World Aircraft Sales Magazine July 2013 by AvBuyer Ltd.

FC SCA July 2013_FC December 06 19/06/2013 11:23 Page 1

WORLD

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The global marketplace for business aviation

proudly presents

2000 Gulfstream IV-SP Serial Number 1413 See page 5 for further details

Business Aviation & The Boardroom: pages 24 - 63

July 2013

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PRE-OWNED FALCON

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

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

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Falcon 2000EX EASy

2005 • s/n 063 • 2,462 hrs. total time • 8 passengers • EUOPS1 compliant • Engines on JSSI, APU on MSP • Aug 2011 C check, new white paint scheme and winglets installation • Swift 64 Satcom: 3 FMS, 3 IRS, 3 VHF, 2 EFB

Falcon 2000EX EASy

2006 • s/n 075 • 3,099 hrs. total time • 8 passengers • EASA / EUOPS1 compliant • Head up display • HVS full provision • Swift 64 Satcom • Engines on CSP, APU on MSP • FalconCare covered • Fresh C, mid life LDG, “dry bay” modiﬁcation

Falcon 2000EX EASy

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

Falcon 900EX

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

Falcon 900EX EASy

2005 • s/n 150 • 2,360 hrs. total time • 14 passengers • EUOPS1 compliant • EASy II upgrade • FWD and AFT Lav • Sept. 2011 fresh C check • Aero I Satcom

Falcon 7X

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

AC Index July13 20/06/2013 13:58 Page 1

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

PAGE

AIRBUS A310-304 . . . . . . 132, A318 . . . . . . . . . . 38, A319 . . . . . . . . . . 87, A319 CJ . . . . . . . 55, A320 VIP . . . . . . 55,

BOEING/MCDONNELL DOUGLAS BBJ . . . . . . . . . . . 17, 27, 31, 38, BBJ 3 . . . . . . . . . . 31, CRJ 200 . . . . . . . 132, Super 27-200 . . 65, 757-200 Exec . . . 65,

BOMBARDIER Global 5000 . . . . 6, 22, 31, 55, 132, Global 6000 . . . . 132, Global Express . 11, 22, 35, 38, 39, . . . . . . . . . . . . . . . 42, 61, 77, 87, 117, . . . . . . . . . . . . . . . 132, Global Express XRS.. 11, 17, 27, 35, . . . . . . . . . . . . . . . 42, 43, 132,

Challenger 300 . . . . . . . . . . . 5, 6, 13, 42, 55, 131, 600 . . . . . . . . . . . 31, 601-1A . . . . . . . . 39, 58, 61, 601-1A-3A . . . . . 45, 601-3A . . . . . . . . 132, 601-3R . . . . . . . . 13, 127, 604 . . . . . . . . . . . 13, 42, 55, 61, 131, . . . . . . . . . . . . . . . 132, 605 . . . . . . . . . . . 6, 18, 27, 55, 87, 132, 800SE. . . . . . . . . 13, 850 . . . . . . . . . . . 55, 120, 850ER . . . . . . . . 132,

Learjet 31A . . . . . . . . . . . 5, 53, 58, 61, 127, 31ER . . . . . . . . . . 28, 35A . . . . . . . . . . . 85, 40 . . . . . . . . . . . . 87, 40XR . . . . . . . . . . 53, 113, 45XR . . . . . . . . . . 55, 79, 55 . . . . . . . . . . . . 85, 60 . . . . . . . . . . . . 15, 28, 39, 43, 79, . . . . . . . . . . . . . . . 115, 119, 127, 60SE . . . . . . . . . . 53, 60XR . . . . . . . . . . 5, 15, 61, 114, 126,

CESSNA Citation ISP . . . . . . . . . . . 33, II. . . . . . . . . . . . . . 33, 52, 58, IISP . . . . . . . . . . . 52, 53, III . . . . . . . . . . . . . 51, 52, 58, V. . . . . . . . . . . . . . 58, VI . . . . . . . . . . . . . 47,

AIRCRAFT

PAGE

VII . . . . . . . . . . . . 22, 52, 68, 131, X . . . . . . . . . . . . . 27, 61, 132, XLS . . . . . . . . . . . 19, 27, 41, 45, 58, 93, . . . . . . . . . . . . . . . 118, 128, 132, XLS+ . . . . . . . . . . 14, 41, CJ1. . . . . . . . . . . . 87, CJ1+ . . . . . . . . . . 14, 42, CJ2. . . . . . . . . . . . 14, 33, 52, 68, CJ2+ . . . . . . . . . . 116, CJ3. . . . . . . . . . . . 14, 33, 68, 87, CJ4. . . . . . . . . . . . 42, 53, Bravo . . . . . . . . . 112, 118, Encore . . . . . . . . 15, 87, 127, Excel . . . . . . . . . . 93, Jet . . . . . . . . . . . . 52, 61, Mustang . . . . . . . 13, 14, Super SII . . . . . . 61, Sovereign. . . . . . 14, 27, 33, 51, 52, 79, . . . . . . . . . . . . . . . 93, 120, Ultra . . . . . . . . . . 15, 122,

Conquest II . . . . . . . . . . . . . . 59,

EMBRAER 500 . . . . . . . . . . . 27, Legacy 600 . . . . 6, 31, 52, 87, Legacy 650 . . . . 19, Lineage . . . . . . . 38, Phenom 100 . . . 45,

FALCON JET 7X . . . . . . . . . . . . 3, 79, 125, 130, 132, 20-5BR-2C . . . . . 85, 20F . . . . . . . . . . . 131, 50 . . . . . . . . . . . . 13, 47, 52, 130, 132, 50EX . . . . . . . . . . 12, 130, 50-4. . . . . . . . . . . 130, 900B . . . . . . . . . . 22, 31, 87, 93, 130, 900C . . . . . . . . . . 12, 130, 131, 900EX . . . . . . . . . 3, 12, 28, 45, 47, 65, . . . . . . . . . . . . . . . 68, 130, 900EX EASy . . . 3, 125, 130, 131, 900LX . . . . . . . . . 12, 2000 . . . . . . . . . . 19, 31, 52, 97, 123, 2000EX EASy . . 3, 42, 2000LX . . . . . . . . 61, 132,

GULFSTREAM III . . . . . . . . . . . . . 5, 107, IV . . . . . . . . . . . . . 12, 28, 39, 61, . . . . . . . . . . . . . . . 132, IVSP . . . . . . . . . . 1, 5, 12, 18, 22, 31, . . . . . . . . . . . . . . . 34, 61, 121, 132, V. . . . . . . . . . . . . . 11, 34, 61, 131, 132, 100 . . . . . . . . . . . 93, 150 . . . . . . . . . . . 12, 39, 45, 85, 91, . . . . . . . . . . . . . . . 93,

AIRCRAFT

PAGE

07.13 AIRCRAFT

PAGE

200 . . . . . . . . . . . 5, 12, 23, 28, 47, 61, . . . . . . . . . . . . . . . 131, 132, 450 . . . . . . . . . . . 6, 11, 18, 22, 31, 47, . . . . . . . . . . . . . . . 61, 93, 500 . . . . . . . . . . . 35, 550 . . . . . . . . . . . 6, 11, 34, 35, 43, 61, . . . . . . . . . . . . . . . 93,

SOCATA

HAWKER BEECHCRAFT

HELICOPTERS

Beechcraft

AGUSTAWESTLAND

400 . . . . . . . . . . . 52, 400A . . . . . . . . . . 23, 52, 53, 79, Premier 1 . . . . . . 41, Premier 1A. . . . . 93,

A109 Power . . . . 55, Koala. . . . . . . . . . 93,

King Air 200 . . . . . . . . . . . 107, 350 . . . . . . . . . . . 5, 53, 59, 61, 87, 93, B100 . . . . . . . . . . 59, B200 . . . . . . . . . . 59, 93, C90 . . . . . . . . . . . . . 52, 87, 93,

Hawker 400XP . . . . . . . . . 61, 93, 750 . . . . . . . . . . . 85, 800A . . . . . . . . . . 126, 800B . . . . . . . . . . 55, 800XP . . . . . . . . . 28, 47, 52, 93, 800XPi . . . . . . . . 127, 850XP . . . . . . . . . 19, 28, 43, 87, 93, 900XP . . . . . . . . . 5, 43, 87, 93, 1000B . . . . . . . . . 55, 4000 . . . . . . . . . . 5, 13, 15,

TBM 700A . . . . . 91, TBM 700B . . . . . 52, 53, 91, 124, TBM 700C2 . . . . 91, TBM 850. . . . . . . 91,

BELL 206L4 . . . . . . . . . 126, 212 . . . . . . . . . . . 126, 230 . . . . . . . . . . . 87, 407GX. . . . . . . . . 99, 412EMS . . . . . . . 126,

BOLKOW BK117C1 . . . . . . 87,

EUROCOPTER AS 350 B3 . . . . . 87, AS 355 F-1. . . . . 128, AS 355 N . . . . . . 87,, EC 130 B4 . . . . . 41, EC 135 P2+ . . . . 93, EC 135T2 . . . . . . 15, 87,

MCDONNELL DOUGLAS

IAI

MD 600N . . . . . . 93,

Astra . . . . . . . . . . 52, Astra SP . . . . . . . 131, Astra 1125 . . . . . 47, 77, Astra SPX. . . . . . 47, 68,

SIKORSKY S-92 . . . . . . . . . . 15,

PIAGGIO Avanti II . . . . . . . 5, 128, Avanti P180 . . . . 55, 79,

CORPORATE AVIATION PRODUCTS & SERVICES PROVIDERS

PILATUS

Aircraft Engine /Support . 83, 95, Aircraft Perf & Specs . . . . . 101, 111, . . . . . . . . . . . . . . . . . . . . . . . . 129, Aircraft Title/Registry . . . . 69, 103 Ground Handling . . . . . . . . 129, Photography . . . . . . . . . . . . 111,

PC12-47 . . . . . . . 27, PC12-45 . . . . . . . 128,

PIPER Cheyenne IIXL . 52, Seneca . . . . . . . . 33, Meridian . . . . . . . 59,

SABRELINER

The Global Aircraft Market Online

65 . . . . . . . . . . . . 52,

THE WORLD’S LEADING

AIRCRAFT DEALERS & BROKERS find one today 4

WORLD AIRCRAFT SALES MAGAZINE – July 2013

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Southern Cross July 18/06/2013 15:28 Page 1

GLOBALL LY INTIMA ATE. BROKERAGE | ACQUISITIONS | SALES | MANAGEMENT

Visit our website e: www.scr . oss.com o

Email: acsa ales@scross.com www.twitter.com/SCrossA Av viation www.facebook.com/SCrossA Av viation

Gulfstream IVSP • s/n 1413

2003 G200 • s/n 71 • N458BN

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

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

2008 Challenger 300 • s/n 20219

2011 Hawker 4000

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

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

2012 Hawker 900XP

2008 Learjet 60XR

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

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

1985 Gulfstream GIII • s/n 472 • N353MA

1992 Learjet 31A • s/n 56 • N56LF

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

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

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

2000 King Air 350 • s/n FL-288 • N721RN

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

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

AIRCRAFT WANTED Challenger 300 - 2010 or newer • Gulfstream G200 - all models considered • Challenger 604 - 2000 or newer Hawker 800XP - 2003 or newer • Lear 31A/45/60 - all models considered FT FT.. LA LAUDERDALE UDERDALE

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

Conway Conway House - Cranﬁel Cranﬁeld d MK43 0FQ 0F FQ - United Kingdom Kingdom

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Presenting Your Aircraft in a Positive Light At IntelliJet International, we believe there is a distinct difference between simply marketing your aircraft and promoting it. Exclusivity is the key. IntelliJetâ&#x20AC;&#x2122;s innovative approach involves discretely presenting your jet to a select group of pre-qualified clients and our global network of aviation professionalsâ&#x20AC;Śdiscretely. We create a demand for your aircraft and help safeguard your privacy at the same time. Call us today and weâ&#x20AC;&#x2122;ll show you how it works.

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Panel July13 20/06/2013 14:01 Page 1

World Aircraft Sales EDITORIAL

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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)

WORLD AIRCRAFT SALES MAGAZINE – July 2013

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Panel July13 19/06/2013 10:41 Page 2

Contents

Volume 17, Issue 7 – July 2013

Featured Articles Business Aviation and the Boardroom 24

Future Watch: Only fortune tellers and delusional fools claim absolute knowledge of the future, asserts Jack Olcott. Nevertheless, Business Aviation could be a valuable tool to securing a bright horizon.

Effective Training: Very few Business Aviation managers are properly trained for their leadership role. How will you make sure yours are set up for success?

Fractional Ownership (Part 1): Boards set Business Aviation travel policy. Here, we explore how that policy should reflect the unique needs of the corporation.

Excess?: Efforts to associate business aircraft with corporate excess have proven to be misguided. Companies using Business Aviation have earned the reputation of being effective in their use of talent and time.

Part 91 or Part 135: Determining which regulatory structure—FAR Part 91 or Part 135—is a Board decision requiring expert advice. Keith Swirsky illustrates why...

Insuring a “For Sale” Aircraft: When selling the company aircraft, will you maintain Insurance coverage under your own policy, or place it on the broker’s fleet policy?

Entry Level & Light Jet Value: A look at the benefits of the Entry Level & Light jet segment, and a listing of values for models built over the last 20 years.

46 Main Features 64

Aircraft Comparative Analysis – Hawker 800: How does the performance of the Hawker 800 stand up against the original Learjet 60 and Astra SP?

Dealer Broker Market Update: A survey of a small selection of Dealers and Brokers in the US reveals that the recovery continues its slow ‘mollusc-like’ pace.

One Engine or Two: Dave Higdon looks at the turboprop sector and weighs the relative pros and cons of flying a single- or twin-engine airplane.

Aircraft Appraisals: Whether you’re on the buying or selling side of an aircraft transaction, it is well worth getting an airplane appraised. Here, we consider the reasons why…

Regular Features

Next Month’s Issue

10 16 20 70 96 100 108

Business Aviation & The Boardroom Plane Sense on Refurbishment Aircraft Comparative Analysis: Citation Excel

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

Advertising Enquiries see Page 8

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WORLD AIRCRAFT SALES MAGAZINE – July 2013

JMesingerJuly13_JMesingerNov06 17/06/2013 16:57 Page 1

THE AVIATION LEADERSHIP ROUNDTABLE

The Importance Of Trust In Testing Times. ou cannot just say, “Trust Me” to a new contact and expect them to do so. Trust can only be built between people over time. It occurs in all of the best relationships: between spouses; between partners; between people doing business together. At no time has trust been more critical between buyers, sellers and their aviation sales professional than it is today. Down markets, especially one as dramatic as today’s, demands trust between all participants. I can remember at the beginning of this downturn in 2008, as I tried to make some sense of the catastrophic set of events. These were shocking to all of the industry. Nothing was selling - at all, and trying to explain to sellers that the market they had just known with skyrocketing prices was now coming to an end and wouldn’t be returning soon, if ever was difficult. The idea of premiums and short supply of aircraft had evaporated, and selling airplanes for more than you paid may never again be a reality. The truth today is that aircraft are declining assets, as with any other mechanical piece of equipment. Use wears it out and reduces the life of the individual components, so annual residual value loss is a reality. Back to 2008, post downturn, my desire was to help sellers find buyers, which felt like finding a needle in a haystack. No one had any idea where the bottom might be, when the bottom might occur and what other significant events would drop for our overall global economy - not to mention the individual buyer or seller. It was a perfect storm for an industry calamity. Back then, I tried to encourage sellers to lower their expectations as well as their asking prices. Without fail each would question, are there buyers? The honest answer in 2008 was, “I am not sure, but yesterday’s prices will not work for today’s buyers”. That argument fell on deaf ears. Sellers still held on to the hope that prices would rebound soon, thus lowering their price might be a terrible way to find the buyer. Buyers had the same fear. Why buy now if

WORLD AIRCRAFT SALES MAGAZINE – July 2013

The essence of trust in a broker/client relationship will dispel any fear of a buyer being falsely led into the wrong deal. prices will continue to drop and no end is in sight? This began what has continued to be a price-driven marketplace. No matter the return to a more robust transaction environment, price still drives the market for the time being. Never before has the value of ‘Trust’ been so important to the process. In order for an aircraft to be viewed by buyers today, they must trust the aircraft sales professional to gather the data points from transactions and active aircraft listings and build for the seller a compelling argument of proper pricing. This is more complicated today because there are fewer transactions than in past years to draw conclusions from. It takes a daily participation by the sales professional in the market to glean the gems to build the argument. Trust is the key to this process – and it is equally critical to the buyer. The aircraft sales professional must be able to quote ‘chapter and verse’ as to why a buyer should come back into this market and buy now. This discussion should center on the value of the business aircraft to the buyer and the company. Yes prices may incrementally go down for a period of time, but the prices have never been lower and waiting could just mean that the best aircraft get sold and you pay less for a far less compliant aircraft. It is tricky, and trust between players is vital. The essence of trust in a broker/client relationship will dispel any fear of a buyer being falsely led into the wrong deal. It may be easier sometimes to believe a well-crafted story rather than the facts. Buyers and sellers must

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be satisfied with the argument to buy or sell and be surrounded by a group of advisors that they trust. One can be sold on a product or service based on false data. If you are uncertain about the path an advisor is taking you down, listen more closely to more people. The sky is not falling and the world is not yet so rosy. Brighter days will occur and prices of aircraft will eventually firm up. If, however, someone tells you today that you should raise your asking price because things seem to be getting better, you would be making a bad error of judgment to follow such advice. I have seen too many sellers go with brokers who promised higher sales prices than should be expected. Between the time that the seller is on the market on the basis of bad data and the point they finally realize the mistake in pricing the market potentially will have contracted, and precious time and ground is lost. As a buyer, if the time is right for you to buy based on your personal or business needs, great sellers are there. Though this is a price driven market, the goal of the buyer is not to just buy a cheap airplane – due diligence, as always, is essential. ❯ Jay Mesinger is the CEO and Founder of J. Mesinger Corporate Jet Sales, Inc. Jay is on the NBAA Board of Directors and is Chairman of AMAC. He now serves on the Jet Aviation Customer and Airbus Corporate Jets Business Aviation Advisory Boards (BAAB). Jay is also a member of EBAA and the Colorado Airport Business Association (CABA). If you would like to join in on conversations relating to trends in Business Aviation, share your comments on Jay’s blog www.jetsales.com/blog, Twitter and LinkedIn. For more information visit www.jetsales.com. Do you have any questions or opinions on the above topic? Get them answered/published in World Aircraft Sales Magazine. Email feedback to: editorial@avbuyer.com

Aircraft Index see Page 4

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AIReportJuly13_AIReport Sept08 17/06/2013 16:55 Page 1

AIREPORT

Equating The Value Of Bizav by David Wyndham hile the majority of the Fortune 500 companies engage in Business Aviation, their reasons for having access to business aircraft may not coincide with those of your own company. If a new CEO took over tomorrow, could you answer, “How does this company justify the use of business aircraft?” A rational, well-constructed justification for employing Business Aviation is no longer optional. It is a necessity. It should be clear to everyone in your company, not just the flight department and the senior executives, why your company uses Business Aviation. You must be prepared to state, “Yes, our aircraft is an essential business tool without which our company would be at a competitive disadvantage in today's rapidly changing economic environment,” and defend this position. There are many tangible benefits to having an aircraft. These include, but are not limited to:

• • • • •

Time savings; Flexibility and reliability of operations; Productivity; Ability to attract and retain key personnel; Ability to support customers in an effective manner.

Which of these apply to your company? Can you bring evidence to answer, “Are the benefits worth the cost?” That the business aircraft saves time is obvious to us in Business Aviation. Can you document and support this for your company? The National Business Aviation Association (NBAA) has a tool called Travel$ense. It is software that calculates the actual hours spent in travel, productivity advantages and trip expenses. Travel$Sense uses actual Airline

data to allow your travel specialist to compare the time it takes the business aircraft to complete your trip and the time needed on the Airline. In addition to calculating the total travel time, it also has user-defined inputs for productivity and salary. By using such a tool, you may calculate that a particular trip takes 40 hours’ roundtrip on the Airlines while the business jet takes just 16 hours. But the next step is the critical one: determining the value of that time. Time can never be saved. It can only be spent wisely.

Time can never be saved. It can only be spent wisely. You need to recognize that time spent not traveling, but being productive, is valuable. In 1987 a company called PRC produced a study that looked at the benefits of business aircraft travel versus the Airlines. It looked at both the tangible and intangible benefits. It then went a step further to try and assign a value (or cost) of the time spent (or not spent). It used business school research, industry data and insurance data to assign a salary multiplier to an executive's time. The PRC study was further reinforced in 2001 by a similar study performed by Andersen Consulting that looked at the impact of Business Aviation on shareholder value.

While an executive is worth more than his or her salary, whether that value to a company is two times or five times greater is a subject of much discussion and controversy. A senior executive with a seven-figure salary and benefits package has to be worth at least $500 per business hour to the firm. Business hours spent in the office, with a client, or working somewhere quietly without disruption are more productive than business hours spent waiting at the airport. Whether you use Travel$ense or a spreadsheet, such an analysis can show that the time spent not traveling can be put to productive use and that increased productivity can offset the added cost of using the business aircraft option. Have you done this for your use of the business aircraft? If not, you should do. ❯ David Wyndham is an owner of Conklin & de Decker. The mission of Conklin & de Decker is to furnish the general aviation industry with objective and impartial information in the form of professionally developed and supported products and services, enabling its clients to make more informed decisions when dealing with the purchase and operation of aircraft. With over 1,800 clients in 90 countries around the world, Conklin & de Decker combines aviation experience with proven business practices. ❯ More information from www.conklindd.com; Tel: +1 508 255 5975. ❯ Do you have any questions or opinions on the above topic? Get them answered/published in World Aircraft Sales Magazine. Email feedback to: editorial@avbuyer.com

COMPARE AIRCRAFT FOR SALE USING OUR

Aircraft Comparative Facility at www.AvBuyer.com

Whilst selecting from the World’s finest Business Jets, Turboprops and Turbine Helicopters for sale 16

WORLD AIRCRAFT SALES MAGAZINE – July 2013

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Aircraft Index see Page 4

1 Freestream July 20/06/2013 15:22 Page 1

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

Boeing BBJ/28579

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

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

Boeing BBJ/36714

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

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

Global XRS/9195

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

GlobalGulfstream XRS S/N: 9195. N4T G450 2QReg: 2012

Gulfstream GV/512

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

Hawker 850XP/258812

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

www.freestream.com

2 Freestream July 20/06/2013 15:23 Page 1

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

Boeing BBJ/28579

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

Gulfstream IVSP S/N: 1468. Reg: N700NY • US$12,950,000 • TTAF: 4827 / Landings: 2692 • Engines on RRCC

Boeing BBJ/36714

Boeing BBJ/30076 • CMP MSG-3 Maintenance Tracking • Honeywell TCAS II w/Change 7 • EGPWS • 13 Passenger • RVSM Compliant

Gulfstream IVSP S/N: 1385. Reg: N4818C • US$10,650,000

Global XRS/9195

Gulfstream G550/5025 • TTAF: 4266 / Landings: 2701 • APU on MSP • Honeywell MCS-6000 SATCOM • Securaplane 500 security system • CVR/FDR • Honeywell TCAS 2000 • 14 Passenger with Forward Galley

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

Gulfstream GV/512

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

Hawker 850XP/258812

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

www.freestream.com

3 Freestream July 20/06/2013 15:23 Page 1

FREESTREAM AIRCRAFT LIMITED SALES & ACQUISITIONS Legacy 650 S/N: 14501136. Reg: VP-CPL • US$21,750,000 • Total Time: 633.18 / Total Cycle: 248 • Airframe is on Embraer Executive Care Agreement • Engines are enrolled on RRCC • Long-Range Fuel System • Electronic Flight Bag Boeing BBJ/29273 • SSCVR and SSFDR • Airshow 4000 • 13 Passenger

Boeing BBJ/28579

Citation XLS S/N: 5763. Reg: OE-GSZ • US$6,495,000 • Total Time: 2919.50 Hours / Total Cycle: 2206 • RVSM Capable • Thrust Reversers Boeing BBJ/30076 • Precision RNAV Capability, B-RNAV/RNP5 • U.S. Steep Approach including England Option • On Cessna ProParts Program • On AuxParts Program • On ProAdvantage+ Program

Boeing BBJ/36714

Falcon 2000 S/N: 1. Reg: G-YUMN • US$5,300,000

Global XRS/9195

Gulfstream G550/5025 • Total Time: 6289.27 hrs / Landings: 5614 • Engines and APU on Honeywell MSP Gold • B-RNAV/RVSM/RNP10/RNP5 Compliant • Honeywell Mark V EGPWS • Collins TTR 920 TCAS II • New Paint April 2007 • Elegant 10 Passenger Fireblocked Interior

Gulfstream G450S/N: 2Q 258812. 2012 Hawker 850XP Reg: D-CLBH

Gulfstream GV/512

• US$5,750,000 • TTAF: 1552 / Landings: 1078 • Engines on MSP Gold • Collins Pro Line 21 system • Airshow 410 • AFM Supplement for JAR OPS • Belted Lavatory • Long Range Oxygen

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

www.freestream.com

Gil WolinJuly2013_Gil WolinNov06 17/06/2013 16:53 Page 1

VIEWPOINT

No Future Fears by Gil Wolin ncertainty – aye, there’s the rub… Uncertainty, about what to expect – and what to plan for. What’s the economy going to do in the next few years? How will the regulatory environment change? And how will aircraft owners, users, OEMs, and service providers respond? More importantly, how will we grow the industry, and introduce the next generation to business jet travel? The first week in June provided the opportunity to address both uncertainties: for the near term, via the third annual JETNET iQ Summit in New York City; and for introducing the next generation to aviation, via the NBAA Regional Forum and static display at Westchester County Airport. The former was a lively assemblage of economists and demographic experts, as well as aviation industry professionals and pundits holding forth on what the short- and longterm hold for us as an industry and as citizens of an increasingly interconnected – and interdependent – world. The latter was the second such gathering, and the hangar and temporary ramp tent at Panorama was jam-packed with booths and displays – and a static display chock-a-block with business aircraft buffed and polished to a fare-thee-well. I couldn’t resist this opportunity to introduce the beauty and comfort of aviation to the next generation. I offered to escort my six-year-old niece Emily (and her parents) on a tour of the Regional Forum’s static display. It was with the kind understanding of NBAA staff that we made our way to the remote ramp, where she boarded her first, second, and third business jet, and her first and second helicopter. Now Emily is a very bright and well-mannered young lady. And that made it easy for the various OEM reps to greet her with a cheerful “Welcome aboard,” making her first encounter with aircraft an upbeat experience. Suffice it to say, I think we have another aviation aficionada in the making.

