World Aircraft Sales Magazine June 2014

FC O'Gara June 2014_FC December 06 21/05/2014 14:58 Page 1

WORLD

www.AvBuyer.com ™

The global marketplace for business aviation

June 2014

2014 GULFSTREAM G450, SN 4303 See pages 32 - 33 for further details

an AvBuyer.com Publication

Project5_Layout 1 27/05/2014 11:17 Page 1

PRE-OWNED FALCON

A FALCON MAY LEAVE THE NEST, BUT IT NEVER LEAVES ITS FAMILY. No one knows a pre-owned Falcon better than Dassault. We designed and built it. And when the time comes to deliver it to a new owner, we prepare it with the same care and support it with the same commitment as any new Falcon.

Because every Falcon and every Falcon owner are family.

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

Project5_Layout 1 27/05/2014 11:21 Page 1

Falcon 2000 2000 • s/n 121 • 5,254 hrs. total time • 10 passengers • EASA / EUOPS1 compliant • Engines on CSP, APU on MSP • 2C and landing gear Overhaul complied in January 2013 • Partial cabin refurbishment in January 2013 • Thales Aero I Satcom

Falcon 2000LX 2012 • s/n 230 • 610 hrs. total time • 8 passengers with Fwd & Aft lavatories • EASA / EUOPS1 compliant • February 2018 C check • Engines on ESP, APU on MSP • 3 VHF, 3 IRS, 3 FMS • HUD, EFVS, Dual EFB’s • Rockwell Collins HD cabin entertainment system

Falcon 900B 1998 • s/n 171 • 7,690 hrs. total time • 14 passengers with Fwd & Aft lavatories • EASA / EUOPS1 certified • One owner since new • Hangared in heated hangar • Engines & APU on JSSI • MCS-6000 Satcom

Falcon 900EX EASy 2005 • s/n 150 • 2,491 hrs. total time • 14 passengers with Fwd & Aft lavatories • EUOPS1 compliant • EASy II upgrade • FWD and AFT Lav • Sept. 2011 C check • Aero I Satcom

Falcon 900LX 2013 • s/n 268 • 101 hrs. total time • 14 passengers with Fwd & Aft lavatories • EASA / EUOPS1 compliant • EASy II with CPDLC ATN option • Engines and APU on MSP • HUD, EFBs, 3 IRS, 3 FMS, 3 VHF • MCS-7120 Satcom • Rockwell Collins high definition audio video

Falcon 7X 2008 • s/n 028 • 1,375 hrs. total time • 14 passengers configuration without crew rest • EASA / EUOPS1 compliant • Head Up Display, Enhanced Flight Vision System • Iridium Aircell Axxess II Satcom • Collins Satellite TV Tailwind 500 • Securaplane video camera

1 /0 /14 10 4

AC Index May 22/05/2014 12:09 Page 1

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

PAGE

AIRBUS A318 Elite. . . . . . 95, 146, 147, A319CJ . . . . . . . . 71, A320 VIP . . . . . . 156,

BOEING/MCDONNELL DOUGLAS BBJ . . . . . . . . . . . 46, 64, 93, CRJ-200 ER . . . . 47, CRJ-200 LR . . . . 156, 737-800-BBJ2 . . 129, VVIP DC8 62 . . . 93, MD-87. . . . . . . . . 148,

BOMBARDIER Global 5000 . . . . 10, 25, 29, 51, 87, . . . . . . . . . . . . . . . 156, Global 6000 . . . . 156, Global Express . 29, 65, 71, 93, 95, . . . . . . . . . . . . . . . 130, 156, Global Express XRS.10, 21, 25, 45, . . . . . . . . . . . . . . . 46, 48, 49, 156,

Challenger 300 . . . . . . . . . . . 12, 25, 29, 39, 48, . . . . . . . . . . . . . . . 143, 148, 156, 601-3A . . . . . . . . 65, 601-3R . . . . . . . . 48, 55, 604 . . . . . . . . . . . 38, 48, 55, 605 . . . . . . . . . . . 5, 48, 56, 71, 156, . . . . . . . . . . . . . . . 156, 850 . . . . . . . . . . 156,

Learjet 24E . . . . . . . . . . . 99, 31A . . . . . . . . . . . 59, 151, 31ER . . . . . . . . . . 53, 35A . . . . . . . . . . . 27, 103, 134, 36A . . . . . . . . . . . 149, 40 . . . . . . . . . . . . 56, 40XR . . . . . . . . . . 138, 45 . . . . . . . . . . . . 55, 45BR . . . . . . . . . . 103, 45XR . . . . . . . . . . 49, 55, 139, 55 . . . . . . . . . . . . 31, 60 . . . . . . . . . . . . 55, 59, 65, 60SE . . . . . . . . . . 59, 60XR . . . . . . . . . . 13, 32, 55, 56, 59, . . . . . . . . . . . . . . . 156,

CESSNA Citation ISP . . . . . . . . . . . 53, II. . . . . . . . . . . . . . 20, 52, 58, III . . . . . . . . . . . . . 31, 132, V. . . . . . . . . . . . . . 58, 133, VII . . . . . . . . . . . . 40, X . . . . . . . . . . . . . 12, 55, 151, XL . . . . . . . . . . . . 87, XLS . . . . . . . . . . . 58, 83, 87, 152, 156, XLS+ . . . . . . . . . . 29, 99, CJ1. . . . . . . . . . . . 12, 29, 151, CJ1+ . . . . . . . . . . 55, 83, 156, CJ2. . . . . . . . . . . . . 12, 32, 55, 58, 71, . . . . . . . . . . . . . . . 83, 91, CJ2+ . . . . . . . . . . 12,

AIRCRAFT

PAGE

CJ3. . . . . . . . . . . . 20, 26, 53, 71, 91, M2 . . . . . . . . . . . . 13, 83, 414 . . . . . . . . . . . 83, 414A . . . . . . . . . . 53, 58, 525 . . . . . . . . . . . 101, 145, 560 XLS+ . . . . . .

650 . . . . . . . . . . . 91, Bravo . . . . . . . . . 35, 58, 135, Encore . . . . . . . . 13, Excel . . . . . . . . . . 12, 48, Jet . . . . . . . . . . . . 29, Mustang . . . . . . . 35, Sovereign. . . . . . 12, 31, 51, 52, 93, T182T . . . . . . . . . . 83, Ultra . . . . . . . . . . 13, 55, 102, 133,

Conquest I . . . . . . . . . . . . . . 83,

Grand Caravan VIP Caravan. . . . .93,

EMBRAER EMB-135LR . . . . 93, ERJ-145EP. . . . . 93, Legacy 500 . . . . 20, 156, Legacy 600 . . . . 156, Legacy 650 . . . . 95, Lineage. . . . . . . . 65, Phenom 100 . . . 101, 103, Phenom 300 . . . 56,

FAIRCHILD DORNIER 328 . . . . . . . . . . . 71, 83,

FALCON JET 7X . . . . . . . . . . . . 3, 10, 51, 71, 151, . . . . . . . . . . . . . . . 154, 156, 10 . . . . . . . . . . . . 58, 20F . . . . . . . . . . . 155, 20-5F. . . . . . . . . . 103, 50 . . . . . . . . . . . . 11, 27, 45, 51, 56, 71, . . . . . . . . . . . . . . . 99, 150, 154, 155, 50-4. . . . . . . . . . . 154, 50EX . . . . . . . . . . 5, 11, 154, 155, 900B . . . . . . . . . . 3, 11, 31, 48, 55, 93, . . . . . . . . . . . . . . . 154, 155, 900C . . . . . . . . . . 11, 37, 52, 154, 155, 900DX . . . . . . . . . 144, 900EX . . . . . . . . . 47, 154, 900EX EASy . . . 3, 151, 154, 155, . . . . . . . . . . . . . . . 156, 900EX EASy II. . 25, 900LX . . . . . . . . . 3, 11, 2000 . . . . . . . . . . 3, 11, 47, 51, 55, 58, . . . . . . . . . . . . . . . 93, 99, 142, 2000EX. . . . . . . . 39, 2000EXEASy . . 10, 31, 48, 51, 156, 2000LX . . . . . . . . 3, 95, 2000S . . . . . . . . 11,

GULFSTREAM IV . . . . . . . . . . . . . 26, 55, 103, IVSP . . . . . . . . . . 32, 40, 49, 93, 136, . . . . . . . . . . . . . . . 156, V. . . . . . . . . . . . . . 10, 20, 32, 40, 41,

AIRCRAFT

PAGE

. . . . . . . . . . . . . . . 49, 55, 150, 155, 100 . . . . . . . . . . . 29, 31, 87, 150 . . . . . . . . . . . 10, 32, 40, 45, 99, 200 . . . . . . . . . . . 7, 10, 26, 31, 57, 58, . . . . . . . . . . . . . . . 99, 141, 142, 155, 280 . . . . . . . . . . . 40, 450 . . . . . . . . . . . 1, 10, 20, 32, 41, 49, . . . . . . . . . . . . . . . 87, 93, 156, 550 . . . . . . . . . . . 7, 41, 65, 87, 131, . . . . . . . . . . . . . . . 140,

HAWKER BEECHCRAFT Beechcraft RK-194 . . . . . . . . 35, 400 . . . . . . . . . . . 58, 99, 400A . . . . . . . . . . 13, 35, 56, 59, Premier 1A. . . . . 56, 103,

06.14 AIRCRAFT

PAGE

TBM 700B . . . . . 58, TBM 850. . . . . . . 35, 55, 101, TBM 900. . . . . . . 35,

HELICOPTERS AGUSTAWESTLAND A109A II Plus . . 14, A109 Power . . . . 156, A109E Power. . . 14, A109S Power . . 14, A109S Grand. . . 27, Grand . . . . . . . . . 71, Koala. . . . . . . . . . 87, A119 KE . . . . . . . 71, AW 139 . . . . . . . . 93,

King Air 200 . . . . . . . . . . . 150, 350 . . . . . . . . . . . 20, 26, 45, 59, 71, . . . . . . . . . . . . . . . 87, 103, B200 . . . . . . . . . . 29, 32, 53, 55, 87, . . . . . . . . . . . . . . . 149, C90 . . . . . . . . . . . 71, 87, C90B . . . . . . . . . . 13, F90 . . . . . . . . . . . 95,

Hawker 400XP . . . . . . . . . 35, 55, 56, 59, 87, 4000 . . . . . . . . . . 13, 56, 700A . . . . . . . . . . 59, 750 . . . . . . . . . . . 87, 800A . . . . . . . . . . 45, 52, 148, 800XP . . . . . . . . . 7, 13, 20, 55, 56, 87, . . . . . . . . . . . . . . . 103, 137, 800XPi . . . . . . . . 148, 850XP . . . . . . . . . 87, 900XP . . . . . . . . . 13, 87, 152, 156, 1000A . . . . . . . . . 148, 1000B . . . . . . . . . 156,

IAI Astra . . . . . . . . . . 58, Astra SP . . . . . . . 31, Westwind I . . . . . 150,

BELL 206 L4. . . . . . . . . 149, 212 . . . . . . . . . . . 149, 222 UT . . . . . . . . 14, 230 . . . . . . . . . . . 71, 407 . . . . . . . . . . . 14, 55, 412 EMS . . . . . . 149, 429 . . . . . . . . . . . 14, 65, 430 . . . . . . . . . . . 14,

EUROCOPTER AS 350 B2 . . . . . 71, AS 350 B3E . . . . 71, AS 355 F-2. . . . . 93, AS 365 N2 . . . . . 14, AS 365 N3 . . . . . 156, BK 117C1. . . . . . 71, EC 120 . . . . . . . . 103, EC120B . . . . . . . 71, 152, EC 130 B4 . . . . . 29, EC 135 P2+ . . . . 87, EC 135 P2i . . . . . 14, EC 135 T2 . . . . . 27,

MCDONNELL DOUGLAS

PIAGGIO

MD 600N . . . . . . 87,

Avanti II . . . . . . . 103, Avanti P180 . . . . 51, 152,

SIKORSKY

PILATUS

CORPORATE AVIATION PRODUCTS & SERVICES PROVIDERS

PC12 . . . . . . . . . . 101,

PIPER Cheyenne II . . . . 58, 71,

PZL M28 Skytruck . . 101,

S-76C++ . . . . . . 47,

Avionics . . . . . . . . . . . . . . . . 81, 85, Aircraft Engine /Support . 43, 88, 89, . . . . . . . . . . . . . . . . . . . . . . . . 153 Aircraft Perf & Specs . . . . . 109, 121, Aircraft Title/Registry . . . . 107, 111, Ground Handling . . . . . . . . 153,

SABRELINER 65 . . . . . . . . . . . . 58, The Global Aircraft Market Online

SOCATA TBM 700A . . . . . 101,

THE WORLD’S LEADING

AIRCRAFT DEALERS & BROKERS find one today 4

WORLD AIRCRAFT SALES MAGAZINE – June 2014

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Aircraft For Sale 2010 Gulfstream G550 2008 Gulfstream G550 2008 Gulfstream G200 1996 Hawker 800XP

Aircraft Wanted Recently Delivered G650 Gulfstream G550 & G450 Challenger 605 Challenger 300

Panel June14 21/05/2014 10:36 Page 1

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

8

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Panel June14 21/05/2014 16:07 Page 2

Contents

Volume 18, Issue 6 – June 2014

Featured Articles Business Aviation and the Boardroom 16

The Virtues of Control: Management styles differ, but individuals responsible for company performance seek to minimize uncertainty. Business Aviation can help...

18

Scheduled Airlines and Business Aviation: Complementary, rather than competitive, Airlines and Business Aviation provide efficient access by air.

22

The Cases for Corporate Shuttles: You may be missing an opportunity

16

to ‘double-dip’ with your business aircraft. Are you fully utilizing your company’s investment?

28

Developing Your Next Aviation Manager: Do you, as a Board, appreciate the need to train your aviation personnel in the art and science of management?

34

70

It’s a Great Big World Out There: Jay Mesinger reflects on his recent trip to Asia’s largest trade show for business aircraft and related services.

42

What Tax Breaks for Billionaires?: In spite of what some would have you believe, IRS treatment of business aircraft is similar to other corporate assets...

50

De-Valuation Coverage: Regardless of the quality or completeness of repair, an accident history can impact an aircraft’s resale value. We present de-valuation coverage for discussion…

60

Medium Jet Value: A look at the benefits of the Medium jet, and a listing of values for the models built over the last 20 years.

Main Features 66

Flight Dept. Management Skills – Classic Management Styles: A consideration of Douglas McGregor’s Theories X and Y, and how they apply to the management of a flight department.

68

Flight Dept. Management Skills – Surviving Corporate Transition: What does an effective model for management look like during a corporate transition and uncertainty?

70

Aircraft Comparative Analysis – Piper Meridian: How does the performance of the Piper Meridian stand up against Quest’s Kodiak 100?

76

PLANE SENSE ON PAPERLESS COCKPITS Paperless Cockpits in Business Aviation: Pat Dunn at Asia Corporate Jet Singapore discusses how going paperless optimised travel for his Flight Department.

80

There’s a Pilot App for That: Ken Elliott reviews the significant growth in Pilotrelated Apps, and their role in enhancing the overall experience for the pilot…

86

The EFB, Age 15: Since the first EFB was patented, the paperless cockpit concept has evolved quickly. So have the regulations governing their use in the cockpit…

92 94

What Happens After the Validation: Steve Watkins outlines some housekeeping

76 Other Features 15 104 112 115 118 123

Viewpoint Aircraft Spec & Performance Tables Aviation Leadership Roundtable JETNET >>KNOW MORE Market Indicators BizAv Review

tips that ensure your paperless cockpit solution remains legal after initial approval.

Next Month’s Issue

GAMA 1Q Shipment Analysis & Report: Mike Potts scrutinises the GAMA 1Q

Business Aviation and the Boardroom Dealer Broker Market Update Aircraft Comparative Analysis (Citation Mustang)

2014 shipment numbers concluding that we are, indeed, in a recovery mode.

Here’s why…

Advertising Enquiries see Page 8

www.AvBuyer.com

WORLD AIRCRAFT SALES MAGAZINE – June 2014

9

Avpro June 19/05/2014 12:42 Page 1

GLOBAL 5000 VISION 2015 DELIVERY POSITION

GLOBAL 5000 SERIAL NUMBER 9255

GLOBAL EXPRESS XRS SERIAL NUMBER 9387

GULFSTREAM V SERIAL NUMBER 525

GULFSTREAM G450 SERIAL NUMBER 4024

GULFSTREAM G200 SERIAL NUMBER 203

FALCON 7X SERIAL NUMBER 36

GULFSTREAM G450 SERIAL NUMBER 4007

GULFSTREAM 150 SERIAL NUMBER 258

FALCON 2000EXY SERIAL NUMBER 107

900 BESTGATE ROAD z SUITE 412 z ANNAPOLIS, MARYLAND 21401 z TEL 410-573-1515

Avpro June 19/05/2014 12:42 Page 2

WWW W W W . AVPROJETS AV P R O J E T S . C COM OM

VIEW W VIDE IDEO EO OF OU UR R EX XCLUSIVE CLUSIVE LISTINGS!

FALCON 2000S F ALCON 2000 S SERIAL NUMBER 711

FALCON F ALCON 2000 SERIAL NUMBER 1055

FALCON 900LX F ALCON 900 LX SERIAL NUMBER 190

FALCON F ALCON 900C 900C SERIAL NUMBER 1955

FALCON 900B F ALCON 900 B SERIAL NUMBER 3

FALCON 50EX F ALCON 50 EX SERIAL NUMBER 2755

FALCON 50EX F ALCON 50 EX SERIAL NUMBER 320

FALCON F ALCON 50 SERIAL NUMBER 1588

F ALCON 50 FALCON SERIAL NUMBER 159

INFO@AVPROJETS.COM

F ALCON 50 FALCON SERIAL NUMBER 161 1

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Avpro June 19/05/2014 12:43 Page 3

CHALLENGER 300 SERIAL NUMBER 20043

CHALLENGER 300 SERIAL NUMBER 20188

CITATION SOVEREIGN SERIAL NUMBER 278

CITATION X SERIAL NUMBER 204

CITATION X SERIAL NUMBER 251

CITATION X SERIAL NUMBER 254

CITATION EXCEL SERIAL NUMBER 5300

CITATION CJ1 SERIAL NUMBER 495

CITATION CJ2 SERIAL NUMBER 15

CITATION CJ2+ SERIAL NUMBER 332

900 BESTGATE ROAD z SUITE 412 z ANNAPOLIS, MARYLAND 21401 z TEL 410-573-1515

Avpro June 19/05/2014 12:43 Page 4

V ISIT ISIT

WWW WWW.A AVPROJETS V P ROJ E T S . C COM OM VIEW VIDEO OF OU UR R EX XCLUSIVE CLUSIVE LISTING ISTINGS GS!

CITATION C ITATION U ULTRA LTRA SERIAL NUMBER 439

CITATION CITATION ENCORE ENCORE E SERIAL NUMBER 543

CITATION M22 P POSITION C ATION M ITA OSITION UARTER ER 2014 DELIVERY 4TTHH QUART

HAWKER HAW KE ER 800XP SERIAL NUMBER 2582933

HAWKER HA AWKER E 900 900XP XP SER ERIAL RIAL NUMBER HA-49 HA-49

HAWKER HA AWKER E 4000 SERIAL NUMBER RC RC-8 -8

BEECHJET B EECH HJET 400 400A A SER ERIAL RIAL NUMBER RK-164 RK-164

BEECHJET 400A BEECH HJET 400 A SERIAL NUMBER R RK-67 K-67

L EAR RJET 60 XR LEARJET 60XR SERIAL NUMBER 411

KING KING AIR AIR C90B C90B SERIAL NUMBER L LJ-1453 JJ-14553

INFO@AVPROJETS.COM

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Avpro June 19/05/2014 12:44 Page 5

AGUSTA A109E POWER SERIAL NUMBER 11831

AGUSTA A109E POWER SERIAL NUMBER 1170

AGUSTA A109S POWER SERIAL NUMBER 22077

AGUSTA A109E POWER SERIAL NUMBER 11145

AGUSTA A109E POWER SERIAL NUMBER 11129

AGUSTA A109A II PLUS SERIAL NUMBER 7436

BELL 429 SERIAL NUMBER 57056

BELL 430 SERIAL NUMBER 49028

BELL 407 SERIAL NUMBER 53127

BELL 222UT SERIAL NUMBER 47567

EUROCOPTER EC135P2i SERIAL NUMBER 0691

EUROCOPTER AS-365N2 SERIAL NUMBER 6650

900 BESTGATE ROAD z SUITE 412 z ANNAPOLIS, MARYLAND 21401 z TEL 410-573-1515

Gil WolinJune14_Gil WolinNov06 21/05/2014 13:48 Page 1

VIEWPOINT

Getting Better All The Time

by Gil Wolin n the late fall 2008, my client, a GIV-SP owner, was in final negotiations for a buy-sell upgrade to a late model G450.

