$7.5M, Versatile Interior, 29 pax standard configuration, Superb Entertainment and Communications Facilities: incl. 2 iPod docks & 4 40” Flat TVs, Rockwell-Collins Air Show 4000, 4 Distinct seating areas & one 8-person Conference Table, Spacious cabin & Massive storage, Fwd & Aft Galley,Aft VIP Lav & Fwd Crew Lav, State of the Art Engineering, New Personalized Exterior Paint, Customization Available.

www.EdenJET@global.com

Dassault Falcon 2000LX

FortAero Business Aviation Corp Price:

$23,500,00 no VAT

Year:

2009

S/N:

160

Reg:

OY-CKH

TTAF:

2220

Tel: +31 (0) 629 560 272 Email: da2000lx@fortaero.com

EASA Ops compliant, JAR OPS1 Regulation. Up to date maintenance service, Airshow 4000. The crew and the operator are ready to continue the operation of the aircraft. A simple change transaction of business jet ownership.

Location: Denmark

Bombardier/Challenger 605

ACTIFLY Price:

USD $ 21,800,000

Year:

2011

S/N:

5865

Reg:

F-HMOB

TTAF:

330

Location: France

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WORLD AIRCRAFT SALES MAGAZINE – January 2013

www.AvBuyer.com

Tel: +33 (0) 148 358 606 Email: bvermandel@bouygues.com Rockwell Collins Pro Line 21 with four 10” x 12” (25.4 cm x 30.5 cm) LCD screens and integrated menu control.

- Dual autopilot with single autothrottle.

- EFIS / EICAS with synoptic.

- Dual FMS-6000 with coupled lateral and vertical nav & performance calculations.

- Integrated Flight Information System (IFIS).

Contact: Bernard Vermandel

Aircraft Index see Page 4

Marketplace Jan13 19/12/2012 13:43 Page 4

Marketplace

Hawker 800A

Leonard Hudson Drilling Price:

US $3,975,000

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 $3,975,000.

Location: USA

BELL 206L4

Leonard Hudson Drilling Price:

US $1,975,000

Year:

2002

S/N:

TBD

Reg: TTAF:

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.

1700

Location: USA

BELL 412EMS

Leonard Hudson Drilling Price:

US $3,875,000

Year:

1981

S/N:

33017

Reg:

N554AL

TTAF:

15265

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

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 Caravan (C-208)

Thro Aviation, Ltd. Price:

Please call

Year:

2010

S/N:

20800521

Reg:

N720QB

TTAF:

486

Tel: +1 (631) 218 2152 Email: malte@thro.com This 2010 Executive Cessna Caravan, with only 486 Hours total time since new, is on Wipline 8000 Amphibious floats. The aircraft's stunning interior includes a Taupe executive leather seating with two tables and an exceptional entertainment system with ceiling mounted LCD monitors and more!!!

Location: Islip, NY

Advertising Enquiries see Page 8

www.AvBuyer.com

WORLD AIRCRAFT SALES MAGAZINE – January 2013

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Marketplace Jan13 19/12/2012 15:39 Page 5

Marketplace Learjet 31A

Tel: +44 (0) 7747 011 642 Email: sales@jameslovett.com

James Lovett Price:

1.495 M $ USD

Year:

1996

S/N:

31A-115

Reg:

ZS-NYV

TTAF:

1,937.7

1937.7hrs TT, Engine TSO 1937.7/1834.6 RVSM Compliant

Location: South Africa

Beechcraft Beech Jet 400

Tel: +44 (0) 7747 011 642 Email: sales@jameslovett.com

James Lovett Price:

795,000 $ USD

Year:

1989

S/N:

RJ-59

Rohr thrust reverser system Branson long range tank RVSM compliant Painted 2009

Reg:

ZS-MHN

3997.7hrs TT, Engine TSO 1590.6/512.2

TTAF:

3,997.7

Location: South Africa

Piper PA31-P Navajo Commanchero

Tel: +44 (0) 7747 011 642 Email: sales@jameslovett.com

James Lovett Price:

925,000 $ USD

Year:

1974

S/N:

31P-7400227

Reg:

N900TB

Pratt and Whitney PT6A-135 750hp engines flat rated to 620hp Standard Airworthiness Certificate in normal category 22nd may 2012 Dual purpose aircraft passenger or aerial survey with dual camera ports

TTAF:

8,499

8,499hrs TT, Engine TSO 877.5/117.7

Location: UK

Bombardier Challenger 600

Inflite Engineering Services Ltd Price: Make Offer Year:

1982

S/N:

1067

Reg:

M-IFES

TTAF:

8183.13

+44 (0) 1279 837 919 Email: alan.barnes@inflite.co.uk

Fine and very well equipped example. Privately operated and in prestine condition. Engines & APU enrolled on MSP Gold. Gear overhauled 2009 and exteror paint renewed in 2007, along with new Interior. Aircraft always parked inside and maintained by UK based Part 145 Organisation. Record set in first class order.