And while the JETNET iQ was not quite as uniformly upbeat, it did provide some signposts as to what we can expect from markets and regulatory agencies over the next few years – and helped eliminate some uncertainties. The good news, according to the first speaker, economist Brian Beaulieu of ITR, is that while the remainder of 2013 and 2014 will be flat, he expects to see robust growth for 2015 through 2017, with interest rates remaining low. He forecasts a downturn in 2018 and 2019, but the scary news for the average US homeowner – by 2020, 30-year fixed-rate mortgages will no longer be available. Rolland Vincent, JETNET’s partner in the iQ Summit and noted aviation market research analyst, added BizAv industry research to Beaulieu’s observations. This year will finish with 670 business jet deliveries, but we’ll see a 7.5% uptick to 720 units in 2014. It’s not just the number of units forecast, however – it’s the product mix that’s fascinating. Large Cabin, long-range aircraft remain the order of the day, fueled by the continued growth of international business – and the increasing number of Ultra-High-Net-Worth-Individuals (UHNWIs). Yes, we’ve added yet another acronym to our industry, one that defines a segment with significant growth potential. According to David Friedman of Wealth-X, a provider of intelligence on such folks for luxury brands, private banks and charitable organizations, there are 2,100 billionaires worldwide, with an average net worth of $2.9 billion. There are also more than 187,000 individuals in the world with a net worth of at least $25 million. While a $25 million net worth might not qualify as a G650 prospect, any charter sales rep would give his or her eyeteeth for a list of those email addresses. Cash is king today in ways not seen in recent times, according to the banking panel chaired by Michael Amalfitano, Managing Director and Executive Head of Banc of America Leasing, Global Corporate Aircraft Finance. Cash buyers today represent 77% of

all business jet transactions, up dramatically from the traditional 50%. New and like-new late model aircraft are the order of the day, with asset protection like hourly cost maintenance programs a “must.” Even nonbank financial institutions today face compliance with post-recession requirements such as Basel III and Dodd-Frank, as well as heightened scrutiny on each transaction. A rosy outlook? Not quite. There is much on the horizon to give us pause. But with research and facts such as were presented at JETNET’s iQ Summit, we can plan and take action accordingly, rather than be paralyzed by nameless dread. Oh, and about the next generation? According to the note I just received from her mother, Emily’s new game at school is “airplane.” The youngster is the hostess, and some of her friends are pilot, passenger and flight attendant. Thanks to her “research” conducted at the NBAA Regional Forum, Emily knows that business aircraft are fun, and air travel is something to look forward to. And that helps allay my fears for our industry’s future. ❯ Gil Wolin draws on forty years of aviation marketing and management experience as a consultant to the corporate aviation industry. His aviation career incorporates aircraft management, charter and FBO management experience (with TAG Aviation among others), and he is a frequent speaker at aviation, travel and service seminars. ❯ Gil is a past director of the RMBTA and NATA, and currently serves on the Advisory Board for Corporate Angel Network and GE Capital Solutions-Corporate Aviation. Gil can be contacted at gil@wolinaviation.com, www.wolinaviation.com

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

www.AvBuyer.com 20

WORLD AIRCRAFT SALES MAGAZINE – July 2013

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Aircraft Index see Page 4

J,Mesinger July_Layout 1 18/06/2013 17:02 Page 1

Success.

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

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

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

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

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

Read our industry blog at jetsales.com/blog. Follow us on twitter for the latest news: @jmesinger Watch airplane videos at jetsales.com/inventory 800.671.6766 / p: + 1 303.444.6766 / f: + 1 303.444.6866 / sales@jetsales.com

For full speciﬁcations and for more information, visit

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J,Mesinger July_Layout 1 18/06/2013 17:03 Page 2

NEW TO MARKET

1993 CITATION VII S/N 7020

ASKING: $2,375,000 | 3,310 Hours TTAF, 2,513 Landings, MSP Gold •Excellent pedigree •Recent ID 8 & 19 and fresh ID 11 c/w 6/13 at Cessna Sacramento •Dual Universal UNS-1D FMS •Honeywell RMU-855 Upgrade

NEW TO MARKET

1988 FALCON 900B S/N 25

ASKING: $6,500,000 | 9,864 Hours TTAF, 5,068 Landings, MSP Gold •Currently Operated Part 135 •1C 2C 4C & Gear Restoration c/w 2012 •Dry Bay Mod SB c/w •Dual FMZ-2000 FMS Systems with 6.1 Software & WAAS/LPV •Aircell GoGo Biz High Speed Data •New Paint in 2012

2007 GLOBAL 5000 S/N 9158

UNDER CONTRACT

ASKING: $27,995,000 | 1,518 Hours TTAF, 610 Landings

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

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

2001 GLOBAL EXPRESS S/N 9040

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

1994 GULFSTREAM GIV-SP S/N 1257

2008 GULFSTREAM G450 S/N 4118

NEW TO MARKET

ASKING: $26,500,000 | 1,705 Hours TTAF, 530 Landings

ASKING: MAKE OFFER | 7,801 Hours TTAF, 4,199 Landings

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

•Fresh Engine Overhauls •72 Month Inspection c/w 8/2012 •OPS 18 inspection c/w 8/2012

FILE PHOTO

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J,Mesinger July_Layout 1 18/06/2013 17:06 Page 3

2005 GULFSTREAM G200 S/N 115

1996 BEECHJET 400A S/N RK-111

ASKING: $8,975,000 | 1,823 Hours TTAF, 979 Landings, ESP Gold Lite

ASKING: $1,400,000 | 3,965 Hours TTAF, 3,442 Landings

•One U.S. Owner since new •Low time •Honeywell Mark V EGPWS with RAAS & Windshear •Safe Flight Auto Throttles •Great Paint and Interior •Currently Operated on a Part 135 Certificate

WANTED: CITATION ENCORE •Low time •8 passenger plus belted lav •Cessna maintained •Signed Exclusive Acquisition Agreement •Buyer Pays Our Commission •No Financing Requirements

•Currently operated Part 135 •Engine overhauls June 2012 •Supplemental Air Conditioning •Upgraded Rockwell Collins AMS-5000 Avionics System with GPS-4000S Sensor

WANTED: GULFSTREAM G550 •2007 or older •4,000 Hours TTAF or less •Aft Galley •Signed Exclusive Acquisition Agreement •Buyer Pays Our Commission •No Financing Requirements

FILE PHOTO

WANTED: FALCON 7X •Sub 100 S/N •Signed Exclusive Acquisition Agreement •Buyer Pays Our Commission •No Financing Requirements

FILE PHOTO

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BG 1 July13_FinanceSept 18/06/2013 09:18 Page 1

BUSINESS AVIATION AND THE BOARDROOM

Future Watch: Using Business Aviation to secure a bright horizon. 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

Only fortune tellers and delusional fools claim absolute knowledge of the future. The rest of us must rely on experts who compile and analyze the reams of information available in this age of big data, opines Jack Olcott.

onsidering the many conferences and seminars that are offered to businessmen and women, there is no question that we all crave knowing more about the markets we serve—particularly how the future is likely to impact us. An industry of organizers defines agendas, attracts speakers and establishes venues for the many attendees seeking knowledge and an opportunity to network. If money and time were unlimited, an individual could spend an entire career attending gatherings of like-minded professionals in search of the magic dataset—or perfect job—that would provide an exciting and secure tomorrow. I recently attended the JETNET iQ Annual Global Aviation Summit, one of my favorite seminars. The topic was Business Aviation, the information fresh and relevant, and the speakers well versed in their fields. In particular, JETNET reported on its personto-person interviews with owners and operators of business aircraft, conducted quarterly to glean trends and identify community expectations. As in past years, experts external to Business Aviation also offered their findings on the economy as well as on the characteristics of the ultra-wealthy. With his characteristic good humor and compelling rhetoric, ITR Economics CEO Brian Beaulieu discussed the nascent recovery of the global economy. Saying that leading economic indicators are pointing up, liquidity is not an issue, inflation (for the time being) is low and manageable, employment is increasing, and economic growth is likely to continue throughout the rest of this year, his message was well received. His firm’s research indicated that the US economy would be growing at a faster rate in 2015 through 2017, but he cautioned that the US might experience a flat year in 2014.

WORLD AIRCRAFT SALES MAGAZINE – July 2013

www.AvBuyer.com

Aircraft Index see Page 4

BG 1 July13_FinanceSept 18/06/2013 09:19 Page 2

What the Boardroom needs to know about Business Aviation

David Friedman, co-founder and president of Wealth-X, presented fascinating data about the growth of the Ultra-High-Net-Worth (UHNW) community. The number of billionaires, he noted, was growing throughout the globe, and considerable wealth was flowing to the upper-end of the economic spectrum. Punctuating his message that UHNW individuals were doing quite well, he showed an image of a receipt found at an ATM located in posh East Hampton, an exclusive vacation spot on the eastern tip of Long Island in New York state. It showed that the owner of the checking account had withdrawn $400, paid an ATM fee of $2.50 and had a remaining balance of over $99 million.

WHICH COMES FIRST? In the often-quoted but apocryphal words of master robber Willy Sutton that he targeted banks “…because that’s where the money is”, marketers at the JETNET iQ seminar were fascinated to learn about the capacity of UHNW individuals to purchase business aircraft. More relevant, however, were data focusing on the global trends that bode well for business development and the need for Business Aviation as an effective means for reaching expanding markets. Several speakers referred to the significant opportunities for growth in markets and profits outside the USA. Mega trends favor the demand for Business Aviation, particularly among larger aircraft with sufficient range to reach emerging markets and ample cabin technology to provide a productive working environment en-route. The global quest for natural resources will continue to drive the need for access into corners of the globe where public transportation is not adequate to Advertising Enquiries see Page 8

serve the rapid pace of business development. In China, for example, public access into the nation’s vast and underdeveloped interior is sparse; where it does exist, Airline schedules often are limited to one flight per week, which is not sufficient to meet the needs of companies seeking to move swiftly and efficiently into new business ventures that exist there. Global opportunities require a labor force with special skills that are often unavailable in the regions where companies seek to expand. New markets for ordinary goods are developing in areas long thought too remote to be profitable. To capitalize on world trends, entrepreneurs as well as corporations must have efficient connectivity between home base and remote sites. Speakers emphasized the need for face-to-face contact in establishing a trustworthy relationship with global partners. Research presented at the JETNET iQ seminar indicated that opportunities also are expanding within the USA, Canada and Mexico. Manufacturing is returning to the US as production increasingly is characterized by the use of high-tech robots and automation. North America is well on its way toward energy independence, opening a special window of opportunity as exploration and extraction expands. The message was clear: rather than being the result of expanding wealth or a symbol of success, Business Aviation is an effective tool for economic development. The wise entrepreneur and business leader uses business aircraft as a means for achieving success.

“ New markets for ordinary goods are developing in areas long thought too remote to be profitable.”

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 26

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WORLD AIRCRAFT SALES MAGAZINE – July 2013

BG 2 July13_FinanceSept 18/06/2013 09:23 Page 1

BUSINESS AVIATION AND THE BOARDROOM

Effective Training: Have you prepared your aviation manager to succeed? 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.

Very few Business Aviation managers are properly trained for their leadership role, asserts Pete Agur. How will you make sure yours are set up for success?

n one hand, top corporate executives go to great lengths to select and prepare the emerging leaders for their critical business units. This process is enhanced by the extensive education and managerial experiences of the candidates. The Return on Investment (ROI) of these efforts is usually considered obvious. On the other hand, a disciplined approach to managing human capital has rarely reached the airport. That may explain why most executives to

WORLD AIRCRAFT SALES MAGAZINE – July 2013

www.AvBuyer.com

whom the Aviation Manager reports state they spend dramatically more time supporting the aviation department than any other reporting to them. There are several factors that contribute to the dilemma: First, most aviation professionals do not have a formal education in business. Like doctors and lawyers, aviators and technicians go through a very focused educational and skills development curriculum. Often the degree description refers to a course of study in Aviation Sciences with, maybe, a minor in Business Administration. An advanced degree in business is a rarity. In the mid-1980s less than 1% of Aviation Managers had a Masters in Business Administration. Today that ratio has risen, but it is still below 5%. Look among your Aviation Manager’s peers within the core corporation. What proportion of them has an MBA? I would venture to guess many managers in non-aviation activities have advanced degrees in business. Second, the career path for aviation professionals is typically linear. Their development is most often devoid of leadership, managerial and business processes. As a result, there is little opportunity for them to gain practical leadership experience in business. Even when offered, diverse education is not a natural step. I recently interviewed a series of captains for a leadership position. When I asked what they would do with a $50,000 budget for professional development, only one-infour mentioned business courses. The rest intended to spend the money on technical training. Third, unlike the emerging leaders within the core company, the talent within the Aviation Department is routinely being led and mentored by someone whose heart may be in the right place but is hampered by improper preparation. This situation creates a Darwinian environment for Business Aviation leaders - survival of the fittest. If excellence, as opposed to survival is your U continued on page 30 Aircraft Index see Page 4

Jet Collection June_Layout 1 20/05/2013 15:24 Page 1

thejetcollection.com

2014 Q4 EMB 500

2007 Citation XLS

2014 Q2 BBJ

2007 PC PC-12/47 C-12/47

2011 Global Expr Express esss XRS

2007 Ce Cessna essna Citation Sovereign Sovereign

05 2011 Challenger 60 605

2000 Ci Citation tation X

CHICAGO O 312.226.8541 41 312.226.854

DALLAS 214.415.3725 2 14.415.3725

PARIS P ARIS A 33.4.72.81.15.15 33.4.72.81.15.15

MUNICH/STRAUBING M UNICH/STRAUBING 49.151.466.47553 49.151.466.47553

IISTANBUL ST TAN A BUL 90.212.283.02.42 90.2 12.283.02.42

SAN FRANCISO O 707.592.6960 707 .592.696 60

TAMPA T AMP A PA 727.420.1607 7 27.420.1607

LYON LY YON 33.6.28.75.69.30 33.6.28.7 5.69.30

VIENNA VIENNA 43.676.780.0147 43.676.780.0147

BEIJING 86.10.65330620

SpeciďŹ cations and/or desc descriptions criptions are are provided provided as introductory introductory informatio information. on. They do not constitute representations representations or warranties w of The Jet Collection. Y You ou should rrely elyy on your own inspection of the air aircraft. craft.

O'Gara July 17/06/2013 15:44 Page 1

O'Gara July 17/06/2013 15:44 Page 2

BG 2 July13_FinanceSept 18/06/2013 09:24 Page 2

What the Boardroom needs to know about Business Aviation objective (and I suggest it should be, since you are their passengers), you need to examine the status of your Business Aviation leadership development program.

A TEST To assist you with that examination, use the following questionnaire. Give yourself 10 points for each “Yes” answer. 1. Are the formal goals of the Aviation Department directly linked to, and supportive of the achievement of the core business’ strategic intent? 2. Is the time that the Aviation Department’s reporting executive spends directly supporting that department about the same as, or less than his/her other responsibilities? 3. Is the Aviation Department manager truly a peer among his or her reporting executive’s staff of direct reports? 4. Is there a clear and active succession plan for each managerial position within the Aviation Department? 5. Is there an individual, personal Professional Development Plan (PDP) in place for each member of the department? 6. Is time and money formally budgeted for executing the PDP? a. (For 10 bonus points: Is the vast majority of that budget actually spent each year?) 7. Are performance reviews, consistent with the corporate model, being conducted routinely at the Aviation Department? 8. Are the metrics used to report Business Aviation’s performance directly linked to the benefits achieved for the core business? (Days and trips flown, travel hours saved versus commercial alternatives, per cent of days the aircraft is available, etc.) 9. Are reduced, avoided or saved costs identified and reported? 10. Is there a culture of continuous improvement at your Aviation Department? (Is a Safety Management System at the core of its culture and performance?)

For the sake of your core business, its passengers and your Business Aviation organization: •

• There are 110 possible points available. A score of 70 is passing - but, I expect you want to do much better than that.

•

PROFESSIONAL DEVELOPMENT OPTIONS

•

Continuing education programs with an emphasis on business are few, but the following programs are available: o The National Business Aviation Association (NBAA) has a Certified Aviation Manager (CAM) program. It includes a blend of approved courses and experience in order to qualify to sit the comprehensive exam. www.nbaa.org o The University of Virginia’s Darden School has two executive education courses for lead-

WORLD AIRCRAFT SALES MAGAZINE – July 2013

ing and managing the aviation function. www.darden.virginia.edu Georgia State University’s Robinson School of Business has partnered with VanAllen to create its Business Aviation Leadership Summit and Certificate Program. http://execed.robinson.gsu.edu

Confirm your intent for the Aviation Department to be led and managed at least as well as any other critical business unit; Assess the current competence of your Aviation Managers and their career development program; Assure that Aviation Managers have effective mentors; and Define, budget for and implement a continuing PDP for the current leaders of your company’s aviation department and their potential successors.

“Confirm your intent for the Aviation Department to be led and managed at least as well as any other critical business unit.”

Your improvement in ROI will be impressive. 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

Corporate Concepts July 19/06/2013 13:32 Page 1

Corporate Concepts International, Inc.

GREEN BBJ ■ Immediately Available ■ Seven Long Range tanks ■ Low Cabin Altitude ■ Alternative Navigation ■ Immediate Completion Slots Available ■ Attractively Priced – Call for Details

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BG 3 July13_FinanceSept 18/06/2013 09:28 Page 1

BUSINESS AVIATION AND THE BOARDROOM

Fractional Ownership: Easy entry into the arena of Business Aircraft (Part 1). 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

David Wyndham describes the anatomy of this form of Business Aviation in a two-part article. This month he covers the basics of the concept.

ractional ownership lowers the barriers to purchasing and using a business aircraft. The capital needed to gain access to one or more aircraft is reduced by acquiring a shared interest in the asset. The idea is much like that of time-share vacation properties. When you don’t need full time access, why pay for the entire property? Furthermore, the level of knowledge and expertise required to use the aircraft is provided by the company that sells the shares to a number of co-

owners and operates the aircraft on their behalf under a dry-lease exchange agreement. In buying a share of an aircraft and having a professional management company run the entire aviation operation, you can step into the world of business aircraft ownership without the need to set-up and understand the requirements of an aviation operation.

HOW IT WORKS Each fractional owner purchases an interest in a specific, serial-numbered aircraft based on 800 occupied hours per year for each whole aircraft. Each owner is guaranteed 50 occupied hours annually for each 1/16 share that is purchased. Helicopter shares can be as small as 1/32, or 25-hours. Adding additional shares of either airplanes or helicopters often can be sold in 1/32nd increments since mixing multiple types of aircraft is easier at this level, giving the buyer more flexibility. Hours are billed by block time: actual flight time plus 12 minutes. Aircraft availability is guaranteed with as little as four hours notice. Owners are charged only for hours during which they actually occupy the aircraft (occupied hours). The cost of repositioning flights (‘deadhead’ hours) is covered indirectly by the occupied hourly rate U continued on page 36

WORLD AIRCRAFT SALES MAGAZINE – July 2013

www.AvBuyer.com

Aircraft Index see Page 4

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BG 3 July13_FinanceSept 18/06/2013 09:38 Page 2

What the Boardroom needs to know about Business Aviation

(i.e., there is no additional charge for moving the shared aircraft from location to location when it is unoccupied). Each shareowner has access to an entire fleet of aircraft within the fractional provider’s stable, providing them the ability to use multiple aircraft simultaneously to meet demand. The fractional owner can use a different aircraft type from the one actually purchased, as needed, by exchanging hours at given interchange ratios for different aircraft types. The fractional provider can also upgrade a customer, at no additional cost, to a larger aircraft at its discretion. Fractional providers operate a core fleet of company-owned aircraft and use charter aircraft to provide backup services whenever one of the “owned” aircraft is not available. The Fractional Ownership company provides the crew, maintains the aircraft and handles 100% of the management of the aircraft operations. They cover all the training, safety, scheduling and record keeping. Fractional programs operate via a series of contracts and agreements between the aircraft owners(s)/lessees and the fractional provider that operates the aircraft on behalf of the owners. FAR Part 91K, which is the Federal Aviation Regulation governing fractional ownership, requires providers to run their operations much like a Part 135 commercial (i.e., charter) operator, but with some additional requirements of the aircraft owner to exercise a level of “operational control” regarding where and when the aircraft operates. Note that the owner of a fractional share is deemed to retain operational control of the aircraft and thus is basically responsible for compliance with FARs. If you own the fractional interest, that shared asset can qualify for depreciation and other tax benefits when used for business purposes.

WHO ARE THE MAJOR PLAYERS? NetJets, which provides numerous light jet, mid-

WORLD AIRCRAFT SALES MAGAZINE – July 2013

size, large and global business jet options, is the world’s largest fractional provider with programs in the US and Europe. The company recently announced a program for China where a NetJets affiliate will offer management and charter services for private business aircraft. The remaining large fractional ownership companies, presented below, are wholly in the US. • • • •

•

Avantair (Offers Piaggio Avanti turboprop aircraft). Flexjet (Consisting of Bombardier Learjet and Challenger models). Flight Options (Fleet comprised of various light to mid-size business jets). Executive AirShare (Mixture of Embraer Phenom 100/300 light jets and King Air turboprops based regionally within the USA). PlaneSense (Offers Pilatus PC-12 turboprop aircraft regionally in the Northeast USA).

Within each program is a defined Primary Service Area (PSA). Flights outside the PSA may incur additional service charges and positioning fees for the aircraft. While fractional programs have been provided since the late 1980s, each arrangement between provider and shareholder typically is tailored to the owner’s needs. Thus it is essential that a company considering the purchase of a fractional share have legal representation to ensure insightful due diligence before agreeing to the terms of a fractional contract. Next month, we continue our study of fractional ownership examining contract terms, costs and extraordinary uses.

“ The fractional owner can use a different aircraft type from the one actually purchased, as needed, by exchanging hours at given interchange ratios for different aircraft types.”

www.AvBuyer.com

Aircraft Index see Page 4

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

1999 Boeing Business Jet, S/N 29149

2001 Boeing Business Jet, S/N 32774

2009 Airbus A318, S/N 3985

2000 Global Express, S/N 9010

2008 Lineage, S/N 19000140

2003 Global Express, S/N 9116

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

1987 Gulfstream GIV, S/N 1022

1985 Challenger 601-1A, S/N 3048

2008 Gulfstream G150, S/N 263

1999 Global Express, S/N 9031

1987 Gulfstream GIV, S/N 1029

1999 Learjet 60, S/N 172

BG4 July13_FinanceSept 18/06/2013 12:53 Page 1

BUSINESS AVIATION AND THE BOARDROOM

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

Companies that use Business Aviation have earned the reputation of being well managed and effective in their use of talent and time. Efforts to associate business aircraft with corporate excess have proven to be misguided, notes Jay Mesinger.

WORLD AIRCRAFT SALES MAGAZINE – July 2013

xcess is a big word with pejorative implications. In fact, it was used by the leading Airline lobby in its unsuccessful attempt during the mid-2000s to shift fees from Airline passengers to users of business jets, at the time the biggest battle Business Aviation had ever fought.

www.AvBuyer.com

Then came the debacle of the Big Three auto makers testifying before Congress for bailout funds in November of 2008 but refusing to discuss their need for business aircraft. That situation really sealed the deal for an optics war based on Excess. Our industry quickly engaged in full-scale damage control. We found ourselves being distracted from the real business of Business Aviation. Knowledgeable individuals as well as large and small corporations felt compelled to divest themselves of an important and highly effective tool, the business aircraft. The National Business Aviation Association (NBAA) and many other aviation associations such as the General Aviation Manufacturers Association (GAMA) resurrected effective initiatives to create a positive image for Business Aviation. No Plane No Gain and Alliance for Aviation Across America are programs that moved into high-gear. Powerful alliances in Congress were formed. All these efforts combined to emphasize the real value proposition of business aircraft. Once again there is positive acknowledgement that American industry needs Business Aviation. Nevertheless, our community is very careful to portray itself along the lines of prudent users of a very effective business tool—the company aircraft. We are mindful of critics who wish to label our community with terms such as U ‘Excess’. continued on page 44 Aircraft Index see Page 4

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2007 GLOBAL XRS - SN 9185

2008 HAWKER 900XP - SN HA-0036

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2006 LEAR 60 - SN 305

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BG4 July13_FinanceSept 18/06/2013 09:45 Page 2

What the Boardroom needs to know about Business Aviation WHAT IS EXCESS? Excess: The state of exceeding what is normal or sufficient. One could imagine how those unaware of Business Aviation’s benefits could confuse Corporate Jets with excess. Without solid evidence of value, such as getting out ahead of the competition and getting in front of customers first, often the message is not appreciated by the naysayers. They fail to understand the eloquent message of Warren Buffet who asks “How will you ever see eye-to-eye if you are not face-to-face?” The discussion worth having removes the idea of excess from the conversation and focuses on getting the most out of the resources available to create value. To me, that is the core of the business aircraft conversation. Business Aviation enables a company to create more from what it has. It is this slant on Business Aviation that will change the mindset of people who have been sitting on the sidelines waiting for someone to say it is OK to fly corporate again. Stockholder value and individual accomplishment should be the focus of Business Aviation.

BUSINESS AVIATION ADVOCACY There is no doubt that the mantra of value and importance to business growth can lead to a quicker recovery. In fact, any positive encouragement about our use of Business Aviation can and will bring about a return of stability to our market. This is a collective effort that cannot be done in a vacuum. It must resonate across a global setting.

World Aircraft Sales Magazine encourages each reader to take a look at the No Plane No Gain website (www.noplanenogain.org) and the Alliance for Aviation Across America site (www.aviationacrossamerica.org). Both can help you with the facts of Business Aviation having been developed specifically for advocacy for our important industry.

RECOVERY—IS IT NEAR? Our industry is poised for a recovery. An uptick in activity always precedes a price recovery in our industry. Signs of activity start with more calls to offices like ours to discuss Business Aviation with sales professionals. From those discussions come the sharing of specific aircraft data between the prospect and the sellers. The actual transaction is next. It is through the transaction activity that the supply of available aircraft begins to shrink and prices begin to firm and ultimately increase. Perhaps it is a bit early to send up fireworks. However, the first piece of the recovery puzzle is beginning to fit; more calls are coming in and more transactions are taking place. These actions signal the beginning of a recovery, even though we have a fair distance to traverse to get back to a place where we can collectively shout for joy. Baby steps were always the way our community achieved a more normal and balanced market after a downturn. The message from this article is simply to watch carefully, listen intently and continue to be proud of this industry and what it can do for business. 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 46

Compare aircraft performance using our

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WORLD AIRCRAFT SALES MAGAZINE – July 2013

www.AvBuyer.com

Aircraft Index see Page 4

J Hopkinson July 17/06/2013 16:08 Page 1

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Gulfstream G150 423 AFTT, Long Range Oxygen Bottle, Part 135 Certification, 7 Passenger, New Paint & Interior soft-goods in 2012

Phenom 100 SN 50000035, 565 AFTT, Pratt & Whitney ESP Gold, Embraer Prodigy Flight Deck, HF Radio, XM Satellite Radio & Weather, Air Conditioning, Satcom, Datalink, Embraer Executive Care

Citation XLS SN 560XL-5672, 4089 AFTT, ESP Gold, APU, EGPWS, Cockpit Voice Recorder, 9 Passenger, Air Conditioning

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BG 5 July13_FinanceSept 18/06/2013 10:08 Page 1

BUSINESS AVIATION AND THE BOARDROOM

Part 91 or Part 135? It’s a Board decision ! Keith G. Swirsky is a tax specialist and President of GKG Law. He may be reached via email: kswirsky@gkglaw.com

Deciding to include Business Aviation as an element of transportation policy for a corporation is easy. Determining which regulatory structure—FAR Part 91 or Part 135—is more involved, notes aviation attorney Keith Swirsky.