The deal looked good to both sides: my client was getting $23 million for his aircraft, and paying $43 million for the G450.

By January 2009 it was a different story. The GIV-SP value had plunged to $13 million.

Emails flew and the distraught client was ready to stick with his current aircraft – until he realized that the G450 market had taken a similar hit.

That $43 million aircraft now commanded less than $33 million on the open market, and the market was now flush with late-model G450s, all having taken similar hits in asking prices; as had Gulfstream G550s, Challenger 604s, Falcon 900s, Hawker 800s, and Citations and Learjets of all sizes…

It’s been five years since the business jet market took that plunge, filling the pre-owned inventory and creating a buyer’s market the like of which we’d not seen in almost twenty years. And while that inventory has shrunk in recent months – now down to 12.1% for the active fleet, as compared with 17.4% in March 2009, according to Business Aviation data company JETNET LLC – some of the decline is due to owners taking the aircraft off the market. They’ve decided they’d keep flying rather than take a loss on selling the aircraft, or simply park it and wait for the market to turn.

Now it appears that the business jet resale market has stabilized, reflecting a more positive economic outlook. JETNET indicates that first quarter 2014 pre-owned business jet sales transactions jumped 3.1% to 560 transactions, and average time-on-the-market declined by 73 days to 327 days as compared to 2013. But the most likely reason for that decline was the 11.6% decrease year-over-year in average asking price for business jets (to $3.893 million), and a 29.4% decrease in the average asking price for business turboprops.

That decrease didn’t help the latter much, as turboprop sales transactions still dropped by 15.8%, and their average time on the market is now 398 days, up from 295 in 2013.

I

Advertising Enquiries see Page 8

Forty-three and one-third percent of respondents indicated that Business Aviation is past the low-point.

ing that the market has not yet reached the low-point, a real reversal from 2013’s numbers.

Even more important for the long-term, 25.9% of North American business turbine operators indicated they are “very likely” to buy a new aircraft in the next five years, with 38% percent of European operators mirroring those expectations. Overall, JETNET iQ forecasts the business jet fleet to grow by 35% to 26,331 aircraft, during the next ten years.

The reasons for buying business aircraft seem to be evolving – a sort of “back to basics” move. Beginning in the late 1970s, the market began to view aircraft as an investment, as well as a mode of executive transport, thanks to investment tax credits, depreciation schedules, and inflation. The market decline of the last five years brought that to a grinding halt.

Chris Miller, managing director for business aircraft investments at Guggenheim Partners, recently noted that owners now must accept the fact that business aircraft no longer are considered appreciating assets.

That reality was faced and accepted by my GIV-SP client in 2009.

“Aircraft as transportation”… now that’s not a bad marketing message for the industry!

Increases in flight activity mirror that of pre-owned transactions, according to several Business Aviation consulting groups. WingX Advance reported 52,931 Business Aviation flights in Europe in March, a 22% increase over February and a 2.1% increase over March 2013 - the third consecutive monthly increase.

The same story is told by ARGUS TRAQPak data, as it reveals a 1.1% increase in corporate turbine flight activity, March 2014 over March 2013. It shows Part 135 charter up 4.9%, Part 91 corporate flying flat, and fractional flying down -3.1%. Flight activity by aircraft category also followed the recent trend with large cabin activity posting a 10.4% increase from March 2013. Mid-size and small cabin aircraft finished the period up 1.4% and 3.3%, in that order. The turboprop industry posted a year-over-year decrease of -4.4%.

So 2014 is off to a good start, in both preowned sales and flight activity – and the forecasts for new aircraft look to follow suit.

According to the JETNET iQ forecast released in April, new 2014 business jet deliveries are expected to grow this year for the first time since 2008, with 685 new jets delivered (not including businessliners), valued at $21 billion, versus an estimated 644 jets worth $20.5 billion delivered in 2013.

JETNET iQ’s prognostication is based in part on its most recent operator survey, which is far more optimistic than in 2013. Forty-three and one-third percent of respondents indicated that Business Aviation is past the low-point and is now growing, with only 22.8% believ-

❯ Gil Wolin draws on more than 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.

He can be contacted at gil@wolinaviation.com or www.wolinaviation.com

www.AvBuyer.com

WORLD AIRCRAFT SALES MAGAZINE – June 2014

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BG 1 June14_FinanceSept 19/05/2014 09:58 Page 1

BUSINESS AVIATION AND THE BOARDROOM

Virtues Of Control The Ways in which Business Aviation Delivers.

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 Jack@avbuyer.com

Management styles may differ, but individuals responsible for company performance seek to minimize uncertainty whenever possible. Managing the time/place dynamic is essential for business success, asserts Jack Olcott.

T

he founder of a well-established aviation management company often asked his customers what they valued most about using business aircraft. Not surprisingly, their answers were similar: they embraced Business Aviation’s unique ability to provide greater control over the most disturbing aspect of public transportation, including unsatisfactory travel times, inconsistent service quality and a degree of discomfort that passengers attributed to being dependent on parties unknown.

With access to a business aircraft, the traveler has far greater selection of departure and destination points than are offered by the Scheduled Airlines. The USA is home to 19,700 airports.

Nearly three-quarters of that total are small strips licensed strictly for private use. Of the 5,170 airports that are available to the public, only 503 offer Scheduled Airline service that enplanes more than 2,500 passengers annually.

Most of the enplaned passengers depart from about 10 percent of the commercial service airports used by the airlines. The U.S. Department of Transportation reported that 83 percent of the 692 million Airline passengers who flew in 2012 boarded at just 50 commercial service airports.

The remaining 453 airports served by scheduled air carriers often lacked a frequency of service that accommodated out-and-back trips on the same day, thereby necessitating overnight stays.

In addition to concentrating service at fewer than 50 locations, the Scheduled Airlines adopted a business model called “capacity discipline” that systematically reduced their departures by nearly 9.0 percent at major hubs and by over 20 percent at second and third tier hubs between 2007 and 2012 in order to increase passenger load factors.

It is difficult to book a flight for the pop-up

“...they embraced Business Aviation’s unique ability to provide greater control over the most disturbing aspect of public transportation...”

16

WORLD AIRCRAFT SALES MAGAZINE – June 2014

www.AvBuyer.com

Aircraft Index see Page 4

BG 1 June14_FinanceSept 19/05/2014 09:59 Page 2

What the Boardroom needs to know about Business Aviation

business trip, and pity the traveler who must make a schedule adjustment due to a meeting that runs longer than anticipated, or switch aircraft due to a flight cancellation.

PEACE OF MIND Our nation’s Airline system is safe and secure.

Turbine-powered business aircraft flown by twoperson salaried crew also have achieved a safety record that equals and at times exceeds the reassuring performance of scheduled air carriers. Yet there is a comfort level associated with knowing who is piloting and maintaining the company aircraft. For the individual who chooses to exercise maximum control over their travel, nothing matches Business Aviation.

In fact, no other form of transportation provides the passenger with more security than flying on a business aircraft. All factors that influence safety—maintenance of the aircraft, pilot preparedness, operational decisions, etc.—are within the purview of the company’s flight department. Such is not the case when venturing out in your automobile or when using public transportation.

When in an automobile, safety depends on how well other drivers behave as much as it relies on your skill or that of your driver. Unlike driving, where a properly operated auto can be involved in a multi-car collision regardless of the driver’s caution or reflexes, rarely do two aircraft collide in flight. The very few mid-air collisions that occur (about a dozen or so per year) typically are between privately flown light aircraft operating from uncontrolled airports, and in roughly 50 percent of such incidents both aircraft land safety.

In large part because most business jets fly primarily under conditions of positive air traffic control and many are equipped with traffic collision Advertising Enquiries see Page 8

warning and avoidance systems, mid-air collisions between turbine-powered business aircraft are indeed very rare.

The assumption that your airline crew is proficient and non-conflicted is valid. Still, knowing the qualifications, training and presumably the lifestyle of the aviators who pilot the company aircraft is comforting, especially for the Type A personalities often found among entrepreneurs and business leaders.

Although the wise executive trusts his or her aviation personnel and chooses not to interfere, Business Aviation does provide a degree of control and thus peace of mind not found in other forms of transportation.

SECURITY Andy Grove, formerly Chairman and CEO of Intel Corporation, entitled one of his books on management Only the Paranoid Survive. While he may not have been referring to what should or should not be discussed on an airliner, or easily seen by the stranger in the next seat, many companies prohibit personnel from reading or discussing proprietary documents in public places. Without the certainty that company information will be seen only by trusted individuals, executives elect to avoid undue risks. Few places are more secure and free from the potential of industrial espionage than a business aircraft.

The virtues of Business Aviation are many, including control over issues that are important to the business traveler.

“The virtues of Business Aviation are many, including control over issues that are important to the business traveler.”

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 18

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WORLD AIRCRAFT SALES MAGAZINE – June 2014

17

BG 2 June14_FinanceSept 19/05/2014 11:29 Page 1

BUSINESS AVIATION AND THE BOARDROOM

Scheduled Airlines & Business Aviation: Partners in Air Transportation.

Complementary rather than competitive, Scheduled Airlines and Business Aviation provide efficient access by air throughout the USA, opines Jack Olcott.

T

he vast majority of airports in the USA are not served by the major Scheduled Airlines. Of the more than 5,000 landing facilities available for public use, only about one in ten has any scheduled service and only 1 in 100 has frequent flights that enable businesses to travel efficiently. For companies that require timely access to the many markets that exist across the USA, Business Aviation is the viable choice.

Scheduled Airlines offer excellent service to the major hub cities. But their business model, which demands high load factors, focuses their activities at hub cities. Over 80 percent of all passenger enplanements occur at about 50 US cities (see figure 1). Scheduled Airlines are designed to serve those markets.

In addition to the concentration of airline flights at hub locations, the availability of flights has been impacted by airline consolidation. Since deregulation of the airline industry in 1978, the number of independent Scheduled Airlines has diminished by nearly 75 percent (see figure 2). In effect, what had been a system of nearly 20 significant carriers has been reduced to four mega airlines: American/US Airways, Delta, Southwest and United.

The USA requires both the Scheduled Airlines and Business Aviation to serve the needs of

American business. For the many locations not served, or under-served by Scheduled Airlines, there are numerous companies certified by the Federal Aviation Administration that provide charter services in business aircraft of all sizes, ranging from Gulfstream jets to Cessna turboprop aircraft.

While care should be taken to select an operator with a reputation for safe and reliable services, finding transportation via chartered aircraft is viable and efficient.

For firms that require more than the occasional charter flight, various options exist ranging from purchasing a block of charter hours to establishing a company flight department. The Business Aviation community provides a spectrum of travel options. Using a business aircraft, either chartered or owned, to reach major hubs with suitable airline schedules is an effective means for linking all of the world to rural America.

The pace of today’s business requires safe and efficient air transportation. The Scheduled Airlines and Business Aviation are unofficial partners in satisfying that need.

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 22

FIGURE 2 DECREASE IN U.S. SCHEDULED AIRLINES, 1978 THROUGH 2014

FIGURE 1 PERCENTAGE OF PASSENGER ENPLANEMENTS ON SCHEDULED AIRLINERS FROM 50 BUSIEST US AIRPORTS

20

Scheduled Airlines

Percentage

100% 80% 60% 40% 20% 0%

1

5

10

15

20

25

30

35

40

45

Commercial Service Airports

WORLD AIRCRAFT SALES MAGAZINE – June 2014

10 5 0 1978

1984

1994

2004

2014

Year

SOURCE: VARIOUS NOTE: 2014 Data includes Jet Blue and Alaska Airlines, although those carriers represent less than 7 percent of total US enplanements. Four major U.S. Airlines: American/US Airways, Delta, Southwest and United account for the majority of passenger enplanements.

SOURCE: US DEP’T OF TRANSPORTATION 2012

18

50

15

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Aircraft Index see Page 4

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BG 3 May14_FinanceSept 19/05/2014 10:09 Page 1

BUSINESS AVIATION AND THE BOARDROOM

The Cases for Corporate Shuttles: 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.

“On the other hand, there is a set of ingredients that allow a corporate shuttle to be more cost efficient than available commercial alternatives.”

22

Fully Utilizing the Company’s Investment in Business Aviation You may be missing an opportunity to double-dip with your business aircraft, notes Pete Agur. Here’s how…

T

he vast majority of value created by Business Aviation comes from the revenue side of the ledger: supporting the creation of more business. In other words, most Business Aviation trips help the cash register ring more often and louder.

On the other hand, there is a set of ingredients that allows a corporate shuttle to be more cost efficient than available commercial alternatives.

Consider the following circumstances that set the stage for a successful shuttle operation: • Predictable passenger traffic of sufficient volume.

• Poor ground and air travel alternatives.

• Strong economic benefits.

• Dedicated business aircraft operations.

and staff, serving designated sites at specific times.

That approach can be economically compelling.

Consider, as an example, the city pair of Atlanta and Birmingham.

BUSINESS CASE

Given these circumstances, the breakeven points for a fully dedicated operation with various aircraft models would be (using Conklin & de Decker full U

The dedicated corporate shuttle is usually run as a no frills corporate “airline”, with committed assets

WORLD AIRCRAFT SALES MAGAZINE – June 2014

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•

•

•

•

The driving distance is 149 statute miles on interstate highway that has unpredictable congestion.

Airline service is not business friendly (three flights in the morning, with the first leaving at about 9am).

Door-to-door, it takes longer to travel on the airlines than to drive, considering airport parking, TSA screening, boarding, et al.

The one-way airline ticket cost is $369.50 for the 135 air miles of the leg: $2.74 per passenger mile.

Aircraft Index see Page 4

Bombardier March_Layout 1 19/05/2014 12:48 Page 1

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BG 3 May14_FinanceSept 19/05/2014 10:11 Page 2

What the Boardroom needs to know about Business Aviation costing, plus market depreciation, plus 10% for exceptional costs): • Cessna CJ3 (6 passenger capacity) = 4.0 passengers to breakeven per leg.

• Hawker 900XP (8 passenger capacity) = 5.7 passengers to breakeven per leg.

• Falcon 2000LX (10 passenger capacity) = 6.8 passengers to breakeven per leg.

• Embraer 135 Corporate Shuttle (16 passenger capacity) = 9.9 passengers to breakeven per leg.

This example demonstrates that a dedicated corporate shuttle can provide a very strong Return on Investment (ROI). The case becomes even stronger when intangibles are considered: • Significant travel time saved —at least 1.5 hours per passenger per leg.

• Increased traveler productivity and security en route.

• Departure times responsive to your passengers’ needs.

• Trip reliability—the airlines are late a high percent of the time.

• Improved balance of passengers’ quality of work life.

EVEN BETTER CASE FOR THE PART-TIME SHUTTLE What if you don’t have a high volume city pair like Atlanta-Birmingham for a full-time shuttle?

Consider looking at the opportunity from the “supply side” – available slack aircraft-time that could be put to high-return use.

Most Business Aviation departments have a bellshaped demand curve. Peak travel days are midweek. That leaves some slack aircraft-time on Mondays and Fridays. It may be possible to support small groups of travelers who can schedule appointments that match the aircraft’s availability.

The “supply side” approach to shuttle operations differs from the dedicated business case because you are using the aircraft’s slack time. The marginal cost for shuttle trips is only the aircraft’s direct operating costs (DOC). All the fixed costs are already assigned to the on-demand use of the asset. This greatly lowers the shuttle’s breakeven hurdle.

Let’s look at the same example of AtlantaBirmingham trips supported by a part-time shuttle.

Using Conklin & de Decker’s DOC calculations (plus the 10% ‘fudge factor’), the analysis shows the following: • Cessna CJ3 (6 passenger capacity) = 1.7 passengers to breakeven per leg.

• Hawker 900XP (8 passenger capacity) = 2.5 passengers to breakeven per leg.

• Falcon 2000LX (10 passenger capacity) = 2.8 passengers to breakeven per leg.

• Embraer 135 Corporate Shuttle (16 passenger capacity) = 3.5 passengers to breakeven per leg.

It is obvious that the tipping point for implementing a part-time shuttle is dramatically lower than that of fully-dedicated services and assets.

However, there are some caveats.

24

WORLD AIRCRAFT SALES MAGAZINE – June 2014

CAUTIONS ABOUT PART-TIME SHUTTLE OPS For a part-time shuttle program to be successful, it must have several key ingredients: • Priority – The primary reason you have the aircraft is to support high-value trips (e.g., providing on-demand travel for key passengers to do critical things). A shuttle trip should not supersede that purpose. Otherwise, you diminish the value of on-demand aviation services.

• Predictability – The schedule should be consistent. For instance, the same times on the first Monday and the second Friday of every month.

• Reliability – If you say you are going to run the shuttle on a given schedule, run it. To cancel for a pop-up on-demand trip damages the credibility of the shuttle program, which will lead to lost ridership. On the other hand, if you have a reasonable number of pop-up trips that make running a reliable shuttle program problematic, don’t do the shuttle program at all. Your aircraft will already be creating substantial value by performing like a fire truck: waiting and ready to go.

BOTTOM LINE Dedicated shuttle operations can create a very nice ROI plus exceptional intangible benefits. On the other hand, you don’t need a dedicated aircraft to create great benefits from shuttle operations. All you need is an on-demand business aircraft that has routine slack in its schedule and passengers needing to travel between cities not well served by commercial alternatives.

“The ‘supply side’ approach to shuttle operations differs from the dedicated business case because you are using the aircraft’s slack time.”