Aircraft available for immedaite viewing and sale. 1 of only 6 aircraft w/ EFIS avionics installation at build.

Location: United Kingdom

Cessna Citation XLS

Beechcraft Vertrieb & Service GmbH Price: Year:

2007

S/N:

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!

Reg: TTAF:

2,730

Location:

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WORLD AIRCRAFT SALES MAGAZINE – January 2013

www.AvBuyer.com

Aircraft Index see Page 4

Marketplace Jan13 19/12/2012 15:25 Page 6

Marketplace Tel: +1 (941) 351 5400 Email: BobD@aaisrq.com

Aviation Advisors Int’l, Inc

Learjet 60 XR

Price:

$7,500,000

Year:

2008

S/N:

338

Reg:

TBD

TTAF:

218

The Learjet* 60 XR easily outpaces the competition in time-to-climb performance and operating altitude without compromising a class-leading low operating cost. With its cutting-edge cockpit technologies and stylishly redefined cabin space, the Learjet 60 XR across distances of up to 2,405 nm. with ease.

Location: USA

Socata TBM 850

Tel: +1 (941) 351 5400 Email: BobD@aaisrq.com

Aviation Advisors Int’l, Inc Price: Year:

2006

S/N:

360

Reg:

N874CA

TTAF:

1,475

Location:

Bombardier/Challenger 601-3A/ER

Jet speeds with single engine turboprop economy. That is what you get with this superbly maintained TBM 850. Climb to 31,000 in 5 minutes and fly 1585 NM in economy cruise. Slip into 2100 foot strips. That is the versatility of this marvelous plane. The panel and maintenance history of this aircraft is proof of exceptional pride of ownership. The panel includes the IHAS 8000 TCAS/TAWS and the WX500 stormscope and RDR Radar displayed on the KMD 850 MFD for utmost safety and comfort.

Maintenance has been performed by the book and only by factory authorized technicians.

Tel: +1 (941) 351 5400 Email: BobD@aaisrq.com

Aviation Advisors Int’l, Inc Price:

Please Call

Year:

1992

S/N:

5121

Reg:

N328AM

TTAF:

8,949

A "no excuses" airplane. With all major inspections just accomplished. Fresh 6/12/24/60 /120 & 240 Month inspection c/w in 2011. Fresh HSI on left engine.

Fresh gear overhaul and interior refurbishment

Location: USA

Eurocopter EC 120B

Price:

610,000 Euro

Year:

2001

S/N:

1264

Reg:

SP-KKR

TTAF:

2101

Location: Poland

Cessna Citation XLS

Tel: +48 (0) 501 595 050 Email: angelika@heliservice.pl

Normal Piotr Jafernik

For sale Eurocopter EC 120B with turbine Turbomeca Arrius 2F engine.Good condition, as you see at photo. Airworthy, Ready to fly. All amintenance history - since 2006 maintain and management at Certifying Maintenance Station Part 145/MG. Under polish registry, all maintenance done, If you have question feel free to call: Angelika Szewczyk +48 (0) 33 811 37 50 angelika@heliservice.pl Piotr Jafernik (mobile) +48 (0) 501 59 50 50

Beechcraft Vertrieb & Service GmbH Price: Year:

1990

S/N:

Tel: +49 (0) 821 7003 100/145 Email: info@beechcraft.de

EU Reg, TSHSI 982 hrs (Engines), 9 Pax (opt.) HF9000, GPS-4000A, 2x FMC-5000, TWR-850, 2x TDR94D XPDR (ID), Rohr Thrust Reversers, RVSM + Incr.

Weight Modification - Top Deal !