T “The Board, however, rarely has an idea of what differentiates Part 91 from Part 135, and seeks input from the various professionals it has retained.”

here is no doubt that business aircraft can be useful tools that corporations can utilize to increase productivity and profits. The purchase of a business aircraft, however, is a major investment that typically requires approval of the Board of Directors. This article discusses part of the process that the Board will undertake once the decision to purchase the corporation’s first business aircraft has been made. Typically the first step in the acquisition process is the retention of an aircraft broker to locate a suitable business aircraft. The Board organizes a team of

The aircraft management/charter company retained as part of the inquiry team may advise that the aircraft be operated under Part 91 for corporate flights. Alternatively, it might advise that the aircraft be operated at all times under Part 135 to ensure a higher set of safety standards, to provide liability protection planning, and to delegate complete operational control of the aircraft to the management company. The aircraft management/charter company might also suggest that there may be some sales tax advantages for operations under Part 135. U

professionals, including an aviation attorney, staff accountant, CFO and treasury representatives, an aircraft management/charter company, and perhaps a commercial lender. As the process unfolds, the responsible parties will be bombarded with information, much of which will be confusing and overwhelming.

BASIC QUESTION OF STRUCTURE One of the threshold questions presented to the Board is whether the aircraft should be operated under the Rules of Federal Aviation Regulation Part 91 (for private, not-for-hire operations) or Part 135 (for commercial, on-demand operations). The Board, however, rarely has an idea of what differentiates Part 91 from Part 135, and seeks input from the various professionals it has retained.

WORLD AIRCRAFT SALES MAGAZINE – July 2013

www.AvBuyer.com

continued on page 48 Aircraft Index see Page 4

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BG 5 July13_FinanceSept 18/06/2013 10:09 Page 2

BUSINESS AVIATION AND THE BOARDROOM

UNDERSTAND THE PROS & CONS

“Part 91 offers the greatest operational flexibility under the Federal Aviation Regulations for the corporation.”

The Board next turns to the aviation attorney on the team to develop an aircraft ownership and operating structure and to advise on tax related matters. Ordinarily, he or she will assume that aircraft operations will occur under Part 91, unless there is a compelling reason to operate under Part 135. Part 91 offers the greatest operational flexibility under the Federal Aviation Regulations for the corporation, allowing the aircraft to operate out of any airport in the United States that supports the aircraft’s performance capabilities, in any weather conditions that the pilots determine are safe, and during those hours that the company chooses to use its aircraft. Furthermore, the higher safety parameters associated with Part 135 can be “optionally” used by the company, rather than becoming mandatory. In other words, Part 91 allows the company to establish policy for operating under the higher safety standards of Part 135, unless and until there is a need to deviate from a Part 135 requirement to accommodate a flight request. Secondly, from a tax perspective, it is rarely true that Part 135 enhances the sales tax results (although, it is correct in a handful of states), and more importantly, there are significant negative Federal Income and Federal Excise Taxes associated with Part 135 for the corporation. (Specifically, Part 135 operations would trigger an obligation to pay Federal Excise Taxes, as well as cause a lengthened depreciation schedule and characterization of such

WORLD AIRCRAFT SALES MAGAZINE – July 2013

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depreciation under the passive activity loss rules.) With respect to liability protection planning, one drawback of operating under Part 91 is that it puts operational control in the hands of the corporation, which means that the Board’s corporation, rather than the aircraft management/charter company, will legally be considered the “operator” of the aircraft and will have liability associated with all aircraft operations. In contrast, Part 135 places operational control in the hands of the aircraft management/ charter company. To conclude that the company would not have liability solely on the basis that the aircraft management/charter company has operational control, is not possible. In all likelihood, in the event of an accident or incident involving the aircraft, the corporation would be involved in any litigation regardless of the Part regulating the aircraft’s operation. The preceding article scratches the surface on a very significant decision area associated with acquisition of a business aircraft by the corporation. The issues discussed within are not exclusively relevant to the question of aircraft operations under Part 91 or Part 135, and several hours of discussion among the team is always warranted in order to reach a balanced conclusion on this important question. Thus it is mandatory to have expert legal counsel. 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 Aircraft Index see Page 4

BG 5 July13_FinanceSept 18/06/2013 10:10 Page 3

What the Boardroom needs to know about Business Aviation

IRS SUSPENDS FET ASSESSMENT ON OWNER FLIGHTS OF MANAGED AIRCRAFT by Keith Swirsky Over the last several years, the Internal Revenue Service (IRS) has aggressively audited aircraft management companies and asserted that Federal Transportation Excise Tax (FET) applies to owner flights on aircraft that are managed by external management companies. The IRS has argued that the management company obtains “possession, command and control” of the aircraft, and is therefore providing a taxable transportation service to the aircraft owner, in circumstances where the aircraft management company employs the crew. There are a variety of additional factors the IRS has examined. However, the crew has been the predominant factor that has tipped the scales. This audit activity took on a more aggressive pace once the IRS Chief Counsel issued an advisory opinion in March 2012, which set forth an explicit statement of the IRS’ position on this matter and which further provided IRS auditors with a mandate to assess taxes. Since 2008, through and including May, 2013, representatives of the National Business Aviation Association (NBAA) and National Air Transportation Association (NATA) have been meeting with IRS officials to discuss this issue and to provide the IRS with industry information that might guide the IRS to a more informed position. Effective May 16, 2013, the IRS announced that it is suspending further tax audit assessments of FET on owner flights of managed aircraft while the IRS and Treasury work on providing clear guidance on this issue. This interim position is a significant development, inasmuch as IRS assessments have equaled, at a maximum, 7.5 percent of the entire aircraft operating budget, which for a large cabin aircraft could easily equal a $150,000 FET assessment annually. Despite the IRS’ announcement, audits of management companies are continuing. Furthermore, they will need to be completed. Presumably, at the completion of each audit, the IRS auditor will request an extension of the statute of limitations and therefore will not issue a 30-day letter, deferring the need for an appeal. What is the implication to an aircraft owner? Industry representatives will continue to work with IRS officials to develop a clear set of guidelines that does not hinge on whether the management company or the aircraft owner employs the crew. Yet, for those aircraft owners with significant annual operating budgets, it may be prudent to directly employ crew members while continuing with external management services. Furthermore, it is prudent to review existing air-

Advertising Enquiries see Page 8

craft management agreements to ensure that they are well drafted from a regulatory perspective, particularly regarding “operational control” and “possession, command and control” matters, and most importantly to ensure that the agreement clearly identifies the management company as the aircraft owner’s agent for the performance of all services rendered thereunder. If you receive notice of an audit, you should not assume that the auditor will limit the scope of the inquiry as a result of the IRS’ recent announcement or that there is no need to professional representation at the audit; instead, be cognizant of the fact that auditors continue to be tasked with making assessments, and that professional representation on the front end is critical. Further updates will be provided as more information becomes available.

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WORLD AIRCRAFT SALES MAGAZINE – July 2013

BG 6 July13_FinanceSept 18/06/2013 09:53 Page 1

BUSINESS AVIATION AND THE BOARDROOM

Insuring a “For Sale” Aircraft: A Basic Primer 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

“...a prudent corporation employing the services of a resale broker will ascertain that their interests are properly protected until the aircraft’s title is transferred to the new owner.”

When selling the company aircraft through a broker, two insurance options exist: maintaining coverage under the seller’s policy, or placing the ‘for sale’ aircraft on the broker’s fleet policy. Stuart Hope examines the advantages and disadvantages of both scenarios.

nlike automobiles, aircraft are not required by law to be insured. Failure to do so, however, would be an abdication of a Board’s responsibility to protect shareholders from liability and loss of asset value. Thus, a prudent corporation employing the services of a resale broker will ascertain that their interests are properly protected until the aircraft’s title is transferred to the new owner. Maintaining insurance coverage on the aircraft being sold (as opposed to removing the asset from the corporation’s policy, placing it on the broker’s fleet policy and being named as an additional insured) provides the corporation with several privileges that may seem advantageous.

•

The owner controls the coverage under the policy and can make certain that shareholder interests are properly protected and that premiums have been paid to the insurance carrier. The owner deals direct with its own insurance company in the event of a loss. The owner can potentially recover consequential losses from the broker such as diminution of value (assuming the broker is responsible for

WHOSE COVERAGE DO YOU GO FOR ?

•

the damage, carries the appropriate non-owned aircraft liability insurance coverage and has not contractually signed away its rights). The owner’s non-commercial insurance policy often provides broader coverage than the broker’s commercial policy.

Maintaining coverage on the seller’s insurance policy also offers advantages to the broker. Any physical damage claim not resulting from the broker’s negligence goes against the owner’s loss history. If there is a physical damage loss that stems from the broker’s negligence, the broker is protected for diminution of continued on page 54

WORLD AIRCRAFT SALES MAGAZINE – July 2013

www.AvBuyer.com

Aircraft Index see Page 4

CAP July 17/06/2013 16:10 Page 1

About Us... ‘Charleston Aviation Partners was established to promote a better understanding of the overall needs and requirements of aircraft owners. The services we offer go well beyond the basic concepts of marketing and selling your aircraft or helicopter” commented Bill Quinn, Managing Director of Charleston Aviation Partners.

Business Aircraft Transaction Specialists 2014 M2 TBD

1984 Citation III 650-0054

2007 Sovereign 680-120

William J. Quinn

INTEGRITY … We are committed to represent your interests and only your interests.

EXPERIENCE … More than 37 years of appraising, evaluating and selling in excess of 2,500 aircraft and helicopters worth more than $14 billion.

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Let us help you market and sell your aircraft. We know what it takes to get the job done.

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Sam plS e am ple Sa mp le

Managing Director Charleston Aviation Partners LLC 103 Palm Boulevard, Suite 2-B Isle of Palms, SC 29451 +1 843 886-3313 (office) +1 843 743-6500 (mobile) +1 843 410-5698 (Fax) billquinn@charlestonaviation.com

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We will personally oversee every detail of the transaction associated with the sale of your aircraft or helicopter.

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‘Details are important’

JetBrokers July 17/06/2013 16:11 Page 1

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

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

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

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

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

1987 Citation III, S/N 650-0132, 7857 TT, MSP Gold, PATS APU, Dual UNS-1D+, Doc 8 c/w 12/12, New Paint (4/13), Universal MFD, Asking $1,590,000.000

1980 Sabreliner 65, S/N 465-36, 10643 TT, Engines on JSSI, RVSM, Freon Air, Garmin 430’s, Bendix/King TCAS I, Asking $550,000.00

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

Also Available Astra S/N 030 Beechjet 400A, S/N RK-84 Beechjet 400, S/N RJ-47 Citation CJ2, S/N 525A-0126 Citation CJ2, S/N 525A-0016 Citation Jet, S/N 525-0016

Citation II/SP, S/N 551-0039 Citation II, S/N 550-0326 Citation II, S/N 550-0295 Citation II, S/N 550-0216 Citation II, S/N 550-0127 Falcon 2000, S/N 8

Sabreliner 65, S/N 465-36 Cheyenne IIXL,S/N 31T-8166017 King Air C90, S/N LJ-869 Socata TBM700B, S/N 151

JetBrokers July 17/06/2013 16:11 Page 2

2013 Citation CJ4, S/N 525C-0119, 27.4 TT, High Speed Internet, Satellite Phone, Ext Lav Service, Includes Pilot/Mech training, Asking $7,995,000.00

2008 Learjet 40XR, S/N 2102, 2358 TT, Smart Parts, Airshow, Iridium Phone, Steep Approach, Belted Lav, Dual UNS-1E’s, Asking $3,995,000.00

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

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

1994 Beechjet 400A, S/N RK-84, 2453 TT, Dual FMS-5000, TCAS 2, Mk-VIII TAWS-A, F1000 FDR, 8.33 Spacing, 4-Tube EFIS, Asking $900,000.00

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

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

1999 Socata TBM700B, S/N 151, 2380 TT, 584 TSHS, 0 SPOH, Skywatch, Garmin GMX-200 MFD, Dual Garmin GNS-530W, Annual c/w 4/13, Asking $1,325,000.00

AUSTIN +1-512-530-6900 Phone

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

CHICAGO +1-630-377-6900 Phone

DETROIT +1-248-666-9800 Phone

DENVER +1-303-494-6900 Phone

FARNBOROUGH +44 (0)1252 52 62 72 Phone

Email: jetbroker@jetbrokers.com

Web: www.jetbrokers.com

BG 6 July13_FinanceSept 18/06/2013 09:55 Page 2

What the Boardroom needs to know about Business Aviation value/consequential loss (assuming the broker carries appropriate non-owned aircraft liability insurance coverage).

DISADVANTAGES FOR THE OWNER AND BROKER Retaining a company’s existing insurance coverage on an aircraft being sold by a broker requires the owner to pay annual premiums (which must be remitted at the beginning of the coverage year) and once the aircraft is sold, may incur a short-rate cancellation penalty. Furthermore, the owner’s policy is usually much more restrictive as respects pilot approval. The broker would be responsible for requesting and confirming that appropriate coverage is added to protect his interests under the owner’s policy. The Owner could recover diminution of value/consequential loss damages from the broker due to an accident if it’s found to be a result of the broker’s negligence, negatively impacting the broker’s loss history.

INSURING THE AIRCRAFT UNDER THE BROKER’S POLICY From the owner’s point of view, placing the ‘for sale’ aircraft on the broker’s policy may have some advantages. The broker may have a fleet reporting policy allowing the owner to pay in smaller increments, thus conserving the seller’s cash flow. There would also be no short-rate cancellation penalty once the aircraft is sold. Broker policies typically allow the flexibility of blanket approval for pilots on the broker’s authority without hourly or recurrent training requirements. Also, any loss will go against the broker’s loss history. The broker also may find benefits, such as controlling coverage under the policy and assuring that its interests are properly protected. The brokerage firm deals directly with their insurance company in the event of a loss and can use the clout of their larger policy as leverage.

consequential loss claims or be left unprotected. In the event of an accident, failure to obtain such protection can create a large reputational risk exposure.

CONCLUSION CONS OF BROKER-PROVIDED COVERAGE Owners must request that appropriate coverage be added to the broker’s policy, following up to be sure the provisions were included and premiums were paid to the insurance carrier. Coverage under the broker’s commercial policy form typically will be less broad than coverage under the owner’s noncommercial policy form. The owner may not want the broker’s insurance company representing its interests in a claim or possible lawsuit. The owner loses the ability to recover damages for diminution of value/loss-of-use claims from the broker’s insurance carrier. Consequential loss claim waivers against the broker are usually required. From the broker’s perspective, care must be taken that all contractual obligations of the owner, such as complying with policy terms and payments, are fulfilled. Also, the broker does not have insurance protection for diminution of value/loss-of-use claims resulting from its negligence, thereby requiring the broker to include a contractual waiver for

WORLD AIRCRAFT SALES MAGAZINE – July 2013

In a perfect world, the cleanest way to insure an aircraft being sold by a broker is for the owner to continue insuring the aircraft under its own policy, endorsing any reasonably required coverage for the broker, and for the broker to rely on coverage under its policy for operation of non-owned aircraft. Each party is responsible for providing insurance for their own interests. Unfortunately, it’s not a perfect world. Due to circumstances, it may make sense or simply be more convenient for the aircraft to be insured under the broker’s policy, which is acceptable provided both parties enter into the transaction with their eyes open to eliminate any unpleasant surprises. Obviously, each firm’s insurance provider should be consulted.

“From the owner’s point of view, placing the ‘for sale’ aircraft on the broker’s policy may have some advantages.”

www.AvBuyer.com

Aircraft Index see Page 4

BG 7 July13_FinanceSept 18/06/2013 10:14 Page 1

BUSINESS AVIATION AND THE BOARDROOM

Entry-Level & Light Jets Value Where value on shorter-range business trips is concerned, it’s hard to escape the heavyweight value edge of Light Jets, as outlined below.

“Where value and flexibility rule, bigger is not always better.”

s business jets increase in size from Entry Level & Light jets to the low-end of the Large Cabin purpose-built models, the stated seating capacity tends to vary only slightly; six to eight seats dominates the standard configurations of many of the offerings across size-category lines. It’s true, however, that as aircraft increase in size, headroom and leg-room similarly increase even if available seating does not. It’s also true that for many models, full-fuel payload doesn’t seem to grow proportionally, although some models do defy this general truism. Still-air range also seems to increase as you move up the categories, but ultimately steps up in size and range also reduce flexibility in an important, not-to-be-overlooked way: airport access. As jets get bigger and heavier their runway needs increase, often dramatically, with no appreciable gain in how many people can fly or how much equipment the jet can carry. Where value and flexibility rule, bigger is not always better.

Some will feel an emotional aversion to aircraft too small for their sensibilities; those same people may equate “bigger” with “safer” in a way that the physics belie. The realities of the physics aside, however, the next step up in size seldom results in a major improvement in seating capacity, let alone in full-fuel cabin load. In reality, the larger jets need more power which means more fuel to cover the same ground at about the same speed, so that cabin capacity changes minimally where maximum-range trips are concerned.

BUSINESS AVIATION REAL-WORLD STYLE Why do we so covet range capabilities seldom needed? A Light jet fully-fueled and flying a typical Business Aviation mission departs with fuel for the mission (including reserves), and in some cases sufficient fuel to return home without adding more. With the average mission length being less than 750 miles and the nominal maximum-range of Light jets around 1,200 miles, the crew enjoys the option of flying lighter and saving fuel. U continues on Page 60

WORLD AIRCRAFT SALES MAGAZINE – July 2013

www.AvBuyer.com

Aircraft Index see Page 4

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Main Office

Bell Aviation West

Colorado (GJT) 970.243.9192 / 970.260.4667 cell

South Carolina (CAE) 803.822.4114 aircraft@bellaviation.com

Bell Aviation Texas

Dallas, Texas 214.904.9800 / 214.952.1050 cell

Aircraft Sales & Acquisitions

Challenger

Citation 111

1985 Citation III | 650-0077

1985 Challenger 601-1A | 3044

Citation XLS

Citation V / Ultra

1993 Citation V | 560-0208

2006 Citation XLS | 560-5631

Citation 11

Also Available: 560-0366

Learjet

1982 Citation II | 550-0350 Also Available: 550-0286, 550-0116

1992 Learjet 31A | 31A-051

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

Main Office

Bell Aviation West

Colorado (GJT) 970.243.9192 / 970.260.4667 cell

South Carolina (CAE) 803.822.4114 aircraft@bellaviation.com

Bell Aviation Texas

Aircraft Sales & Acquisitions

King Air 350

1998 King Air 350 | FL-199

King Air B100

1980 King Air B100 | BE-97

Meridian

Dallas, Texas 214.904.9800 / 214.952.1050 cell

King Air B200 / 200

1983 King Air B200 | BB-1140 Also Available: BB-545

Conquest

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

Meridian

2006 Meridian | 4697247

2009 Meridian | 4697402

BG 7 July13_FinanceSept 18/06/2013 11:25 Page 2

What the Boardroom needs to know about Business Aviation Note: The lower the total weight of the aircraft, the less fuel it consumes on the mission, all other factors being equal. Fueling for the mission (with NBAA reserves) allows for a larger cabin load, making three or four passengers, plus crew, possible. In most cases where a fuel stop is not required, the speed difference between a Light, a Mid-cabin and a Large Cabin jet results in a leg taking only slightly longer to fly, but at the trade-off of higher direct operating costs of the larger jets. Any time gained in the larger jet we’re talking a few minutes in most cases - is certainly insufficient to offset operating costs running 50-100 per cent higher, or more. So for most people, the question comes down to this: Is a bit of headroom for a 100-minute typical mission really cost-justifiable? Light jets excel in accomplishing the needed mission at the lowest overall cost.

SIZE COSTS Five hundred to 750 miles at a maximum cruise speed of around 400 knots while carrying four passengers will generally cost less in a Light jet than making the same trip in a Mid-size jet at a 480-knot maximum cruise, and even more so than a Large Cabin jet. The time difference between heavy and light business jets on a typical mission is small, about 10 to 12 minutes, overall - not a particularly large timesaving for the costs of running the larger jet unless needed for more passenger lift or longer legs. Beyond these speed-range-payload operational basics, airport fees tend to be larger for heavier aircraft. With airports and FBOs increasingly turning to weight-based ramp fees for revenue, a larger jet incurs a higher ramp fee. Additionally, the Light jet crew will have the option of far more airports, often closer, more convenient and less expensive than what’s needed for the Mid- and Large Cabin jets. It’s hard to escape the heavyweight value edge of Light jets.

WORLD AIRCRAFT SALES MAGAZINE – July 2013

It should be noted, however, that ride qualities are impacted by the aircraft’s wing loading (the aircraft’s weight per square foot of wing area). The higher the wing loading, the smoother the ride in turbulence, all other factors such as the aircraft’s inherent stability being equal. Light jets achieve their lower take-off and landing distances, compared with heavy jets, by virtue of their lower wing loading. Workspace while traveling is another consideration. Decisions related to aircraft size are impacted by the needs of passengers to use their travel time productively.

“Decisions related to aircraft size are impacted by the needs of passengers to use their travel time productively.”

WHAT MAKES A “LIGHT” JET? Today we consider a jet “light” when its Maximum Take-off Weight falls between 10,000 and 20,000 pounds. About a decade ago the Light segment represented the bottom rung of the business jet ladder… that was before the Entry Level Jets entered the market, differentiated by weights below almost everything ever built at less than 10,000 pounds. The following Entry-Level and Light Jets Retail Price Guide represents current average values published in The Aircraft Bluebook – Price Digest. The study spans a twenty year period, from 1994 through early Summer 2013, and covers 28 models. Values reported are in USD millions, with each reporting point representing the current average retail value published in the Bluebook by its corresponding calendar year. For example, the Bombardier Learjet 45XR average values reported in the Summer 2013 edition of Bluebook show $5.5 million USD for a 2007 model, $6.0 million USD for a 2008 model and so forth. Aircraft are listed alphabetically, and performance and specifications for all listed models are featured in this issue beginning on p70. 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

Jeteffect Inventory July 17/06/2013 16:16 Page 1

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Year

Model

Serial No.

1983

Challenger 601-1A

3010

1999

Challenger 604

5421

2005

Challenger 604

5587

1998

Citation Jet

525-0243

1985

Citation Super SII

S550-0046

1997

Citation X

750-0016

2012

Falcon 2000LX

236

2003

Global Express

9085

2001

Gulfstream G200

015

1988

Gulfstream GIV

1057

1989

Gulfstream GIV

1107

2000

Gulfstream GIV/SP

1433

2007

Gulfstream G450

4071

1998

Gulfstream GV

545

2004

Gulfstream G550

5029

2003

Hawker 400XP

RK-358

2004

Hawker 400XP

RK-372

2005

Hawker 400XP

RK-407

2000

King Air 350

FL-268

1997

Learjet 31A

147

2002

Learjet 31A

239

2007

Learjet 60XR

320

Retail Price Guide July13_PerfspecDecember06 18/06/2013 10:16 Page 1

BUSINESS AVIATION AND THE BOARDROOM

ENTRY LEVEL & LIGHT JETS AVERAGE RETAIL PRICE GUIDE SUMMER 2013 YEAR OF MANUFACTURE $ MODEL

2013 US$M

BEECHCRAFT PREMIER 1A

2012 US$M

2011 US$M

2010 US$M

2009 US$M

5.7

4.2

3.3

2.6

2008 US$M 2.2

2007 US$M 2.0

2006 US$M

10.5

9.1

7.6

6.7

6.0

9.4

7.7

6.0

4.6

1.5

1.4

5.5

4.8

4.5

4.3

4.5

4.1

3.8

3.6

3.8

3.5

3.1

3.4

3.1

2.8

2.5

6.4

5.7

5.1

4.9

4.5

4.7

4.3 4.0

3.8

3.6

BOMBARDIER LEARJET 45 BOMBARDIER LEARJET 40XR

2004 US$M

1.8

BEECHCRAFT PREMIER 1 BOMBARDIER LEARJET 45XR

2005 US$M

4.3

BOMBARDIER LEARJET 40 BOMBARDIER LEARJET 31A CESSNA CITATION XLS+ 560

13.099

11.5

9.8

9.0

8.1

CESSNA CITATION XLS 560 CESSNA CITATION ENCORE+ 560

5.5

7.4

CESSNA CITATION V ENCORE 560 CESSNA CITATION EXCEL 560-XL

4.1

CESSNA CITATION V ULTRA 560 CESSNA CITATION BRAVO 550

3.0

2.8

2.6

4.1

CESSNA CITATION CJ4 525C

9.342

8.2

7.3

6.8

CESSNA CITATION CJ3 525B

8.347

7.2

6.5

5.7

5.4

4.9

4.7

4.5

4.3

CESSNA CITATION CJ2+ 525A

7.228

6.4

5.7

5.0

4.7

4.5

4.2

3.7

3.4

3.1

3.0

2.6

2.4

CESSNA CITATION CJ2 525A CESSNA CITATION CJ1+ 525

4.5

3.9

3.4

3.0

2.8

CESSNA CITATION CJ1 525

2.9

1.950

1.850

1.7

1.5

CESSNA CITATIONJET 525 CESSNA CITATION MUSTANG 510

3.430

2.8

ECLIPSE 500

2.5

2.2

2.1

2.650

2.0

1.9

1.8

0.800

0.750

2.1

1.9

EMBRAER PHENOM 300

8.755

8.4

7.7

7.2

6.9

EMBRAER PHENOM 100

4.080

3.6

3.2

2.8

2.5

2.3

3.7

2.7

2.4

HAWKER 400XP HAWKER BEECHJET 400A NEXTANT 400XT

3.8

3.6

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

WORLD AIRCRAFT SALES MAGAZINE – July 2013

www.AvBuyer.com

Aircraft Index see Page 4

Retail Price Guide July13_PerfspecDecember06 18/06/2013 10:17 Page 2

What the Boardroom needs to know about Business Aviation

What your money buys today 2003 US$M

2002 US$M

2001 US$M

2000 US$M

1999 US$M

1998 US$M

1997 US$M

1996 US$M

1995 US$M

1994 US$M

YEAR OF MANUFACTURE $ MODEL BEECHCRAFT PREMIER 1A

1.3

1.2

1.1

BEECHCRAFT PREMIER 1

3.8 3.2

BOMBARDIER LEARJET 45XR 2.9

2.7

2.6

2.5

2.4

BOMBARDIER LEARJET 45 BOMBARDIER LEARJET 40XR BOMBARDIER LEARJET 40

1.850

1.750

1.650

1.550

1.450

1.350

1.300

1.250

1.200

1.150

BOMBARDIER LEARJET 31A CESSNA CITATION XLS+ 560 CESSNA CITATION XLS 560 CESSNA CITATION ENCORE+ 560

3.3

3.0

2.8

2.7

3.9

3.7

3.4

3.1

2.4

2.2

2.0

1.9

CESSNA CITATION V ENCORE 560 2.8

2.5

CESSNA CITATION EXCEL 560-XL

2.0

1.9

1.8

1.7

1.6

1.7

1.6

1.5

CESSNA CITATION V ULTRA 560 CESSNA CITATION BRAVO 550 CESSNA CITATION CJ4 525C CESSNA CITATION CJ3 525B CESSNA CITATION CJ2+ 525A

2.8

2.7

2.6

2.5

CESSNA CITATION CJ2 525A CESSNA CITATION CJ1+ 525

1.750

1.650

1.550

1.450

CESSNA CITATION CJ1 525 1.350

1.250

1.200

1.150

1.100

1.000

CESSNA CITATIONJET 525 CESSNA CITATION MUSTANG 510 ECLIPSE 500 EMBRAER PHENOM 300 EMBRAER PHENOM 100 HAWKER 400XP

1.350

1.250

1.150

1.050

1.000

0.950

0.900

0.850

0.800

0.750

HAWKER BEECHJET 400A NEXTANT 400XT

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

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WORLD AIRCRAFT SALES MAGAZINE – July 2013

AirCompAnalysisJuly13_ACAn 19/06/2013 09:36 Page 1

AIRCRAFT COMPARATIVE ANALYSIS HAWKER 800

LEARJET 60

ASTRA SP

Hawker Beechcraft 800 by Michael Chase n this month’s Aircraft Comparative Analysis information is provided on a selection of pre-owned business jets in the $1.7–2.1m price range for the purpose of valuing the preowned Hawker 800. We’ll consider the productivity parameters - specifically payload and range, speed and cabin size - and consider current and future market values. The aircraft compared with the Hawker 800 are Bombardier’s Learjet 60 and IAI’s Astra SP.