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 28

www.AvBuyer.com

Aircraft Index see Page 4

Guardian Jet 3 page June 20/05/2014 10:50 Page 1

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

2009 Global XRS SN 9228 Airframe TT - 2,223.6 $31,995,000 * APU enrolled on Honeywell MSP * Honeywell Primus 2000 XP Avionics Suite * Enhanced Sound Proofing Package * Lufthansa NICE Cabin Management System (CMS) * Enrolled on Smart Parts Plus Program Photos by FGL & Associates

2009 Global 5000 SN 9222 Airframe TT - 1825 $21,950,000 * APU enrolled on Honeywell MSP * Engines enrolled on Rolls Royce Corporate Care Program * Honeywell Primus 2000 XP integrated Avionics System * Triple Honeywell Laseref III HG-2001GD03 IRUs * Additional Refuel/Defuel Panel in cabin * Securaplane Security System Photos by FGL & Associates

2005 Falcon 900EX EASy II SN 144 Airframe TT - 6,406 $19,995,000 * Engines & APU enrolled on Honeywell MSP * Honeywell EASy II Avionics Package * Honeywell SSFDR (88 Parameters) * Securaplane 450 Aircraft Security System * Maintenance Tracking by CAMP Photos by FGL & Associates

2002 Global Express SN 9075 Airframe TT - 5818.6 $17,750,000 * Batch 3 Avionics * APU Enrolled on Honeywell MSP * Honeywell SATCOM * Honeywell Primus 880 Color Radar * Honeywell Primus 2000 XP Avionics Suite Photos by FGL & Associates

2004 Bombardier CL300 SN 20025 Airframe TT - 4,935 $$10,200,000 * Engines & APU on MSP * 96 Month Inspection c/w August 2012 * Landing Gear Overhauled August 2012 * GoGo Biz ATG 5000 * Combustion Liner SB c/w August

Photos by FGL & Associates

Tel: 203-453-0800

Fax: 203-453-4527

Email: Guardian@guardianjet.com

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Guardian Jet 3 page June 20/05/2014 10:51 Page 2

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

2006 Gulfstream G200 SN 151 Airframe TT - 2003 $8,750,000 * Engines enrolled in P&W ESP * APU enrolled in Honeywell’s MSP * Collins Pro Line IV, Version 6.1 Avionics System * Auto Power Auto Throttle System * Airshow 410 * XM Satellite Radio System

Photos by FGL & Associates

1988 Gulfstream G-IV SN 1067 Airframe TT - 8,553 $5,995,000 * Honeywell Avionics Enrolled in HAPP Avionics Maintenance Program * Securaplane Security System * Honeywell Primus 870 Color Radar * Painted 2011 * Aircell Iridium Satellite Phone System

Photos by FGL & Associates

2011 King Air 350i SN FL-778 Airframe TT - 524 $4,995,000 * 3.5 years remaining on warranty * Part 135 equipped and capable * Jeppesen Electronic charts * Collins Pro Line 21 System * Maintenance Tracking by CAMP * Aircell Axxess ST4200 Dual Channel Iridium Satellite Phone System

Photos by FGL & Associates

2008 Cessna Citation CJ3 SN 525B-0292 Airframe TT - 920 $5,195,000 * Collins Pro Line 21 System * 2 TDR-94D Mode S Diversity Transponders w/ Enhanced Surveillance Capability * Aircell ST-3100 Iridium Satellite Phone System * Precise Flight Pulse Light System with TCAS II Interface * Engines enrolled in William’s TAP ELITE program

Photos by FGL & Associates

Tel: 203-453-0800

Fax: 203-453-4527

Email: Guardian@guardianjet.com

www.guardianjet.com

Guardian Jet 3 page June 20/05/2014 10:52 Page 3

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

1982 Dassault Falcon 50 SN 127 Airframe TT - 9981.2 $2,695,000 * ProLine 21 Avionics System w/4-Tube EFIS * IFIS: Dual File Servers * XM Weather Radar * Aircell ST-3100 SatCom * Maintenance Tracking by AVTRAK * Aircraft is operated under OCIP

Photos by FGL & Associates

2007 Agusta 109S Grand SN 22054 Airframe TT - 969 $3,495,000 * Delivered with 1,000 Hour Items Completed * Dual Garmin GNS 550 GPS (coupled) * Mast Vibration Absorber * Increased 213 US Gallon Fuel Capacity * Impeccable Maintenance and Records

Photos by FGL & Associates

2006 Eurocopter EC135 T2 SN 454 Airframe TT - 1368.1 $2,495,000 * Thales Flight Control Display System * Garmin GWX 68 Weather Radar * CAMP Maintenance Tracking System * NTEX Enhanced Vision System * Extended Instrument Panel

Photos by FGL & Associates

1980 Learjet 35A SN 35-334 Airframe TT - 12,545 $649,000 * New Paint & Interior in 2013 * Fortune 100 Owner * Engines on Honeywell MSP * Dual Aeronetics 3137LB21C * JET PS823 Emergency Power Supplies

Photos by FGL & Associates

Tel: 203-453-0800

Fax: 203-453-4527

Email: Guardian@guardianjet.com

www.guardianjet.com

BG 4 June14_FinanceSept 19/05/2014 10:13 Page 1

BUSINESS AVIATION AND THE BOARDROOM

Developing Your Next Aviation Manager David Wyndham is co-owner and President 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

Investment in Personal Development within the Flight Department is Key. David Wyndham questions whether Boards appreciate the need to train aviation personnel in the art and science of management.

P

rofessional development is a given expectation for employees seeking advancement to a management position. Within the Business Aviation department, this expectation currently extends to aviation-specific training: Pilots get recurrent training in flight simulators and maintenance technicians get specialized education on the airframe, engine or avionics of the aircraft operated by the company. Those who do well in those technical roles and exhibit overall professionalism typically are the employees tapped for managerial positions within the flight department.

Corporate overseers do those men and women a disservice, however, when they fail to provide them with the tools needed

to transition from specialist to manager.

I have seen instances where a senior captain who had done an exemplary job in the cockpit was congratulated and promoted to the aviation department manager position upon retirement of the outgoing head. What seemed like a logical move turned sour when the pilot, an outstanding aviator and master of crew resource management, found himself facing a budget cut, a problem employee, and OSHA regulatory issues in the hangar. None of those situations had been addressed during his engine-out training! Like some other aviators in his situation, he became frustrated and resigned for another flying position with no management duties.

The loss of a great employee such as illustrated above could have been avoided by providing flight department personnel with a track for managerial professional development. A great maintenance technician becomes skilled through training and experience. So does a great leader. Future aviation leaders need training and experience in the managerial arts.

LEADERSHIP Although commanding a second person in the cockpit takes special management skills, those skills need additional development for managing a large team.

Corporate aviation leaders need to understand the Vision and Mission of the corporation and how aviation is an essential business tool. They need to know how to align their aviation department goals with the corporation's overall goals. Flight department managers need to develop a leadership and communication style that will inspire their aviation team.

Aviation department leaders must understand operations management, which extends well beyond aircraft operations to include business risk analysis, cost benefit analysis, record keeping and audit requirements, OSHA and hazardous materials regulations, and more. They also need to develop an understanding of all the jobs involved in running the aviation department.

U

28

WORLD AIRCRAFT SALES MAGAZINE – June 2014

www.AvBuyer.com

Aircraft Index see Page 4

Charlie Bravo June_Layout 1 19/05/2014 12:50 Page 1

BG 4 June14_FinanceSept 19/05/2014 10:14 Page 2

What the Boardroom needs to know about Business Aviation

HELP MAP YOUR POTENTIAL AVIATION MANAGER’S PATH OUT WITH APPICABLE TRAINING - UP FRONT.

OTHER NEEDED SKILLS As part of their operations management the aviation leader is often a facilities manager. The skills at handling an emergency in the cockpit need to be extended to the hangar floor. If a major hurricane is headed towards the hangar, the pilot must have a plan for moving the company aircraft to a safe location.

In addition to the aviation facility, the manager also has the primary responsibility for the safety of all the personnel (and their families). The maintenance technician may know what to do for a hazardous waste spill, but may not know what to say when the press calls and asks questions.

Lastly, the aviation manager needs an understanding of business basics, since indeed he or she is responsible for running a small business. Managers should possess fundamental financial skills in budgeting, forecasting, cost management and taxes—at least to the extent of knowing when to seek expert advice.

They must understand asset management of the department’s aircraft and facilities and know what records are required.

Aviation managers often are the first link in matters dealing with human resource issues, including regulatory requirements and personnel management.

While an associate or bachelor degree in business or a related field is an asset, considerable time may have elapsed since graduation and being appointed to the top managerial slot in the flight department. If the appointee does not have a relevant degree, he or she will need to be taught those skills in a formal environment, preferably one that offers some sort of certification.

PROFESSIONAL DEVELOPMENT Fortunately, there are programs available for busy professionals. The local college or university likely has applicable courses for the working professional.

Within Business Aviation, the community is fortunate

30

WORLD AIRCRAFT SALES MAGAZINE – June 2014

to have a customized program geared to develop aviation professionals into management professionals: the Certified Aviation Manager (CAM).

The National Business Aviation Association (NBAA) has an education and certification program that offers credit for professional experience, college courses, and professional development programs offered within the aviation community. The CAM program is a rigorous professional process of certification that is designed to maximize a busy aviation professional's time in developing the skills needed to be managers and leaders.

People in the aviation department are hungry for this type of education. Professional development needs to be encouraged and supported from the top (namely, the Board). It should be clearly stated that managerial development is as necessary as aircraft type ratings, pilot certificates, airframe and powerplant licenses.

Don't overlook maintenance technicians for this training. I see the pilot career path progress from First Officer, to Captain, to Chief Pilot, to Aviation Department Manager. But all too often the maintenance technical career path ends at Chief of Maintenance. Maintenance Technicians are an overlooked source of future aviation leaders. They frequently have a significant understanding of the aviation operation beyond the toolbox that the pilots have yet to learn.

As Board Members and Executives, you need to promote personal development for flight department personnel, just as the company does for middle managers seeking career advancement, for the good and safety of your Business Aviation operation.

“Lastly, the aviation manager needs an understanding of business basics, since indeed he or she is responsible for running a small 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 34

www.AvBuyer.com

Aircraft Index see Page 4

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

2005 Falcon 2000EX EASy

s/n 058

2,428 Total Time. ESP Gold Lite. Ten Passenger Interior.

Dual Independent Aircell ST-3100 Sat Phones.

1983 Learjet 55

s/n 097

7,800 Total Time. MSP. P1/1A Mods. UNS-1C FMS. BAS ICT 12 Year. Paint. Interior in 2008. NDH.

1991 Astra SP

s/n 18

4,207 Total Time. Primus EPIC EFIS. Dual FMS. Nine Passenger Interior. One Fortune 500 Owner Since New.

s/n 195

2,074 Total Time. 1,274 Landings. ESP Gold.

Nine Passenger Interior. Wi-Fi.

1997 Falcon 900B

s/n 163

7,150 Total Time. Honeywell MSP. 14 Pax. Triple IRS. Paint 2010. Fresh 3C Inspection. Excellent History.

2001 Gulfstream 100

s/n 47

9,490 Total Time. MSP Gold. Fortune 500 Owned.

READY TO BE SOLD.

2005 Citation Sovereign

2008 Gulfstream 200

s/n 140

4,711 Total Time. 3,866 Landings.

MSP Gold. APU.

1986 Citation III

s/n 650-114

10,062 Total Time. Engines on MSP. Universal UNS1-D FMS. Duncan Aviation Owned and Operated since 2003.

+1 402.475.2611 路 www.DuncanAviation.aero/aircraftsales 路 800.228.4277 World Aircraft Sales Ad 5_14_14.indd 1

5/12/2014 3:48:24 PM

O'Gara June 20/05/2014 11:04 Page 1

O'Gara June 20/05/2014 11:05 Page 2

BG5 June14_FinanceSept 19/05/2014 10:19 Page 1

BUSINESS AVIATION AND THE BOARDROOM

It’s A Great Big World Out There: Jay Mesinger is the CEO and Founder of Mesinger Jet Sales.

Jay serves on the Jet Aviation Customer and Airbus Corporate Jets Business Aviation Advisory Boards and is a member of EBAA and the Colorado Airport Business Association. Contact him via Jay@jetsales.com.

Business Aviation Provides Access to Global Markets.

Jay Mesinger reflects on his recent trip to Asia’s largest trade show for business aircraft and related services. recently returned from Shanghai, China where I was attending and speaking at the Asian Business Aviation Conference and Exhibition (ABACE). It struck me while in Shanghai that our aviation world just keeps getting bigger. The universe of business aircraft is no longer based within three time zones. Ours is really a global business now. Although situated in China, ABACE drew attendees from all over Asia, an area of the world that is beginning to percolate. Major commercial centers are becoming much more sophisticated and mature in their understanding and operation of business aircraft.

Looking beyond the Asia market and continuing to contemplate the enormity of our industry,

I

I thought of other trade shows and education platforms throughout the globe that are presenting the benefits of business aircraft. By the time this article is published, the attention of the Business Aviation community will have shifted to Europe where EBACE took place in Geneva during May, drawing from Europe as well as the Middle East, Russia and the United States, and the next major show will be LABACE taking place in Sao Paulo, Brazil, August 12-14. South America has a very robust and growing Business Aviation presence.

The National Business Aviation Association’s BACE, which occurs this year in Orlando, Florida, October 21-23, is considered the ‘Grand Daddy’ of the shows and draws from the four corners of the globe. Moving on from BACE we travel to Dubai, in the United Arab Emirates, for the Middle East Business Aviation (MEBA) gathering. This event draws from Africa and the Middle East as well as many parts of Europe.

NEW MARKETS The world of Business Aviation keeps getting bigger. There are other regional shows in Russia, Eastern Europe, Africa and India.

The first ever venue established solely for Business Aviation in Africa was created by the African Business Aviation Association as part of the Marrakech Air Show in Morocco. While these trade and educational events attract delegates from a smaller area, they fill in the gaps of coverage for OEMs and service providers to keep business communities and local governments U

34

WORLD AIRCRAFT SALES MAGAZINE – June 2014

www.AvBuyer.com

Aircraft Index see Page 4

Elliott Aviation June_Layout 1 19/05/2014 12:59 Page 1

BG5 June14_FinanceSept 19/05/2014 10:20 Page 2

What the Boardroom needs to know about Business Aviation

informed about the advantages of Business Aviation.

So how does a growing global Business Aviation community affect the operator in Atlanta, Georgia; Abu Dhabi, UAE; or Shanghai, China? It means that there are opportunities as well as complexities and nuances around the Great Big World of Business Aviation that never existed in past years.

NEW CHALLENGES The fleet of business aircraft is bigger, and hopefully the buyer pool is also growing. Of course it means that manufacturers see this growth as a positive sign for the long-term viability and health of our industry.

It also means that regional and country regulatory bodies and governance authorities will need to find a universal language and standardized regulations if we as an industry are able to shrink the Great Big World to a manageable, cohesive marketplace.

In many of the emerging markets (like the Middle East, Asia, Russia and others where the fleet age is young), we probably will see the first replacement of aircraft in the next few years.

For the first time, owners in these less mature markets will join the bigger world as they contemplate selling their current aircraft into other markets

36

WORLD AIRCRAFT SALES MAGAZINE – June 2014

with differing regulatory bodies.

Since many business aircraft operating now in emerging markets were delivered new from the factory, current owners have never experienced the regulatory aspects of resale and export to buyers in other countries. They will quickly learn that what has worked for them when dealing with the OEM may not work for a prospective buyer of a pre-owned aircraft in another part of the world. They will need very skilled experts to guide them through the steps required to export their aircraft to a buyer in another part of the world.

Furthermore, the market for business aircraft is truly global. The economic conditions that depress prices in one region may not apply to other parts of the world.

The bottom line is that we must be vigilant and carefully track our industry’s growth and supply. We also must seek common ground for equipage issues and governance regulations. The future will be challenging, but the opportunities huge!

“...there are opportunities as well as complexities and nuances around the Great Big World of Business Aviation that never existed in past years.”

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 42

www.AvBuyer.com

Aircraft Index see Page 4

2001 Falcon 900C SN 191 3100 hours with recent major inspections.

This 900C factors nicely in your value equation.

If you’re looking for the newest, lowest time Falcon 900 that also meets your capital budget, the right answer may very well be the Falcon 900C. Pairing the international range and large cabin size of a 900B with the 900EX Primus 2000 cockpit, the Falcon 900C presents a true value opportunity.

2001 SN 191 delivers this value without compromise. It is an exceptional aircraft with one corporate owner and just 3100 hours.

Plus, SN 191 recently completed its 2C (6 year) inspection and landing gear overhaul! It has no damage history and is covered under MSP engine as well as avionics maintenance programs.

This aircraft offers a spacious, open cabin with seating for 12 passengers, including 4 club seats forward and aft, with a 4-place conference group in the middle. SN 191 is well appointed and is in exceptional condition.

To learn how Falcon 900C SN 191 can factor into your value equation, call Jim Donath at Donath Aircraft Services.

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

New Price Reduction! Now $11,495,000!

IAG June showcase style_Layout 1 19/05/2014 14:36 Page 1

2003 Bombardier Challenger 604 Serial Number: Registration: Airframe TT: Landings:

5547 N426PF 4631.6 2142

• Two US Owners Since New • Currently Operated in Accordance with FAR Part 135 Regulations • Autothrottles • Precision Plus Avionics Upgrade • Collins Satcom 906 • -150 APU • No Known Damage • Engines Eligible for GE OnPoint

Engines Engine Model 2 x CF34-3B Engine #1 Serial Number 873475 Time Since New (HRS) 4631.6 Cycles Since New 2142

Engine #2 873474 4631.6 2142

Additional Aircraft Equipment Extended Cabin Arrangement Precise Flight Pulselite System Bruce Industries PATHFINDER Emergency Escape Path Lighting System Service Door Annunciator Panel 2nd Radar Controller Cabin Bus Disconnect Switch Rosen Sunvisors Long Range Oxygen

Avionics Avionics Suite/EFIS Collins ProLine 4 Flight Management System (FMS) w/ L/R Cruise Collins FMS-6000 v 3.3.1 Inertial Reference System (IRS) Litton LTN-101 NAV Radio (NAV) Collins VIR-432B Navigation Radio (GPS) Collins GPS-4000A Distance Measuring Equipment (DME) Collins DME-442 Automatic Direction Finder (ADF) Collins ADF-462

www.iagjets.com

Autopilot/ Flight Director (AP/FD) Collins FCS-4000 VHF Radio (VHF) Collins VHF-422C (w/8.33 spacing) HF Radio (HF) Collins HF-9041 SELCAL Avtec CSD-714 Weather Radar Collins TWR-850 w/Lightning Detection Radio Altimeter Collins ALT-55B Transponder Collins TDR-94D Mode S Ground Proximity (EGPWS) Honeywell Mark V Traffic Avoidance (TCAS) Collins TTR-920 Emergency Locator (ELT) Artex C406-2 w/NAV Interface Cockpit Voice Recorder (CVR) L3 Comm FA2100 Flight Data Recorder (FDR) L3 Comm F1000

Compliance 8.33kHz Spacing FM Immunity RVSM Certified RNP 10 Capable B-RNAV (RNP 5) Capable NAT MNPS Capable

Interior Seating 9 Currently Certified for 9 Passengers under FAR 135 Galley Forward Jumpseat Yes Lavatory Aft

Exterior Top of Fuselage Desoto Matterhorn White Bottom Fuselage/Top of Tail Desoto Nineteenth Green Striping Desoto Sandelwood Tan

Galley Forward Galley With Serpentine Layout Outfitted With: Hi Temp Convection Oven Forward Galley with Microwave TIA Coffee Maker Ice Drawer Ice Chest Air Cooled Storage

IAG June FP_Layout 1 19/05/2014 14:37 Page 1

Contact: Cass Anderson or Jeff Habib Tel: +1 212 888 7979 B6C=6II6C H:6IIA: H>A>8DC K6AA:N

Email: info@iagjets.com

Challenger 300 s/n: 20059 20052005 Challenger 300 s/n: 20059

Fresh 96 Month Inspection, Landing Gear Overhaul (Completed in December 2013 at Bombardier Tucson): s One US Owner Since New s 9 Seat Interior with Divan s GoGo Biz High Speed Data s Iridium SATCOM s Currently Operated Commercially in Accordance with FAR Part 135 Regulations s Extended Overwater Equipment s Enrolled on SmartParts Low Utilization Program s Turn Key Option - Keep Aircraft with Existing Management Company and Charter Certificate s No Known Damage

Fresh 96 Month Inspection, Landing Gear Inspection, New Combustion Liners (Completed in December 2013 at Bombardier Tucson): • One US Owner Since New • 9 Seat Interior with Divan • GoGo Biz High Speed Data • Iridium SATCOM

• Extended Overwater Equipment • Currently Operated Commercially in Accordance with FAR Part 135 Regulations 2004 Falcon 2000EX s/n: 025 • Enrolled on SmartParts Low Utilization Program Highest Serial Number Falcon 2000EX • Turn Key Option - Keep Aircraft with Currently Existing For Sale: s Unmatched Pedigree - One OwnerCertificate Since New Management Company andUS Charter s Engines / APU on ESP Gold • No Known Damage s AvTrak Maintenance s 10 Passenger Seating w/Jump Seat s TT-5000 HSD+/Swift 64 SATCOM s Airshow 400 Cabin Display s Baker CD/DVD Player s 88 Parameter SSDFDR s FAR Part 135 Material Burn Cert./Swatches s No Known Damage

2004 Falcon 2000EX s/n: 025

2001 Falcon 900C s/n: 189 Exclusive Falcon 900C Lease opportunity:

Highest Serial Number Falcon 2000EX Currently For Sale: • Unmatched Pedigree - One US Owner Since New • Engines / APU on ESP Gold • AvTrak Maintenance • 10 Passenger Seating w/Jump Seat

www.iagjets.com

s Fresh 2C and Landing Gear Overhaul s US Registered s No Damage history s MSP Gold s 18 Passenger Seating 64 SATCOM • TT-5000 HSD+/Swift s AirCell Iridium – Axxess II SATCOM • Airshow 400 Cabin Display s Forward and Aft Lavatories • Baker CD/DVD Player s TT: Cycles:SSDFDR 2122 • 883958 Parameter • FAR Part 135 Material Burn Cert./Swatches • No Known Damage

Project5_Layout 1 27/05/2014 11:27 Page 1

Project5_Layout 1 27/05/2014 11:28 Page 1

BG 6 June14_FinanceSept 19/05/2014 10:24 Page 1

BUSINESS AVIATION AND THE BOARDROOM

Corporate Aviation: What Tax Breaks for Billionaires?