Reg: TTAF:

6.165

Location:

Advertising Enquiries see Page 8

www.AvBuyer.com

WORLD AIRCRAFT SALES MAGAZINE – January 2013

135

Marketplace Jan13 20/12/2012 12:22 Page 7

Marketplace Cessna Caravan 208B

Tel: +1 (305) 593 9929 Email: info@caadinc.com

CAAD Inc. Price:

$1,150,000 USD

Year:

1999

S/N:

208B0781

Reg:

YN-CGS

TTAF:

20,419.65

For delivery in April 2013 with 0 SMOH engine and prop, Total cycles: 19,444, Configuration: PASSENGER, Aircraft status: OPERATIONAL, King IFR, A/P and FD, MFD, APE III, POD, A/C, P&W C. SB 1669 Blades, ADAS +. EGPWS, Rosen Visors, 14 seats, Large Tires

Location: Nicaragua

www.caadinc.com

Cessna Caravan 208

Tel: +1 (305) 593 9929 Email: info@caadinc.com

CAAD Inc. Price:

$1,600,000 USD

Year:

2008

S/N:

2064

Reg:

TI-BCY

TTAF:

4,371.30

Location: USA

Total Aircraft Cycles: 8,052, Configuration: 12 Pax Seats, Aircraft Status: OPERATIONAL, Seats covered with L441630 leather. Red seat belts Charcoal gray vinyl flooring, Cargo pod installation, KRA 405b Radar Alt., Cabin a/c., Oversized tires, 29”, 14 place commuter seating, 2nd GTX-33 Transponder GWX-68 Weather Radar, Garmin TAWS, KR 87ADF Honeywell Traffic Advisory Sys KTA 870 Jeppesen Chartview, Synthetic Vision Tech., Exhaust Deflector, APE III STC

www.caadinc.com

Cessna Caravan 208B

Tel: +1 (305) 593 9929 Email: info@caadinc.com

CAAD Inc. Price:

$1,100,000 USD

Year:

1997

S/N:

208B0607

Reg:

YN-CGU

TTAF:

17,538.03

For delivery in April 2013 with 0 SMOH engine and prop, Cycles: 23,358, Configuration: PASSENGER, Aircraft Status: OPERATIONAL, King IFR, A/P and FD, MFD, APE III, POD, A/C, P&W C. SB 1669 Blades, ADAS +.

EGPWS, Rosen Visors, 14 seats, Large Tires

Location: Nicaragua

www.caadinc.com

Bell 412 EP

Hawker Pacific Pty. Ltd. Price:

USD $5,950,000

Year:

1999

S/N:

36246

Reg:

N412HP

TTAF:

5,244.4

Location: ASIA

Eurocopter EC 255-Super Puma

Heli Partner Price:

11,900,000 Euro

Year:

2004

S/N:

2600

Reg:

D-HDON

TTAF:

727.42

Location: Italy

136

WORLD AIRCRAFT SALES MAGAZINE – January 2013

www.AvBuyer.com

Tel: +9714 886 0470 Email: alan.parsons@hawkerpacific.com

A rare opportunity to acquire a competitively priced, low time, offshore equipped 1999 Bell 412EP. This aircraft is presently being fully refurbished at Hawker Pacific’s Gold Bell Customer Support Facility. Included in the refurbishment are a fresh 3000 Hr / 5 Year Inspection, installation of the BLR FastFin & Strake System and a full strip and repaint in all over white. All major dynamic components are zero time having been overhauled at Bell Helicopters Piney Flats facility in the USA. E-mail preferred

Tel: +60 124 942 660 Email: pietro@helipartner.net APU: 96 hrs, Number of landings: 1218Avionics/Radios: Digital mapping system DMAP w/ NMD screen display, GPS CMA 3012 (Canadian Marconi), GPS FREEFLIGHT 2101 I/O "approach+" independent navigation system, FMS CMA 3000 (Canadian Marconi), Telephonics 1400C radar with NMD screen display, VHF 422 D Collins pilot, VHF 422 D Collins co-pilot, BAKER M 1060 Cabin sound system, ICS Team TB45 intercom system with 3 control units ref., 2618 in cockpit and one control unit ref. 1976 in cabin, TEAM BA 1920 intercom. Call Pietro Bulleri +60 124 942 660