WORLD AIRCRAFT SALES MAGAZINE – July 2013

BRIEF HISTORY The Hawker 800 is a derivative from the design of the UK-built de Havilland/ Hawker Siddely and British Aerospace 125 that was first built in 1962. The Hawker 125 evolved into the Series 400 to 800 that were produced up to 1993 when Raytheon purchased the Series 800 program and renamed the aircraft the Hawker 800. The Hawker 800 is basically a Hawker 700 model with a 54-inch longer wing, a more aerodynamic windshield, an enlarged fin, and a deeper aft fuselage to accommowww.AvBuyer.com

date an additional 82 gallons of fuel in the ventral fuel tank. It exceeds the Hawker 700 model in speed, range and gross takeoff weight. This aircraft can be RVSM certified when service bulletin SB-34-3110 (Honeywell) or SB-34-3166 (Collins) is complied with. A total of 292 Hawker 800 aircraft were built until final production in 1995, at which time the Hawker 800XP entered service. The Hawker 800A (230 units) was specifically built for the US market and the Hawker ❯ 800B (62 units) for non-US markets. Aircraft Index see Page 4

Wentworth July_Layout 1 18/06/2013 16:57 Page 1

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ANTED:

Global Express Global Express XRS

2003 or later BBJ

Gulfstream V Gulfstream 550

AirCompAnalysisJuly13_ACAn 18/06/2013 12:16 Page 2

AIRCRAFT COMPARATIVE ANALYSIS HAWKER 800

MARKET SHARE

CHART A - MARKET SHARE

Chart A (left) represents the in-operation aircraft market share as of April 2013 for the Hawker 800 (A and B models) at 45%, Learjet 60 (50%), and the Astra SP (5%). There are currently 630 total aircraft in operation for these three models.

In-Operation Market Share % - April 2013 Total 630 Aircraft 34 5%

PAYLOAD AND RANGE

Learjet 60

283 45%

313 50%

The data contained in Table A (left) is published in the B&CA May 2013 issue, and is also sourced from Conklin & de Decker. A potential operator should focus on payload capability as a key factor. The Hawker 800 ‘Available payload with Maximum Fuel’ at 1,520 pounds is greater by 452 pounds (42%) than that of the Learjet 60 at 1,068 pounds. However, both of these competitors offer less available payload than the Astra SP at 2,055 pounds.

Hawker 800A/B Astra SP

SOURCE: JETNET

TABLE A - PAYLOAD & RANGE Model

Hawker 800A/B

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)

27,400

10,000

2,000

1,520

2,570

2,219 VFR

Learjet 60

23,500

7,910

2,228

1,068

2,418

1,742

Astra SP

24,650

9,345

3,600

2,055

2,780

2,010

CABIN VOLUME According to Conklin & de Decker, the cabin volume of the Hawker 800 at 604 cubic feet is more than those offered by the Learjet 60 (453 cubic feet) and the Astra SP (375 cubic feet), as depicted in Chart B (left).

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

CHART B - CABIN VOLUME Hawker 800

604 453

Learjet 60

375

Astra SP 200

400

600

800

Cubic Feet

TABLE B - FUEL USAGE Model

Fuel Usage (GPH)

Hawker 800A/B

234

TOTAL VARIABLE COST COMPARISONS

Learjet 60

199

Astra SP

225

‘Total Variable Cost’ illustrated in Chart C (top right) is defined as the cost of Fuel Expense, Maintenance Labor Expense, Scheduled Parts Expense and Miscellaneous trip expense. The total variable cost for the

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

The Hawker 800 has two Honeywell TFE731-5R engines each offering 4,300 pounds of thrust. The Learjet 60 has two Pratt & Whitney Canada PW305A engines with thrust at 4,600 pounds each. The Astra SP has two 3,700 lbst-rated Honeywell TFE731-3C engines. Table B (left), sourced from the Aircraft Cost Calculator (ACC) shows the fuel usage for each aircraft model in this field of study. The Hawker 800 (234 gallons per hour) uses 35 gallons per hour (18%) more fuel than the Learjet 60 (199 gallons per hour) and slightly more than the Astra SP (225 GPH). Using data published in the May 2013 B&CA Planning and Purchasing Handbook and the August 2012 B&CA Operations Planning Guide we will compare our aircraft. The nationwide average Jet-A fuel cost used from 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.)

WORLD AIRCRAFT SALES MAGAZINE – July 2013

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Aircraft Index see Page 4

AirCompAnalysisJuly13_ACAn 19/06/2013 09:38 Page 3

AIRCRAFT COMPARATIVE ANALYSIS HAWKER 800

PRODUCTIVITY COMPARISONS The points in Chart D (right) center on the same group of 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 aircraft are considered the “r” squared factor would equal a number above 0.9. Others may choose different parameters, but serious business aircraft buyers are usually impressed with Price, Range, Speed and Cabin Size. After consideration of the Price, Range, Speed and Cabin Size we can conclude that the Hawker 800 is competitive with the Learjet 60 and Astra SP. The Hawker 800 has a larger cabin, greater payload capability than the higher-priced Learjet 60, and offers greater VFR range. However, the Hawker 800 operates at a slower speed, costs more to operate on a variable cost basis, and its fuel usage is greater than the Learjet 60 and Astra SP aircraft. It can, however, be purchased at a lower price-point than the Learjet 60. Table C (right) contains the retail prices from the latest Vref edition for each aircraft. The prices shown are all for year 1995 production models. The number of aircraft in-operation, percentage ‘For Sale’ and the number ‘Sold’ over the past 12 months are from JETNET. As shown, the Hawker 800 has a higher percentage of the in-operation fleet ‘For Sale’ than the Learjet 60 (17.2% versus 12.1% - both buyer’s markets). The Astra SP has the highest in operation fleet percentage on the market at 20%. Over the past 12 months the Hawker 800 is showing an average of 4.5 sold per month. This sales activity highlights many opportunities for the savvy dealer/broker specializing ❯ in the Hawker 800. Advertising Enquiries see Page 8

CHART C - VARIABLE COST

$3,112

Hawker 800

$2,837

Astra SP

$2,698

Learjet 60

$1,000

$2,000

$3,000

$4,000

US $ per nautical mile

CHART D - PRODUCTIVITY $3.0

Price (Millions)

Hawker 800 at $3,112 per hour is 15.3% more per hour than the Learjet 60 ($2,698) and 9.7% more than the Astra SP ($2,837) according to Conklin & de Decker.

Learjet 60 $2.0

Hawker 800

Astra SP $1.0

$0.0 0.2

0.4

0.6

0.8

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

TABLE C - COMPARISON TABLE

Model

Hawker 800

Avg. Speed

Cabin Volume (cu.ft.)

Max Payload w/avail fuel range(nm)

Vref Retail Prices $m (Model Year)

429

604

2,219

$1.7m (1995)

VFR

In Operation

% For Sale

Avg. Sold Monthly*

284

17.2%

4.5

Learjet 60

459

453

1,742

$2.1m (1995)

314

12.1%

5.1

Astra SP

459

375

2,010

$1.7m (1995)

20%

0.3

Data courtesy of Conklin & de Decker; JETNET; Vref; 2012 Operations Planning Guide B&CA Aug. 2012. * Past 12 months

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WORLD AIRCRAFT SALES MAGAZINE – July 2013

AirCompAnalysisJuly13_ACAn 18/06/2013 12:18 Page 4

AIRCRAFT COMPARATIVE ANALYSIS HAWKER 800

BY CONTINENT The majority of the wholly-owned Hawker 800A aircraft in operation (218) are today located in North America (89%). The Hawker 800B fleet majority is in Asia (55%), Europe (23%) and South America (13%) for a combined 91% of the wholly-owned fleet (see Table D, right). There are eleven shared owners of the Hawker 800A aircraft in operation in addition to these, but no fractionally-owned aircraft in operation.

TABLE D - BY CONTINENT Make/Model Hawker 800A % of Fleet Hawker 800B % of Fleet

North South America America

Asia

Australia/ Oceania

Europe

196

220

89%

100%

55%

23%

13%

100%

Africa

Total

Source: JETNET Star reports

SUMMARY Within the preceding paragraphs we have touched upon several of the attributes that business aircraft operators value in a jet. There are of course other qualities such as airport performance, terminal area performance, and time to climb performance that might factor in a buying decision, however.

The Hawker 800 evidently fares well among its competition, so those operators in this market should find the preceding comparison of value. Our expectations are that both the Hawker 800A and 800B will continue to do well in the pre-owned 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

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Wright Brothers November 22/10/2012 17:18 Page 1

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ACSpecs IntroJuly13_AC Specs Intronov06 19/06/2013 09:40 Page 1

AIRCRAFT SPECIFICATIONS: ENTRY LEVEL & LIGHT JETS

AUGUST ISSUE: Turboprops SEPTEMBER ISSUE: Large Cabin Jets OCTOBER ISSUE: Medium Jets

Aircraft Performance & Specifications Description of Cost Elements he World Aircraft Sales Magazine Guide to Aircraft Performance and Technical Specification Data is updated by Conklin & de Decker on a regular basis. The Guide is much more comprehensive and informative, providing more aircraft types and models and including variable cost numbers for all models. This month’s category of aircraft Entry Level & Light Jets – appears opposite, to be followed by Turboprops next month. Please note that this data should be used as a guide only, and not as the basis on which buying decisions are taken. The data presents aircraft aged below 20 years of age only, but Conklin & de Decker provides details of older airplanes too. If there are any other ways in which we can improve the content or presentation of this information, please let us know.

❯ Tel: +44 (0) 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

WORLD AIRCRAFT SALES MAGAZINE – July 2013

The following describes the content of each cost element used in The Aircraft Cost Evaluator. There are no sales taxes included in these costs. VARIABLE COST PER HOUR Includes fuel, maintenance reserves for routine maintenance, engine/ propeller/APU reserves, and miscellaneous expenses. SPECIFICATIONS - GENERAL: CABIN DIMENSIONS Cabin Height, Width, and Length are based on a completed interior. On “cabin-class” aircraft, the length is measured from the cockpit divider to the aft pressure bulkhead (or aft cabin bulkhead if unpressurized). For small cabin aircraft, the distance is from the cockpit firewall to the aft bulkhead. Height and width are the maximum within that cabin space. Cabin Volume is the interior volume, with headliner in place, without chairs or other furnishings. Cabin Door Height and Width are the measurements of the main passenger cabin entry door. BAGGAGE Internal baggage volume is the baggage volume that is accessible in flight by the passenger. This amount may vary with the interior layout. External baggage volume is the baggage volume not accessible in flight (nacelle lockers, etc.). CREW SEATS/SEATS EXECUTIVE This is the typical crew and passenger seating commonly used on the aircraft. This is not the maximum certificated seats of the aircraft. These numbers may vary for different operations (Corporate, Commercial, EMS, etc.). WEIGHTS: • Maximum Take-Off Weight and Maximum Landing Weight are specified during aircraft certification. • Basic Operating Weight is the empty weight, typically equipped, plus unusable fuel and liquids, flight crew @ 200 pounds each and their supplies. • Useable fuel is the useable fuel in gallons x 6.7 pounds per gallon (Jet fuel) or 6 pounds per gallon (AVGAS). • Payload with Full Fuel is the useful load minus the useable fuel. The useful load is based on the maximum ramp weight minus the basic operating weight. • Maximum Payload is the maximum zero fuel weight minus the basic operating weight. SPECIFICATIONS PERFORMANCE RANGE: • Range - Seats Full is the maximum IFR range of the aircraft with all passenger seats occupied. This uses the NBAA IFR alter-

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nate fuel reserve calculation for a 200 N.Mi. alternate. This is used for jet and turboprop aircraft. • Ferry Range - is the maximum IFR range of the aircraft with the maximum fuel on board and no passenger seats occupied. This uses the NBAA IFR alternate fuel reserve calculation for a 200 N.Mi. alternate. This is used for jet and turboprop aircraft. • VFR Range - Seats Full is the maximum VFR range of the aircraft with all passenger seats occupied. This is used for all helicopters and piston fixed-wing aircraft. • VFR Ferry Range - is the maximum VFR range of the aircraft with the maximum fuel on board and no passenger seats occupied. This is used for all helicopters and piston fixed-wing aircraft. BALANCED FIELD LENGTH BFL is the distance obtained by determining the decision speed (V1) at which the take-off distance and the accelerate-stop distance are equal (fixed-wing multi-engine aircraft only). This is based on four passengers and maximum fuel on board (turbine aircraft). For single-engine and all piston fixed-wing aircraft, this distance represents the take-off field length at Maximum Takeoff Weight (MTOW). LANDING DISTANCE (FACTORED) For fixed-wing turbine aircraft, landing distance is computed using FAR 121 criteria. This takes the landing distance from 50/35 feet (depends on certification criteria) and multiplies that by a factor of 1.667. No credit is given for thrust reversers. Configuration is with four passengers and NBAA IFR Fuel Reserve on board. For fixed-wing piston aircraft, this figure is the landing distance over a 50 foot obstacle. RATE OF CLIMB (Ft/Min) The rate of climb, given in feet per minute, is for all engines operating, at MTOW, ISA conditions. One Engine Out rate of climb is for one engine inoperative rate of climb at MTOW, ISA. CRUISE SPEED (Knots True Air Speed - KTAS) Max Cruise Speed - is the maximum cruise speed at maximum continuous power. This may also be commonly referred to as High Speed Cruise. Normal cruise speed is the recommended cruise speed established by the manufacturer. This speed may also be the same as Maximum Cruise Speed. Long Range Cruise is the manufacturer’s recommended cruise speed for maximum range. ENGINES The number of engines, manufacturer and model are shown. Aircraft Index see Page 4

BE EC HC RA FT PR EM IER BE EC I HC RA FT PR EM BE IER EC IA HC RA FT HA WK ER BE 40 EC 0A HC RA FT HA WK BO ER MB 40 AR 0X DIE P RL EA RJE BO T3 MB 1A AR DIE RL EA RJE BO T4 MB 0 AR DIE RL EA RJE BO T4 MB 0X R AR DIE RL EA RJE BO T4 MB 5 AR DIE RL EA RJE CE T4 SSN 5X A R BR AV O

AircraftPer&SpecJune13_PerfspecDecember06 18/06/2013 12:30 Page 1

ENTRY LEVELJETS & LIGHT JETS MEDIUM $1,772.05

$1,760.29

$2,483.53

$2,376.26

$2,464.34

$2,319.69

$2,405.09

$2,350.12

$2,469.86

$1,875.77

CABIN HEIGHT FT.

5.40

4.80

4.35

4.92

4.70

CABIN WIDTH FT.

5.50

4.90

4.95

5.12

4.80

CABIN LENGTH FT.

13.60

15.60

12.90

17.67

19.75

15.75

CABIN VOLUME CU.FT.

315

305

271

368

363

410

278

DOOR HEIGHT FT.

4.16

4.17

4.16

4.20

4.16

4.80

4.25

DOOR WIDTH FT.

2.13

2.41

2.40

3.00

2.50

2.00

BAGGAGE VOL. INT. CU.FT.

BAGGAGE VOL. EXT. CU.FT.

CREW #

SEATS - EXECUTIVE #

MTOW LBS

12500

16100

16300

17200

20350

21000

20500

21500

14800

MLW LBS

11600

15700

16000

19200

13500

B.O.W. W/CREW LBS

8565

8600

10915

10985

11203

13718

13949

13890

14125

9375

USEABLE FUEL LBS

3611

3670

4912

4124

5375

6062

4824

PAYLOAD WITH FULL FUEL LBS

414

320

473

603

1873

1507

1239

798

1563

801

MAX. PAYLOAD LBS

1435

1400

2085

2015

2297

2282

2051

2110

1875

1925

RANGE - SEATS FULL N.M.

850

1180

1211

1573

1778

1423

1685

1290

MAX. RANGE N.M.

1340

1519

1337

1707

1960

1968

1937

1720

BALANCED FIELD LENGTH FT.

4650

4600

3800

4330

4680

4350

5040

4160

LANDING DIST. (FACTORED) FT.

5208

5083

5025

4200

4033

4060

4063

4105

4295

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

4000

4020

5110

2820

2800

2630

3190

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

948

560

1610

710

394

590

589

845

MAX. CRUISE SPEED KTAS

461

454

458

450

462

465

405

NORMAL CRUISE SPEED KTAS

426

449

450

441

436

405

L/RANGE CRUISE SPEED KTAS

370

410

417

428

433

416

436

335

FJ44-2A

JT15D-5

JT15D-5R

TFE 731-2

TFE 73120AR

TFE 73120BR

TFE 73120AR

TFE 73120BR

PW530A

VARIABLE COST PER HOUR $

ENGINES # ENGINE MODEL

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

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WORLD AIRCRAFT SALES MAGAZINE – July 2013

AircraftPer&SpecJune13_PerfspecDecember06 18/06/2013 12:31 Page 2

CE SSN AC ITA TIO NJ ET CE SSN AC ITA TIO NC J1 CE SSN AC ITA TIO NC J1+ CE SSN AC ITA TIO NC J2 CE SSN AC ITA TIO NC J2+ CE SSN AC ITA TIO NC J3 CE SSN AC ITA TIO NC J4 CE SSN AC ITA TIO NE NC CE OR SSN E AE NC OR E+

AIRCRAFT SPECIFICATIONS

ENTRY LEVEL & LIGHT JETS $1,632.65

$1,544.71

$1,577.32

$1,634.65

$1,740.55

$1,857.47

$2,171.95

$2,232.38

$2,192.99

CABIN HEIGHT FT.

4.80

4.75

CABIN WIDTH FT.

4.83

CABIN LENGTH FT.

11.00

13.58

15.67

17.30

17.33

CABIN VOLUME CU.FT.

186

198

248

283

311

307

DOOR HEIGHT FT.

4.25

4.00

4.25

DOOR WIDTH FT.

2.00

BAGGAGE VOL. INT. CU.FT.

BAGGAGE VOL. EXT. CU.FT.

CREW #

SEATS - EXECUTIVE #

MTOW LBS

10400

10600

10700

12375

12500

13870

17110

16630

16830

MLW LBS

9700

9800

9900

11500

11525

12750

15660

15200

B.O.W. W/CREW LBS

6950

7050

7035

7900

7980

8585

10350

10525

10460

USEABLE FUEL LBS

3220

3932

3930

4710

5828

5400

PAYLOAD WITH FULL FUEL LBS

330

430

545

668

715

775

1052

905

1170

MAX. PAYLOAD LBS

1450

1350

1365

1400

1720

1925

2150

2075

2390

RANGE - SEATS FULL N.M.

750

775

895

1075

1194

1374

1667

1410

1494

MAX. RANGE N.M.

1130

1161

1245

1530

1626

1891

1991

1736

1792

BALANCED FIELD LENGTH FT.

4010

4220

3990

3820

3810

3440

3500

3920

LANDING DIST. (FACTORED) FT.

4333

4407

4135

4628

4645

4203

3978

4195

4182

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

3311

3230

3290

3870

4120

4478

3858

4740

4620

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

868

850

906

1160

1004

1090

1248

1440

1400

MAX. CRUISE SPEED KTAS

377

381

389

413

417

454

430

NORMAL CRUISE SPEED KTAS

364

381

389

413

417

454

430

L/RANGE CRUISE SPEED KTAS

302

307

344

351

348

380

372

FJ44-1A

FJ44-1AP

FJ44-2C

FJ44-3A-24

FJ44-3A

FJ44-4A

PW535A

PW535B

VARIABLE COST PER HOUR $

ENGINES # ENGINE MODEL

WORLD AIRCRAFT SALES MAGAZINE – July 2013

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Aircraft Index see Page 4

40 0X T

30 0 PH EN OM

NE XTA NT

EM BR AE R

PH EN OM

10 0

CE SSN AC ITA TIO NM US CE TA SSN NG AC ITA TIO NU LTR A CE SSN AC ITA TIO NV CE SSN AC ITA TIO NX LS CE SSN AC ITA TIO NX LS+ EC LIP SE 50 0

AircraftPer&SpecJune13_PerfspecDecember06 18/06/2013 12:32 Page 3

ENTRY LEVEL & LIGHT JETS $1,081.56

$2,473.45

$2,442.44

$2,541.21

$2,509.50

$973.36

$1,219.99

$1,853.67

$1,873.13

CABIN HEIGHT FT.

4.50

4.80

5.70

4.16

4.92

4.80

CABIN WIDTH FT.

4.58

4.83

5.50

4.66

5.08

4.90

CABIN LENGTH FT.

9.80

17.33

18.50

7.60

11.00

17.17

15.60

CABIN VOLUME CU.FT.

144

292

461

160

208

325

305

DOOR HEIGHT FT.

3.80

4.25

4.50

3.90

4.86

4.20

DOOR WIDTH FT.

2.00

1.96

2.04

2.38

2.40

BAGGAGE VOL. INT. CU.FT.

BAGGAGE VOL. EXT. CU.FT.

CREW #

SEATS - EXECUTIVE #

MTOW LBS

8645

16300

15900

20200

6000

10472

17968

16300

MLW LBS

8000

15200

18700

5600

9766

16865

15700

B.O.W. W/CREW LBS

5550

9950

9400

12800

3834

7132

11783

10531

USEABLE FUEL LBS

2580

5771

5770

6740

1698

2804

5353

4912

PAYLOAD WITH FULL FUEL LBS

600

779

930

860

502

580

942

1057

MAX. PAYLOAD LBS

1200

2250

1800

2300

1088

1312

2216

2469

RANGE - SEATS FULL N.M.

718

1259

1220

1539

1528

574

926

1692

1852

MAX. RANGE N.M.

1070

1651

1644

1989

1976

964

1124

1937

2108

BALANCED FIELD LENGTH FT.

3380

3510

3740

3910

2898

4376

3474

4600

LANDING DIST. (FACTORED) FT.

3683

3833

3750

4738

5173

4122

3741

4045

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

3010

4230

3684

3500

2575

3061

4050

5000

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

870

728

1139

800

780

852

1026

995

MAX. CRUISE SPEED KTAS

340

400

397

433

440

371

390

453

471

NORMAL CRUISE SPEED KTAS

340

400

397

433

440

369

390

453

460

L/RANGE CRUISE SPEED KTAS

319

372

350

373

330

333

383

405

PW615F

JT15D-5D

JT15D-5A

PW545B

PW545C

PW610F-A

PW617F-E

PW535E

FJ44-3AP

VARIABLE COST PER HOUR $

ENGINES # ENGINE MODEL

Advertising Enquiries see Page 8

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WORLD AIRCRAFT SALES MAGAZINE – July 2013

Dealer Broker Mkt Update July13_Gil WolinNov06 18/06/2013 12:02 Page 1

DEALER BROKER MARKET UPDATE

Recovery & Restoration ?

Slow, to steady, to non-existent. It depends on the segment... by Dave Higdon forty-year old mid-cabin jet at the smaller end of medium: asking price - under $400,000; a 35-year-old light jet begging a half-million – with a two-year-old interior, no less; a 15-year-old medium jet with a “reasonable offers entertained” label instead of an asking price. “They'll keep up the ads as long as there's this much inventory to move and this molasses-slow sales pace,” exclaimed a Midwest business turbine broker we know.