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

“...in business time is money, and use of a private aircraft often saves a great deal of time by substantially reducing travel times compared to airlines.”

42

IRS treatment of business aircraft is similar to other corporate assets, notes attorney Troy A. Rolf.

I

n recent years, numerous articles and op-ed pieces have appeared in newspapers and magazines decrying government subsidies in the form of tax breaks for wealthy owners of corporate jets.

WORLD AIRCRAFT SALES MAGAZINE – June 2014

www.AvBuyer.com

From their tenor, the reader could get the impression that Congress enacted a whole slew of welfare programs intended to benefit corporate jet owners specifically and exclusively.

Not only are such articles misleading, they fail to mention that operating cost and depreciation deductions for corporate aircraft are subject to the same rules and regulations as any other business asset.

In order for any business to deduct the expenses of operating and maintaining any business asset, whether that asset is a factory, a computer system, a delivery truck or an aircraft, the Internal Revenue Code requires that such expenses must be ordinary, necessary and reasonable. This standard requires that the expense be “appropriate” and “helpful” in conducting the taxpayer’s business; that it be a common and accepted practice; and that it be reasonable in amount.

The courts have recognized that it is common and accepted practice in some situations for executives to use a private aircraft for business transportation. Why? Because in business time is money, and use of a private aircraft often saves a great deal of time by substantially reducing travel times compared to airlines, which often do not go where executives need to go or when they need to go. Tax courts accept that reducing travel time allows busy executives to devote more time to conducting business and managing their organization, and, in theory, increase the profitability of their businesses.

Under the Internal Revenue Code rules, if the aircraft is not used for business purposes and does not help to make the business more profitable, the expenses of operating and maintaining the aircraft are not deductible.

Note: Businesses that claim deductions U related to the cost of operating and Aircraft Index see Page 4

rolls-royce.com

CorporateCare®a global liquid asset

Aircraft enrolled on CorporateCare have higher asset values and liquidity as well as access to a truly global service network. So while you are enjoying engine reliability, supported by the resources and engineering expertise of the OEM, you’ll know you are helping to maximize your asset’s value and liquidity for the future. For more on CorporateCare, contact Steve Friedrich, Vice President – Sales and Marketing, at +1 (703) 834-1700, or email corporate.care@rolls-royce.com.

Trusted to deliver excellence.

BG 6 June14_FinanceSept 19/05/2014 10:25 Page 2

What the Boardroom needs to know about Business Aviation

maintaining an aircraft frequently receive far more audit scrutiny that otherwise might be the case and must satisfy the IRS that the expenses are in fact ordinary, necessary and reasonable. A company must be able to document its business use of a corporate aircraft.

DEPRECIATION DEDUCTIONS Many articles and op-ed pieces would have their readers believe there are special depreciation rules granting tax breaks to aircraft owners. Once again, the tax rules that apply to corporate aircraft depreciation are the same tax rules that apply to other types of business assets; they are not loopholes designed for corporate aircraft owners. The Internal Revenue Code allows accelerated depreciation deductions for most capital assets used in business, so when an aircraft is used for business purposes, it is hardly a loophole for the aircraft to be subject to the same depreciation rules as other types of capital assets.

Much has also been written about so-called “bonus” depreciation deductions for aircraft, which, until recently, allowed businesses that purchased new aircraft (or many other assets) to expense all or part of the price of the aircraft in the year it was purchased.

Once more, many articles and op-ed pieces would have their readers believe that bonus depreciation was a special perk just for rich executives who bought aircraft. In reality, however, bonus depreciation, like all depreciation rules, apply generally to many types of capital assets used by businesses, not just aircraft. For example, a company car is subject to bonus depreciation. And despite the unfortunately misleading use of the term “bonus”, the rules do not provide businesses any additional

44

WORLD AIRCRAFT SALES MAGAZINE – June 2014

depreciation. Rather, the rules simply allowed depreciation deductions attributable to a particular capital asset to be claimed in the year the asset was placed in service – the total amount of depreciation deductions for any such asset over time remains the same.

Furthermore, the articles and op-ed pieces decrying bonus depreciation for corporate aircraft often fail to mention the purpose for which bonus depreciation was enacted by Congress in the first place, which was to stimulate the economy by encouraging manufacturing following 9/11 initially, and later the economic crash precipitated by the housing bubble’s collapse. In the USA, aircraft manufacturing is a very large industry that employs tens of thousands, if not hundreds of thousands of workers.

In recent years, it has become increasingly popular and politically correct to bash corporate aviation and to portray corporate aircraft as nothing more than playthings for the rich. In reality, corporate aviation is far more than that. Business aircraft are business tools that allow a corporation to operate more efficiently and be more profitable.

The Internal Revenue Code currently treats corporate jets as the tools that they are. Proposals to change the rules to eliminate operating expense and depreciation deductions for corporate aircraft when such aircraft are used for legitimate business purposes may play well in the court of popular opinion and earn cheap political points for politicians, but actually changing the rules could cause considerable harm to the national economy.

“...it is hardly a loophole for the aircraft to be subject to the same depreciation rules as other types of capital assets.”

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 50

www.AvBuyer.com

Aircraft Index see Page 4

J Hopkinson 1 June 19/05/2014 14:50 Page 1

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

follow us on twitter@HopkinsonAssoc

Global XRS 1854 AFTT, JSSI Platinum – 100%, Inmarsat Aero-H+, CES Version 7.0, Second-Generation Enhanced Vision System. Longer Range Aircraft with double crew rest will benefit those wishing to use the aircrafts maximum range potential

Gulfstream G150 698 AFTT, Long Range Oxygen Bottle, Part 135 Certification, 7 Passenger, New Paint & Interior soft-goods in 2012

Hawker 800A 8378 AFTT, MSP Gold, Dual Honeywell NZ-2000 FMS, Aviation Partners Blended Winglets, Airshow 400, Aircell Iridium SATCOM, CVR, 8 Pax

Falcon 50 13,502 hrs, Engines on MSP Gold, Collins Pro-Line 4, Dual Honeywell Laser Ref III, Magnastar Airphone C-2000, Airshow 400, MGTW Increase, 8 Passenger Seating

King Air 350 Engines 1300/46 TSO, Props 726/726 TSN, EGPWS, TCAS II, CVR, 3 interiors Corporate, Medevac and Commuter

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

1 Freestream May 16/04/2014 16:56 Page 1

FREESTREAM AIRCRAFT LIMITED SALES & ACQUISITIONS Boeing BBJ S/N: 36714. Reg: VP-BFT • Make Offer • Into Service 2009 • 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: 34303. Reg: VQ-BBS • US$25,950,000 • Total Time: 34,534 / Landings: 3680 • 44 Passenger • 1 Forward & 2 Aft Lavatories Boeing BBJ/30076

Boeing BBJ/36714

• Range: 5200nm • PATS 7-Tank Auxiliary Fuel System • Recent C Check complied with June 2013 • Interior refurbishment completed Jan 2014

by AMAC Basel

Boeing BBJ S/N: 29273. Reg: VP-BBJ • Make Offer

Global XRS/9195

• Total Time: 3743 hours / Landings: 917 Gulfstream G550/5025 • One Owner Since New • One of the Lowest Time BBJ's on the Market • One of Two Longest Range BBJ's Flying • PATS 9-Tank Configuration • SFR88 Modification • 18 Passenger Interior

GlobalGulfstream XRS S/N: 9195.

N4T G450 2QReg: 2012

Gulfstream GV/512

• US$25,950,000 • Total Time: 3401 hours / Landings: 1116 • On CAMP • Engines on Condition • Second GPS (Honeywell GPS550) • Bombardier Enhanced Vision System (BEVS) / HUD • FDR Upgrade •13 Passenger

Hawker 850XP/258812

Hawker 850XP/258812

FREESTREAM AIRCRAFT LIMITED

FREESTREAM AIRCRAFT USA LTD

FREESTREAM AIRCRAFT (BERMUDA) LIMITED

London +44 207.584.3800 sales@freestream.com

New York 201.365.6080 aircraftsales@freestream.com

Hamilton, Bermuda +441.505.1062 sales@freestreambermuda.bm

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

www.freestream.com

2 Freestream May 16/04/2014 16:57 Page 1

FREESTREAM AIRCRAFT LIMITED SALES & ACQUISITIONS Falcon 900EX S/N: 87. Reg: OE-IMI • Make Offer • Total Time: 4113 hours / Landings 2371 • Will deliver with Engines & APU on MSP • Avionics on Honeywell Advanced Protection Plan

Boeing BBJ/28579

• Honeywell SSFDR & SSCVR

Boeing BBJ/29273

• Satcom Collins SRT-2000 • Airshow 400/Genesis • 14 passenger w/forward crew and aft lavatories

Falcon 2000 S/N: 1. Reg: G-YUMN • US$4,950,000 • Total Time: 6289.27 hrs / Landings: 5614 • Engines and APU on Honeywell MSP Gold

Boeing BBJ/30076 Compliant • B-RNAV/RVSM/RNP10/RNP5

Boeing BBJ/36714

• Honeywell Mark V EGPWS • Collins TTR 920 TCAS II • New Paint April 2007 • Elegant 10 Passenger Fireblocked Interior

CRJ-200ER S/N: 7508. Reg: VP-BER Global XRS/9195

• Make Offer

Gulfstream G550/5025 • Total TIme: 4036 hours / Landings 2671 • EASA Compliant • 32 Pax Interior Refurbished in 2012 • -150 APU • TCAS II Chg 7.0 • A/F Inspection c/w Feb 2013 • No Damage History

Gulfstream G450 2Q 2012 Sikorsky S-76C++

Gulfstream GV/512

S/N: 760757. Reg: B-7336 • Make Offer • Low Time • Single Pilot IFR Equipped • EGPWS • CVR • Pop-out Float

Hawker 850XP/258812

Hawker 850XP/258812

FREESTREAM AIRCRAFT LIMITED

FREESTREAM AIRCRAFT USA LTD

FREESTREAM AIRCRAFT (BERMUDA) LIMITED

London +44 207.584.3800 sales@freestream.com

New York 201.365.6080 aircraftsales@freestream.com

Hamilton, Bermuda +441.505.1062 sales@freestreambermuda.bm

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

www.freestream.com

Project5_Layout 1 27/05/2014 11:30 Page 1

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2007 FALCON 2000EX EASy - SN 114 New to Market - 2,036 Hours Total Time; 985 Cycles Engines Enrolled on ESP Gold, APU on MSP

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2007 GLOBAL XRS - SN 9234

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BG 7 June14_FinanceSept 21/05/2014 15:43 Page 1

BUSINESS AVIATION AND THE BOARDROOM

De-Valuation Coverage A Complex Decision Worthy of your Consideration.

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

Regardless of the quality or completeness of repair, merely having an accident history can impact an aircraft’s resale value, cautions Stuart Hope.

our aircraft has been involved in a landing accident. The insurance company pays to have it repaired, and it is returned to service. All is well… or is it…? Many aircraft owners do not realize that the loss in aircraft value created by the accident history now recorded in the aircraft logs can be substantial and is NOT covered under the owner’s aircraft policy. There is a type of

Y

“If your next question is ‘who gets to determine what the actual depreciation in value is?’, it would be a good query.”

HAVE YOU CONSIDERED WHAT COULD HAPPEN TO AIRCRAFT VALUE IF DAMAGE IS SUSTAINED ?

coverage offered by several aviation insurers that provides protection for this uninsured peril, however.

Although not often purchased, such policies should be examined. It is simply smart business to be aware of the exposure and make a conscious decision whether to self-insure or to consider purchase.

Insurers provide this coverage via an endorsement titled De-Valuation or Diminution in Value. The mechanics of how the amount of depreciation is calculated varies slightly depending on the insurer. Let’s examine one such insurer’s endorsement to illustrate (keep in mind this is an expansion of the physical damage hull coverage, not liability protection): Example Policy… “De-Valuation Coverage shall be defined as the amount we will pay for the loss in market value which results from physical damage to your aircraft based on a ‘partial loss’ covered under your policy, and requires an ‘Airframe major repair,’ as described in Appendix A to Part 43 of the Federal Aviation Regulations.”

Then the policy stipulates the Limits of the DeValuation Coverage, which is normally calculated as a percentage of the aircraft’s insured value. For example, based on a business aircraft with an insured value of $10m, the insurer might offer a maximum Indemnity for De-Valuation of 10% of the insured value, or $1m.

If your next question is ‘who gets to determine what the actual depreciation in value is?’, it would be a good query. Again the answer varies with the wording of each insurer’s endorsement, but the example policy uses the following criteria: “We will pay up to the amount shown in the ‘Limits of Your De-Valuation Coverage’. (In the example above, that would be $1m maximum.) The actual amount, however, shall be determined by: 1. Mutual agreement; or if necessary 2. An independent aircraft appraiser agreed upon by the parties; or if necessary U continued on page 54

50

WORLD AIRCRAFT SALES MAGAZINE – June 2014

www.AvBuyer.com

Aircraft Index see Page 4

General Aviation June_Layout 1 19/05/2014 15:01 Page 1

South Carolina (CAE) • 803.822.4114 Colorado (GJT) • 970.243.9192 Texas • 214.904.9800 Aircraft Sales & Acquisitions

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2003 Falcon 900C

•

197

1984 Hawker 800A

2007 Citation Sovereign

•

680-0122

1981 Citation II

1979 Citation II

•

550-0047

•

•

258008

550-0337

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2007 Citation CJ3

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525B-0147

1991 Learjet 31ER

•

31-033

1981 King Air B200

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BB-861

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1981 Citation ISP

•

1981 King Air B200

501-0260

•

1978 Cessna 414A Ram IV

BB-894

•

414A-0084

BG 7 June14_FinanceSept 21/05/2014 15:44 Page 2

What the Boardroom needs to know about Business Aviation

3. The majority of three independent aircraft appraisers, one selected by each party and the third selected by the other two appraisers.”

As you can see, it’s not as simple as the insurer paying a fixed amount once the aircraft sustains damage. The amount of recovery remains subjective. Of course there are always exclusions to all coverage, and this endorsement is no exception. In addition to the physical damage exclusions already contained in the policy, the insurer also states it will not cover any claim: 1. That is not reported to the insurer prior to repairs being started; or 2. That has been determined by the insurer to be a “Total Loss”. The insurer will consider your aircraft a "Total Loss" under this endorsement when the cost of repairs plus any amounts payable under the "Extra Expense" coverage equal or exceed the limits of your "Aircraft Physical Damage Coverage" for the aircraft covered by this endorsement; or 3. That does not require an "Airframe major repair," as defined by Appendix A to Part 43 of the Federal Aviation Regulations at a cost to repair that is less than 10 percent (10%) of your "Aircraft Physical Damage Coverage" limit.

Note: The trigger for coverage under #3 above requires that the damage must require major airframe repair AND that the cost to repair must exceed 10% of the insured value of the aircraft. For an aircraft with an insured value of $10m, for example, the cost to repair would have to exceed $1m, which is not a small loss. Coverage of this type isn’t intended to address small losses.

The premium cost for De-Valuation or Diminution of Value coverage is typically calculated as a percentage of the hull value on the aircraft insured. Using $10m as an insured value, an average premium might run $6,000 annually. Thus this coverage is not inexpensive. Coupled with the complexity of the coverage, it’s no wonder it is not prevalent in the industry. In fact, I would venture that less than 1% of aircraft owners carry it.

That’s not to say that De-Valuation or Diminution of Value insurance isn’t worthy. Purchasing such protection is a call you need to make in concert with your aviation insurance broker. Diminution of value claims, even when initiated by a third party against your aircraft (and IS covered under the third party’s property damage liability), remains one of the most difficult for an adjuster to settle. I trust you see why.

“That’s not to say that De-Valuation or Diminution of Value insurance isn’t worthy.

Purchasing such protection is a call you need to make in concert with your aviation insurance broker.”

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 60

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

54

WORLD AIRCRAFT SALES MAGAZINE – June 2014

www.AvBuyer.com

Aircraft Index see Page 4

Jeteffect Inventory June 19/05/2014 15:04 Page 1

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Year

Model

Serial No.

1995

Challenger 601-3R

5176

1995

Challenger 601-3R

5180

1999

Challenger 604

5421

2005

Citation CJ1+

525-0603

2002

Citation CJ2

525A-0099

1994

Citation Ultra

560-0260

1997

Citation X

750-0016

1988

Falcon 900B

30

1998

Falcon 2000

75

1987

Gulfstream GIV

1021

1998

Gulfstream GV

545

2003

Hawker 400XP

RK-358

2005

Hawker 400XP

RK-407

2002

Hawker 800XP

258562

1999

King Air B200

BB-1645

2008

King Air B200GT

BY-39

2000

Learjet 45

079

2008

Learjet 45XR

383

2000

Learjet 60

198

2007

Learjet 60XR

320

2007

Learjet 60XR

333

2014

Socata TBM-850

673

1997

Bell 407

53121

Project5_Layout 1 27/05/2014 11:32 Page 1

2003 BeechJet 400A S/N: 353 5,416 Hours Aircraft has always been maintained by Hawker Beechcraft

2008 Challenger 605 1,657 Hours 1 ,657 H ours

2008 Premier 1A 1,159 Hours

2011 Embraer Phenom 300 2,380 Hours Since New

2004 Hawker 400XP 4,257 Hours

1987 Falcon 50 9,283 Hours

2011 Hawker 4000 886 Hours

S/N: RB-241 Enrolled on Tap Elite Engine Program

S/N: RK-382 Fresh Engine Overhauls Included

S/N: 181 Engines on JSSI速

S/N: RC-48 APU: Honeywell GTCP36-150

S/N: TBA Enrolled Smart Pluss Enr olll ed oonn Sm ar t PPart ar t Plu

S/N: 59 Equipped with Wifi

2008 Bombardier Learjet 60XR 4,654 Hours

S/N: 60-334 Engines Enrolled on ESP Gold

2005 Bombardier Learjet 40 6,686 Hours

S/N: 2022 Engines Enrolled on MSP Gold g

2004 Hawker 800XP 6,756.9 Hours

S/N: 258663 Engines are enrolled in MSP

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Project5_Layout 1 27/05/2014 11:34 Page 1

2002 Gulfstream G200 8200.9 Hours

S/N: 0073 APU: Honeywell GTCP36-150

JetBrokers June 19/05/2014 15:17 Page 1

2008 Gulfstream G200, S/N 212, 1158 TT, Airshow 410, Iridium SATCOM, Warranty until 12/24/14, Premium Interior, Asking $10,500,000.00

2008 Citation XLS, S/N 560XL-5788, 2379 TT, EU-Ops, SSFDR, Dual UNS-1Esp Steep Approach, Iridium Phone, $5,500,000.00

1989 Astra, S/N 30, 10,223 TT, MSP, TCAS II, Astra SP Prototype with ALL SP Mods, Fresh C & 10000 Hr Inspections, L/R Oxygen, Asking $1,295,000.00

2000 Citation Bravo, S/N 550B-0935, 4548 TT, On Power Adv, Pro Parts, TCAS II, Mk-VII EGPWS, EU-Ops, Phase 1-5 c/w 11/12, Asking $1,950,000.00

1999 Socata TBM700B, S/N 151, 2422 TT, 626 TSHS, 43 SPOH, Skywatch, Garmin GMX-200 MFD, Dual Garmin GNS-530W, Asking $1,225,000.00

1999 Citation Bravo, S/N 550B-0871, 1890 TT, Garmin GTN750/650, TCAS 2, New Paint & Interior, Current 135, Available for Three-year Lease!