Aircraft Index see Page 4

Marketplace Jan13 19/12/2012 15:37 Page 8

Marketplace Par Avion Ltd

Alberth Air Parts

+1 832 934 0055

Spare Parts

FALCONS • HAWKERS • LEARS

•BUY •SELL •TRADE

www.paravionltd.com

CESSNA LEARJET HAWKER WESTWIND FALCON GULFSTREAM

www.alberthaviation.com

SALES • ACQUISITIONS • CONSULTING

Fax: +1 832 934 0011

World Aircraft Sales (USPS 014-911), January 2013, Vol 17, Issue No 1 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 16th January 2013 Advertiser’s Index 21st Century Jet Corporation ...............................138

Dassault Falcon Jet Europe....................................2-3

Jetcraft Corporation.........................46-47, 140 (BC)

ABACE-Asian Business Aviation ........................121

Duncan Aviation..........................................................45

Jeteffect ........................................................................53

Abu Dhabi Air Expo ...................................................99

Eagle Aviation..............................................................37

John Hopkinson & Associates.......................41, 131

AeroSmith/Penny.....................................................126

Eagle Creek Aviation .................................................87

Lektro ............................................................................75

AIC Title Services ....................................................111

EMBRAER Pre-Flown ........................................30-31

Mente Group ...........................................................128

Aradian Aviation..........................................................63

European Helicopter Show ...................................113

NBAA Regional Forums .........................................107

Aviation Consultants..................................................91

ExecuJet Aviation........................................................65

New Jet International .......................................61, 130

Avjet Corporation.................................................16-19

Florida Jets .......................................................122-123

Northern Air...............................................................129

Avpro ......................................................................11-13

Freestream Aircraft USA....................................42-43

O’Gara Aviation Company.................................54-55

Bell Aviation ..........................................................50-51

General Aviation Services........................................49

OK3 Air ........................................................................29

Blue Star Aviation ......................................................25

Gulfstream Pre-Owned ......................................26-27

Par Avion ......................................................................75

Bombardier..................................................................69

Heliasset.com ...........................................................105

Rolls-Royce .................................................................81

Boutsen Aviation..................................................58-59

IBA-Int’l Bureau of Aviation ...................................127

Southern Cross Aviation...........................................95

Central Business Jets.............................................139

Int’l General Aviation-India Expo ..........................109

Tempus Jets .................................................................57

Charleston Aviation Partners ...................................85

Intellijet International..................................1 (FC), 6-7

The Jet Collection ................................................34-35

Charlie Bravo Aviation .................................................5

J. Mesinger Corporate Jet Sales ......................22-23

Universal Avionics ......................................................73

Conklin & de Decker..................................................75

Jet Affiliates International..........................................21

VREF Aircraft Values...............................................137

Corporate Aircraft Photography ...........................137

Jet Support Services (JSSI).....................................72

Waked Jayyousi........................................................124

Corporate AirSearch Int’l................................29, 125

JetBlack Aviation ........................................................93

Wentworth & Affiliates ............................................115

Corporate Concepts .................................................33

JetBrokers .............................................................38-39

Advertising Enquiries see Page 8

www.AvBuyer.com

Wright Brothers Aircraft Title ................................103 WORLD AIRCRAFT SALES MAGAZINE – January 2013

137

21st Century May 24/10/2012 11:01 Page 1

Copyright of Leor Yudelowitz

When you own one of the Tri-Jets, you own the best built business jet In the sky; and the Federal Aviation Adminstration 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.

With efficient space management the Falcon 900 Series aircraft have a larger passenger seating area than the Gulfstream IV. These Tri-Jets weigh 15 tons less and are 22 feet shorter than the Gulfstream IV and provide a more beneficial ramp presence.

The 900EX can speed across the Atlantic with all seats full at 0.84 IMN; and has 300 NM greater range than the Gulfstream IV-SP. Furthermore, the 900EX can fly from London to Kansas City, Buenos Aires to New Orleans and Anchorage to Seoul at 0.75 IMN, with eight passengers and NBAA IFR reserves.

Revolutionary and the world’s first purpose built fly-by-wire (FBW) business jet, the Falcon 7X capitalizes on Mach 2 technology. FBW enables a MMO of .90 and enhanced low-speed handling, pitch and roll stability characteristics.

The 7X can climb directly to FL 410 at ISA + 10° conditions.

Two Hundred (200)+ very high speed, ultra long range Falcon 7X business jets have been ordered!