WORLD AIRCRAFT SALES MAGAZINE – July 2013

Our encounter happened on Memorial Day weekend in a restaurant with a shaded patio offering a front-row view of the ramp at a busy local General Aviation airport. Just beyond the rail, aircraft hummed and roared - some taxiing by to the fuel pump, others shutting down on the ramp for a spot of lunch, while others made their way to the departure end of the runway. It was a busy day for this slice of the General Aviation community. Among the clientele in the restaurant were pilots sharpening

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Aircraft Index see Page 4

Dealer Broker Mkt Update July13_Gil WolinNov06 18/06/2013 12:05 Page 2

If only more people were itching to fly Jet A airplanes like that one. I'd be buying lunch today! - Midwest Broker

Aviation clientele. “If only more people were itching to fly Jet A airplanes like that one. I'd be buying lunch today!” Brokers and Dealers echo from different parts of the country; they all have prospects. These are not the prospects of five years ago – and not all as flush in their rush to do something. The old unfulfilled prospects of the Midwest Broker are doing well right now. “They’re doing really, really well. Their businesses are doing well, their profits are the best in years, and many of them have settled on a 'new normal' for their air travel,” he said. “They realized they can make do with what they've got, or some have found other alternatives to buying another aircraft.” Sales, according to various sources, remain slow and steady – although various brokers and dealers emphasize the ‘slow’. their skills ahead of business trips; others partaking of the fabled “Hundred-Dollar Hamburger”; another was checking out a prospective airplane purchase. There wasn't much talk about how much they are flying or how good things are for them - they just seemed happy to be flying at all. But back out of sight in a nearby hangar, Advertising Enquiries see Page 6

talks were underway with the aim of pairing up a small shop owner with an airplane suitable for his modest travel needs. “He's a rarity around here,” explained the Midwest Broker. “He's trying to buy.” Overhead pattern altitude a Large Cabin business jet flew westbound, headed to a larger airport with a heavier Business www.AvBuyer.com

DOWN AND UP AT ONCE Data from various industry observers puts available inventory of business jets at between 12 and 13 percent of the fleet total; the percentage actively for sale declined in the past 12 months – by more than a point. But in the face of the declining inventory the market is acting against the usual laws ❯ WORLD AIRCRAFT SALES MAGAZINE – July 2013

Dealer Broker Mkt Update July13_Gil WolinNov06 18/06/2013 12:06 Page 3

DEALER BROKER MARKET UPDATE of supply and demand. While inventory shrinks the average time between listing and sale has grown significantly, which probably contributes to a decline in average values. (Conversely to the jets, turboprop inventory is shrinking, steadily, and prices are increasing - even as time on-market is increasing slightly.) Research emerged earlier this year showing that many of America's top businesses are flying 50-100 percent more than two or three years ago. The increase in businessaircraft use comes in the service of those companies expanding their quests for new markets and new customers. Concurrently, charter operations have reversed last year's declines and are flying more, but expectations point toward a slump in bookings through the summer. Owners at the lowerend of the business and aircraft scales are still flying significantly less than they were in 2007, 2008 or 2009. Overall, utilization appears headed toward a mixed picture all year. According to the chief pilot of a small commercial real estate firm, his company flying is up about 25 percent from 2012 (which was down about 50 percent from

WORLD AIRCRAFT SALES MAGAZINE – July 2013

2010). “We're slowly increasing utilization as we see business pick up at our different locations. But we'll often wait to make three or four stops on a trip when we used to make each trip as it arose.” The change, he observed, saves the company less than the CFO's office predicted. “But they didn't seem to get the concept that the fuel meters don't always reflect cruise consumption – and that's the average upon which they based their projections.” The realization of smaller savings may work in favor of the company increasing its flying again. “We've been showing the boss that two trips evenly split can be easier on everyone involved, and are no more expensive than one trip with four or five stops in a long, long, day.” If that transpires, he added, his company's flying should by year's end be back at 2008 levels. “At that point we'll be looking for another pilot...another to share the cockpit hours – but not another aircraft. The boss figured out it's cheaper to keep one airplane as busy as two – if you can staff for it. So there will be no additional airplanes for us in the foreseeable. And the boss is not alone in his thinking. He learned it in a workshop.”

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NEW SALES HELPING (A LITTLE) This lackluster picture of pre-owned transactions comes as the General Aviation Manufactures Association membership has reported a gain in first-quarter deliveries compared to the same period in 2012. Bombardier, Beechcraft and Gulfstream underpinned the bulk of GAMA's deliveries growth - other jet OEMs saw slight declines. Future jet delivery numbers will have to stand without benefit of Beechcraft's Hawker jet products. The propjet segment also showed a strong first quarter, gaining over the 1Q 2012 period. Some of these deliveries have already rippled into pre-owned airplanes listed for sale months ago – in some instances waiting on the seller's replacement aircraft before being de-listed.

CATEGORY SPECIFICS “Much of this shouldn't surprise”, noted a West Coast-based broker who deals largely in medium- and large-cabin jets – mostly in Latin America. “We've had more issues finding large-cabin aircraft that meet our clients' specifications than anything.” ❯

Aircraft Index see Page 4

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

FEATURES INCLUDE: • Capacity: 13 Passengers

• High Speed Internet

• Range: 6,150 NM

• Airshow Genesys

• Sleeps: 7

• DVD / CD Player

• Leather Seating

• Forward Galley

• Wi-Fi / Datalink

• Two Enclosed Lavatories

• Worldwide, Broadband

• Three 21’’ Monitors

1989 Astra 1125 Serial Number: 035

FEATURES INCLUDE: • Capacity: 7 Passengers

• RVSM Compliant

• Range: 2,643 NM

• Fully Berthable 3-place

• Leather Seating

divan or 2-single seats

• Engines on Honeywell MSP

• L/H Extended Range Galley

• Airframe on Gulfstream CMP

Contact: Brian Panning

Office: +1 303.799.9999 Mobile: +1 949.636.3678

bpanning@tempusaircraft.com www.tempusaircraft.com

Dealer Broker Mkt Update July13_Gil WolinNov06 18/06/2013 12:07 Page 4

DEALER BROKER MARKET UPDATE It's about the same for him with medium jets, though satisfying clients is a little easier there. “A couple of my clients - bless them both - just want me to find them a nice deal on a large-cabin business jet… fast. It can be a Gulfstream, a Bombardier, a Boeing or an Airbus. They'll all do the missions, and the cost differences are less important to them than getting something they'll accept. “So far they've declined on three prospective jets – they can afford to be picky – so they're chartering in the interim.” Pickings are far greater among the light jets, noted a broker and dealer from the Southeast region. “There are plenty more light jets to pick among than light jet buyers to do the picking,” the broker/dealer lamented. “Lately my sales have mostly been used piston singles, a couple of twins, and a couple of turboprops. I'll take any and all leads on decent King Airs right now.” Recently he's been in talks with a few

pilots about starting up their own charter operations and they are looking at a “viable” light jet bargain available to them. “The jet is available because the company it flew for is selling it, or turning it back from a lease,” explained our Midwest Broker who is also helping them work on a proposal – and the financing needed to make it fly. “The pilots are available because they were laid off from their old charter jobs flying that same jet.” The big question centers on financing. “Fortunately, the airplane should finance fine – it's starting capital beyond that we need. So that airplane could be on the market for a while longer.” And that, explained the Southeast Broker, is the name of the market today. “So many prospects that hinge on something else happening before they can 'happen' themselves – in turn creating a ripple effect onward to make something else 'happen' for someone else. Just don't expect anything like the years

2005-2008 to happen again for at least another decade, a consultant for a major jet OEM confided recently. “Between the options to upgrade and refurbish, even the low costs of money isn't enough to encourage buying a new jet – not like they used to,” he explained. “Enough customers have discovered that newer technology usually costs more in a new jet than in a jet that has been retrofitted. Short of a revolution in direct operating costs per mile - a significant change in the costs of flying - not enough savings can be wrung out of buying new to make it worth the higher costs of buying new. Now we need to expand the pool - more pilots, more corporate operators, more airplane sales; it’s simple!”

❯ 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

COMPARE AIRCRAFT PERFORMANCE USING OUR

Aircraft Performance Guide at www.AvBuyer.com And select from the World’s finest Business Jets, Turboprops and Turbine Helicopters for sale 78

WORLD AIRCRAFT SALES MAGAZINE – July 2013

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Aircraft Index see Page 4

General Aviation July_Layout 1 18/06/2013 09:44 Page 1

TurbopropsJuly13_FinanceSept 18/06/2013 11:47 Page 1

ONE ENGINE OR TWO?

WORLD AIRCRAFT SALES MAGAZINE – July 2013

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Aircraft Index see Page 4

TurbopropsJuly13_FinanceSept 18/06/2013 11:49 Page 2

ONE ENGINE OR TWO?

Propjet Possibilities Will you have one engine, or two ? by Dave Higdon

he turboprop world offers a little extra to operators: The single engine option that the jet world continues to lack. Single-engine jets are something of a Holy Grail-level quest in the turbofan world. We're still waiting on the first, despite a plethora of attempts in the past 30 years. While the business jet world continues to wait, the turboprop community enjoys a variety of twins and singles – going back years. In short, the propjet crop offers one more choice: One engine or two? The differences show up in a variety of areas - including operating costs, operational margins and redundancy - but not automatically in the area of safety records. So what's the potential operator's best choice in a propjet? The best solution is, of course, the aircraft which most closely aligns with their needs, use, and budget. To wisely assess the options, prospects should consider some essential differences before making the basic choice between buying a single or a twin engine turboprop. Then you can apply the details of that assessment to the options with the preferred number of powerplants. Following, we’ll consider the differences so that you can judge for yourself. ❯

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WORLD AIRCRAFT SALES MAGAZINE – July 2013

TurbopropsJuly13_FinanceSept 18/06/2013 11:50 Page 3

ONE ENGINE OR TWO? Q: SINGLE OR TWIN? What are the key differences to the operator looking for a turboprop as the solution to their travel needs? When does one become appropriate above the other? What are the pros and cons of each, and the complexities of ownership of each? Mission considerations can answer many of these questions. For example, today's turboprop engines enjoy outstanding reputations for reliability and durability. With that said, stuff happens! Comparatively, twins do not claim a significantly better safety record than singles. If one engine on a twin fails, you're likely headed down some in altitude in the first few minutes, which may not seem a big deal… except in the case of an operation spending a lot of flight time (a) at night, (b) crossing mountainous or waterlogged terrain, or (c) any combination of these. A twin turboprop may be able to take you home in the event that one engine fails – but the chances are that an engine loss prompts a landing at the earliest suitable facility. Maintaining the skills to handle an engine failure through the first 400 feet after take-off and on landing requires regular training and practice. It’s the same situation in a single, except less training expense is incurred in the single thanks to the ability to fly single pilot.

THE UPSIDES OF TWINS The reality of a second engine propelling us forward will feel like extra security to many; certainly, the redundancy factor is an influence for many a buyer. Redundancy of major systems is another plus for twinengine propjets that the singles can’t match.

...the failure rate of today's dominant turboprop engines from Pratt & Whitney Canada is miniscule for both singles and twins. The odds of a failure in either category are approximately equal. Redundancy of electrical and other systems is a plus many an operator embraces. Twins also tend to carry more, but they don't necessarily fly as fast as the quickest singles - although among the fastest in the twin segment, the top propjet twin flies fast enough to nudge some of the smaller jets, but at so much less fuel.

THE UPSIDES OF SINGLES Nothing beats a single for simplicity, however; one airplane, one engine - lose the engine and you're either landing quickly, or not flying at all. Overhauls tend to incur less cost overall, while the individual cost for the engine may be somewhat higher than for one of a pair of engines on a twin, owing to the higher-horsepower powerplant. As for any systems redundancy (particularly electricity) there are other ways to give a single engine turboprop the benefits of redundant electrical power. From maintenance cost, to insurance, to pilot qualifications, much of the weight tilts toward the single-engine propjet. But to close on that loop, re-examine the past year's utilization for any trips that cross high mountains at night; long patches of inhospitable terrain; or lengthy over-water stretches. A twin failing over water leaves the pilot with a fighting chance, but an engine failure on a single all-but-assures a ditching. That said, the failure rate of today's dominant turboprop engines from Pratt & Whitney Canada is miniscule for both singles and twins. The odds of a failure in either category are approximately equal.

GETTING PUMPED UP Twins generally use more fuel than a single

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TurbopropsJuly13_FinanceSept 18/06/2013 11:54 Page 4

ONE ENGINE OR TWO? with the same total horsepower. Twin-engine turboprops mostly offer redundancy of systems – such as electrical power systems whereas single-engine turboprops today generally offer some form of stand-by electrical power to run their glass panels. Redundancy of electrical power isn't the same as powerplant redundancy, but it is helpful.

OVERHAULING Powerplant overhauls will cost the twin owner more than double – while aftermarket upgrades for some turboprop twins offer engine-upgrade options that are not available on most singles. Two engines equal two hot-section inspections per overhaul cycle, per engine. At overhaul time, twins tend to lose the loyalty of many operators. Overhauls are costly. A turboprop of half the power of another is not half the cost to overhaul. It may not even be as inexpensive as a larger engine, depending on its vintage.

GO WITH THE (FUEL) FLOW Total fuel costs of smaller twins versus the larger single will probably be close for the same missions since the smaller twins' total power adds up to about the same as for the largest single. Conversely, the smaller propjet twins tend to fly at slower speeds – and longer legs can add up to higher fuel bills. Nevertheless, arriving a few minutes later often is more fiscally responsible than arriving earlier at the higher fuel flows of the highest power settings.

PILOT TRAINING Although single-engine turbos open up the left seat to more pilots, their altitude prefer-

Remember: As good as redundancy is in a twin, it should never come at the expense of solid aviator skills.

ences mean the pilot should be instrument qualified. Simulators for training in single and twin propjets vary but are generally available for private use. With only one exception the adverse yaw created by a single-engine failure makes the

first and last 500 feet the riskiest to fly. Remember: As good as redundancy is in a twin, it should never come at the expense of solid aviator skills.

INSURANCE Insurers will look at their claims experience with whatever aircraft you purchase; but there will be the penalty of higher premiums for both the higher hull value and the higher risk factor of the twin. Depending on the part of the world where you predominately fly, you may see a hit on your premiums – or benefit from a rate reduction.

THE GENESIS OF A CHOICE In the more than six decades of business turboprops it's singles that enjoy the blush of youth. They're the relative newcomers to the fleet, barely 30 years old in a business turboprop field traditionally dominated by twins. Starting in the late 1950s/early 1960s, twins dominated with names like “King Air”, “Conquest” and “Cheyenne”. Then the early 1980s brought the introduction of the Caravan. Demand for Cessna's twin-engine cabin-class propjets was dwindling as quickly as the market for the company's piston products. By the latter years of the 1980s ❯

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

Comprehensive Services 1977 Falcon 20-5BR-2C

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

2008 Gulfstream G-150

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

2008 Hawker 750

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

1985 Lear 55

1986 Lear 35A

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

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

TurbopropsJuly13_FinanceSept 18/06/2013 12:59 Page 5

ONE ENGINE OR TWO? production ended for all piston models and Cessna's propjet twins. Twin-engine propjets also fell by the boards at Grumman and Piper while other planemakers' development of twins stopped. As twin production receded, the 208 Caravan succeeded, largely on the strength of its service with one customer: Federal Express. FedEx's huge Caravan purchases helped make the single engine-turboprop the most-successful of the singles. As the Caravan reached market, a partnership between one of America's top makers of high-performance piston singles and a European planemaker brought to flight another new propjet single - the TBM 700. “TB” stands for Tarbes, the French city that builds the TBM line, and “Mooney”, the once-proud maker of the most-efficient piston-singles flying. The svelte, speedy single-engine turboprop won market acceptance, and two years ago was evolved into the faster, moreadvanced TBM 850. The TBM models top the efficiency stack, in terms of speed and fuel consumption and low direct operating costs. Pilatus joined the movement a couple years after the TBM 700 launched with the PC-12. A SUV-like single-turboprop – passenger and cargo doors both are standard – the PC-12 combined the pressurized comfort and operating speeds comparable to the TBM with the hauling traits of the Caravan. Then came the late 1990s and with profit-making sales of two successful pressurized propjet singles and one utility propjet single, an after-market provider began performing turboprop conversions of Piper's Malibu/Mirage pressurized piston singles.

...answering the question of whether you’ll be better suited flying with one engine or two is a highly personalized matter. The backdrop was right for Piper Aircraft to develop its own propjet single, the Malibu-derived Piper Meridian. Deliveries began in 2000. After decades of having the utility propjet market almost entirely to itself, Cessna drew some late-arriving competi-

tion in the form of the Quest Kodiak. With subtle differences designed to give it an edge, the Kodiak is catching on as a backcountry heavy hauler. All the while, these leading singleengine turboprops have stiff competition for market share from Beechcraft, with its 60-year-old line of durable, capable King Airs; and Piaggio's P.180 Avanti twinengine turboprops. The Avanti takes top honors in both speed and fuel efficiency. At 400 knots, that's the best since Piper's Cheyenne was rolling off the production line 30 years ago. The Avanti II remains in production while the Cheyenne is another 1980s rehab candidate. All things considered, today’s turboprop market – both single and twin-engine – is well stocked. Are you in the market for a propjet? As you can see, answering the question of whether you’ll be better suited flying with one engine or two is a highly personalized matter. We hope the above paragraphs helped identify some of the key issues for your consideration.

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

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Boutsen July_Layout 1 18/06/2013 09:52 Page 1

Aircraft Appraisals_Gil WolinNov06 17/06/2013 17:15 Page 1

AIRCRAFT APPRAISALS

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Aircraft Appraisals_Gil WolinNov06 17/06/2013 17:16 Page 2

Situational Awareness: Whether buying or selling, appraisal should lead the process. by Dave Higdon he words ‘Buyer Beware’ today conjure up an era of laissez faire capitalism, often interpreted as “Whatever you can get away with, all's fair.” The fact that regulations are understood to do more to promote, than harm the economy and business activities led to the nation creating airworthiness standards for aircraft built for the public to buy and that govern ability requirements for the people who fly them – all in the name of assuring the growth and expansion of a healthy aviation manufacturing industry and transportation business. However, there's no more regulation of private sales of aircraft than on private sales of automotive assets - and an aircraft presents prospective owners with many more technologies and maintenance requirements than any car or truck. Assessing the value of any given aircraft, judging its market potential is a task too often overlooked by potential sellers and buyers. Yet in many ways a full value appraisal at the start of the process holds as much potential to save money as the pre-purchase inspection has before closing. After all, one can't embark on even the shortest trip without first knowing where it begins. Buying or selling, the appraisal is the letter “A” on a long list of items to check off along the way. The least you risk without one is your money. Remember: While we in aviation tend to believe aviation people are above-average honest folk, every business community seems to have its minority of unscrupulous practitioners. Alas, aviation is not immune to the occasional charlatan and quick-buck artist.

THE RELEVANT ISSUE Perhaps the buyer is asking ‘X’-dollars for the replacement jet you covet, but you think ❯ Advertising Enquiries see Page 6

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Aircraft Appraisals_Gil WolinNov06 17/06/2013 17:17 Page 3

AIRCRAFT APPRAISALS you can do better because you've been hearing about the current “buyer's market” in business-turbine aircraft. Maybe it's the other way around: finances dictate that you need to sell for ‘Y’-dollars to come out whole. After all, that price is in line with what you paid and the TLC you've ladled on the airplane...so that’s what it is worth to you. In the realm of real-world transactions,

who’s to say what the right value is (correct asking price or starting point)? You could rely on what you've heard others received or paid – for similar (if not identical) equipment. The details from the aircraft’s logbooks will hold the truth ultimately. The reality is on display within this complex and complicated paperwork – and in many areas of the airplane that are visible and concealed.

The best approach to gaining clarity through such complexities is an independent appraisal by an expert recommended by a professional association on your side – maybe NBAA, NATA or AOPA. But to get to the heart of the aircraft appraisal industry, consider an appraiser certified by the National Aircraft Appraisers Association (NAAA).

MAKE IT AN EARLY STEP As the NAAA notes, an appraisal should come early in the shopping process. Even if you're not yet sure that this is the “one”, an appraisal can help you make that decision – and if it is the one, help inform your negotiations. One broker and appraiser explained, “When buyers wait too long to contact the appraiser they can find out they've signed on to a price higher than the airplane is worth. These buyers fear another buyer getting in, so they agree to a price on the belief that they can use the appraisal to leverage any changes – and then lose their deposit when the seller won't cooperate.” Then there's the issue of loan valuation. “It's best to know whether an airplane's value will support the level of finance you might need – before going to your banker asking to borrow more than he'll finance. “An early appraisal can help you avoid that trap, too,” the broker explained. Similar problems can arise when insuring the aircraft where its market value is below the purchase price or the amount that the bank will loan. Employing an NAAA appraiser means you should get a professional report prepared under the association's ethics guidelines listed at www.plane-values.com.

SAFETY BEYOND PRICE For some of the more complex aircraft (which applies to almost all the business jets), physical condition and maintenance are significant issues with real cost implications for the unwary. So a full appraisal that includes an examination of records and equipment can go hand-in-hand with a prepurchase inspection – possibly by the same service provider. Elements that need examination range from the obvious airworthiness, safety and equipment-issues examined in the pre-purchase phase, to the financial importance of a full equipment inventory, hull-value appraisal and the equipment and airworthiness questions fielded when financing such an investment that can influence everything from interest rates to down payments, loan terms (length) and insurance premiums. Is there damage history? If so, how was the damage repaired and by which shop? Was the repair performed by a service facility ❯

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CAI_WAS_JULY13_Layout 1 6/13/13 4:55 PM Page 1

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Aircraft Appraisals_Gil WolinNov06 18/06/2013 12:36 Page 4

AIRCRAFT APPRAISALS authorized by the OEM, or by a relatively inexperienced shop in the aircraft type? Don’t neglect the state of any service bulletins (SBs) or airworthiness directives (ADs).

PAINT, CABIN & AIRFRAME INNARDS An aircraft promoted as having recent paint and/or interior work should be expertly examined to assure that the work didn't also serve to conceal a problem – maybe hidden corrosion, or repair work poorly performed. Was a part repaired or replaced? What would the factory recommend? Was the factory recommendation followed? Appraisers who've worked to become experts in specific aircraft can help with the deepest issues an aircraft may suffer. Their expertise in specific aircraft can make a huge difference in noticing whether relatively rare, largely unknown or invisible issues are resolved. The expert appraiser may also be able to help plan future maintenance and upgrade work by recognition of required maintenance coming in the future – which can also impact value. The bottom line is that an expert appraisal can be of value in tax-valuation debates with state and local officials, as well as the IRS; in setting a value basis for financing a purchase; for setting a hull value for insurance purposes; and when selling, to help the buyer settle his or her own issues with bankers and insurers.

should do the job. That job is similar to the appraisal process in some respects. It stars with inspection of the aircraft maintenance and operation records, the airframe, inside and out (with an eye to assuring the work documented in the logs was actually performed; that ADs and SBs were actually performed (and not merely “pencil whipped” into the logs); and that any repairs to damage meet the standards for repairs in aviation. But the pre-purchase should include inspection of internal structures and the internals of other structures. Corrosion, evidence of hidden damage and the efficacy of past repairs are all part and parcel to the pre-purchase inspection. An inspector highly familiar with the specific aircraft type is recommended, lest issues specific to the type my go unnoticed. The hiring company or individual should get a written report from the inspector who performs the pre-purchase examination. That report should spell out the details of the mechanical condition of the aircraft, the powerplants, aircraft systems (electrical, environmental, sanitary and galleys), and look ahead to work that will come due within the first year of ownership. The report should also detail any problems, shortcomings or neglected issues discovered in the process.

SELLER ADVICE… Take all the protections and benefits a professional appraisal can bring to a buyer (as outlined above) and turn them around; they can be equally helpful to sellers – particularly if the seller engages the appraisal before advertising the aircraft for sale. From the basis of this appraisal, the potential seller can see how the airplane measures up, value-wise, against other aircraft of the same type for sale – as well as in setting a realistic asking price. It may be that the appraisal convinces the potential seller to hold off – either because the value is too low, or too high in today's market, making it smarter to keep the airplane a while longer. Whether for the purpose of selling or buying, however, the appraisal should be an early, if not first, step. You’ll find a sample Appraisal from NAAA at the following link: www.plane-values.com/appraisalsample.php

Discover more about NAAA from: www.plane-values.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

WHAT AN APPRAISAL SHOULD ENTAIL According to the NAAA, a professional aircraft appraisal should leave the client with at least the following information: •

• • •

A detailed examination of airframe, engines, props, instrumentation, avionics and all relative systems. A careful review of aircraft documentation, log books, and associated records. A computer analysis of relevant value data. A sealed certificate of appraisal and the detailed computerized report submitted to the client.

As mentioned above, an appraiser familiar with the aircraft model and OEM can be a huge asset in this process.

DOWN TO THE NUTS AND BOLTS A qualified appraiser may also be qualified to perform a pre-purchase inspection. They are, however, not interchangeable, but different processes that are both related to determining a fair valuation. To be qualified to perform a pre-purchase inspection, an FAA-licensed and qualified Airworthiness Inspector or licensed Maintenance Mechanic (A&P)

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YOUR BUSINESS WITHIN THE RETROFIT MARKET

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It’s In The Detail: How to plan a major ‘facelift’ for your aircraft.

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Pre-OwnedJuly13_Pre-Owned Sales Jan06 17/06/2013 17:03 Page 1

PRE-OWNED A/C SALES TRENDS

Pre-Owned Aircraft Sales Trends

Welcome to the experimental, capitalistic, socialistic, supercalafragalistic mishmosh. by Fletcher Aldredge ould it be that the bubble we’ve all been hoping for is upon us? The U.S. Stock Market has been on a tear, gaining more than 15% so far this year – and 130% since the trough in early 2009! Then why do so many buyers and sellers continue to act as if airplanes are toxic? Owners slash prices desperately trying to be the next one to sell, while many buyers

won’t touch a plane unless it’s a steal. So what is going on? Are we in some kind of experimental capitalistic socialistic supercalafragalistic mishmosh? Well, yes we are. In all previous recession/recovery cycles, aviation has mirrored the Stock Market. The Dow has been a reliable indicator of aircraft value – whether up or down. Today, not so much. Let’s look at the data…

PISTON SINGLES & TWINS Having said all that scary stuff above, piston singles just might be an exception. We are actually seeing some slight upticks in value for a few selected Piston Singles – assuming they haven’t had too many incidents. Beech Debonairs, Cessna 150s, 152s, 182RGs, 206s, 210s, Piper Cherokee 140s, Warriors, 180s, Cherokee Sixes and some Arrows all posted increases this quarter. One quarter continued on page 98

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❯

2003 Falcon 2000 SN 192 2500 Hours and Exceptional Pedigree. Redefining “super” in a super-midsized aircraft. The Falcon 2000 has been the long-standing leader in the “super-mid” category. With a spacious, quiet cabin, transcontinental range and a miserly fuel burn, the Falcon 2000 delivers outstanding value. 2003 Serial Number 192 offers even more. This low-time aircraft briefly served as a Falcon demonstrator, and has since been flown Part 91 by a single corporate owner, one who has operated Falcons continuously for over 45 years. This aircraft has been cared for and maintained to the highest standard. The roomy cabin is tastefully finished in neutral earth tones and is ideally configured for 8 passengers, including a 4-place club arrangement and a 4-place conference group. Perfect for working, dining or just relaxing! Additional comfort comes from knowing your maintenance costs can be controlled through SN 192’s enrollment in Honeywell’s MSP engine and APU programs, as well as HAPP and CASP avionics programs. It’s time to redefine your flying experience with the truly distinctive Falcon 2000 SN 192. To learn more, call Jim Donath at Donath Aircraft Services.

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

Pre-OwnedJuly13_Pre-Owned Sales Jan06 17/06/2013 17:04 Page 2

PRE-OWNED A/C SALES TRENDS does not make a trend, but we are somewhat optimistic here. That might be another way of saying “less pessimistic”. Light piston twins continue to be stagnant, depending on condition and times. We saw an out-of-annual Cessna 310 trade for $25,000, but that certainly does not reflect the norm. The Vref Pressurized Twin Index actually gained 1% in value. That is two positive quarters in a row. The marketplace has discovered the virtues of this segment – comfortable transportation above the clouds at a much lower operating cost than a turboprop.

HELICOPTERS The Vref Helicopter Index lost only 1% in value during the recent quarter. While demand is not what it should be, there are plenty of missions that only a helicopter can perform. This is keeping the rotary-wing market relatively stable.