1980 Sabreliner 65, S/N 465-36, 10,644 TT, Engines on JSSI, Freon Air, TCAS I, St. Louis based most of its life!, On CAMP, Asking $295,000.00

1993 Citation V, S/N 560-0232, 9686.6 TT, 2232.6/2595.6 SMOH, 780.6 TSHS, TCAS II, Freon Air, Single Point Refueling, Fresh Phase 1-5, Asking $1,395,000.00

Also Available Beechjet 400, S/N RJ-47

Citation II, S/N 550-0216

Sabreliner 65, S/N 465-45

Citation CJ2, S/N 525A-0016

Falcon 2000, S/N 8

Cheyenne IIXL, S/N 31T-8166017

Citation II, S/N 550-0326

Falcon 10, S/N 54

Cessna 414A RAM V, S/N 414A-0613

JetBrokers June 19/05/2014 15:21 Page 2

2010 Learjet 60XR, S/N 378, 1730 TT, Engines on ESP Gold, Pro-Line 21, IFIS, APU, On CAMP, Iridium Phone, Asking $6,495,000.00

2010 King Air 350i, S/N FL-689, 646 TT, ESIS, Collins Venue, AirCell Axxess Satcom, TCAS 2, Nine Passenger, Asking $4,995,000.00

2005 Learjet 60SE, S/N 289, 2203 TT, ESP Gold, 8.33/FM Immunity, UNS-1E, Enh Mode S, On CAMP, Asking $3,500,000.00

2010 Hawker 400XP, S/N RK-599, 875.6 TT, On Support Plus paid thru April 2015, L3 FDR, HF, Like New!, Asking $3,495,000.00

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 $950,000.00

1992 Beechjet 400A, S/N RK-48, 5375.4 TT, 1825.0 SMOH, 41.4 TSHS, On JSSI Select, TCAS 2, AMS5000 w/ dual GPS, New Style Interior, Asking $1,050,000.00

2004 Learjet 60, S/N 276, 2194 TT, Engines on ESP, UNS-1E, FDR, Eight Place Interior, on CAMP, Asking $3,300,000.00

1978 Hawker 700A, S/N NA231, 13072 TT, MSP on -3D Engines, Landing Gear O/Hed in 2012, 48 Month c/w 6/12, TCAS 2, XM Wx, Asking $495,000.00

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Email: jetbroker@jetbrokers.com

Web: www.jetbrokers.com

BG 8 May14_FinanceSept 21/05/2014 10:42 Page 1

BUSINESS AVIATION AND THE BOARDROOM

Medium Jet Value Medium Jets can be Just the Right Fit for Many Operators.

Of all the business jet categories, none does more to balance capability with utility than the Medium Jet segment; and no segment provides more options. A step up on the Light Jet segment, Medium Jets are loosely defined here as aircraft with a Maximum Take-Off Weight (MTOW) between 20,001-40,000 lbs. here’s no disputing the advantages of space in the comfort equation that comes with stepping into the Medium Jet category, particularly when applied to longer trips - and that is ultimately where the Medium Jet’s basic advantage comes into play over the Light Jet segment. While Medium Jets deliver plenty of added space and comfort, however, this comes at costs significantly below those of the Large Cabin jet segment.

Medium Jets tend to cruise at the upper-end of the private jet speed range (between Mach 0.78 and Mach 0.85). While on average faster than the Light Jet, a Medium Jet’s superior speed generally provides only a few minutes of gain on the typical Business Aviation trip of 350 to 500 miles, but the difference will become noticeable on longer legs exceeding 1,000 miles.

In terms of range, the average Medium Jet can reach most of the US non-stop from almost anywhere else within the US, making them excellent candidates for the operator with regular transcontinental travel

T

needs. That range capability also gives the crew the flexibility to string together a sequence of stops that total the same distance – making it possible for a Medium Jet to cover multiple locations and still get home at the days’ end, without buying fuel along the way.

Runway requirements for Medium Jets are generally longer than the average length needed by a Light Jet – but nevertheless Medium Jets can still access a significant percentage of the secondary airports serving most of the 150 largest metropolitan areas in the US. Indeed, Medium Jets generally can match their Large Cabin kin in terms of speed and, to a point, their range, while providing reasonable office amenities that are competitive with most larger aircraft.

With all of the above considered, it is little wonder that the Medium Jet segment is the biggest selling, deepest segment across the business aircraft market.

MEDIUM JET PRICE GUIDE The following Medium Jets Retail Price Guide represents current values published in the Aircraft Bluebook – Price Digest. The study spans model years from 1995 through Summer 2014 (20-year period). Values reported are in USD millions, with each reporting point representing the current average retail value as published in the Bluebook by its corresponding calendar year. For example, the Cessna Citation X values reported in the Summer 2014 edition of Bluebook shows $12.7 million for a 2009 model, $11.0 million for a 2008 model and so forth.

Aircraft are listed alphabetically.

Note: We have included 31 aircraft models in the following Medium Jets average price guide, however, for additional assistance and interest, Conklin & de Decker Performance and Specification data for these Medium Jet models can be referred to, beginning on page 104 of this issue. continues on Page 62

60

WORLD AIRCRAFT SALES MAGAZINE – June 2014

www.AvBuyer.com

Aircraft Index see Page 4

Elite London May_Layout 1 21/05/2014 11:56 Page 1

Retail Price Guide June14_RPG 20/05/2014 15:15 Page 1

BUSINESS AVIATION AND THE BOARDROOM

MEDIUM JETS AVERAGE RETAIL PRICE GUIDE YEAR OF MANUFACTURE $ MODEL BOMBARDIER CHALLENGER 300

SUMMER 2014

2014 US$M

2013 US$M

2012 US$M

2011 US$M

2010 US$M

2009 US$M

2008 US$M

2007 US$M

2006 US$M

2005 US$M

24.860

20.5

18.5

17.0

15.5

14.5

13.5

12.5

11.5

11.0

9.0

8.0

7.2

6.4

5.9

5.4

4.9 4.9

3.9

3.4

4.8

4.5

4.2

4.5

4.2

3.9

3.7

3.4

3.0

3.3

3.0

2.7

BOMBARDIER LEARJET 60XR BOMBARDIER LEARJET 60SE BOMBARDIER LEARJET 60 BOMBARDIER LEARJET 45XR

8.5

7.5

6.7

6.1

5.5

BOMBARDIER LEARJET 45 BOMBARDIER LEARJET 40XR

7.3

6.2

5.5

4.5

4.2

BOMBARDIER LEARJET40 CESSNA NEW CITATION X 750

23.663

CESSNA CITATION X 750

16.2

15.0

13.8

12.7

11.0

9.9

8.9

7.9

13.0

12.0

10.5

9.2

8.6

7.8

7.3

6.8

9.7

9.0

8.2

7.7

7.1 5.4

4.9

4.7

8.1

7.7

7.2

7.8

CESSNA CITATION V11 650 CESSNA CITATION SOVEREIGN 680+

18.131

16.0

CESSNA CITATION SOVEREIGN 680 CESSNA CITATION XLS+ 560

12.992

11.0

CESSNA CITATION XLS 560

5.7

CESSNA CITATION EXCEL 560 DASSAULT FALCON 50EX DASSAULT FALCON 50 GULFSTREAM G280

24.5

24.0

22.0

GULFSTREAM G200 GULFSTREAM G150

15.7

13.0

11.3

13.0

12.0

10.0

9.3

8.8

8.3

9.3

8.6

7.6

7.1

6.8

6.5

GULFSTREAM G100

4.3

4.0

GULFSTREAM/ ASTRA 1125 SPX HAWKER 4000

6.0

5.8

5.7

5.6

5.5

9.5

7.2

6.5

5.5

5.0

5.4

5.0

HAWKER 1000 HAWKER 900XP HAWKER 850XP PRO LINE HAWKER 800XP/I PRO LINE

4.5

4.2 3.7

HAWKER 800XP HAWKER 800 HAWKER 750

6.7

5.1

4.5

4.0

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

62

WORLD AIRCRAFT SALES MAGAZINE – June 2014

www.AvBuyer.com

Aircraft Index see Page 4

Retail Price Guide June14_RPG 21/05/2014 13:39 Page 2

What the Boardroom needs to know about Business Aviation

What your money buys today 2004 US$M

10.5

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

10.25

YEAR OF MANUFACTURE $ MODEL BOMBARDIER CHALLENGER 300 BOMBARDIER LEARJET 60XR

3.0

BOMBARDIER LEARJET 60SE 2.7

4.0

3.6

3.7

3.3

2.6

2.5

2.4

2.3

2.1

2.0

1.9

1.8

BOMBARDIER LEARJET 60 BOMBARDIER LEARJET 45XR

3.0

2.9

2.8

2.7

2.6

BOMBARDIER LEARJET 45 BOMBARDIER LEARJET 40XR

2.4

BOMBARDIER LEARJET 40 CESSNA NEW CITATION X 750

7.1

6.5

6.1

5.7

5.3

4.8

4.4

4.2

4.0

CESSNA CITATION X 750

2.7

2.5

2.4

2.3

2.1

1.9

CESSNA CITATION VI 650

2.7

2.5

2.4

2.3

2.1

1.9

CESSNA CITATION VII 650

6.4

CESSNA CITATION SOVEREIGN 680 CESSNA CITATION XLS+ 560

4.4

CESSNA CITATION XLS 560

4.0

3.8

3.6

3.3

3.0

2.7

2.5

6.8

6.4

6.0

5.7

5.4

5.1

4.9

CESSNA CITATION EXCEL 560 4.7

DASSAULT FALCON 50EX 3.4

3.2

DASSAULT FALCON 50 GULFSTREAM G280

7.3

6.8

6.3

5.8

5.3

4.8

GULFSTREAM G200 GULFSTREAM G150

3.8

3.6

3.2

3.0 3.0

GULFSTREAM G100 2.7

2.6

2.5

2.4

2.3

GULFSTREAM/ASTRA 1125 SPX GULFSTREAM/ASTRA 1125 SP HAWKER 4000

2.7

2.6

HAWKER 1000 HAWKER 900XP HAWKER 850XP PRO LINE HAWKER 800XP PRO LINE

3.5

3.0

2.8

2.6

2.5

2.4

2.3

2.2

2.1

2.0

HAWKER 800XP

1.6

HAWKER 800 HAWKER 750

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

www.AvBuyer.com

WORLD AIRCRAFT SALES MAGAZINE – June 2014

63

Avjet single May_Layout 1 20/05/2014 11:46 Page 1

Avjet multi June_Layout 1 20/05/2014 11:48 Page 1

EXCLUSIVELY OFFERED BY AVJET CORPORATION

AIRCRAFT FOR SALE

2005 G550 S/N 5065

2012 Bell 429 S/N 57101

1989 Challenger 601-3A S/N 5045

2000 Global Express S/N 9010

2010 Lineage S/N 19000261

2002 Learjet 60 S/N 245

+1 (410) 626-6162 | sales@avjet.com | avjet.com

Flight Dept Mng1 June_Finance 19/05/2014 11:11 Page 1

FLIGHT DEPARTMENT MANAGEMENT SKILLS

Classic Management Styles: Theories X and Y of Douglas McGregor.

by Jack Olcott hen Professor McGregor of Massachusetts Institute of Technology’s Sloan School of Management postulated his contrasting concepts of manager/employee attitudes, which he defined as Theory X and Theory Y, behavior of managers toward employees was less nuanced than today.

In the 1960s, managers directed workers, and workers responded. Management often exhibited an attitude that workers disliked their employment, were inherently lazy and would avoid work if possible.

Thus employees needed to be closely supervised, and management’s task was to develop control procedures and rules that

W

66

WORLD AIRCRAFT SALES MAGAZINE – June 2014

left little to the imagination of the workers.

The concept that workers could be motivated by sharing objectives and working with management to accomplish the goals of the department was not widely accepted.

McGregor defined a management attitude toward workers that discounted their commitment to work as Theory X. He defined a more optimistic attitude toward the aspirations of workers as Theory Y. His initial work was designed to identify the environment surrounding the management/worker relationship; it was not a doctrine of how management should interact with employees. Nevertheless, two management styles emerged. www.AvBuyer.com

THEORY X Based on the assertion that workers would rather be doing something other than what their employer specifies, a manager whose style aligns with Theory X believes he or she must be highly directive and totally in control, leaving little room for workers to question management’s decisions regarding what needs to be accomplished or how the work should be completed. Furthermore, the consequences of not following the manager’s direction must be quick and compelling—in essence what World War II General MacArthur called his “hot stove” approach to discipline (no one touches a hot stove twice. The offender knows instantaneously that a mistake was made).

Aircraft Index see Page 4

Flight Dept Mng1 June_Finance 19/05/2014 11:14 Page 2

A supervisor who exhibits a Theory X style of management is assertive, has little interest in seeking worker input or feedback to his or her directions, relies heavily on threats and coercion, and demands strict compliance from employees. Workers learn not to challenge management. Trust between manager and worker is diminished, possibly to the state of being non-existent, and the workplace atmosphere quickly becomes punitive.

When worker output fails to achieve the manager’s goals, more attention is directed toward assigning blame than on finding solutions based upon collaboration between workers and management.

THEORY Y A manager who believes that workers are interested in achieving department or corporate goals, are capable of self-control, and are motivated by holding a meaningful job is likely to be a proponent of Theory Y. Such managers are willing to seek input from workers, sharing with them the objectives to be met and encouraging worker suggestions regarding the best procedures for achieving shared objectives.

Theory Y management styles encourage greater attitudes of mutual trust between leaders and those being led. Workers feel they have a greater say in shaping the environment of the workplace.

Employee development is more likely to occur when management believes in Theory Y as the operative approach to the manager/worker relationship. The atmosphere is more collaborative and collegial. Unlike Theory X, which asserts that workers fundamentally dislike their careers and endure primarily for monitory rewards, Theory Y assumes that workers like what they do and are willing to accept responsibility for their actions.

Given sufficient education, support and re-enforcement, so states the theory, workers will be high performers for the company.

Management’s job, therefore, is being more a coach and mentor than a disciplinarian.

VARIATIONS ON X AND Y While it is tempting to take sides when discussing McGregor’s Theory X and Y, in practice these opposing attitudes toward worker motivation should be considered in relationship to the environment facing a manager.

The basic premise of Theory X—that workers dislike their careers—rarely, if ever, applies to Business Aviation. Very few pilots or maintenance specialists enter aviation just for monetary rewards or because their parents forced them to become aviators. Thus a Theory X style may seem totally inconsistent with managing a flight department, where Advertising Enquiries see Page 8

most employees have a passion for aviation, are performance oriented and seek to be successful.

Yet there are situations where some issues fall uniquely within the knowledge base of the flight department manager and the direction he or she has been charged to pursue. In such cases, elements of Theory X may apply.

Not all issues facing flight department managers fit neatly into a Theory Y box.

Management is an exercise in balance. To achieve positive results, a flight department

manager needs to blend management theories and styles to develop a consistent and constructive relationship with those being managed. Knowledge of the attitudes Professor McGregor defined as Theory X and Theory Y is helpful in nurturing a style of management that creates an atmosphere of mutual respect and collective support.

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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

67

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FLIGHT DEPARTMENT MANAGEMENT SKILLS

Surviving Corporate Transition: Managing the Change Process.

by Jodie Brown ith corporate acquisitions, mergers, restructuring, downsizing and rightsizing, flight department managers are besieged by changing demands, priorities, missions and transitions.

In the first three quarters of 2013, Dealogic reported that global merger and acquisition (M&A) volume went up 17% to $2.10 trillion with the US targeting M&A as its highest first nine months since 2008.

For the manager of a high performance flight department team, surviving corporate transition can be difficult especially when the new boss has little or no personal experience with Business Aviation.

During corporate transition, it is not busi-

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ness as usual. As critical business units, flight departments also are impacted by change.

For aviation managers this change may mean that old habits and routines will no longer bring desired results. Flexibility and adaptability will be the keys to their success when new demands require new behaviors.

Employees are affected by how well managers adapt, how they change their approach, and how they adjust their emphasis to lead a successful transition.

Having worked with corporate transition within aviation for the past 20 years, I have coached companies and flight department leaders to become successful change agents.

Rather than negotiate through change, they have learned to manage the change process www.AvBuyer.com

itself. From my experience, the following pointers will help you manage corporate transition.

OWN YOUR POWER During times of significant corporate change many flight department managers become more tentative, more cautious, more careful, and more uncertain. They tend to give away their power, and this wait-and-see attitude makes them less effective. As the subject matter expert, you know your role.

Your flight department will lose its momentum if you wait for clear commands from above regarding what you can and can't do. It’s better to do the right thing now and ask for forgiveness later. Remember the Aircraft Index see Page 4

❯

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Flight Dept Mng2 May_Finance 19/05/2014 11:20 Page 2

person above you is often in the same waitand-see situation. As a peer with other direct reports, act with confidence. You are an ambassador for the industry, a trained aviation professional, and a Business Aviation advisor. You know the rules, regulations, safety and service requirements first hand.

IT'S ALL ABOUT THEM Take care of your team’s self-preservation issues first. They will want to know “Will I keep my job?” “Will my pay be affected?”

“Will I have to do more?” What does the future look like with them in it? People don’t fear change; they fear the unknown. Listen to them.

DON’T JUST BE AVAILABLE, BE VISIBLE There is no such thing as a void in communication. People fill the gap with gossip, rumors and worst case scenarios. Help people find closure so they can get their mind on the business at hand. Communicate what you can, and do it often.

FOCUS ON SHORT-TERM WINS Vince Lombardi did not turn a group of individual athletes into a winning franchise overnight. He focused on small victories— making first downs, scoring points, and winning a game. Create small victories during times of uncertainty.

Use aviation metrics like Lombardi used yard lines: For example, keep score of travel hours saved, passenger responses to great cabin service, sales made as a result of customer visits, etc. Be generous with feedback to enhance motivation. Focus on short-term wins.

MIND THE STORE With change comes a higher level of uncertainty. With uncertainty comes a higher level of distraction.

In managing the change process, you need to respond with hands-on management, clear direction and more specifics when giving your assignments. Even if you’ve been known as a hands-off manager, your approach must change to meet new demands.

KEEP YOUR PRIORITIES CLEAR During transition stages, priorities can shift like the wind. Many people and agendas will vie for your attention and time. Focus on high-priority issues that have a lot of payoff.

Do not get distracted by the loudest voice and hottest brush fire.

Make sure your team members understand their priorities when you delegate work to them. It’s natural for people to Advertising Enquiries see Page 8

DON’T LET PEOPLE FILL THE GAP WITH GOSSIP AND RUMOURS. HELP THEM FIND CLOSURE SO THEY CAN FOCUS ON THE BUSINESS AT HAND.

assume the latest assignment deserves the most attention at the expense of everything else.

RE-CLARIFY ROLES AND RESPONSIBILITIES Be specific about duties and changing responsibilities for each employee within your department. Be clear and precise. Walk around and observe changes in individual and team performance that may distinguish between the old ways and the new expectations. Be sure to notice and reinforce positive changes as well.

More mistakes are made. Keep your team from splintering under pressure.

Above all else the best way to reduce job stress is to keep a sense of humor.

❯ Jodie Brown, is the

Pay attention to how your team members interact with each other. Anxiety and frustration are often taken out on something like a coke machine or on another team member.

During uncertain times people don’t listen or concentrate as well, they miss part of a message, and memory and deadlines suffer.

founder and president of Summit Solutions— the only Business Aviation company devoted to both executive recruiting and leadership & management development.

With over 20 years’ Business Aviation experience and more than 25 years of leadership and teaching experience Ms. Brown is consultant and executive coach to C-Suite executives, owners and directors of aviation companies and flight departments. ❯ More from www.summit-solutions.com 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 ■

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SUMMARY

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AirCompAnalysisJUNE14_ACAn 19/05/2014 15:07 Page 1

AIRCRAFT COMPARATIVE ANALYSIS PIPER MERIDIAN

QUEST KODIAK 100

Piper Meridian

by Michael Chase n this month’s Aircraft Comparative Analysis, we are providing information on a selection of New and PreOwned business turboprops in the $2.0-2.23 million range for the purpose of valuing the Piper Meridian. With nearly 550 units sold, how does the Meridian measure with its competition?

We’ll consider the usual productivity parameters - payload/range, speed and cabin size, and cover current and future market values. The field in this study includes Quest’s Kodiak 100 which started delivering in 2008.

The Kodiak 100 is a 10-place single-engine turboprop utility airplane, designed for Short Take-Off and Landing (STOL) use and offering float capability.