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 January_CBJ November06 18/12/2012 15:28 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

FALCON 50 RETROFITTED TO FALCON 50EX (SB280) S/N 171

FALCON 900B SN/65

MSP Gold on -40 Engines, Completely New Proline IV Avionics Package, 4C Heavy Check and Landing Gear OH 09/10

Will be Delivered w/ Fresh 4C and Landing Gear OH, MSP Gold Engine Package, Preferred 13 PAX Configuration w/ FWD & AFT Lav; Impeccable US Ownership History

al g e D in nd Pe

al g e D in nd Pe

FALCON 900B SN/60

CITATION VII S/N 7048

Will be Delivered w/ Fresh 4C and Landing Gear OH, JSSI Engine Package, Preferred 13 PAX Configuration w/ FWD & AFT Lav; Impeccable US Ownership History

Two Fortune 500, Midwestern, United States Owners Since New, Impeccable Maintenance by Both Factory Service Centers and in-house Factory Trained Personnel. Below Market Priced

CITATION VII S/N 7004

CITATION EXCEL S/N 5248

Two Fortune 500, Midwestern, United States Owners Since New, Impeccable Maintenance by Both Factory Service Centers and in-house Factory Trained Personnel. Below Market Priced

Power Advantage Engine Program, Pro-Parts Airframe Program and on Cescom Since New; Dual Universal UNS-1ESP FMS; Aircraft can be delivered anywhere in the world

2009 CHALLENGER 300 S/N 20264

1125 ASTRA SP S/N 49

1185 TT, Iridium SAT Phone w/ Swift Broadband, MSP GOLD, 2nd IFIS FSU (Paperless Cockpit), Sliding cabin/galley Pocket Door, Deluxe Galley w/ sink, Maintained to Part 135 Standards

3597.9 TT; Fresh C Check, new paint & refurbished interior by Astra Service Center 08/11, MSP, CAMS, Dual Universal UNS-1E FMS w/ GPS, Increased Weight Mod

2008 HAWKER 900XP S/N 033

SIKORSKY 76B S/N 344

853.31 Hours, MSP Gold, EASA / JAR Ops / FAA Certified, Standard 8 Place Interior, Dual FMS, Dual GPS, Dual AHRS, Etc‌

Fortune 100 Owned, 8 Place Executive, Fully Loaded EFIS Cockpit, Freon Air -conditioning

As anyone in aviation knows,

TURBULENCE is an art.

Buying and selling aircraft can be a bumpy business. But for over 50 years, we’ve earned a reputation for delivering the smoothest ride, as well as the best deal. We did it by building our business entirely around our customers’ needs. With transaction specialists who really know aircraft and markets, and an unmatched global network of partners. The result? Faster, easier transactions and lots of repeat clients. So call us and relax. You’ve got the best navigator around. www.jetcraft.com I info@jetcraft.com I Headquarters +1 919-941-8400

I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I

FEATURED INVENTORY

1998 Challenger 604 - SN 5368

Engines Enrolled in GE OnPoint - Honeywell Direct TV 36-150 APU Upgrade - Triple DCU’s, IRS’s & Comm’s

2006 Hawker 850XP - SN 258787

Honeywell MSP on Engines and APU IFIS-5000 Integrated Flight Information System

BackCoverAd_12.2012 Turbulence.indd 1

2001 Global Express - SN 9076

Available for Immediate Sale and Delivery RSVM Compliant - EASA / JAR-OPS 1 Certified 2007 Challenger 300 1989 Challenger 601-3A 1995 Challenger 601-3R 2006 Challenger 604 2005 Challenger 604 2008 Challenger 605 2009 Challenger 605 2010 Challenger 605 2011 Challenger 605 2005 citation cj2 2009 falcon 2000lx

2012 falcon 7x 2009 Global 5000 2013 Global 5000 2013 Global 6000 2002 Global Express 2007 Global XRS 2010 Global XRS 1997 Gulfstream GIVSP 1988 Gulfstream iV 2000 gulfstream V 2007 Legacy 600

2008 Citation XLS+ - SN 560-6006 Pristine Condition Aircraft All Serious Offers Considered

2003 CHALLENGER 850 - SN 7755

New VIP Completion - Numerous Upgrades New PATS Extd. Range Fuel Allows Up to 3,000 NM Range

I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I

AVOIDING

12/12/12 2:28 PM