TURBOPROPS If there is a downtrend here, it is tiny. Good activity can be reported for most in this segment. Ready-to-go King Airs appear to be leading the way. Prices only slipped an average of 1% last quarter. The market continues to be pricedriven instead of value driven, just like everything else.

JETS The following will only be news to those who just arrived from Mars and have no Internet or phone service: The average jet continues to be in a downtrend. We don’t believe prices are falling like pianos, but one owner recently advertised, “Buy my Falcon 100 and I’ll throw in

WORLD AIRCRAFT SALES MAGAZINE – July 2013

a Falcon 10 for free.” That sounds a lot like two jets for the price of one! True, those two Falcons represent the outof-production, difficult-to-get-a-loan-for airplane that is so plentiful, but the disturbing part of this market is that late model, in-production jets also continue to slip. While the U.S. Stock Market was appreciating some 130% since 2009, the pre-owned jet market lost more than 60% of its value. Nothing seems immune. The losses were spread nearly evenly from Gulfstreams and Globals down to Beechjets and CitationJets. Presently activity is reported as mixed, as incredulous owners face another round of price adjustments in order to make the phone ring.

Whether it’s a Piper Saratoga en route to a business meeting across the state or a Falcon 900EX across the pond for lunch with clients, business airplanes (and helicopters) are, and will always be, indispensable.

www.AvBuyer.com

TODAY AND TOMORROW Whether it’s a Piper Saratoga en route to a business meeting across the state or a Falcon 900EX across the pond for lunch with clients, business airplanes (and helicopters) are, and will always be, indispensable. The difficult question is, “How do we get to tomorrow?” As promised, the U.S. economy is changing. While we are seeing some positive signs – a much improved housing market and fewer unemployment claims – there remains widespread trepidation regarding the fundamentals of what we proudly call capitalism. In order to survive the Great Recession, massive infusions of capital had to be administered. Yet, the patient is still not well. This leaves us in uncharted territory. In other words, we really are in an experimental phase of our economy. As more social programs come online, the burden on the taxpayer could be substantial, unless of course there is nothing wrong with this printing money idea. In some way we have all imbibed at the Government money bar whether it’s a tax cut or a stimulus package for the local highway. Depending on which side you are on, payee or payer, there will no doubt be positives and negatives to all future programs. What has been most impressive throughout the move into this modified, hybrid economy is that business goes on. In fact, we said goodbye to pure capitalism decades ago. Throughout the darkest days of this recession and the ones before, airplanes and helicopters - new and used - kept moving. And, if the price is right, they are being bought and sold right now. Products consumers want or need will always be in demand, bubble or no bubble. ❯ More information from www.vrefonline.com Aircraft Index see Page 4

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Market Indicators JETNET View Highlighted in the table are key worldwide trends across all aircraft market segments, comparing April 2013 to April 2012. “Fleet for Sale” percentages for business jet and business turboprop market sectors were down in the April comparisons but increased slightly in the helicopter markets. Business jets are showing a slow start in the first four months of 2013, with a -6.3% decrease in pre-owned sale transactions, and are taking more time to sell (97 days longer) than last year with a -3.5% decrease in average asking price. Business turboprops decreased -8.2% in sale transactions, meanwhile, with a double-digit increase in average asking price of 13.6%. Turbine and piston helicopters have shown double-digit declines in sale transactions YTD, at -25.9% and -18.7%, respectively. Turbine helicopters recorded a double-digit decrease in average asking price of -35.6% in the YTD comparison through April 2013. Commercial Airliners are also reported in

W ORLDW IDE TRENDS B usiness Aircraft

APRIL

H elicopters

C ommercial A irliners

Jets

Turbos

Turbine

Piston

Jets

Turbos

In-Operation Fleet For Sale Fleet % For Sale 2013 Fleet % For Sale 2012 % Change For Sale

19,092 2,490 13.0% 13.6% (-0.6)pt

13,871 1,057 7.6% 9.2% (-1.6)pt

19,194 1,214 6.3% 6.2% (0.1)pt

9,421 584 6.2% 5.8% (0.4)pt

24,578 587 2.4% n/a

9,598 410 4.3% n/a

Full Sale Transactions Avg. Days on Market Avg. Ask Price (US$M)

698 429 $4.118

667 452

177 395

Change – Transactions Change – Days on Mkt Change – Asking Price

-6.3% 97 -3.5%

JANUARY TO APRIL 2013 415 322 $1.442

335 393 $0.919

265 286 $0.229

YTD JANUARY TO APRIL 2013 vs 2012 -8.2% -15 13.6%

the table and include the numbers for sale for both commercial jets (includes Airliners converted to VIP) and commercial turboprops. The number of pre-owned commercial Airliner sale transactions, 667 YTD ending April

Market Indicators - July 2013

-25.9% -18 -35.6%

-18.7% -86 5.0%

24.9% -64

-18.4% 73

2013, showed a double-digit increase of 24.9% compared to the YTD ending April 2012 number. However, commercial turboprop sale transactions declined by -18.4% in the same YTD comparison.

/ More from www.jetnet.com

AEA View The dollar amount (using net sales price, not manufacturer's suggested retail price) includes all aircraft electronic sales, including all component and accessories in cockpit, cabin, software upgrades, portables and non-certified aircraft electronics; all hardware (tip-to-tail); batteries; and chargeable product upgrades from the participating manufacturers. The amount excludes repairs and overhauls, extended warranty or subscription services.

Market Indicators - July 2013 100

WORLD AIRCRAFT SALES MAGAZINE – July 2013

The AEA Avionics Market Report will continue to expand and provide greater detail in future reports, eventually reporting not only the total dollar amount of worldwide sales for the current time period, but also certified and non-certified aircraft electronics units sold. In addition, it will be enhanced to include dividing the numbers into domestic and international sales, fixed-wing versus rotorcraft, airplane categories and subscription sales.

/ More from www.aea.net

www.AvBuyer.com

Aircraft Index see Page 4

▼

The Aircraft Electronics Association (AEA), announced that during the first three months of 2013, total worldwide avionics sales amounted to more than $1.7 billion, as reported by 20 of the leading aviation electronics manufacturers participating in its quarterly report. The extent of the quarterly report simply is one total number: the collective sales figure, both forward-fit and retrofit, for first quarter 2013 sales, as received from the participating manufacturers.

JetNet July_Layout 1 19/06/2013 13:27 Page 1

[ know more ]

JETNET’s world“Knowing more has hel helped ped us become the world leader in advanced winglet technology technology,, so we rely on JETNET’s products and build trusting business ng. W leading information forr market research and prospectin prospecting. Wee provide outstanding products cliennts, and JETNET does the same fo or us. Their team always comes tthrough—they’re hrough—they’re indispensable.” relationships with clients, for Pressident of Sales, Aviation Gary Dunn / Vice Vice President Aviation Partners, Partnerss, Inc. / Client since 1996

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MarketIndicators June13_Layout 1 18/06/2013 10:41 Page 2

Market Indicators

ARG/US View TRAQPak data shows that May 2013 flight activity levels increased from April to finish the month up 2.0% overall. The results by operational category were mostly positive with Part 135 having the strongest month-overmonth increase, up 5.8%. Fractional flight activity finished the month up 3.3%, while Part 91 activity saw a slight decline of -0.5%. Aircraft category results, led by an increase of 3.5% in Large Cabin activity, reversed course from last month to finish up across the board. Reviewing year-over-year activity (May 2013 vs. May 2012), TRAQPak data indicates a decrease of -2.0% overall. The results by operational category indicate Part 135 activity posted a year-over-year increase of 10.7%. The fractional and Part 91 markets posted year-over-year decreases of -6.7% and -7.2% respectively.

T urboprop S mall Cabin Jet M id-Size Jet L arge Cabin Jet A ll Combined

M ay 2013 vs April 2013 P art 91 P art 135 F ractional -0.4% 8.5% 3.6% -1.1% 4.0% 3.0% -1.7% 4.8% 2.6% 2.4% 4.3% 7.4% -0.5% 5.8% 3.3%

A ll 2.7% 1.1% 1.4% 3.5% 2.0%

T urboprop S mall Cabin Jet M id-Size Jet L arge Cabin Jet A ll Combined

M ay 2013 vs May 2012 P art 91 P art 135 F ractional -14.0% 3.2% -23.1% -5.3% 14.9% -3.9% -4.0% 17.7% -5.5% 3.4% 9.6% 14.5% -7.2% 10.7% -6.7%

A ll -9.5% 1.4% 1.3% 6.2% -2.0%

Looking at activity by aircraft category, Large Cabin aircraft posted the largest yearover-year increase, up 6.2% overall. Compar-

ing January-May 2013 vs. 2012, flight activity has seen a decline of -1.6% in 2013.

Market Indicators - July 2013

/ More from www.argus.aero

WINGX View •

•

There were 63,000 flight departures in May, more than 15% growth on April 2013 and a normal seasonal jump in activity. May 2013 flight departures were -2.7% down on May 2012. The activity declines were concentrated in business turboprop and piston fleets. The business jet fleet declined YOY by -1% in terms of departures, and fleet activity actually increased YOY in terms of hours. A slump in activity in Germany weighed down the European market, offsetting small gains in the UK, a bounce back in parts of Southern Europe, and further growth YOY in Russia, Ukraine and Turkey. Most of the activity decline is in private flights, notably in Switzerland, Italy, Austria and Poland. Numerous

•

countries gained charter activity, including Spain and Portugal. The big exception to charter gains was in Germany, where the jet fleet lost 14% charter flights YOY. By contrast, Russia and Spain gained business jet activity but lost turboprop and piston flights. Inbound flights to Europe increased from the Mediterranean, APAC, BRIC regions, and especially from the Middle East. Flights increased from the US, Brazil, India, and fell from China. Ultra-Long-Range aircraft posted an impressive 16% gain in YOY activity. Not only large aircraft grew in activity - VLJ aircraft gained 5% activity YOY at the expense of Light Jet competitors. At the top end of the fleet, major gains came through private flights. Heavy and Midsize Jets offset private flight declines with charter gains. Light Jet, Turbo and Prop aircraft lost charter, private and government flights. Only Gulfstream aircraft increased activity in all size segments. Bombardier aircraft gained activity, especially in ULR and Heavy Jet categories.

Market Indicators - July 2013 102

WORLD AIRCRAFT SALES MAGAZINE – July 2013

•

Smaller aircraft OEMs like Piper lost considerable ground. Among the aircraft types in most demand were the Global Express and King Air 200 (overall), Challenger 600 and Bravo (charter), Mustang and Falcon 2000 (private). Those losing most flights YTD included Learjet 60s and 40s and CJ3s.

Christoph Kohler, Managing Director of WINGX Advance, commented, “The yearon-year decline in flights in May maintains the downward trend of 2-3% in 2013. This month it was Germany that put the brakes on, outweighing some growth spots in Southern and Eastern Europe. “Despite the overall decline in demand for Business Aviation, Gulfstream and Bombardier are managing to find impressive growth. Furthermore the successful bounce-back in VLJs flying and the sustained popularity of King Air and Pilatus turboprops show that there is still a need for Business Aviation at the ‘utility’ end of the market.”

/ More from www.wingx-advance.com

www.AvBuyer.com

Aircraft Index see Page 4

▼

According to WINGX’s latest monthly Business Aviation Monitor, a fall in flight activity in Germany brought the overall European market down, despite spotty growth elsewhere. Following are WingX’s observations for May.

AIC July_Layout 1 18/06/2013 17:13 Page 1

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Market Indicators

BEECHCRAFT View Beechcraft marked the recent EBACE Show with analysis of the turbine business aircraft market in Europe. As a manufacturer of turboprop and piston aircraft, the former Hawker Beechcraft Company emerged from bankruptcy protection earlier this year having discontinued the Hawker business jet line. It is however, continuing to maintain and upgrade all the legacy Beechcraft and Hawker models. The analysis reveals that a total of 1,199 turbine aircraft were delivered to Europe between 2008-2012 compared to 981 during the period 2003-2007 (an increase of 22%). The analysis also shows that there were 3,773 business aircraft in Europe in 2012, and 621 (16.5%) of these were in Germany, the largest market. This is followed by the UK with 503 business aircraft (13% of the European market) and France with 344 aircraft (9%). “Despite the economic challenges facing Europe, our research shows that it remains a strong market for Business Aviation even during the economic crisis,” said Scott

# BUSINESS A IRCRAFT I N 2012

C OUNTRY Germany United Kingdom France Switzerland Austria Italy Portugal Spain Luxembourg Russia Other Europe EURO TOTAL

621 503 344 268 256 214 166 157 108 107 1,029 3,773

# BUSINESS A IRCRAFT D ELIVERED ( 2003-2007) 155 177 35 73 88 60 111 39 38 22 183 981

Plumb, Beechcraft’s vice president of Sales for Europe, the Middle East and Africa. “Business leaders and entrepreneurs here understand the importance of seeing their clients and operations on a regular basis, and having the flexibility of their own business aircraft helps makes that possible.” In terms of how the European Business Aviation market breaks down, around 70

Market Indicators - July 2013

# BUSINESS A IRCRAFT D ELIVERED ( 2008-2012) 186 199 51 84 122 52 48 35 29 45 348 1,199

% DIFFERENCE 20% 12% 46% 15% 39% -13% -57% -10% -24% 105% 90% 22%

percent of the region’s business fleet is jets and 30 percent is turboprops. However, data shows turboprop popularity is growing: the number delivered to Europe during 2008-2012 was 37 percent higher than during the period 2003-2007. Furthermore, the King Air 200/250 platform is the most flown business aircraft in Europe.

/ More from www.beechcraft.com

JP MORGAN View The JP Morgan Business Jet Monthly, issued 10th June 2013 indicates that used aircraft data shows incremental weakness. A single month does not make a trend, but May used market data, including a sequential increase in inventory (+40 bps) and decline in pricing (-3.6%) not seen since 1H09, suggest that business jet demand will remain weak. On the plus side, the younger part of the used fleet is performing better, but overall the trends were not favorable. Inventory increased the most for Light jets, consistent with ongoing weakness in this segment, and Heavy jets experienced steep price declines. Hawker platforms contributed to rising inventories. Demand for the Citation Sovereign and XLS are key drivers for Cessna this year, and used market data for these models were mixed: Excel/XLS inventory spiked but Sovereign declined moderately. Meanwhile, inventory rose for Citation X in advance of the introduction of an upgraded model later this

year. On the pricing side, Challenger 600s experienced particularly steep declines. The company says that low residual values are holding back a recovery, especially for smaller jets. While used inventory peaked in 1H09, used pricing has yet to bottom. The low values on trade-ins leave owners who want larger or newer aircraft with a wide gap to bridge. This dynamic is particularly important in the Light segment, where much of the existing installed base is in the US and independent business owners who are sensitive to macro and tax developments. Firming prices are therefore an important ingredient for a recovery and this should take more time. JP Morgan observed that used inventories increased 40 bps in May. Used inventory jumped to 10.3% of the installed base of inproduction models. Inventory had looked set to break decisively below the ~10% level at which it had been hovering for over a year but bounced instead. (2012 and 2013 data was revised this month to remove discontinued

Market Indicators - July 2013 104

WORLD AIRCRAFT SALES MAGAZINE – July 2013

Cessna models.) Light jets were up 60 bps, followed by Medium jets at 30 bps, while Heavy jets rose 20 bps. In the toddler and pre-K fleet, (0-5 years old) estimated inventory declined to 7.4% in May after ranging between 7.5% and 7.9% the prior nine months. The company says that average asking price decreased 3.6% m/m in May. Prices fell across jet classes with Heavy, Medium and Light jets down 4.8%, 1.7% and 0.6%, respectively. Prices were down 9% y/y and are now 40% below peak. Finally, JP Morgan says that flight ops increased modestly. The FAA reported that US flight ops grew 1.9% y/y in April. This was slightly better than the flattish numbers from the prior two months (adjusting February for the leap year) but it was still only 1.5% above April 2011 and still 16.2% below April 2007. In Europe, flight ops were down 0.3% in April y/y, the 18th decline in 19 months, though the magnitude of the drop was small. / More from www.jpmorgan.com

www.AvBuyer.com

Aircraft Index see Page 4

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Market Indicators

AVINODE View In Europe the number of aircraft departures fell -3.8% during the first four months of 2013 from the same period in 2012, according to Avinode. The U.S., on the other hand, grew by 1.6% for the period. This is the second year that U.S. and European fortunes have diverged. What has driven Europe’s declining fortunes? Analysis of Eurocontrol data shows a -4.3% decline in intra-European business jet movements, which make up 74% of all business jet movements on the European continent. Flights from European destinations, to the rest of the world however, are on the rise with a year-over-year increase of 3.8% in the first third of 2013. It is clear from analysis of Eurocontrol data that this decline is driven by reductions in both business jet charter and General Aviation flights. General Aviation flights, which account for 63% of European business jet movements, have been hardest hit showing a two-year decline of -7.0% for the first four months of 2013. Business jet charter flights, meanwhile, showed a decline of -6.0% for the same period. Fortunes across Europe have varied too. Among those countries reporting more than 3,000 business jet movements per year, Turkey, Ireland and Sweden have shown the most year-over-year growth in the first four months of 2013. On the other end of the scale the Czech Republic, Greece and Poland have reported the largest declines. Efficiency, on the other hand, appears to be on the rise in Europe. In the first four months of 2013 the percentage of kilometers flown with passengers increased by 4.0 percentage points to 71% in the last two years. The share of flights across aircraft categories has changed little between 2012 and 2013. The Entry Level, Light, Super Light, and Midsize jet categories have shown minor declines in the first four months of 2013, while the Super Midsize and Heavy jet categories have shown some growth. The one persistent stand-out is the Ultra-Long-Range jet category, which has shown a 10% increase in actual flight movements during the period.

PASSENGER AVERAGES An estimated 1.6 million Business Aviation passengers have flown through Europe in the past 12 months. The total number of European business jet passengers has registered a yearover-year decline of -5.4% for the JanuaryApril period over the last two years. This closely follows the -6.4% decline in actual flight movements suggesting that the increase in larger aircraft we’ve seen during this period

has not offset the decline in overall aircraft movements. In general, the average number of passengers per aircraft shows little variation between categories. On the light end, the Entry Level jets carry on average two passengers per flight, while the Light, Super Light, Midsize and Super Midsize jets carry approximately three passengers per flight. Heavy jets register the largest number with an average of four to five passengers per trip. Ultra Long Range jets, meanwhile, carry only three to four passengers on average per flight. In terms of individual aircraft models the Falcon 900 carries the most passengers with an average of 5.5 travelers per flight. The Citation Mustang, on the other hand, carries the least with an average of only 2.1 passengers per

Market Indicators - July 2013 106

WORLD AIRCRAFT SALES MAGAZINE – July 2013

trip. The Citation Excel is Europe’s most popular business jet in terms of flown passengers with an estimated 171,000 over the last 12 months. Unsurprisingly, the Citation Excel is also the most popular aircraft in terms of flights. While individual models have enjoyed some success over the past few years the regional fortunes within Europe have not fared as well. Many countries have stagnated or shown outright declines, and it has become clear that the lighter-end of the business jet sector has not yet matured enough to fulfil on its promise of converting premium commercial passengers into Business Aviation consumers. The hope, then, is that the growth the U.S. has experienced over the last two years will prove contagious for Europe. / More from www.avinode.com

www.AvBuyer.com

Aircraft Index see Page 4

Welsch Aviation July 18/06/2013 15:18 Page 1

For details contact:

Edward Vesely phone: 713-644-5100 Email: Evesely@welschaviation.com www.welschaviation.com

Gulfstream III S/N 450

21st Century Primus EPIC glass cockpit, Stage III hush kits, one of the lowest total time GIII's on the market, beautiful refurbished interior 2012, Gulfstream IV features and benefits at a Gulfstream III price, worldwide transcontinental operations equipped, GCMP, 72 month inspection accomplished July 2012, excellent records.

King Air B200 S/N 1647

Only 2446 hours total time, 773/773 hours since hot section, props due 2017, meticulous U.S. corporate owner/operator, Part 91 certified, dual 3 tube EFIS 85B, UNS-1K+ FMS, Artex ELT, CAMP, factory maintenance program, Raisbeck wing lockers, dual strakes, tasteful paint/interior rated "9", no damage history Specifications Subject to Verification Upon Inspection

New York

Washington DC

Texas

Georgia

BusAviationNewsJuly 13_Layout 1 18/06/2013 10:35 Page 1

BizAv Round-Up

07.13

NEWS ROUND-UP Asset Insight recently announced its new service, the “Comparable Industry Average Index” (“Comp Index”) enabling aircraft buyers, sellers, and other interested entities to compare objectively the projected maintenance costs of any aircraft with the average cost of other similar make and model aircraft listed for sale. / More from www.assetinsightinc.com

Avjet Corporation a leading international provider of aircraft charter, sales and management solutions, has added a second Boeing Business Jet (BBJ) to its fleet of large cabin, long-range aircraft. It will be based in Miami, Florida. The company also has a BBJ based in Burbank, California, and is the only BBJ operator in the US approved for Part 135 global charter. / More from www.avjet.com

Beechcraft Corporation has begun flight tests for the winglet component of its Hawker 400XPR upgrade program, which offers several factory approved airframe modifications to significantly improve performance, operating cost and resale value. The upgrade combines the superior aerodynamics of genuine Hawker winglets and the increased power of the Williams International FJ44-4A-32 engines along with optional Rockwell Collins Pro Line 21 avionics and a number of system enhancements. Certification for the upgrade is expected in the Third Quarter with first deliveries projected for the Fourth Quarter of this year. / More from www.beechcraft.com

NEXTANT UPGRADES TO 400XTi Nextant Aerospace recently unveiled its latest model - the Nextant 400XTi, which will continue to retail at $4.95 million. Building on the proven capabilities of its predecessor – the 400XT – the 400XTi offers neartranscontinental range (2,003nm) with a bigger, quieter cabin. In addition, a new auto-throttle saves fuel and reduces pilot workload. Well known for its

unique-in-class flat-floor design and “squared oval” cross-section within the cabin, the 400XTi now offers a revolutionary composite shell interior that adds an extra 3 inches of space at shoulder level and an extra 2.5 inches headroom. With a new acoustic insulation package lowering ambient noise by 9dB, this is also the quietest cabin in this class. Distinctive LED lights

108

WORLD AIRCRAFT SALES MAGAZINE – July 2013

/ More information from www.nextantaerospace.com

pose-built and intuitive cabin management system. In addition, Bombardier further enhanced operational capability of its Challenger 605 jet with European Aviation Safety Agency certification of its improved Bombardier Enhanced Vision System (BEVS).

Dassault Falcon will increase the size of its completion center in Little Rock, Arkansas. Over the next three years, the company will invest $60 million in new construction and the refurbishment of existing facilities.

/ More from www.bombardier.com

appearance outside of Brazil at the recent EBACE Show in Geneva. Over 30% of the flight test campaign has been completed. The Legacy 500 is scheduled to enter service in the first half of 2014 as the first midsize jet with full fly-by-wire technology.

Bombardier recently introduced the Challenger 350 as a new addition to its Challenger family. With deliveries scheduled to begin in 2014, NetJets will provide the launch customer. The CL350 is a modified version of the Challenger 300 offering increased performance from the new twin Honeywell HTF7350 engines, increased aerodynamic efficiency with its new canted winglets, and ability to fly eight passengers 3,200nm. The cabin occupants should experience new comfort levels as they relax in the completely new cabin and enjoy a pur-

have been included, while the 400XTi incorporates new raked winglets which contribute to improved performance by reducing drag. Meanwhile, lower fuel costs and more precise engine management are achieved by the use of auto-throttle which also improves efficiency and reduces workload in the cockpit.

/ More from www.dassaultfalcon.com

Embraer’s Legacy 500 made its first public

/ More from www.embraerexecutivejets.com

Gore Design Completions the Grob SPn program after some in-depth evaluations, including flight tests of the Grob prototype.

of San Antonio, a major player in the cabin completion and refurbishment industry, has been bought by MAZ Aviation, a Middle East aviation consulting firm based in Saudi Arabia.

/ More from www.tbm850.com

/ More from www.mazav.com

Daher-Socata has ruled out resurrecting

www.AvBuyer.com

Aircraft Index see Page 4

BusAviationNewsJuly 13_Layout 1 18/06/2013 12:57 Page 2

BizAv Round-Up PILATUS PC-24

Flight Source International is now the official dealer for Florida and the Bahamas for the amphibious SeaMax M-22 Aircraft (pictured above), and for the Evektor EV-55 Outback, which has STOL capabilities and can operate in Hot and High Conditions / More from www.flightsource.com

Gama Support Services has been appointed a Beechcraft Authorised Service Centre (ASC), to provide maintenance for King Air, Baron and Bonanza aircraft. The award of Beechcraft ASC status enables Gama to provide owners and operators with factory-backed complete maintenance support solutions covering airframe, engine, systems and avionics, including Support PLUS and warranty programs. / More from www.gamagroup.com

Intercontinental Aircraft Group is a new independent, third-party service to include financial and risk modeling, seen as requirements in a value driven and asset focused marketplace. Industry veterans Jeff Habib and Cass Anderson created the service. Headquartered in Manhattan, IAG’s services include aircraft needs assessment and mission profile analysis, financial comparison and optimization, aircraft technical comparison, market analysis, aircraft valuation and contract negotiation. / More from www.iagjets.com

JETNET has become the 20th Founding Member of the African Business Aviation Association (AfBAA). JETNET has seen a 35% growth in the total fleet of aircraft based, operated and owned in the African continent during the past five years, with a total 1,425 business aircraft based in Africa effective May 2013.

PILATUS UNVEILS PC-24 TWIN-JET NEW BUSINESS JET SEGMENT CREATED  The entirely newly developed PC-24 sees traditional Pilatus values brought together in a business jet for the first time, and marks the creation of a new segment in the Business Aviation market: the first business jet with the ability to use very short runways, paved or unpaved, and incorporating a cargo door as standard. The jet also boasts a spacious cabin which can be configured to individual requirements. Pilatus says the PC-24 offers a combination of performance and versatility unri-

valled by any other business jet. The cabin interior will be available in a wide choice of different configurations ranging from an executive layout with 6-8 passenger seats to a commuter set-up with room for up to 10 passengers, or combi-versions with space for passengers and cargo, right through to special installations for Emergency Medical Flights. Powered by Williams FJ44-4A turbines, the PC24 provides a maximum speed of 425 knots and a maximum range of 3,610km (carrying four).

The avionics system draws on a completely new Pilatus concept: the "Advanced Cockpit Environment" (ACE) system. Even in the basic version, ACE offers four 12-inch screens, the SmartView synthetic vision system, TCAS II, IRS, LVP and the option to complete flight planning procedures on the screen itself, in graphical form. Roll-out is scheduled for the third quarter of 2014, and certification by EASA and the FAA is planned for early 2017. / More from www.pilatus-aircraft.com

/ More from www.jetnet.com

and dispute resolution law firm and specialist aviation and aerospace law firm, Gates and Partners LLP, are to merge, enabling Kennedys to offer comprehensive legal support to the aviation sector including corporate and commercial, regulatory and competition, employment, finance, insurance and dispute resolution services. It also enables Kennedys to strengthen its aviation Advertising Enquiries see Page 8

and liability offering to its global insurance and reinsurance clients.