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BRIEF HISTORY In 1997, Piper announced its intention to market a pressurized turboprop-powered version of the piston-powered Malibu, and flew a prototype the following year naming it the Meridian. The Meridian is powered by a single Pratt & Whitney Canada PT6A-42A powerplant. Certification was achieved in September 2000 and deliveries began in November.

Changes were made to the airframe to allow for turboprop power including larger wings and tail surfaces, and the Meridian has one pilot and 5 passenger seats in a pressurized cabin with the maximum flight ceiling operating level being 30,000 feet. Designed at the outset for owner-operators stepping up from single engine piston airplanes, the www.AvBuyer.com

Meridian has built-in features that aim to minimize pilot workload and maximize flying enjoyment.

The Meridian also offers a gross weight increase modification, which is the result of adding vortex generators and re-certifying the stall speed.

Since certification, Meridian upgraded the avionics panel in its airplane to keep it competitive. In 2009, Piper began offering the Meridian with a three-screen version of the Garmin G1000 - including the Garmin GFC 700 autopilot - as a replacement for the Avidyne Entegra system.

In 2012 Piper Aircraft commemorated its 75th anniversary as well as celebrated the 500th delivery of its popular Piper Meridian, and in 2013 the Meridian was the best-selling ❯ Aircraft Index see Page 4

Boutsen June_Layout 1 19/05/2014 15:57 Page 1

AirCompAnalysisJUNE14_ACAn 19/05/2014 15:08 Page 2

AIRCRAFT COMPARATIVE ANALYSIS PIPER MERIDIAN turboprop model for New and Pre-Owned deliveries combined, according to JETNET.

TABLE A – PAYLOAD & RANGE MTOW (lb)

Max Fuel (lb)

Fuel Usage (GPH)

Max Payload (lb)

Avail Payload w/Max Fuel (lb)

Max Fuel Range (nm)

Max Payload Range (nm)

Piper Meridian

5,092

1,140

43

1,206

331

1,091

699

Kodiak 100

7,255

2,110

45

2,062

1,220

845

1,079

Model

SOURCE: DATA COURTESY OF CONKLIN & DE DECKER; JETNET; AIRCRAFT COST CALCULATOR (ACC); B&CA MAY 2014 AND AUG. 2013 OPERATIONS PLANNING GUIDE

CHART A - CABIN CROSS-SECTION

PAYLOAD AND RANGE The data contained in Table A (left) is sourced from Conklin & de Decker and also published in the B&CA, May 2014 edition. As we have mentioned in past articles, a potential operator should focus on payload capability. The Meridian’s ‘Available payload with Maximum Fuel’ is 331 pounds. The Kodiak 100, meanwhile, has a much greater payload capability at 1,220 pounds.

However, sourced from Aircraft Cost Calculator and also represented in Table A, the Meridian burn 43 gallons of fuel per hour (GPH), 4.4% less than the Kodiak 100 (45 GPH).

CABIN VOLUME According to Conklin & de Decker, the cabin volume of the Meridian (106 cubic feet) is significantly less than the Kodiak 100 (248 cubic feet).

The Kodiak 100 is more than three feet longer and the cabin height is almost one foot taller than the Meridian. Also, the Meridian cabin width dimensions are slightly smaller than the Kodiak 100 aircraft, as shown in the Chart A (left) cross-section that is illustrated by the UPCAST JETBOOK. The volume of the Kodiak 100’s cabin is highly attractive to owners seeking aircraft that could be used to transport cargo as well as passengers.

SOURCE: UPCAST JETBOOK

POWERPLANT DETAILS

CHART B - COST PER MILE (600 NM MISSION, 800 LBS PAYLOAD)

$2.61

Kodiak 100

$1.74

Piper Meridian

$0.00

$0.50

$1.00

$1.50

$2.00

US $ per nautical mile

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WORLD AIRCRAFT SALES MAGAZINE – June 2014

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As mentioned, the Meridian aircraft has a single PT6A-42A offering 500 shp, with the Hartzell HC-E4N-3Q propeller.

By comparison, the Kodiak 100 aircraft also operates a single Pratt & Whitney Canada engine (PT6A-34 model), offering more output at 750 shp.

COST PER MILE COMPARISONS $2.50

$3.00

Using data published in the May 2014 B&CA Planning and Purchasing Handbook and the August 2013 B&CA Operations Planning Guide we will compare Aircraft Index see Page 4

AirCompAnalysisJUNE14_ACAn 19/05/2014 15:10 Page 3

AIRCRAFT COMPARATIVE ANALYSIS PIPER MERIDIAN our aircraft. Jet A fuel cost used from our source publications was $6.08 per gallon at press time for the August 2013 edition, so for the sake of comparison we’ll chart the numbers as published. (Note: The fuel price used from this source does not represent an average fuel price for the year.)

Chart B (left), which details ‘Cost per Mile’, compares the Meridian to its competition factoring direct costs and with both aircraft flying a 600nm mission with 800 pounds (four passengers) payload. The Meridian ($1.74) shows the cost per mile comparisons are considerably less expensive to operate (by 33%) per mile than the Kodiak 100 at $2.61 per mile.

TOTAL VARIABLE COST COMPARISONS The ‘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 Meridian at $428 per hour is slightly less expensive to operate compared to the Kodiak 100 at $431 per hour.

RETAIL INFORMATION Table B (right) shows the relative retail prices from Vref for each aircraft. The number of aircraft in-operation, the percentage “For Sale”, and the average monthly number “Sold” over the past 12 months are from JETNET. As shown, the Meridian averages 15 aircraft sales per month over the past 12 months.

Chart D (right), sourced from the Multi-dimensional Economic Evaluators (MEE) Inc., (www.meevaluators.com), presents a Value and Demand chart for the Meridian and Kodiak 100 Turboprop aircraft. The current pre-owned market for these turboprop aircraft shows 46 aircraft ‘For Sale’. Twenty seven of the 46 have an asking price with 19 inviting offers. Thus, we have plotted the 27 with asking prices.

Demand and Value are on opposite sides of the same Price axis. The market treats the ❯ Advertising Enquiries see Page 8

CHART C - VARIABLE COST

$431

Kodiak 100

$428

Piper Meridian

$0

$600

$400

$200

US $ per hour

TABLE B - COMPARISON TABLE

Avg Speed (kts)

Cabin Volume (cu ft.)

Max Payload w/avail fuel range(nm)

Piper Meridian

262

106

699

Kodiak 100

154

248

1,079

Model

In Operation

% For Sale

Avg Sold Monthly*

$2.22

517

8.3%

15

$2.00

97

5.2%

4

VREF Price $ M

SOURCE: DATA COURTESY OF CONKLIN & DE DECKER; JETNET; OPERATIONS PLANNING GUIDE, B&CA * PAST 12 MONTHS

CHART D - VALUE & DEMAND Price vs Years Old and Quantity

SOURCE: MEE Inc

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AirCompAnalysisJUNE14_ACAn 19/05/2014 15:11 Page 4

AIRCRAFT COMPARATIVE ANALYSIS PIPER MERIDIAN Kodiak and Meridian in much the same way. The Value Equation states that each vehicle loses $86,200 for every year since it was built (with a standard error of $71,300). The two equations have an adjusted ‘Value Space’ R^2 of 87.1% and an adjusted ‘Demand Plane’ R^2 of 96%, meaning that it is an excellent predictor of value and demand.

TABLE C - PART 91 & 135 MACRS SCHEDULE Following is the MACRS schedule for PART 91: Year 1 2 3 4 5 6

Deduction 20.00% 32.00% 19.20% 11.52% 11.52% 5.76%

Following is the MACRS schedule for PART 135: Year 1 2 3 4 5 6 7 8

Deduction 14.29% 24.49% 17.49% 12.49% 8.93% 8.92% 8.93% 4.46%

LOCATION BY CONTINENT The major based-at locations for the Meridian, per information compiled by JETNET in its STAR reporting system, are in the United States (77%), Europe (15%) and South America (5%) – an aggregate of 97% of the fleet.

SOURCE: NBAA

TABLE D - MACRS DEPRECIATION SCHEDULE

DEPRECIATION SCHEDULE FOR BUSINESS AIRCRAFT

2014 Piper Meridian - Private (Part 91) Full Retail Price - Millions Year Rate (%) Depreciation Depreciation Value Cumulative Depreciation

$2.2 1

2

3

4

5

6

20.0% $0.4 $1.8 $0.4

32.0% $0.7 $1.1 $1.2

19.2% $0.4 $0.6 $1.6

11.5% $0.3 $0.4 $1.8

11.5% $0.3 $0.1 $2.1

5.8% $0.1 $0 $2.2

2014 Piper Meridian - Charter (Part 135) Full Retail Price - Millions Year Rate (%) Depreciation Depreciation Value Cumulative Depreciation

$2.2 1

2

3

4

5

6

7

8

14.3% $0.3 $1.9 $0.3

24.5% $0.5 $1.3 $0.8

17.5% $0.4 $1.0 $1.2

12.5% $0.27 $0.7 $1.5

8.9% $0.20 $0.5 $1.7

8.9% $0.20 $0.3 $1.9

8.9% $0.20 $0.1 $2.1

4.5% $0.10 $0.0 $2.2

SOURCE: AIRCRAFT COST CALCULATOR

CHART E - RANGE COMPARISON Piper Meridian Quest Kodiak

475 Nm 510 Nm

RANGE COMPARISON Chart E shows the circle ranges from Kansas, USA, for the business jets in this field of study, as sourced from Aircraft Cost Calculator. The Kodiak 100 shows slightly more range coverage than the Meridian.

Note: For jets and turboprops, ‘Seats Full Range’ represents the maximum IFR range of the aircraft at Long-Range Cruise with all passenger seats occupied.

ACC assumes NBAA IFR fuel reserve calculation for a 200 nautical mile alternate (100 nm for turboprops). The lines depicted

SOURCE: AIRCRAFT COST CALCULATOR

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WORLD AIRCRAFT SALES MAGAZINE – June 2014

Aircraft that are used in a trade, business, or for the production of income that are primarily operated domestically, and not used in common or contract carriage may be depreciated over a fiveyear Modified Accelerated Cost Recovery System (MACRS) schedule. Aircraft used in common or contract carriage (e.g., Part 135) are depreciable under seven-year MACRS. See Table C. Table D (left) depicts an example of using the MACRS schedule for a 2014 Piper Meridian in private (Part 91) and charter (Part 135) operations over five and seven-year periods assuming a Vref retail value of $2.2 million.

www.AvBuyer.com

Aircraft Index see Page 4

AirCompAnalysisJUNE14_ACAn 19/05/2014 15:12 Page 5

AIRCRAFT COMPARATIVE ANALYSIS PIPER MERIDIAN do not include winds aloft or any other weather-related obstacles.

CHART F - PRODUCTIVITY COMPARISONS

PRODUCTIVITY COMPARISONS

$4.0

Price (Millions)

The points in Chart F 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 business turboprops 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 Meridian as shown in the productivity index Chart D is productive compared to the Kodiak 100. In a direct comparison to the Kodiak 100 model, although the Meridian has considerably smaller cabin volume and avail-

$3.0

Meridian $2.0

Kodiak 100 $1.0

$0.0 0.0000

0.0050

0.0100

0.0200

0.0150

0.0250

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

able payload with maximum fuel, it costs about one-third less to operate per mile and has a slightly smaller variable cost per hour, while offering much greater speed (262 ktas vs. 154 ktas). The Meridian offers less range but comes at a higher retail price ($223k more, according to Vref). As is so often the case, an operator needs to evaluate the factors they most value in an airplane – and these two turboprops excel in different areas.

SUMMARY Within the preceding paragraphs we have touched upon several of the attributes that business aircraft operators value. There are other qualities such as airport

performance, terminal area performance, and time to climb performance that might factor in a buying decision, too, that are beyond the scope of this article.

The Meridian aircraft fares well against its competition, so those operators in the market should find the preceding comparison of value. Our expectations are that the Meridian aircraft will continue to do very well in the pre-owned market.

❯ 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

Next month’s Comparative Analysis

Citation Mustang

THE WORLD’S FINEST

Business Jets, Turboprops and Helicopters

for sale at

www.AvBuyer.com and lots more...

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Plane Sense 1 June14_FinanceNov 21/05/2014 14:39 Page 1

Plane Sense on Paperless Cockpits

Paperless Cockpits in Business Aviation: Optimizing International Travel for the Business Jet.

76 There’s A Pilot App For That: Enhancing the Flying Profession.

80 The EFB, Age 15: Evolved at the Speed of Tech, Legal Options are Proliferated.

86 Electronic Flight Bags: What Happens After the Validation?

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Paperless Cockpits in Business Aviation: Optimizing International Travel for the Business Jet.

by Pat Dunn

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WORLD AIRCRAFT SALES MAGAZINE – June 2014

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H

aving been a pilot in the Business Aviation industry for 38 years, I have witnessed a wide array of changes – from having to carry a flight bag weighing more than 20 lbs on-board, to the present day where all I need is a tablet. The trend towards paperless cockpits is one that is gaining traction with an ever-quickening pace.

Initially it can be hard for many pilots to feel comfortable relying on a single electronic device for all the critical information needed in the cockpit of a business aircraft.

The move towards a paperless cockpit, however, has shown many benefits - as well as challenges - to the norms and expectations. We have had to amend our thought process and look beyond what we have known for many years and generations as aviators. We have had to ‘make friends’ Aircraft Index see Page 4

Plane Sense 1 June14_FinanceNov 20/05/2014 11:04 Page 2

TAILORING A PAPERLESS SOLUTION

Advertising Enquiries see Page 8

my snacks for flight! Having all this crucial information at my fingertips when they are most needed has not only increased efficiency but also improves the safety element of the flight.

The ability to take a small tablet home, or to a hotel for review of the next day’s flight information has also allowed me a means to be more effectively prepared for my next flight.

Business aircraft operation pilots needed the next process that de-clutters flight decks of reams of paper, flight plans and weather charts on domestic and international flights; the process of creating these documents in PDF formats was not the challenge, but making them user-friendly was. The documents had to be marked effectively to meet the requirements of a complete ‘Journey Log’ for department and regulatory records. www.AvBuyer.com

WORLD AIRCRAFT SALES MAGAZINE – June 2014

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with tools that many of us could not have imagined when we started in this business.

Today those tools cannot be left behind in the FBO – and personally, I feel naked without them.

The process of a paperless cockpit started by creating documents of all types in a “soft copy” format. What a foreign term! These documents allowed us to archive according to subject matter that is easily searchable at any given moment. This progressed to aviation charting documents for instrument approaches, and eventually a means to create en-route airway charts to view easily from a small computer (and now a tablet).

The ability to replace reams of operating manuals, safety checklists, logbooks, weather information, diagrams and charts with a tablet allows pilots increased convenience, and I now have more cabinet space to store

That said, with the introduction of the iPad in 2010, there have been several digital flight planning applications introduced in the market for pilots to choose from. It is important for any flight department to discover and tailor the best solution for their specific flying needs from the apps that are available – one solution does not necessarily fit all, and a mix-and-match approach is sometimes necessary.

It’s only through trial and error that I’ve found one that provides the most effective tools for my operations in both domestic and international trip planning and operations. My iPad is littered with applications that I have tried and lost interest in. I have to delete many of them to give myself room for more data storage.

ARINC Direct iPad application for pilots has worked particularly well for me, however. Introduced in 2011, the solution is designed to simplify managing the flight plan and all pertinent data for a flight. This app is easy to use in the cockpit, while it effectively records all forms of data that are required to track flight information. It also displays all processed Flight Plans, Weather Briefings, Filing Data and Security Briefings, allowing pilots in our operation to search and review any information they may require very conveniently.

This information can be downloaded prior to stepping into the aircraft and utilized in an off-line mode. We’ve also tried using the app with Wi-Fi in the aircraft and have found it can retrieve current weather faster than some FMS Weather retrieval tools. At the end of the flight, the recorded data may be emailed to the user and stored with other required documents for historical records required by regulators and management of the flight departments.

Documents can be assigned to a specific leg, aircraft or user and can also be copied from one location to another. These features are automatically created so that pilots can easily drop documents where they belong, putting all of the information needed for a flight in one convenient easily-accessed location. Separate folders for international or domestic operations can be defined too.

Asia Corporate Jets Singapore (ACJS) happened to find the ARINC Direct app appropriate for our operations as it meets our needs in all phases of our operations when it comes to Flight Planning and trip preparations, regardless of whether they are domestic, US, or Worldwide operations.

We’ve been using this tool, alongside FD Manager’s e-Flight/Tech Log and record keeping tool to tie all of our flight department processes together and transition onto a paperless cockpit solution to fit our needs.

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Plane Sense 1 June14_FinanceNov 20/05/2014 11:05 Page 3

FLIGHT PLANNING

FD Manager fulfilled our need for a good paperless flight record-keeping processing tool, creating an effective e-Flight and Tech Log that meets all OTAR (Overseas Territories Aviation Requirements) including electronic signing by all crew members and electronic sign-offs for maintenance rectifications on the aircraft. This has been approved for ACJS by the Civil Aviation Authority of the Cayman Islands, and also recognised by the Bermuda Aviation Authority as meeting OTAR requirements.

An internal capability for reporting aircraft tracking processes has been developed

by FD Manager, too, that advises of a late arrival to the flight destination by emailing the appropriate parties when the aircraft is flying more than 30 minutes behind schedule - a process available to aircraft that are equipped with Data-Link Off/On reporting systems.

-

-

-

numbers and getting a correct value, and have a difficult time transferring the numbers from the top of the page to the bottom where we may add them incorrectly to previous flight times for our aircraft. When trying to transfer that information to tomorrow’s logs, we tend to become dyslexic.

When someone else in the department tries to enter the data into the company record-keeping system, more errors may occur.

Of course, when we advise our maintenance tracking systems of our information, we get that wrong too.

We create our own nightmare of recordkeeping. Sometimes we are our own worst enemies for accurate information.

I know because I am one of the culprits.

Hence, the FD Manager tool helps optimise accuracy and, as a result, efficiency.

ERADICATING COMMON ERRORS…

REDUCING PILOT WORK-LOAD

It was also important to us that the tool we selected assists in removing many of the errors in record-keeping pilots make every day; more so when the pilots have international flights to plan. I’ve found a minimum of six standard errors that pilots and department members make when processing our basic records from a flight…

As with the ARINC Direct app, FD Manager can be operated offline, and online access is only required to submit completed documents or to request the next Flight Log with all required data that has been forwarded from the previous submission - including Carried Forward Airframe and Engine Times, Auxiliary Power Unit (APU) times, Next Maintenance Due Items, and VOR Check requirements. All completed documents are then emailed to appropriate parties in the organization as well as third party maintenance programs.

FD Manager tracks all of our associated iPads for currency status and the last date of updating any of the associated tools within

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First the electronic logs help with pilot legibility in writing. We are worst at this than doctors writing prescriptions!

We have a difficult time of calculating our flight and block time from the times out, off, on and in.

We have a challenge adding a column of WORLD AIRCRAFT SALES MAGAZINE – June 2014

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the App. Integrating mobile solutions such as these have helped reduce my workload as a pilot and increased operational efficiency, all while lowering costs in a competitive business environment.

The great thing about digital tools, such as the ones mentioned within this article, is that they are updated automatically and regularly. This means pilots are always getting the latest flight tools available, which is a huge convenience to us.

With such digital tools, the Business Aviation industry has completed its circle to provide a truly paperless cockpit. Where do we go from here? * Note: ARINC Direct is now a product owned

by Rockwell Collins, following its acquisition of ARINC in 2013 (www.rockwellcollins.com).

Pat Dunn is currently Chief Pilot at Asia Corporate Jet Singapore. His Business Aviation career spans nearly 40 years, including as Senior International Captain for Motorola before moving to Asia to establish one of the first IS-BAO certified flight departments. Pat has been very active in the NBAA International Operators Committee, the IBAC Standards Board, is Current Chairman of the Honeywell Global Customer Committee (APAC region), and is active in the Asian Region.

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

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PS 2 June14_FinanceNov 21/05/2014 14:22 Page 1

Plane Sense on Paperless Cockpits

Enhancing the Flying Profession.

by Ken Elliott

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WORLD AIRCRAFT SALES MAGAZINE – June 2014

A

viation-related phone and tablet applications are proliferating into all sectors of our industry - with a significant growth in those used by pilots being the focus of this review.