RocketRoute the ‘cloud’ flight planning

Raisbeck Engineering has experienced positive sales trends of both the props and EPIC systems since the introduction of the Swept Blade Turbofan Propellers in January this year. Many of these sales are happening outside of the US in Canada and Europe.

company, has reached agreement to supply Private Airline GmbH with flight planning apps for its operations and crew, who chose RocketRoute because of its fresh innovation in the market. The RocketRoute ‘cloud’ based system allows crew and ops staff to log on from anywhere, with any device and prepare, dispatch and manage flights.

/ More from www.raisbeck.com

/ More from www.rocketroute.com

/ More from www.kennedys-law.com

www.AvBuyer.com

WORLD AIRCRAFT SALES MAGAZINE – July 2013

▼

Kennedys a leading international litigation

109

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BizAv Arrivals

Paula Kraft

Brenda Paauwe-Navori

Sébastien Remy

Kevin Swash

Michael Thomas

Steve Walters

Robert Baltus has been appointed an associate director of Execu- Intelligence division of ARG/US International. Kuhl will be based at the ARG/US headquarters in Cincinnati, OH, and will report directly to tive Jet Management (Europe), formerly known as NetJets Aircraft Management. In this position, Baltus will be responsible for growing the Shirley Mason, senior VP. company’s managed aircraft portfolio. Brenda K. Paauwe-Navori has been named Regional sales director, responsible for Western Region sales for Embraer Executive Tai Eason joined TWC Aviation as director, Aircraft Sales and Acquisitions. She has thirteen years of experience in Business Aviation, Jets Large & Ultra Large Division. She reports to Keith Garner, VP and was founder and president of Wealth Aviation which specialized in Sales for the Large & Ultra-Large Aircraft Division. the sale and acquisition of aircraft from Gulfstream, Bombardier, Sébastien Remy has been appointed head of Innovation Works at Hawker, Cessna and Falcon Jet. EADS. In his new role he will lead the Group’s network of research centres. He is based in Munich, Germany, and reports to Jean Botti, EADS David Gilmour was appointed chief executive of Air BP, the oil company’s aviation fuels business. He replaces Andy Holmes who has Chief Technical Officer. successfully led Air BP for three years. Gilmour has been chief operatKevin Swash has been appointed Regional sales manager for ing officer (COO) at Air BP since 2009. Oceania & South East Asia on behalf of Blackhawk Modifications. Steve Grimes is the new managing director at the Inflite Executive Swash comes to Blackhawk with an aviation background spanning 35 Jet Centre based at London Stansted Airport, with a mission to expand years. both FBO and MRO business areas. Michael Thomas recently joined Corporate Fleet Services as Vice President, Business Aircraft Sales and Acquisitions. Thomas comes to Wayne Hundsdorfer recently vice president of Sales for North, South and Central America, has been promoted to the position of chief CFS from Nextant Aerospace. His prior experience includes 20+ years as Regional Sales Director for the Hawker series of business jets at operating officer (COO) for Florida-based, Satcom Direct. Hawker Beechcraft Corporation. Paula Kraft has been appointed to Women in Corporate Aviation Steve Walters has been named general manager for GE Aviation’s Board of Directors. Kraft is the founder of Tastefully Yours, Aviation mechanical systems business, with management and strategic developCatering Consultants. ment responsibilities for the company’s activities in aerostructures, propellers, landing gear and actuation systems. Kurt Kuhl is the new senior aviation analyst for the Market

BizAv Events 2013 NBAA: BUSINESS AVIATION REGIONAL FORUM EAA: AIRVENTURE OSHKOSH AEA (AIRCRAFT ELECTRONICS ASSOCIATION MEETING) BOMBARDIER SAFETY STANDDOWN LABACE: (LATIN AMERICAN BUSINESS AV CONF & EX) BUSINESS AVIATION IN LATIN AMERICA (BALA) AEA (AIRCRAFT ELECTRONICS ASSOCIATION MEETING) AEA (AIRCRAFT ELECTRONICS ASSOCIATION MEETING) BUSINESS AIRCRAFT EUROPE (BAE) NBAA: BUSINESS AVIATION REGIONAL FORUM MEDITERRANEAN BUSINESS AVIATION SUMMIT CERTIFICATE IN BUSINESS AVIATION MANAGEMENT JETEXPO HELITECH INTERNATIONAL AEA (AIRCRAFT ELECTRONICS ASSOCIATION MEETING) AVIATION EXPO/CHINA BOMBARDIER SAFETY STANDDOWN Events in RED indicate Business Aviation related.

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Jul 11 Jul 29 – Aug 4 Aug 12 - 13 Aug 12 - 13 Aug 14 – 16 Aug 15 Aug 27 - 28 Sep 10 - 11 Sep 11 – 12 Sep 12 Sep 13 Sep 17 – 20 Sep 19 – 21 Sep 24 – 26 Sep 25 - 27 Sep 25 – 28 Sep 30 - Oct 3

Denver, CO, USA Oshkosh, WI, USA Sao Paulo, Brazil Sao Paulo, Brazil Sao Paulo, Brazil Sao Paulo, Brazil Ottawa, Canada Brisbane, Australia London Biggin Hill Airport, UK Chicago, IL, USA Sliema, Malta Goodwood, UK Moscow, Russia ExCel, London, UK Fort Lauderdale, FL, USA Beijing, China Wichita, KS, USA

/ / / / / / / / / / / / / / / / /

www.nbaa.org www.airventure.org www.aea.net www.safetystanddown.com www.abag.org.br www.aeropodium.com www.aea.net www.aea.net www.miuevents.com www.nbaa.org www.aeropodium.com www.miuevents.com www.jetexpo.ru www.helitechevents.com www.aea.net www.cpexhibition.com www.safetystanddown.com

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

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Aircraft Index see Page 4

P111 19/06/2013 10:10 Page 1

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• US Office: US Office: 1210 West 11th Street, Wichita, KS 67203-3517 • European Office: Cowleaze House, 39 Cowleaze Road, Kingston upon Thames, Surrey KT2 6DZ, United Kingdom Fax: +44 (0) 20 8255 4300 Tel: +44 (0) 20 8255 4000 Advertising Enquiries see Page 8

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July 2013

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111

Northern Air N412ET December 18/06/2013 10:21 Page 1

S H O W C A S E

2006 Citation Bravo Serial Number: Registration: Airframe TT: Landings:

550-1134 N412BT 4091 3319

Engines Left Engine 3885 Right Engine 3885 Both engines 0 since overhaul at Pratt Avionics • Honeywell Primus 1000 Integrated Flight Director & Autopilot System • 3-tube 8x7” EFIS • Dual 196B Comm radios with 8.33 Capabilities • Dual Nav • ADF • Dual RMI • Dual Mode S Transponders • Dual DME • Universal UNS1 L FMS • Honeywell TCAS II • Honeywell Mark VIII EGPWS • Honeywell Primus Radar 660 • ARTEX 406 Emergency Locator Transmitter • Cockpit Voice Recorder • N1 Computer Indicator • Radio Altimeter

Exterior Overall Snow White with Black Metallic, Silver Plat Met Interior Fire-blocked Seven passenger executive interior in a center club configuration with an aft belted seat for an eighth passenger. Left and Right executive tables with Sienna leather inlays in the center club. Seating is finished in Willow leather with Mink lower sidewalls, and finished Topaz Kayawood gloss laminate. Optional Equipment • Freon Air Conditioner • Ski Tube • AOA w/Indexer • Iridium Satellite Flight Phone • Cabin/Cockpit Fire Extinguishers • Interior 110V AC • Lead Acid Battery • Tail Cone Flood Lights • RVSM Capable

Northern Air, Inc. Mark Serbenski Gerald R. Ford International Airport 5500 - 44th Street, SE • Grand Rapids, MI 49512

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WORLD AIRCRAFT SALES MAGAZINE – July 2013

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 Aircraft Index see Page 4

Northern Air N959RP February 18/06/2013 10:22 Page 1

S H O W C A S E

2008 Learjet 40XR • Extended Range Fuel Serial Number: Registration: Airframe TT: Landings:

40-2100 N959RP 2408 1949

• Extended Range Fuel • Fresh A-D check at Bombardier Wichita Airframe Factory Warranty Smart Parts Engines Left Engine 1907 / Right Engine 1899 MSP Gold Avionics • Honeywell Primus 1000 Integrated Flight • Director & Autopilot System • 4-tube 8x7” EFIS • Dual Universal UNS1 L FMS • Dual Comm radios with 8.33 Capabilities • Honeywell HF 1050 Comm • Dual Nav and RMI • Dual Mode S Transponders • Dual DME • Single ADF • Honeywell TCAS II • Honeywell Mark VII EGPWS • Honeywell Primus Radar 660

• ARTEX 406 Emergency Locator Transmitter • Cockpit Voice Recorder • Radio Altimeter • XM Satellite Weather Exterior Overall Matterhorn White with Blue and Yellow Stripes Interior Fire-blocked Six passenger executive interior in a center club configuration with an aft belted seat for a seventh passenger. Two Left and one Right executive tables with Imbuia gloss inlays in the center club. Seating is finished in Almond Crunch leather with Surfside lower sidewalls and finished Imbuia wood gloss laminate Optional Equipment • Freon Air Conditioner • AOA w/Indexer • Iridium Satellite Flight Phone • Cabin/Cockpit Fire Extinguishers • Interior 110V AC • Lead Acid Battery • Tail Cone Flood Lights • RVSM Capable • Airshow Cabin Audio/Video System • XM Satellite Radio • Extended Range Fuel

Northern Air, Inc. Mark Serbenski Gerald R. Ford International Airport 5500 - 44th Street, SE • Grand Rapids, MI 49512 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 – July 2013

113

Starbase 13 Lear60XR 423 WAS July 19/06/2013 09:40 Page 1

S H O W C A S E

2013 Lear 60XR Serial Number: Registration: Airframe TT:

423 N760AA Factory New

• Factory New, AVAILABLE TODAY • Pratt & Whitney Engines on MSP Gold • Full Factory Warranty • Bombardier Smart Parts • Airshow Cabin Information System • Touch Screen Cabin Management • Aircell Axxcess SATCOM Phone System • High-Speed Broadband w/Wi-Fi (optional) • Seven Place Executive Interior • Trades Welcome

This aircraft qualifies for Starbase Jet’s optional Turn Key Management program including Guaranteed Charter

Starbase Jet Aviation www.starbasejet.com

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Contact: Blair Descourouez Cell: (214) 354-2738 blair@starbasejet.com Contact: Randall Mize Cell: (214) 676-6975 rmize@starbasejet.com Aircraft Index see Page 4

Starbase 98 Lear60 143 WAS July 19/06/2013 09:44 Page 1

S H O W C A S E

1998 Lear 60 Serial Number: Registration: Airframe TT: Landings:

0143 N143AA 4850 3283

This aircraft qualifies for Starbase Jet’s optional Turn Key Management program including Guaranteed Charter

• New Paint at Facility Pick Your Stripes Today • New Interior Soft Goods • No Damage History • Pratt & Whitney ESP Gold • Bombardier Smart Parts • 12 Year Completed July 2010 • Provisioned for In-Flight GoGo Biz WiFi • In-Flight Phone Satcom Aircell Axxess • Airshow 400 • Titanium Flap Brackets • Three Rotor Brakes with Smart Stems • Beautiful Eight (8) Passenger Interior • Private Enclosed Lavatory • Trades Welcome Starbase Jet Aviation www.starbasejet.com

Advertising Enquiries see Page 8

www.AvBuyer.com

Contact: Blair Descourouez Cell: (214) 354-2738 blair@starbasejet.com Contact: Randall Mize Cell: (214) 676-6975 rmize@starbasejet.com WORLD AIRCRAFT SALES MAGAZINE – July 2013

115

Albinati Citation CJ2 July 18/06/2013 10:24 Page 1

S H O W C A S E

2008 Cessna Citation Jet 2+ Serial Number: Registration: Airframe TT: Landings:

525A-0422 HB-VPB 1030 1031

No damage history Engines Williams International FJ-44- 3A-24 on TAP ELITE FADEC Controlled • LH: S/N 216252 - 1030 TSN, 1031 CSN • RH: S/N 216177 - 1030 TSN, 1031 CSN Program Coverage and Maintenance Status Aircraft scheduled maintenance performed exclusively by Jet Aviation Zurich since new Aircraft under Cesscom (CAMP) maintenance tracking service Airframe under Cessna Proparts program coverage Engines under Williams International TAP ELITE coverage Avionics Collins Proline 21 Avionics System with 3 (8x10 inc) color, active matrix liquid crystal displays • AHRS 2 Collins AHC-3000 • ADC 2 Collins ADC-3000 • IFIS 1 Collins IFIS 6.0 • FMS 2 Collins FMS-3000 (incl. DME II) • GPS 1 Collins GPS-4000A w/12-Channel Receiver • RTU 2 Collins RTU-4220 • NAV 2 Collins NAV-4000 and NAV-4500 • ADF 1 Collins ADF • DME 1 Collins DME-4000 • VHF 2 Collins VHF-4000 w/8.33KHz spacing

• XPDR 2 Collins TDR-94D Mode S • TCAS II 1 Collins TTR-4000 TCAS II • EGPWS Mark V EGPWS with Runway Awareness and Advisory System (RAAS) • Radar 1 Collins WXR-800 • ESIS GH-3000 ESIS • ELT 1 Artex C406-N w/3 freq. ELT (121.5/243/406 MHz) Additional Equipment • HF System HF-9000 • Aircell Flitefone (2 Handsets) • Lightning Detection Sytem WX-1000E • Turbulence Weather Radar WXR-852 • Cockpit Voice Recorder DK-120 • Data Link • Cabin Briefer PBS250 • Annunciator Voice System • Electronic Check List • Pulselight System with interface to TCAS II Interior Configuration • Two (2) Cockpit, six (6) Cabin passengers seats • Four executive club chairs with two fold-out executive tables • RH Fwd Refreshment Center • Dual Aft Dividers Assembly with sliding doors • One Aft Potty Belted Seat Colors • Beige leather seats - Satin finished wood veneer – Australian Walnut • Goldy Plated Hardware Finish Exterior Overall light beige with brown stripes Asking price: USD $4,600,000

ALBINATI AERONAUTICS SA P.O. BOX 44 1215 GENEVA 15 AIRPORT SWITZERLAND

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Tel: E-mail: Web:

+41 (0) 22 306 1060 info@albinati.aero www.albinati.aero Aircraft Index see Page 4

Albinati Global Express July 20/06/2013 14:22 Page 1

S H O W C A S E

2005 Bombardier Global Express Serial Number: Registration: Airframe TT: Landings:

9145 HB-JEX 3666 1271

• Aircraft scheduled maintenance performed by Innotech Aviation Montreal and Jet Aviation Geneva and Basel branches • 4C inspection performed at Jet Aviation Basel in July 2010 • 8C inspection due in July 2015 • No damage history Engines (under RR Corporate Care) Rolls Royce Deutschland BR 700-710A2-20 • LH: S/N 12405 - 3585 TSN 1231 CSN • RH: S/N 12406 - 3666 TSN 1271 CSN APU (under JSSI) Honeywell RE 220 (GX) S/N P-264 Time: 2553 TSN / 3120 CSN Avionics • Communications Triple Honeywell RCZ 833E • Navigation Dual Honeywell RNZ 851 • ADF Dual Honeywell P2000XP • RMU Dual Honeywell RM 855 • Transponder Dual Honeywell P2000XP, Mode S • Radar Honeywell WU 880 • IRS Triple Honeywell Laser Ref III • HF Dual Collins HF 9031A with Selcal • GPS Dual Honeywell HG2021 & GNSSU • FDR Honeywell SS FDR QAR • CVR Honeywell SS CVR • Triple Honeywell Flight System Management W/CD 820 CDU

Special Features • Aircraft under CAMP maintenance tracking service • Aircraft under Bombardier Smart Parts Plus coverage • Cabin Altitude Reduction for Passenger Comfort (4’500 Feet) • Honeywell RT 950 TCAS II, Version 7.0 • Honeywell Mark V Enhanced GPWS • Honeywell MCS 7000 SATCOM (6 Channel)/2 Channel Iridium • RVSM, 8.33 MHz Spacing and FM Immunity Certified • Heads Up Display (HUD), EVS, RAAS • BATCH 2+ • Artex ELT 110-406 Emergency Locator Beacon • Teledyne Datalink System Interior (refurbished in February 2011) • Twelve passenger configuration and a threeplace divan 9G certified (see, floor plan) in beige leather and brown nubuck • Forward lavatory and crew rest area • Fully equipped galley and annex • Aft private lavatory, storage closet and baggage compartment • Cabin entertainment system with flat screen video monitors, satellite TV for Europe and USA, WLAN Internet, DVD and an airshow • Electric window shades • EMTEQ system lighting retrofit • AIMS soundproofing system Exterior White top, light beige bottom with gold accent stripes Asking price: USD $25,250,000

ALBINATI AERONAUTICS SA P.O. BOX 44 1215 GENEVA 15 AIRPORT SWITZERLAND Advertising Enquiries see Page 8

www.AvBuyer.com

Tel: E-mail: Web:

+41 (0) 22 306 1060 info@albinati.aero www.albinati.aero

WORLD AIRCRAFT SALES MAGAZINE – July 2013

117

Mente Citation XLS/Bravo July 18/06/2013 12:02 Page 1

S H O W C A S E

2001 Cessna Citation Bravo

Mark Payne Cell: +1 (972) 897-3246 E-mail: mark@mentegroup.com

Serial Number: Registration: Airframe TT: Landings:

64 Cu. Ft. Oxygen, EROS Mask Pilot relief tube. Cockpit speaker audio inhibit Safeflight N1 computer Interior Eight passenger interior with seven premium tan leather executive seats. 4-place center club arrangement, one forward aft facing seat, dual aft forward facing seats, and a belted lav seat. Forward LS deluxe galley featuring high gloss wood veneer cabinetry. Tan carpeting and a B&D cabin information display. New carpets and lower side panels installed 2012 Exterior Snow white w/reflex blue, diamond silver, and federal yellow stripes Inspections/Maintenance Hot sections rebuilt May 2013. CESCOM. ProParts

550B-0971 717GK 2120 1603

• PROPARTS • CORPORATE OWNER • 2012 PARTIAL REFURBISHMENT • LOW TIME Airframe & Engines Engines: PW530A. L/H Engine: 2120 R/H Engine: 2120 APU None Avionics Honeywell Primus 1000 IFCS / Silver Crown EFIS: Honeywell Primus 1000 3-Tube A/P: Honeywell Primus 1000 Comms: Dual Honeywell KY196B w/8.33 Sp.

Navs: Dual Honeywell KN-53 ADF: Honeywell KR-87 DME: Dual Honeywell DM-441B FMS/GPS: Universal UNS-1K Radar Altimeter: Collins ALT-55B XPDR: Dual Honeywell KT-70 Radar: Honeywell Primus 660 Color TCAS: Bendix/King CAS-66A TCAS-I TAWS: Honeywell Mark VII EGPWS CVR: Fairchild A200S HF: Honeywell KHF 950 ELT: Artex 406mhz Flight Phone: ST3100 Aircell w/dual handsets Features/Equipment RVSM compliant. Thrust reversers Freon Air R134. Extended aft baggage

2005 Cessna Citation XLS

Mark Payne Cell: +1 (972) 897-3246 E-mail: mark@mentegroup.com

Serial Number: Registration: Airframe TT: Landings:

Precise Pulselites HF-1050 Provisions Av Visor Plus, LED wing, navigation and strobe lights Interior Six premium grey leather executive seats are complimented by a two-place side facing divan opposite entry door and belted seat opposite the lav. Burl cabinetry, grey headliner, grey sidewalls, neutral lower sidewalls and grey carpeting, extended galley with ample storage and ice cooler. Three 110-volt outlets. Exterior Matterhorn White with Starlight Silver, Ocean Blue Metallic and Columbia Blue Pearl striping. Inspections/Maintenance CESCOM-CAMP DOC 44 c/w May 2012

560-5575 N75XL 4,954.2 4,574

• FRESH ENGINES • DELIVERS ON ESP GOLD Engines PW545B: L/H: 4954.2 HRS TSN R/H: Completion in July 2013 APU Honeywell RE100XL 808.5 HRS TSN, 1789 CSN Avionics Honeywell Primus 1000 Dual XS-852 Mode “S” Enhanced XPDR Honeywell Primus 1000 A/P Honeywell Primus 880-Color Radar

Dual Honeywell RCZ-833 Comms Heads Up Technologies Automated Pax PBS-250 Dual Honeywell NV-850 Navs TCAS II w/ change 7 Honeywell DF-850 ADF Honeywell Mark V TAWS A EGPWS with RAAS Dual Honeywell DM-850 DME AirCell ST-3100 Satcom Phone Dual UNS-1Esp 803 Software UniLink UL-701 COM Data Management System Features & Equipment RVSM Artex C406-2 ELT MSG-3 maintenance as of July 2008 8.33KHz & FM-Immunity RG-380E/44LA3 Lead Acid Concorde Battery L3 FA2100 CVR Cockpit Speaker Mute Switch

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

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Tel: 1 214 351 9595 www.mentegroup.com

Aircraft Index see Page 4

Aero-Dienst July_Heeren Cit Ultra sep 19/06/2013 09:54 Page 1

S H O W C A S E

EU OPS1 Equipped 2004 Learjet 60 Serial Number: Airframe TT: Landings:

274 2755 2908

Engines 2 Pratt & Whitney PW305A (ESP Gold) L/H: S/N PCE-CA0401 R/H: S/N PCE-CA0402 TSN: 2755 hrs TSN: 2755 hrs CSN: 2908 CSN: 2908 APU Hamilton Sundstrand Avionics and Other Features Collins Integrated Pro-Line 4 Collins FCS-850 Autopilot System 2 Collins VHF-422C Comm w/8.33 kHz Spacing 1 Bendix/King KHF-950 HF with Jetcall-5 2 Collins VIR-432 Nav 2 Collins DME-442 DME 1 Collins ADF-462 ADF 2 Collins TDR-94D Mode S w/Enh. Surveillance 2 Universal UNS-1E FMS w/GPS Sensors Collins WXR-850 Color Radar Collins ALT-4000 Rad. Alt. Honeywell Mark V EGPWS Collins TCAS II TTR-4000 w/Chg 7 2 Collins AHS-85 Compass Sys. Standby Att/Alt/Airspd Ind. L-3 FA2100 Digital FDR Universal CVR-120 ARTEX 406-2

Additional Equipment Cabin Interphone conn. to HF Lighted Chart Holders on Control Wheels Emergency Lighting Package 3rd Emergency Battery Lavatory w/Extended Baggage and Seat Certified for 8th Passenger Airshow 400 Cabin Entertainment with DVD/CD Player and 15.1â&#x20AC;? Monitor Cabin The cabin has a layout for seven passengers consisting of five individual passenger seats including a club four seating arrangement with two tables and a side facing two seat divan r/h fwd. Aft lavatory with water dispenser, sink, lighted mirror, storage drawers and external servicing toilet. Seats are in honey brown leather, ceiling and side wall are of light beige, dado in dark brown nubuk. Main cabin cabinetry consists of a forward r/h refreshment cabinet with hot liquid dispenser and warming oven and a forward l/h storage cabinet. All wood trim finished in high gloss real wood veneer with gold plated metal trim. Good condition Exterior All over white with racy five tan stripes in steps from nose to tail. Good condition Price: Make Offer All Specifications subject to verification upon inspection. Aircraft available subject to prior sale or withdrawal from market.

Aero-Dienst GmbH & Co. KG,

Advertising Enquiries see Page 8

Flughafenstrasse 100, 90411 Nuernberg, Germany

Tel: +49-911-9356-120 Mobile: +49-171-4950309 E-mail: armin.hoehnemann@aero-dienst.de

www.AvBuyer.com

WORLD AIRCRAFT SALES MAGAZINE â&#x20AC;&#x201C; July 2013

119

JB Park June 18/06/2013 15:03 Page 1

S H O W C A S E

Owner is interested in a quick deal!

2008 Challenger 850 Serial Number: Registration: Airframe TT:

8063 OE-IKG 2000

Engines Maintenance Tracking Program: CAMP General Electric CF34-3B1. E950527. 1500. HSI and Overhaul: On Condition General Electric CF34-3B1. E950528. 1500 HSI and Overhaul: On Condition APU Honeywell GTCP 36-150 RJ, s/n P-1311; 1168 hrs Avionics Collins Proline 4 w/ EICAS: Dual FCC-4000 Digital Flight Control Computers Dual ADC-850 Digital Air Data Computers Dual DCU 4000 Data Concentrator Units Dual RTU-4000 Radio Tuning units

Make offer

MDC-4000 Maintenance Diagnostic Computer Collins WXR 840 Color Weather Radar Dual Collins FMS-4200 Flight Management System Dual Collins GPS-4000A GPS Dual Collins AHRS Dual VHF 422C Comm System with 8.33 spacing Dual VIR-432 Nav System with FM immunity Dual DME 442 Dual ADF 462 Dual TDR-94D Mode S Transponders Dual Collins ALT-55B Radio Altimeter Collins TCAS 94 (TCAS II with Change 7) Collins HF-9000 HF with Coltech SELCAL Additional Equipment RVSM, MNPS and RNP 5 Equipped L3 Communications SSCVR Cockpit Voice Recorder (2 hour) L3 Communications SSFDR Digital Flight Data Recorder

Honeywell Mk V EGPWS Artex C406-2 ELT Iridium ICS-200 SATCOM Communications System Airshow 4000 Passenger Information System Audio International Cabin Management System Interior Originally completed by Midcoast Aviation; March 2008. The cabin features a twelve (12) place executive interior configuration. Forward cabin features four (4) club seats. The mid cabin has a four (4) place conference group on the left with a manually operated - hi-low table, opposite is a credenza with storage as well as a 20" LCD pop-up monitor. The aft cabin has a two (2) place divan opposite two club seats. The lower sidewalls are a cream colored ultraleather. The carpet is light tan. Exterior Painted March 2008. Overall Matterhorn white, dark and light blue accent stripes run from nose to tail.