It would take a complete manual with regular updates to provide a fair summary and assessment of applications available for pilots. Some Apps are available without being tied to a specific aircraft model or equipment type. Others are locked-in, meaning the application supplements - or is tied to - a certain aircraft model or equipage.

A locked-in example would be Bombardier’s Flight Deck that offers pilots paperless documentation storing and access to serial number-specific Bombardier aircraft data. An unlocked example would be AirNav FBO covering the United States and Territories FBO locations with pertinent details and fuel costs.

Apps mostly come from three primary operating sources: Apple iTunes – IOS; Google Play – Android; and Microsoft Store Microsoft. Not all Apps are for both tablets and phones, and there may be different versions for each. Apps come either free or at a small charge, however free Apps often include in-App purchases that include Pro versions. Free Apps as locked-in, often involve fees related to the specific aircraft or equipment service that may already be a www.AvBuyer.com

subscription an operator has. Pilot-related Apps may be categorized into groups depicted in Diagram 1 (below), and covered in the following pages.

BREAKING OUT THE VARIOUS GROUPS 1. AIRCRAFT The Aircraft group for business jets includes specific locked-in applications that are released by the various aircraft OEMs and

▲

There’s A Pilot App For That...

DIAGRAM 1: APP CATEGORIES

TOOLS

DOCUMENTS

CRM

EQUIPMENT

AIRCRAFT

PILOT

MROs FBOs PLT

TRAINING FLIGHT

SERVICES

PLANNING/ NAVIGATION

Aircraft Index see Page 4

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PS 2 June14_FinanceNov 20/05/2014 09:32 Page 2

Table 1: Gulfstream -Specific Apps

TABLE 1: GULFSTREAM-SPECIFIC APPS G ulfstream PlaneBook G650 G550 G450 G280 G150

D escription User-name/Password-protected, Paperless Cockpit solution of pilot manuals Product information, image gallery, range maps and product support, all in individual applications for each Gulfstream aircraft model

Passenger cabin remote control for Gulfstream Cabin Management System Nonstop Publication Table 2:(News) Other OEM Apps for aircraft owners with focus on Gulfstream products 24-Hour Support Support connection for operators worldwide FlightJournal Uploads flight logs to Gulfstream’s CMP.net My Gulfstream Customer portal for remote access to important Gulfstream documents PlaneBalance Interactive weight and balance Cabin Control

2: Other Apps TABLE 2: Table OTHER OEMOEM APPS B om bardier

D assault

E mbraer

T extron

Flight Deck

Falcon 7X HD

eTechPubs

Citation Jets

Aircraft Training Info Pack

Falcon 2000S HD

Customer Support & Service Executive Jets

CLCalc (CESNAV) Told Perf (Performance)

Proximity

Falcon 2000LXS HD

Embraer CTS (wCAE)

CLCalc (CESNAV) WT & Bal (Loading)

SmartPubs

Falcon 900LX HD

ePerf

EOM Enroute

SmartFix Plus

Falconer (magazine)

CLCalc (CESNAV) Cesview

Aircraft Training eLearning

P1 Falcon Flight Test

CLCalc (CESNAV) Service

iPilot DA2000 Study G.

Attache (magazine)

TABLE 3: EQUIPMENT OEM APPS T able 3: Equipm ent OEM Apps R ockwell Collins Ascend Flight Manager HGS Flight

H oneywell

G arm in

U niversal Avionics

Direct Access

Pilot (DCI)

UniNet Mobile

MyGDC

GTN Trainer

CDU Emulator

Aerospace Business Service3: First Table Equipm ent Aviation OEM Apps

G1000 Checkout

MyFlightPath

G1000 Mobile Training (Garmin & Jeppesen)

MyCMC

WAAS Approaches

MyJetex

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WORLD AIRCRAFT SALES MAGAZINE – June 2014

kers provide for their own inventory of new and aftermarket business jets. Table 1 (as an example) maps out Gulfstream OEM business jet Apps useful to pilots. Throughout, some Apps listed are not strictly pilot Apps, but all involve aircraft operations. Table 2, meanwhile, lists some of the other applications available from major business jet OEMs. JetBook, meanwhile, is a detailed aircraft www.AvBuyer.com

2. EQUIPMENT Equipment Applications for pilots tend to refer to system operating guides or user manuals provided by the various major board equipment manufacturers. Some are locked-in and others unlocked for general use.

Taking the major equipment OEMs and focusing on cockpit as opposed to cabin, Table 3 outlines several application examples and is by no means the full menu available.

One cautionary note is that some of the major equipment OEMs have their system guides embedded in aircraft OEM guidance material.

Not to be missed (but not depicted in the table) is the Satcom Direct suite of applications, many of which are for passengers in business jets. However Satcom’s Yonder, Flight Tracker, Flight Deck 360 and SDR are all relevant for cockpits.

3. TOOLS This category comprises what typically are generic applications used as aids for pilots with a goal of reducing or streamlining workload. One could conceivably argue that applications on tablets used in cockpits are all tools, given that tablets and EFBs in general are extremely useful tools for pilots.

However more specifically flight calculator applications - and there are a number would be a true example of pilot tools. Apart from flight planning, there are range maps, weight and balance, and aircraft performance calculation applications that are widely available.

AOPA has a high quality EFB App – FlyQ EFB free within App purchases, while EFB – Charts and Weather for Aviation is a subscription-based App. The popular Flying with ForeFlight, meanwhile, has a separate 70-minute Sporty Pilot Shop familiarization video, and EFB Pro is an aircraft performance application for the EFB. Finally, three stellar applications for tablets are ARINC Direct, Universal Weather, and Accu-Kwik, all of which are multipurpose tablet applications that are very useful to pilots. Flight List Plus, meanwhile, is a Google Play checklist application worthy of note.

Aircraft Index see Page 4

▲

pertain to distinct aircraft models, even in some cases by aircraft serial number. There are also a few unlocked applications that generally promote OEM aircraft models available ‘For Sale’ (locked-in applications being for actual operators and unlocked for potential buyers).

Within the Aircraft group would also be those unlocked applications that various bro-

guide not outlined in the tables, and covering all models as an alternative to the paper aircraft comparison guidebook. An excellent aircraft trading company application is offered by Jetcraft Corporation and includes a wide selection of new-to-market business jets, worldwide contact information for its regional offices, link to website, avionics, news and events. The phone and tablet versions are well adapted to user needs and include a very useful range map tool.

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Diagram 2: Typical Tablet EFB App groups

4. TRAINING Apart from the many ‘learning to fly’ training applications there are some very useful advanced and recurrent training applications, both locked-in and unlocked. One main player providing flight training Apps is FlightSafety (in addition to CAE, Kings, Rod Machado and others). Training applications also come as part of aircraft and equipment OEM Apps designed for individual models of aircraft and their systems.

Business Jet Upset Training by Aviation Performance Solutions is an invaluable application for safety conscious pilots, and Rockwell Collins has a very nice HGS HeadUp display application that is a good intro to those complex devices.

DIAGRAM 2: TYPICAL TABLET EFB APP GROUPS Tablet as an Electronic Flight Bag

Charts and Maps with GPS position

6. DOCUMENTS Among the Applications that are more centered on flight planning are aviation document Apps that focus on the ability to access, review and utilize cockpit documents. These often may be accessed in flight, usually via a dedicated Cloud site, and can be updated and re-sent for a number of different purposes.

The App produced by On Board Data Systems is a good example of a documentonly application that is designed for aviation use.

7. CRM (COCKPIT RESOURCE MANAGEMENT) The ‘Cockpit Resource Management’ category spans a large area of guidance applications for pilots that are helpful to an overall efficient area of operations and crew management. For example, the 360 Aviation Flight Risk Assessment app reviews complying with IS-BAO as an SMS tool. Premier Jets, Corporate Eagle, NEXTGEN Systems and others also have a flight risk assessment tool (FRATs), while Pilot Workshops has a pilot proficiency application that covers 20 areas of flight proficiency for the busy pilot.

8. FBOs, MROs & PILOT SERVICES More and more aircraft support facilities are providing useful applications offering excellent support services to pilots. A stand-out for MRO applications is Duncan Aviation’s three customer Apps plus newsletter: Debrief and AOG Service is from iTunes and myDuncan plus Aircraft Parts are Google Play applications.

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WORLD AIRCRAFT SALES MAGAZINE – June 2014

Diagnostics from aircraft systems

Flight Planning

Documents

Aeronautical Calculations

d

TABLE 4: FLIGHT PLANNING & NAVIGATION APPS COMPARISON

5. FLIGHT PLANNING AND NAVIGATION Jeppesen is a master in the area of Flight Planning and Navigation with several highend Apps for business jet users. A comparison of different popular Flight Navigation Apps are depicted in Table 4, indicating the various features available for each.

Weather

ForeFlight M obile

G armin P ilot

H ilton W ingX Pro

A OPA F lyQ

AirNavigation Pro

Fltplan.com Go

J eppesen M obile FD

V FR Sectionals I FR En Route C harts I nstrument A pproach Charts G eo-Ref I nstrument A pproach Charts F AA A/FD F BO Directory C anadian Charts

limited

M exico Charts

limited

C aribbean Charts

limited

F light Plan Filing N WS WX Imagery Q ICP Weather A pproved F uel Prices T errain/Obstacle A lerts S ynthetic Vision S plit Screen Chart O ption T rack Up Option B ackup Flight I nstruments

A DS-B Receiver S upport

Stratus

Garmin GDL39

Dual XGPS170, Sagetech Clarity, SkyRadar, iLevil SW/AW, NavWorx 600- B

Dual XGPS170, Sagetech Clarity, iLevil SW/AW

No

Sagetech Clarity

No

iPhone/ iPad

iPhone/ iPad/ Android

iPhone/iPad

iPad

iPhone/iPad/ Android

iPhone/iPad/ Android

iPad

A DS-B Traffic A DS-B Weather D ocument Viewer S cratchpad

C ompatibility

Source: iPadpilotnews.com

www.AvBuyer.com

Aircraft Index see Page 4

PS 2 June14_FinanceNov 20/05/2014 09:41 Page 4

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efb

Further Further pr proving ovin ng that partnerships partnersh hips improve improve aviation. aviiation.

The Th e FlyQ EFB™ is ffor or pilots who w want ant tto o be in the kno w during e very sstep know every tep of the flight pr ocess. Fr ng, tto o filing tto oe xecutin ng, om plannin process.

From planning, executing, our adv anced iP pp w re ad ap orks with our entir advanced iPad app works entire suit e of flight g int gence p pr oducts thr g ellige ough suite intelligence products through CloudS ync, k eeping y ou c onstantly up tto o CloudSync, keeping you constantly d geogr a y. It aph t’s da te on rroutes, outes, c onditions and date conditions geography.

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Go tto o AOPA.org/FLYQEFB AOP PA. A org/FL LYQEFB Q for for your your FREE 30-Day 30-Day T Trial. rial.

Other excellent MRO-related Apps are found with GE Beacon, which focuses on its core business and your aircraft by serial number and West Star Aviation, which provides a potpourri of services as part of its one-stop-shop MRO capability. With its ‘experience on call’, all the sales and service contacts are available at the pilot’s fingertips.

Standard Aero, meanwhile, has an MRO application that focuses on its AOG and Complete Care services.

Another very interesting maintenancerelated App for pilots - and worth a special mention here - is iCamp, part of a suite of offerings from CAMP Systems Int’l. The application includes airworthiness docs, RAMP check view, squawks on the fly and Work Cards and fleet view.

On the FBO side of things, AirNav FBO shares information on a number of FBOs, airports and fuel prices, while Signature’s worldwide iFBO App is a very nice application with detailed FBO information and a price calculator. Other great FBO Apps include those from Jet Aviation, Million Air, Landmark and Paragon.

Advertising Enquiries see Page 8

SUMMARY There are many useful pilot Apps that cannot be covered in the limited scope of this article, and there are a few that may fall outside of the groups categorized here. Airport Info, is one such useful pilot application providing useful airport information at over 4,250 airports.

Selecting applications is not easy as in some cases there are almost too many choices available. Finding the one you want can be extremely difficult! The more professional Apps tend to look professional, have all the bells and whistles, and are intuitive to use.

Application ratings are usually found on the application review itself, but for many of the more ‘exotic’ aviation applications many will not have been rated previously. If the name behind the application is well known in the Business Aviation community, then it is likely to be trustworthy and without bugs.

Surprisingly, some major aviation companies either do not yet offer Apps or only a couple, while others have a full set representative of their product lines.

A final thought is to research the App

www.AvBuyer.com

Powered P owered b by y Sea Seattle ttle A Avionics vionics v Inc.

before you buy; make sure the App is available for the device you need it on - that the App software is compatible with your device; and that the application delivers all of the features you need.

Ken Elliott is an avionics veteran of 40 years and more recently focused on NextGen. His work within the NextGen Advisory Council sub-committee brings him close to current and intended development effort.

Equally, his specialization in low-vision operations provides a deeper insight into one of the pillars of NextGen. Ken has served the aviation industry on three continents from light GA to large corporate aircraft. His current employer, Jetcraft, is a leading aircraft brokerage company with worldwide presence.

More from www.jetcraft.com, email: kenelliott@jetcraft.com

■

WORLD AIRCRAFT SALES MAGAZINE – June 2014

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PS 3 June14_FinanceNov 20/05/2014 10:44 Page 1

Plane Sense on Paperless Cockpits

The EFB, Age 15: Evolved at the Speed of Tech, Legal Options are Proliferated.

by Dave Higdon

WORLD AIRCRAFT SALES MAGAZINE – June 2014

T

www.AvBuyer.com

until January 2010 that the revolution finally started for the majority of today's EFB users.

That was the month that Apple unleashed a storm of activity by announcing the coming launch of a totally new, revolutionary computer: About the size of a sheet of paper, only slightly thicker than a Number 2 pencil, the new iPad spawned a new generation of competitors – but none of them have ever challenged the ubiquitous iPad family, with several more versions released in the time since that first launch.

By the time Apple started shipping the first variants of iPad in April 2010, busy developers were ready with the earliest software and accessories created to make the hardware into a fully functional EFB - some with many of the same attributes as the purpose-made EFBs being shipped both then and today.

Four years and five generations into the iPad-era, Class 1 EFB offerings have regained a degree of diversity with iPads. The ubiquitous Apple tablet is a bona fide legal device for commercial-cockpit use as Class 1 and - in Aircraft Index see Page 4

▲

86

he story topic elicited a head tilt from the first professional Business Aviation pilot asked to share his Electronic Flight Bag (EFB) insights.

“Fifteen years? Really?” It seemed shorter, he noted as he recalled the joy he experienced when he first kicked his paper charts habit in to touch way back in...2010.

It’s hard to imagine, but it's true: It was in 1999 that Angela Masson patented the first true EFB, designed specifically as a replacement for a pilot's entire flight bag. Her Electronic Kit Bag sought to relieve pilots of all the paper and charts required at that time, and perform some other helpful functions.

Starting in 2002, the FAA issued the first Advisory Circular, AC 120-76, to provide regulatory guidance and an operational outline for the various levels of EFB and software packages – Class 1, Class 2, Class 3 hardware, and Type A, Type B and Type C level software packages.

In 2004 Avionics Support Group earned an STC to install the first commercial Class 2 EFB in a Miami Air Boeing 737NG. But it wasn’t

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particular operations - Class 2.

As Class 2 and Class 3 EFBs began a slow penetration into aircraft flight decks, a procession of Class 1 designs began to emerge targeting General Aviation pilots of both the casual and Business Aviation persuasion. The iPad single-handedly spawned a secondary market for iPad software and accessories that combine to let pilots, corporations and airlines individually “roll their own” solutions.

Today, 15 years after those first tentative steps, the EFB's allure continues to grow, particularly as an iPad adaptation but also as purpose-made systems. The iPad now serves in both Class 1 and Class 2 roles, while avionics vendors and aircraft makers continue to provide their own tailored solutions for Class 2 and Class 3 EFBs. Driving the rapid change in appeal are dramatic improvements in the cost equation – adapting versus maintaining a paper-based system – as well as expansion of EFB capabilities. The combined effect can best be described as a ‘full-on revolution’ in cockpitdocument management habits. It's the legal status for use in commercial environments that helped the iPad clear a barrier to broader acceptance which, simultaneously, further popularized the EFB concept among skeptical businesses. Staying legal is where the picture becomes more complicated for operators, however.

UNIVERSAL AVIONICS’ UCD TERMINAL (UCD III) CLASS 3 EFB AND APPLICATION SERVER UNIT (ASU).

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WORLD AIRCRAFT SALES MAGAZINE – June 2014

www.AvBuyer.com

Aircraft Index see Page 4

PS 3 June14_FinanceNov 20/05/2014 10:46 Page 3

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ADVISORY CIRCULAR TANGO...

Three years after that first patent by Capt.

Masson, in July 2002 the FAA issued its first guidance for EFBs. In a sign of how quickly the EFB outlook changed, the FAA updated AC 120-76 less than a year later, on March 17, 2003. In the amended AC, FAA responded to suggestions and critiques of the original AC and updated its guidance with AC 120-76A. Things remained relatively stable until 2012 (year three into the iPad revolution, and a decade after installed systems began appearing). So it was then that the FAA found it necessary to update AC 120-76A to -76B on June 1, 2012, addressing new issues and technologies.

There are the Advisory Circulars applicable to different types of operations. And these are for US-registered operators under the regulatory authority of the FAA. Similar (though sometimes slightly different) guidance documents exist for other countries, and for Europe. Following are the important points for most Business Aviation uses under FAA guidance. Note: All of the guidance below applies only until the FAA updates, changes or supersedes the ACs referenced.

PART 91: FREE & CLEAR, MOSTLY

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•

In order for a PED to be considered an EFB: - Its functions must conform to the guidance in this AC; - It must meet at least one of the functions listed in the appendices [Appendix 2 of the AC lists “pre-composed or dynamic interactive electronic aeronautical charts” as an example application, which is the reason most pilots will be using the iPad as an EFB (e.g. ForeFlight Mobile)]; and - It must meet the additional evaluation criteria detailed in the AC (listed below). (*PED: an iPad is a PED that can be used as an EFB with the appropriate software).

More specifically, consider these Part 91F requirements for pilots/operators of large turbine aircraft (this must be documented and kept on board the aircraft): •

EFBs used in Part 91 operations in lieu of paper reference material are authorized for the intended functions, provided the EFBs meet the criteria set forth in this AC. The evaluation and suitability for in-flight use of an EFB in lieu of paper reference material is the responsibility of the aircraft operator and the PIC. Any Type A or Type B EFB application, as defined in this AC, may be substituted for the paper

▲

The following should provide a source of relief for the majority of business operators even those impacted under FAR 91F (for tur-

bine, multi-engine aircraft weighing more than 12,500 pounds) and sub-Part 91K (fractional operators)…

AC 120-76B does not apply to FAA Part 91 General Aviation piston aircraft operations.

Operators should still reference the guidance when using the iPad as a paper chart replacement. Pilots flying FAA Part 91F must adhere to the EFB testing and documentation requirements in this AC, but DO NOT need FAA approval before using an EFB as the sole source of charts and aviation data in the cockpit.

Got that? Good! Now, on to some details: specifically who the FAA requires to comply with the guidance and who needs authorization. According to FAA: • Aircraft operated in VFR under Part 91, except for Parts 91F and 91K, require no EFB authorization or compliance with this AC. • [Non sub-part K fractional] Part 91 operations do not require any specific authorization for EFB operations provided the EFB does not replace any system or equipment required by the regulations but these operators must still comply with the Portable Electronic Device (PED*) regulation (referring to FAR 91.21 above).

• An authorized EFB PED may be used in all phases of flight operations [whereas a PED must be stowed below 10,000 ft].

WORLD AIRCRAFT SALES MAGAZINE – June 2014

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PS 3 June14_FinanceNov 20/05/2014 10:47 Page 4

equivalent. It requires no formal operational approval as long as the guidelines of this AC are followed.

When the EFB replaces aeronautical information required by Part 91, then a secondary or back-up source of aeronautical information…must be available to the pilot in the aircraft…[and] may be either traditional paper-based material or displayed electronically by other means.”