Two Corporate Owners Since New

2006 Cessna Citation Sovereign Serial Number: Registration: Airframe TT:

0066 OE-GBY 4000

Engines Engine Hours L&R 2,381 Engine Cycles L&R 1,357 APU Hours 1,937 Avionics Multifunction Displays 4 Honeywell DU-1080 VHF COM 2 Honeywell TR-865A VHF NAV 2 Honeywell NV-875A HF Communication 1 Honeywell KHF 1050 ADF 2 Honeywell DF-850 DME 2 Honeywell DM-855 FD/Autopilot 2 Honeywell Primus Epic

Interior Total 11 certified seats including 3 seats sofa. One owner since new. Engines are covered with JSSI program and airframe with Cessna Pro parts

JB Park GmbH Mr Andrei Aleynikov Sales Director

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Make offer

Transponder (Enhanced Mode-S) 2 Honeywell XS-857A EGPWS 1 Honeywell EGP-100 TCAS II 1 Honeywell CAS-67 FMS Control Unit 2 Honeywell MC-850 GPS 2 Honeywell GR-2400 Radio Altimeter 1 Honeywell RT-300 Weather Radar 1 Honeywell WU-880 SSFDR 1 L3 Communications CVDR FA 2100 SSCVR 1 L3 Communications CVDR FA 2100 ELT 1 Kannad 406AF Satcom 1 Aircell ST 3100

www.AvBuyer.com

Tel: +38 044 351 70 26 Cell: +38 095281 1 282 Fax: +38 044 351 77 67 E-mail: aleynikov@upi.com.ua Aircraft Index see Page 4

AeroSmith Penny June 18/06/2013 15:07 Page 1

S H O W C A S E

1999 Gulfstream IVSP Serial Number: Registration: Airframe TT: Landings:

1337 N52MK 4504 2573

Airframe & Engines Rolls-Royce Tay 611-8 Engines: Mid-Life Inspection C/W at Rolls-Royce Canada: 17/Sep/2007 L/H Engine S/N: 16795 Mid-life done at 3061 TT 1865 Cycles Enrolled JSSI at Mid Life R/H Engine S/N: 16796 Mid-life done at 3061 TT 1865 cycles Enrolled JSSI at Mid Life Honeywell GTCP 36-100 (G) APU S/N: P-741, on JSSI Avionics HAAP and Corporate Jet Support Maintenance Programs Standard Honeywell SPZ 8400 Cockpit Package w/NZ 2000 Navs Triple Honeywell HG1075 Inertial Reference Units Dual Honeywell FMS and Single Lasertrak Nav Display Collins Nav/Comm Package with Three Comm’s, w/Dual Collins RTU’s Collins TDR 94 Transponders with Eight Parameter Enhanced Surveillance SAT AFIS Equipped with Printer Magnastar & Honeywell SATCOM 6000, One Cockpit and Three Cabin Handsets G-Monitor Computer Heads-up Checklist Flight Data Recorder 2 Hour Voice Recorder

Features & Equipement Airshow Genesis Moving Map/Info Four External Video Cameras Dual Hi-Def/Blue Ray DVD Players Audio System with iPod Dock and Remote Control Game Port Connections and LAN Connections Throughout Eight Rosen Video Monitors; VCR/DVD/Camera/Game and Airshow Available Six Club Seat Rosen Monitors Updated to 6500 Series in March 2007 Interior The 13 passenger executive interior was designed for functionality and flexibility with three separate seating areas making it ideal for entertaining or conducting business. The aircraft is configured with a forward crew lav as well as an aft passenger lavatory. The forward cabin contains four single seats in a double-club configuration with two pull out writing tables and four 5.6 inch video monitors. Exterior Matterhorn White base with Super Jet Black underside, Coral, Cashmere and Gray striping. New April 2012 Maintenance 72 Month inspection done 2010

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

Advertising Enquiries see Page 8

www.AvBuyer.com

Tel: +1 (713) 649-6100 Fax: +1 (713) 649-8417 Email: aspinfo@aerosmithpenny.com www.aerosmithpenny.com WORLD AIRCRAFT SALES MAGAZINE – July 2013

121

John Hopkinson Ultras April 18/06/2013 15:10 Page 1

S H O W C A S E

Cessna Citation Ultras Avionics Honeywell Primus 1000 3 - Tube EFIS Honeywell Primus GNS-XL FMS System Honeywell MKVII EGPWS Honeywell TCAS II w/Change 7 L3 Cockpit Voice Recorder Global-Wulfsberg AFIS Interior Seven Passenger Interior & Belted Lav Seat Aft Tailcone Baggage w/Ski Tube. Zephyr Air Conditioning. Recently refreshed Interior Exterior Recently completed Permaguard sealed Exterior Maintenance Fresh Phase 1 - 5 completed by Landmark, Scottsdale Zero Engine Option follow us on twitter@HopkinsonAssoc

John Hopkinson & Associates Ltd. 1441 Aviation Park NE, 2nd Floor, Box 560, Calgary, Alberta, T2E 8M7

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Tel: (403) 291 9027 Fax: (403) 637 2153 sales@hopkinsonassociates.com www.hopkinsonassociates.com Aircraft Index see Page 4

Florida Jet Falcon 2000 June 18/06/2013 15:12 Page 1

S H O W C A S E

1999 Falcon 2000 Serial Number: Airframe TT: Landings:

63 3263 2102

Engines & APU CFE738-1-1B. Engines will be enrolled on CSP at time of delivery Engine 1 Engine 2 S/N: 105247 105245 TSN: 3146 3146 Cycles 2026 2026 TSMP 1237 1237 APU GRT GTCP36-150F2M. s/n: 169 TSN: 2063 Avionics Collins Pro Line 4 Avionics System COM: Dual Collins VHP 422 NAV: Dual Collins VIR 432 A/P: Collins APS 4000 XPNDR: Dual Collins TDR 94D with Enhanced Mode S ADF: Dual Collins ADF 462 DME: Dual Collins DME 442 ADC: Dual Collins ADC 850C FMS: Dual Collins FMS 6100 GPS: Dual Collins FMS 6100 AFIS: Allied Signal AFIS SATPHONE: Aircell Iridium ST-3100 SATPHONE (3) separate handsets w/VIP Station cordless Receiver Flight Dynamics HGS-2000 HUD HFCOM: Dual Collins HP-9000 EFIS: Collins EFIS 4000 RADAR: Collins TWR 850

Additional Equipment RVSM Capable / MNPS Capable TAWS Compliant RNP 5 & 10 Capable 8.33 Spacing Compliant FM Immunity Compliant P RNAV Compliant Dee Howard Thrust Reversers Dual Inverter System Avtex ELT C406-1 w/ Nav Interface Triple Baker B-1 045 Crew Audio Panels Davtron M877 Digital Clocks (2) Audio International PA Chime System Allied Signal SATAFIS with Printer Satellite Data Communications System Collins AHS-85E Attitude/Heading Reference System Aeronetics BDI 302A Digital Bearing Distance Indicator Interior Elegant Elegant Eight Passenger Interior with Custom "Rounded Look" Cabinetry, Forward Four Place Club, Aft Four Place Conference Group (table folds down for queen size bed capability) opposite a Two Place Couch (belted, not certified for takeoff and landing) and One Legal Jump Seat. Forward Custom 46" Galley / Bar featuring a Dual TIA Hi-Temp Oven, Lacobucci Espresso / Cappuccino Machine, Sink with Hot and Cold Water and Storage Drawers. Aft Lavatory with Vanity and Sink Exterior Overall White with Blue and Silver Stripes completed January 2006 by Duncan Aviation LNK

Florida Jet 1516 Perimeter Road, Suite 201 Palm Beach International Airport West Palm Beach, FL 33406 Advertising Enquiries see Page 8

www.AvBuyer.com

Tel: +1 (561) 615-8231 Fax: +1 (561) 615-8232 Email: info@flajet.com www.FlaJet.com WORLD AIRCRAFT SALES MAGAZINE â&#x20AC;&#x201C; July 2013

123

CAI Socata TBM 700B June 18/06/2013 15:15 Page 1

S H O W C A S E

2000 TBM 700B Serial Number: Airframe TT:

182 1,625

• Only Two Owners Since New • RVSM Equipped • Dual Garmin 530's with WAAS • Enlarged Freon Air System Engine PRATT & WHITNEY PT6A-64. 536 Hours Since Hot Section Propeller HARTZELL De-Iced 4-Blade Propeller. 36 Hours Since Overhaul – April 2013 Avionics Garmin Audio control panel stereo with music input capability and markers EHSI/EADI EFIS 40 with symbol generator, KVG 350, KCS 305 with comparator alarm and switching mode Dual Garmin 530s with WAAS GPS/VHF/VORILS (8.33 Mhz spacing) RDR 2000 radar displayed on KMD-850 WX 500 Stormscope with indicator and output to KMD-850 KNI 582 RMI Indicator connected to heading nº2 DME KN 63 with output to the EHSI Honeywell KDR-810 Traffic Advisory System displayed on KMD-850/Garmin/HSI Honeywell Enhanced Ground Proximity Warning System (EGPWS) Dual Amtek 2000 Altimeters, RVSM Capable

Artex 406 ELT (USA) tri-band with aircraft identification and connection to GPS KFC 325 3 Axis digital Auto Pilot with pre-select Altitude and Yaw damper Stand-by vacuum Artificial horizon Shadin ETM Engine Trend Monitor Additional Equipment Hour meter airborne Electrically heated windshield on Right Hand Side Only – Replaced April 2013 Supplementary Gaseous Oxygen system Keith Air Conditioning Electrical starter/generator Oil cooler Inertial separation anti-icing air inlet Dual exhaust Exterior White upper half with Light Blue lower half with dark blue and maroon accents Interior Two Pilot Seats and Four Passenger Seats in a club configuration completed in Medium Grey Leather with Burlwood Trim. Platinum Edition including: • High comfort leather seats • Burlwood overhead panel • Burlwood made baggage compartment frame • Burlwood made retractable working table • Black chrome color metallic finishing • Smoked brown mirror in baggage compartment • Carpet runner

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

124

WORLD AIRCRAFT SALES MAGAZINE – July 2013

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 Aircraft Index see Page 4

THE WORLD IS COMING

17-21 NOVEMBER 2013 The Dubai Airshow moves to Dubai World Central www.dubaiairshow.aero

#DXB13

P126-128 MB 19/06/2013 14:52 Page 1

Marketplace Hawker 800A

Leonard Hudson Drilling Price:

US $3,375,000

Year:

1995

S/N:

258273

Reg:

N337WR

TTAF:

6615.3

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

Exceptional Hawker 800A "Built for the speed of business". Full true worldwide capability with NAT/MNPS, RNP-10 Approval, 8.33MHz, dual KHF-950 w/SELCAL onboard Magnastar fax option, and galley. All this with a 2,600 nautical mile range, offered at US $3,375,000 or consider trades for Citation CJ1, CJ2, or Bell 212, 412 or 407.

Location: USA

BELL 206L4

Leonard Hudson Drilling Price:

US $1,975,000

Year:

2002

S/N:

TBD

Reg:

N339MC

TTAF:

1700

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

We are offfering our 2002 Bell 206 L4. Pictures do not

do justice to the helicopter, and the colors are very vibrant, it is ready for immediate work. It has had both a Bell/Edwards completion and maintenance with immaculate records, of course no damage of incidents. 1695 TTSN, Two corporate owners.

Location: USA

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

Learjet 60 XR

Aviation Advisors Int’l, Inc Price:

$7,500,000

Year:

2008

S/N:

338

Reg:

TBD

TTAF:

281

Tel: +1 (941) 351 5400 Email: BobD@aaisrq.com

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

126

WORLD AIRCRAFT SALES MAGAZINE – July 2013

www.AvBuyer.com

Aircraft Index see Page 4

P126-128 MB 19/06/2013 14:54 Page 2

Marketplace Challenger 601-3R

Aero Air, LLC Price:

Make Offer

Year: S/N:

5191

Reg:

N605T

TTAF:

6085

Location:

Tel: +1 503 640 3711 E-mail: nralston@aeroair.com Engines: Left: S/N: 807347 - 6085 TTSN - 2797 TCSN Right: S/N: 807348 - 6085 TTSN - 2797 TCSN. APU Garret GTCP36-150: 1545 Hours On MSP. Honeywell Primus II System; Honeywell AFIS/VHF SATCOM; Dual Honeywell HF; Dual Collins ALT-55B Rad Alt; Dual Honeywell RCZ833J Com Int: New in 2004: 10 place with normal four place forward club, aft four place divan across from two place club, or 12 place with second four place divan installed in place of aft two place club. Ext: New in 2004. White top with blue bottom and three silver pin strips down the side

www: www.aeroair.com

Cessna Citation Encore

Aero Air, LLC Price:

Make Offer

Year: S/N:

656

Reg:

N656Z

TTAF:

2770

Location:

Tel: +1 503 640 3711 E-mail: nralston@aeroair.com Landings: 2082 TTSN. L Eng S/N DC0247 TTSN 2770/ TTSHS 262. R Eng S/N DC0248 TTSN 2770/ TTSHS 262. Honeywell P-1000 3 Tube EFIS. Dual Primus 833 Coms. Dual Primus 850 VHF Navs. CD-850 Control Clearance Delivery. Dual DM-850 Primus II DME. N1 Computer, mounted in panel. Instrument Panel Glare Shield Lighting. AT.02 Satellite Phone -Aircell w 2 handsets. Aircell Intercom Switch. Factory Original Tastefully appointed eight passenger (plus belted lav seat) interior has a center club seating design with Westwood Seat Tailoring

www: www.aeroair.com

Lear 31A

Aero Air, LLC Price:

$1,150,000US

Year: S/N:

Reg:

N38SK

TTAF:

9625

Location:

Tel: +1 503 640 3711 E-mail: nralston@aeroair.com Landings: 7725. L Eng S/N P99201 TTSN 9241/TTSCZI 1589/TTSMPI 138. R Eng S/N P99202 TTSN 9205/TTSCZI 1300TTSMPI 1300. MSP Gold on Both Engines. Bendix/King 5 Tube EFIS. Bendix/King ED-551A Flight Director. Bendix/King RDR-2000 Radar. Dee Howard TR4000 Thrust Reversers. Cargo Door. Artex 406 ELT. Refurbished in 2004. Eight passenger executive interior finished in medium blue leather seats and aft three place divan, light gray headliner and medium brown carpet. 2001 paint by Duncan. Overall white with AND light and dark blue stripes

www: www.aeroair.com

Hawker 800XPi

Capital Jet Group Price:

Make Offer

Year:

2005

S/N:

258723

Reg: TTAF:

Tel: +1 703-917-9000 Mob: +1 703-568-9466 Hawker 850 performance for 8 passengers in a turn-key package. HBC Winglets. Dual File-servers. 2012 paint and interior. MSP for engines and APU. Fresh 48 month inspection. Fresh Engine Core Overhauls. No Excuses, no projects. Make an offer soon

4,183

Location: USA

E-mail: sales@capitaljetgroup.com

Learjet 60

JetFlight Ltd Price:

US$2.65m

Year:

1998

S/N:

60-125

Reg:

VP-CRB

TTAF:

2162

Location:

Advertising Enquiries see Page 8

www.AvBuyer.com

Tel: +44 (0) 7785 245400 E-mail: JetSalesUK@aol.com Landings: 2394. 8 seats. No damage history. Engines on ESP Gold. Immaculately maintained by British private owner from new. Collins Pro-line avionics. 3 Rotor brakes/tyre pressure sensors. Phase A/B/C/D due April 2014. On CAMP. Collins Pro Line 4 tube EFIS. Dual Collins ADC-822 Air data computers. Dual Collins AHC-85 Attitude heading computers. Colour overall - Matterhorn white with blue trim lines re-painted March 2010. 3 Rotor Brakes Tyre pressure sensors SB60-32-32R1

WORLD AIRCRAFT SALES MAGAZINE â&#x20AC;&#x201C; July 2013

127

P126-128 MB 19/06/2013 14:55 Page 3

Marketplace

Pilatus PC12/45

Tel: +41 (0) 44 828 88 88 Email: r.schmid@lionairgroup.com

Lions Air Ltd. Price:

Make Offer

Year:

2000

S/N:

349

Very well equipped aircraft. Maintained by Pilatus Aircraft or his Service Centres and always flown by professional pilots. Managed under EASA CAMO organisation. One owner. Located Zurich International Airport, LSZH.

Reg:

HB-FOQ

Contact: Renè Schmid for more information.

TTAF:

3000

Location: Switzerland

Piaggio Avanti II

Wingtip, Inc. Aviation Consulting Price:

Make Offer

Year:

2006

S/N:

1106

Reg:

N780CA

TTAF:

1780

Tel: +1 (0) 732 222 0274 Mobile: +1(0) 973 768 1821

Low Time, Collins ProLine 21 Cockpit, XM Weather, Electronic Charts in the Cockpit, Aircell Satellite Telephone, TCAS-I, TAWS-B, DVD/CD with IPOD Docking, FAR Part 135 Compliant, Fully Paid and Transferrable Pratt & Whitney ESP Gold Engine Service Plan, Beautiful Corporate interior and Exterior. Price Reduced, Please Call

Location: USA

Fax: +1 (0) 732 222 2042

Eurocopter AS 355F-1

Tel: +44 (0) 1895 833 365 Email: info@helicopterfilm.tv

HFS Aviation Ltd Price:

£380,000 excl. VAT

Year:

1982

Light weight VFR Utility. Good component times Priced to sell. Asking Price £380,000 GBP + VAT .

S/N:

5043

Contact Jeremy Braben for more details -

Reg:

G-LECA

TTAF:

13,847,25

Location: UK

Cessna Citation XLS

Beechcraft Vertrieb & Service GmbH Price:

Please Call

Year:

2007

S/N:

TBD

Reg:

EU-Reg

TTAF:

3,041

Tel: +49 (0) 821 7003 100/145 Email: info@beechcraft.de

EU Reg, EU-OPS, CVR (2h), HF-1050, TCAS II, CMS400 Checklist, Dual FMS UNS-1 ESP, AvVisor+, Aircell ST-3100, EASA German commerc. certif., CAMO+, fresh HSI 08/2012!

Location: Europe

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 128

WORLD AIRCRAFT SALES MAGAZINE – July 2013

www.AvBuyer.com

Aircraft Index see Page 4

P126-128 MB 20/06/2013 14:04 Page 4

Not just a tug.

It’s a

8800 Series

800-535-8767 / 503-861-2288 w w w. l e k t r o. co m / s a l e s @ l e k t r o. co m

World Aircraft Sales (USPS 014-911), July 2013, Vol 17, Issue No 7 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 10th July 2013 Advertiser’s Index 21st Century Jet Corporation ...............................130

Corporate Concepts .................................................31

Jetcraft Corporation .....................................42-43,BC

Aero Dienst ...............................................................119

Dassault Falcon Jet Europe....................................2-3

Jeteffect ........................................................................61

AeroSmith/Penny.....................................................121

Dominion Aircraft........................................................85

JETNET ......................................................................101

AIC Title Services ....................................................103

Donath Aircraft Services...........................................97

John Hopkinson & Associates ........................45,122

Air Fleet Leasing ......................................................125

Duncan Aviation..........................................................47

Lektro..........................................................................129

Albinati Aeronautics..................................

116-117

Eagle Aviation..............................................................33

Mente Group ......................................................

Aradian Aviation..........................................................93

ExecuJet Aviation........................................................55

Northern Air......................................................112-113

Avjet Corporation.................................................38-39

Florida Jets ................................................................123

OGARAJETS........................................................28-29

Avpro ......................................................................11-15

Freestream Aircraft USA ....................................17-19

Par Avion......................................................................68

Bell Aviation ..........................................................58-59

Gamit ............................................................................95

Rolls-Royce .................................................................83

Bombardier ..................................................................57

General Aviation Services ........................................79

Singapore Airshow..................................................105

Boutsen Aviation ........................................................87

Gulfstream Pre-Owned ......................................34-35

Southern Cross Aviation ......................................FC,5

Central Business Jets .............................................131

Heliasset.com .............................................................99

Starbase Jet Aviation .....................................114-115

Charleston Aviation Partners ...................................51

Inada..............................................................................37

Tempus Jets .................................................................77

Charlie Bravo Aviation...............................................41

Intellijet International .................................................6-7

The Jet Collection.......................................................27

China Helicopter Exposition ....................................94

J. Mesinger Corporate Jet Sales ......................21-23

VREF Aircraft Values ..............................................129

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

JB Park GmbH .........................................................120

Welsch Aviation........................................................107

Corporate Aircraft Photography...........................111

Jet Support Services (JSSI).....................................76

Wentworth & Affiliates...............................................65

Corporate AirSearch Int’l................................91, 124

JetBrokers..............................................................52-53

Wright Brothers Aircraft Title...................................69

Advertising Enquiries see Page 8

www.AvBuyer.com

WORLD AIRCRAFT SALES MAGAZINE – July 2013

118

129

21st Century December 2010

17/11/10

16:47

Page 1

Tri-Jets Range Map 7X=5950nm 900EX=4500nm 900DX=4100nm 50EX=3267nm

When you own one of the Tri-Jets, you own the best built business jet in the sky; and the Federal Aviation Administration has certified them with no life limits for any part of the airframe structure. They exhibit noteworthy handling manners, superb poise throughout the operating envelope and light but not oversensitive control feel. In addition, Tri-Jets have set world and national records for distance, speed, time to climb and sustained altitude. Aircraft safety is determined by reliability and redundancy. In the event of an engine failure a reduction of climb rate, speed and altitude occur. Critical engine-driven systems may be compromised including the hydraulic, electrical and bleed-air systems which draw their power from the aircraftâ&#x20AC;&#x2122;s engines. The FAA emphasizes redundancy more than the number of engines for flight safety over water; although there is a relationship between the two. Very High levels of safety are achieved with the Tri-Jets; the 900 for example has two hydraulic systems that are powered by hydraulic power from four sources; three engine-driven hydraulic pumps plus a standby pump powered electrically. The left-hand and right-hand engines provide power for the right hydraulic system; and the center engine supplies power for the right hydraulic system with backup from the standby pump. One system can supply enough hydraulic power to operate the aircraft and land safely if a system fails. An erroneous conclusion is that Tri-Jets cost more to operate than competitive twin-jets. Many long-range twin-jets use excessively large engines and supporting structure. Tri-Jets with their effective configuration, utilize smaller more fuel efficient engines. With fuel efficient engines, Tri-Jets carry less fuel than twin-jets. This results in a reduction of weight and operating costs. Smaller engines, the Tri-Jets aerodynamic improvement and lower operating weight culminates in an aircraft that burns less fuel than many heavier twin-jets. Tri-Jets have earned a stellar reputation among owners and operators; and usually have higher resale values than the competition.

If you are considering the sale or acquisition of your business jet, call 21st Century Jet Corporation today for details before making a decision.

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

INTERNET: WWW.TRI-JETS.COM

E-MAIL: sales@tri-jets.com

CBJ July_CBJ November06 18/06/2013 15:22 Page 1

♦

General Offices

Mexico office

Minneapolis / St. Paul

Enrique A. Ortega Lapham

TEL: (952) 894-8559

TEL: +52.55.5211.1505

FAX: (952) 894-8569

CELL: +52.55.3901.1055

WEB: WWW.CBJETS.COM

WEB: www.cbjets.com

EMAIL: INFO@CBJETS.COM

E-MAIL: Enrique@CBJets.com

C e l e b r a t i n g 3 0 Ye a r s

♦

De Int sign er er ior

GULFSTREAM V S/N 567

CHALLENGER 604 S/N 5577

Of fered by Original Fortune 100 Corporation, 35 year history as a Fleet Operator of Gulfstream Aircraft; Immaculate Maintenance, Rolls Royce Corporate Care Engine Program, Can Deliver w/ New Interior & Configuration

Freshly completed by Duncan Aviation for its 96-Month Inspection and Landing Gear Overhaul, 2000 Hours TT, On Smart Parts Plus and MSP -150 APU Engine Programs, Spectacular Terence Disdale Designed 10 Place Interior

GULFSTREAM G200 S/N 199

2009 CHALLENGER 300 S/N 20264

1700 TT / 900 Landings, ESP Gold, Meets all EASA / JAR OPS Requirements, Impressive List of Options including Aerial View Camera, Factory Warranties thru 09/13

1451 TT, Iridium SAT Phone w/ Swift Broadband Wifi, MSP GOLD, 2nd IFIS FSU (Paperless Cockpit), Impressive list of Options including Sliding cabin/galley Pocket Door, Deluxe Galley w/ sink, Maintained to Part 135 Standards

I Of nitia fer l ing

FALCON 900EXy S/N 121 Single Owner, Former Falcon Demonstrator, Most Systems are Triple, 2476 Total Hours, 1140 Cycles, MSP Gold Engine Programs

FALCON 20F "500NH" SN/470 w/ FALCON 900C Engines & APU Modification 7700 TT / 4900 Landings, MSP Gold, Collins Proline II EFIS Cockpit, Dual Collins Radio Tuning Units, Dual Universal 1L's w/ WAAS, ETC

ial g t i In erin f Of

FALCON 900C S/N 194

CITATION VII S/N 7052

Single Owner, 3850 Total Hours, 2060 Cycles, MSP Gold Engine Programs, Standard Interior w/ Dual Aft Couches, FWD & AFT Lavs

24 Carat Gold Standard 61 Year Corporate Department History, 6200 TT, 3584 Cycles, MSP Gold, Dual UNS-1C's, 880 Radar, 8 + 1 Place Interior

Also Available - Gulfstream Astra SP S/N 049 w/ 3800 Hours Total Time • Falcon 900EXy S/N 238 For Lease

This being the aviation industry, you’d think more companies would share our

51,000 foot view.

Up here, the air and the competition are rare. Our birds-eye view of the aircraft brokerage market comes from our unmatched combination of over 50 years’ experience and a large, global network of partners and customers. That means you have more buy, sell and trade options. put a tailwind on your transaction. Call us and see. You’ll love the view. www.jetcraft.com I info@jetcraft.com I Headquarters +1 919-941-8400

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Jetcraft App - Search aircraft listings - Sort listings by manufacturer - Download a listing brochure that includes specs and photos

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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

FEATURED INVENTORY

File Photo

2010 Challenger 605 - SN 5821

Airframe/Engines/APU Enrolled on Programs EU OPS1 Compliant - FAR 91/135 Capable

2006 Global XRS - SN 9171

2,060 Hours Total Time Airframe Enrolled on Bombardier Smart Parts

WAS_51,000ft_06-25-13.indd 1

1998 Citation X - SN 750-0044

Extensive Doc 3 Insp by Cessna Level 3 NDI Engineer New Trailing Link Landing Gear Arms 1988 Airbus A310-304 1989 Challenger 601-3A 2005 Challenger 604 2009 Challenger 605 2010 Challenger 605 2007 Challenger 850ER 2005 Citation X 2006 Citation XLS 1997 CRJ 200 1987 Falcon 50 2009 Falcon 2000LX

2013 Falcon 7X - July 2013 2005 Global 5000 Q4 2014 Global 6000 2003 Global Express 2005 Global Express 2009 Global XRS 2010 Global XRS 2001 Gulfstream 200 1997 Gulfstream IVSP 1998 Gulfstream IVSP 1988 Gulfstream IV

2000 Global Express - SN 9016

EU Ops1 Compliant Triple FMS/IRU - Securaplane Camera System

2002 Gulfstream V - SN 674

Airframe on PlaneParts; APU on MSP Engine On Condition - 16 Pax Forward Galley

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

Better perspective on market trends. And worldwide connections that

6/12/13 9:12 AM