•

BACKUP

THREE APPLICATION TYPES

•

Again, the FAA designates three levels of application types, which we’ll summarize here…

• Type A applications are intended for use on the ground or in cruise, with pre-composed information (PDF versions of print documents, for example). Specific uses might include operations manuals, SOPs, OpSpecs, weight and balance manuals, flight logs, SBs, VOR checks or even the FAR/AIM).

• Type B applications must be accessible in the cockpit during flight, and are interactive in nature. Examples include power setting charts, runway calculations, charts, checklists, weather, or a weight and balance spreadsheet. Popular Apps like ForeFlight, WingX and Garmin Pilot are good examples of Type B applications.

• Type C applications are those that are FAA-approved.

•

At least two portable EFBs are required to remove paper products that contain aeronautical charts, checklists or other data required by the operating rules.

Again, this only applies to Part 91F operations and commercial operators – not to general FAR 91 operators, such as ownerflown, LBA and owner-operated flights.

THREE EFB CLASSES NO GEO-REFERENCING •

Own-ship position is not authorized for display or used for any application, for navigation or otherwise, on a Class 1 or Class 2 EFB in flight.

Class 1 or Class 2 EFBs must not display own-ship position while in flight.

This does not apply to Part 91 operations.

• •

As we’ve outlined above, the FAA designates three levels of EFB hardware and three levels of functionality, which we’ll briefly describe here…

•

VALIDATION PERIOD •

Operators transitioning to a paperless or reduced-paper cockpit should carry paper back-ups of all the information on the EFB during a validation period. The back-up information should be readily available to the crew. During this period the operator should validate that the EFB is as available and reliable as the paper-based system being replaced.

•

•

Class 1 EFBs are portable (think iPad) and not attached in any way to the airplane (kneeboard is still Class 1). These: - Must be secured or stowed during critical phases of flight; - If running a Type B application, it must be secured and viewable during critical phases of flight (taxi, takeoff, landing and under 10,000 ft, other than cruise).

Class 2 EFBs are portable and non-certified, but unlike Class 1, are attached or mounted to the airplane.

Class 3 EFBs are certified.

IPAD AIR FIXED INTO POSITION WITH RAM SPRING-LOADED CRADLE MOUNT. PHOTO COURTESY OF IPADPILOTNEWS.COM.

TESTING, RECORD-KEEPING, HOUSEKEEPING...

The FAA requires some testing and compliance documentation to be kept on the aircraft, and some form of charting redundancy, only if eliminating paper charts in favor of an EFB; otherwise, paper charts can constitute a backup and an acceptable alternative to the testing/compliance requirements.

Interference Testing: • The AC provides a process (listed as Method 2) by which you can self-test the device Lithium-ion battery; • It requires safety and testing standards to be in the cockpit (UL, IEC); and • Operators should have documented maintenance procedures for their rechargeable lithium-type batteries. These procedures should address battery life, proper storage and handling, and safety.

Decompression Testing (pressurized aircraft): • This is not required to be completed on your actual EFB or iPad; you just need proof that a representative device has successfully completed this testing; • When using only Type A applications on the EFB, rapid decompression testing is not required.

Stowage and Mounting of EFB: • When the device is not secured or on a mounting device, consideration needs to be given on where to stow the device to prevent unwanted EFB movement when it’s not in use Develop Policies for EFB use: • The FAA is mainly looking for how you’ll

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WORLD AIRCRAFT SALES MAGAZINE – June 2014

www.AvBuyer.com

Aircraft Index see Page 4

PS 3 June14_FinanceNov 21/05/2014 14:56 Page 5

Security. Trust. Confidence.

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2006 CJ3 | S/N 117

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AV I AT I O N C O N S U LTA N T S T O T H E W O R L D use the EFB in all phases of flight, and a documented plan of action in the event of EFB failure.

FAR 91 GUIDANCE (FAR 91.21 PEDS)…

• • •

•

This applies only to air carriers and IFR flights; It covers almost all electronic devices, not just EFBs; Pilots must determine that the PED won’t interfere with the navigation or communication systems; The determination must be made by the PIC or operator of the aircraft.

USE OF PEDs ABOARD AIRCRAFT (AC 91-21.1B) •

•

This Advisory Circular is a complement to FAR 91.21 that reinforces that the PIC can make the determination (meaning the renter-pilot if it’s a non-owned aircraft), “without the need for sophisticated testing equipment”; You can self-certify that your airplane is not adversely affected by the iPad.

ADVISORY CIRCULAR AC 91-78 AC 91-78 concerns the use of Class 1 or Class 2 Electronic Flight Bags (EFBs). This is the advisory circular that states it is legal for FAA Part 91 GA piston aircraft pilots to use the Advertising Enquiries see Page 8

iPad with current data as a paper chart replacement.

AC 91-78 is aimed at Part 91 operators, VFR or IFR, and states that EFBs can be used in all phases of flight in lieu of paper when: • The EFB is the functional equivalent of the paper material; • The EFB data is current and valid; • The EFB App meets the AC 120-76B definition/limitations of a Type A (pre-composed information), or Type B (interactive) application (see below).

• A backup data source is suggested, but is not required. (This back-up can be another electronic device.)

• Users should undergo an evaluation period to make sure they know how to use the EFB before eliminating paper charts.

PULP FRICTION TO A FISCAL BOON Who originally conceived of the idea of an electronic device to present charts and plates in the cockpit may be known to history, but we can look at the Boeing 757 and 767 as the earliest manifestation of the glass cockpit – with rudimentary moving map displays and electronic flight instrument systems – these were the first civil airliners with EFIS. But the moving maps were little more than dots and lines representing navigation points, with routes connecting them - all laid on a monochrome screen. www.AvBuyer.com

Today, color screens, high-resolution charts, approach plates and other advantages are not only resident on cockpit screens, they're on the tablets pilots use to replace their paper documents; from the aircraft manuals, to logs, to maintenance - and the original purpose, to replace charts, approach plates and the huge, heavy leather chart bags that served as a cockpit standard for decades.

With EFBs that can let you flight-plan and wirelessly transfer that plan to an aircraft FMS system, the EFB is going farther and faster than any other aviation technology of the past 30 years. Who knows where they will go next...?

For Further Reading: AC 120-76A (Cancelled) - Guidelines for the Certification, Airworthiness, and Operational Approval of Electronic Flight Bag Computing Devices https://www.faa.gov/regulations_policies/advisory_ circulars/index.cfm/go/document.information/docume ntID/23222

AC 120-76B – Guidelines for the Certification, Airworthiness, and Operational Approval of Electronic Flight Bag Computing Devices http://www.faa.gov/regulations_policies/advisory_ circulars/index.cfm/go/document.information/ documentID/1020099. ■ WORLD AIRCRAFT SALES MAGAZINE – June 2014

91

Plane Sense 4 June14_FinanceNov 20/05/2014 10:57 Page 1

Plane Sense on Paperless Cockpits

Electronic Flight Bags: What Happens After the Validation?

by Steve Watkins aperless cockpit systems require intense planning in order to obtain the required approvals to use the shiny new Electronic Flight Bags (EFB) and no longer carry around that 20 pound briefcase full of paper charts.

Once all of the requirements are met from advisory AC 120-76B or any later versions, it seems like you should be ready to go.

It may be that the owner, crew and maintenance department has the local regulatory representative leaving with a smile, and the validation approval signed and in hand, but it’s too bad these paperless cockpits have a long list of requirements that must be met in order to continue using the system.

With that sobering thought in mind, what happens after the validation process for these EFB systems, and what are the requirements that will plague you for years to come?

P

EQUIPMENT CHANGE In order to obtain all the approvals to use the EFB, you had to qualify numerous items, so naturally these qualifications must be maintained. One of the requirements would be inspections and review of procedures, performed at specific intervals, to make sure that the system is functioning properly.

If you do have a failure and cannot replace it with the same type or model of EFB, the new unit must meet the original requirements for the battery, decompression testing, noninterference requirements with other aircraft equipment, and the software and data requirements. And don’t forget that two EFBs are required for back-up purposes. So going down to Best Buy and getting the latest and greatest new tablet probably won’t work.

This process will require a substantial amount of research, lengthy approvals, additional training, and much of the aggravation that you had with the initial approval.

AIRCRAFT & EFB The mounting, electrical interface and data interface will need to be checked when you are replacing the EFB. And, if you are also replacing or installing a new avionics component in the aircraft, you need to make sure it is compatible with the EFB.

92

WORLD AIRCRAFT SALES MAGAZINE – June 2014

The new avionics being installed in the cockpit cannot interfere with the EFB mount.

In addition you will need to consider compatibility with the emissions, information, data exchanges, and of course make sure units are offered that match in color with the other components.

If the EFB interferes with the new avionics (or vice versa) you will have to go back and redesign everything, and go through the process of reapproving the mount, inspection and training programs as though you were starting over.

SOFTWARE & DATA Software is often updated to improve performance and reliability. These updates must be installed, and a record maintained to show the current status of the EFB. An operator needs to be sure that they have a method of notification to the crew that software or data updates are completed as required, and that the correct information is being downloaded onto all EFBs that are to be used in the aircraft.

If, as an operator, you have multiple aircraft with different types of paperless software and hardware installed there must be some way to ensure that all components and systems between the operated aircraft and the EFB are compatible. Having different paperless programs on multiple EFB systems that are operated by several different crews could not only be an airworthiness issue, but also be a danger to the actual operation of the aircraft.

It’s obvious that using an EFB to run Weight and Balance for a Gulfstream G550 with data for a Cessna 172 might cause a problem. It’s not that I see this happening, but I do envisage the possibility of crews using incorrect information for two separate Gulfstream G550 aircraft with different loading configurations. My suggestion is to have the EFB dedicated to a specific aircraft, and if the crew has a game of Angry Birds they want to play in flight, they must use a separate device.

TRAINING The training for paperless cockpit usage should be performed with each crew member and mechanic during the initial introduction www.AvBuyer.com

and also on a recurring basis. Any changes to the system, its operation, or data should be a training requirement. Changes in either the Paperless Cockpit system or any aircraft system should require crew and maintenance training.

Minimum Equipment List (MEL) training is also important to ensure that operations and maintenance departments know that they can MEL partial or complete failures of the EFB system - but this must be accomplished in accordance with the requirement of the MEL. Such training should include the requirements for deactivation of the EFB system, required deactivation of aircraft components, and the limitation of flight that may be required.

It is easy to see, that the installation and validation of a Paperless Cockpit system is just the beginning and there are many steps to maintaining these systems for the future.

The take-away from this article is that continuous review and research of all the requirements for your Paperless Cockpit system must be performed. As a fairly new concept, using an EFB is certainly a better option than carrying around that big briefcase of charts.

However, there is no doubt these systems will continue to evolve and change in the future to assure that reliability and safety are maintained well after the initial validation approval process has been signed-off.

Steve Watkins is Technical Services Manager, Western Region for Jet Support Services, Inc. (JSSI). Steve has been an A&P mechanic, IA and Private Pilot for over 35 years and was a Designated Mechanics Examiner in Wichita, KS and Long Beach, CA. He has also spent time as Director of Maintenance and Chief Inspector for various FAR 135 and FAR 145 operations, owned his own maintenance shop as well as instructed at an A&P technical school and is an active member of the AMT Society.

Contact Steve at: SWatkins@jetsupport.com ■ Aircraft Index see Page 4

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GAMA JUNE2014_GAMA DEC05 19/05/2014 14:45 Page 1

GAMA FIRST QUARTER 2014 SHIPMENT ANALYSIS

GAMA First Quarter 2014 Shipment Analysis

by Mike Potts he General Aviation Manufacturers Association (GAMA) released its quarterly shipment and billings report for the first quarter of 2014 on May 1 and the results are the most positive we’ve seen in a very long time. In fact, I believe we can now pronounce the industry as being in a recovery mode. This assessment is based on both the raw results as highlighted by GAMA, which show the first strong improvement in the jet market in several years as well as a significant upturn in piston deliveries and a nine percent gain in billings.

The raw numbers are impressive. Total shipments are up 11.9 percent, with a total of 500 units, compared with 447 last year.

Piston deliveries are up a surprising 21.4 percent, from 182 units last year to 221 now, and overall billings reached $5.12 billion, up from $4.70 billion. Jet sales, which have been holding the market back for the past year, suddenly surged 19.4 percent, with 154 deliveries reported during 1Q 2014 compared to 129 last year.

The only downside right now is the turboprop market. Ironically, turboprops were leading the market recovery as recently as last quarter, but in this period are down 8.1 percent from a year ago, with 125 units against 136. A closer look at the numbers, however, reveals that part of the loss was in agricultural aircraft deliveries and that

T

among traditional business manufacturers the shortfall was attributable to a single manufacturer…

Of the 29 manufacturers reporting deliveries to GAMA in the past quarter, 21 had results equal to, or better than, a year ago while just eight reported reduced deliveries. That single fact tells us that a recovery is definitely underway. GAMA is apparently not as convinced as I am, President and CEO Pete Bunce describing the first quarter numbers as “encouraging”, but noting “we remain a long way from being out of the woods, as shown by the mixed performance among (the) sectors”.

GAMA, however, is trying to accomplish a legislative agenda that includes promoting tax policies that will help stimulate aircraft manufacturing jobs, achieving certification reform that will make it easier to design and develop new aircraft, and reauthorization of the Export-Import Bank that will help U.S. manufacturers compete with overseas builders. It may not be to their advantage to be on record saying the industry is recovering right now. Nonetheless, the current numbers look pretty good.

Reviewing first quarter performance over the last decade, these are the best jet delivery numbers (154) since 2010 (164), and this was the sixth best year of the last 10. Turboprops were stronger than every year except last year. Piston deliveries were the best since 2008. First quarter billings

were better than every year except 2008, when they totaled $5.3 billion. All of this looks like a recovery to me.

THE JET MARKET Looking at the specifics of the jet market, we see that seven of the nine manufacturers had a better first quarter this year than last, including Boeing, Bombardier, Cessna, Dassault, Eclipse, Embraer and Gulfstream.

Only Airbus and Beechcraft are off the pace, and Airbus is down by just one unit, while Beech is off six.

Beechcraft is no longer manufacturing jets, and has been acting as something of a spoiler for the jet market - but that will end soon. Last year in the first quarter was the last time Beechcraft delivered any new jets.

Discounting the Beechcraft results, the jet market is actually up more than 25 percent over last year’s 1Q, with 154 deliveries to 123.

The leading jet manufacturer was Bombardier, but not by the outsized margin we’ve come to expect. Bombardier finished with 43 units, just four ahead of Gulfstream, which was second at 39 units. ❯

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www.AvBuyer.com Aircraft Index see Page 4

PremiAir March_Layout 1 17/02/2014 15:12 Page 1

2002 Global Express Off Market

2011 Dassault Falcon 2000LX Off Market

2008 Airbus ACJ A318 Elite Total time 2020 Hours 19 Seat VVIP aircraft Price ‘Make Offer’

2012 Embraer Legacy 650 Off Market

1985 King Air F90-1 Total time 3225 Hours Price ‘Make Offer’

GAMA JUNE2014_GAMA DEC05 19/05/2014 14:45 Page 2

GAMA FIRST QUARTER 2014 SHIPMENT ANALYSIS Bombardier’s total was four units ahead of the 39 it reported last year (an increase of 10.25 percent), while Gulfstream was up almost 34.5 percent with 39 units compared with 29 a year ago.

Cessna, which until last year had been the perennial leader in the jet market, finished the quarter in third place with 35 units, up 9.38 percent over the 32 it reported last year. The weakness in the light end of the jet market (which has plagued Cessna’s results over the past year) may be turning around somewhat. Of Cessna’s 35 deliveries, 19 units (45.7 percent) were in the light category, including 11 of its new M2 models.

Fourth in jet deliveries was Embraer, which reported 20 deliveries including 17 of its Phenom 100 and 300-series light jets.

Embraer’s total was up 66.7 percent from the 12 it reported last year, which had included eight Phenom light jet models.

The third company with light jet entries, Bombardier, reported six units this year, compared with one a year ago. Dassault finished a distant fifth in jet deliveries, with nine units, up one from the eight it reported last year.

Next in the jet market was Eclipse Aerospace, rising like a phoenix from the ashes with five deliveries, up from none a year ago. The last time Eclipse reported deliveries to GAMA was in 2008. Finishing out the jet market were Boeing and Airbus, with two units and one respectively. A year ago the results were reversed, with Airbus delivering two and Boeing a single unit, so the airliner-based business jet market was stable with a total of three first quarter deliveries both this year and last.

Mid-size and larger jets continue to dominate the market, but if the light jet category can continue to make a comeback, we could be headed for the best jet market since 2009.

THE TURBOPROP MARKET The turboprop category is also performing well, notwithstanding the market’s failure to match last year’s total. Looking quickly at the raw numbers, it is tempting to pronounce the turboprops ‘fully recovered’ since their 125-unit 1Q total is the second best so far in this century. Enthusiasm has to be curbed, however, as we remember that this year’s numbers, like last year’s, include the agricultural airplanes from Air Tractor and Thrush which weren’t included in the GAMA totals before 2012.

This quarter the Agricultural airplanes added 57 units to the total, including 45 from Air Tractor and 12 from Thrush.

Ironically, last year’s Agricultural total was higher, at 62 units, with 55 Air Tractors and

96

WORLD AIRCRAFT SALES MAGAZINE – June 2014

seven Thrush units - so the presence of the Agricultural airplanes actually dragged the market down this year, whereas in the past it had always inflated the numbers.

Looking just at traditional business turboprops, this year’s first quarter total was 69 units, compared with 74 a year ago. Of the 69 this quarter, 47 were single-engine turboprops and 22 were twins. That compares with 40 singles last year and 34 twins, so the market for single-engine turboprops is actually 17.5 percent ahead of last year, and only the twin-engine category is behind.

Since the twin-engine segment currently consists of just one manufacturer, Beechcraft, it is fair to ask how much weight should be assigned to the performance of a single company when attempting to assess the overall health of an entire industry.

Comparing this year’s 69-unit first quarter turboprop market with years past, it is 20 units (or 22.47 percent) behind the 89 turboprops the industry delivered in 2008, which is normally considered the highwater market before the onset of the current recession. Turboprop deliveries actually held steady for 2009 before dropping to 60 in the first quarter of 2010. So the turboprop market still has a way to go before it returns to pre-recession levels.

For the time being, of the nine business turboprop manufacturers listed in the GAMA report this quarter, two had improved results (Cessna and Quest), four matched last year’s deliveries (Pacific Aerospace, Pilatus, Piper and Socata), two www.AvBuyer.com

trailed their 2013 performance (Beechcraft and Extra) and one (Piaggio) reported no deliveries in either this year or last.

The market leader in turboprops so far this year is Cessna, with 24 units. Cessna’s deliveries are up 33.33 percent from a year ago, when it had 18 deliveries. In second place is Beechcraft, with 22 units, down from 34 last year (-35.3 percent).

The rest of the turboprop manufacturers all had single-digit totals, including Pilatus (7); Piper (6); Socata (5); and Pacific Aerospace (1) - all four matching their previous totals. They were followed by Extra and Piaggio, each with no deliveries.

THE PISTON MARKETS Compared to the other segments, the piston market soared during the past quarter with a gain of 21.4 percent. The argument can be made, however, that the piston market has further to go to attain its pre-recession performance than the other segments, and viewed in that light, the current upturn really isn’t that impressive.

The best year for piston deliveries in this century was 2006, when there were 600 piston deliveries in the first quarter. By 2008, when the other segments were peaking, piston deliveries were already down 33.5 percent at 399 units. In the five years following, piston deliveries have languished in a range from 166 units to 188, so this year’s total of 221 does mark a major upturn.

Compared with the results of 2006 or 2008, however, they are still modest.

Nonetheless, recoveries in our industry are historically led by improvements in the Aircraft Index see Page 4

GAMA JUNE2014_GAMA DEC05 19/05/2014 14:46 Page 3

GAMA FIRST QUARTER 2014 SHIPMENT ANALYSIS The remainder of the field was in single digits, with Gippsland (9); American Champion and Extra (8 each); Beechcraft (6); and Waco (4). Maule and Cubcrafters both failed to deliver any aircraft in the first quarter.

Twin-Engine: The multi-engine piston market was 18.75 percent ahead of last year with 19 deliveries compared with 16 the year before. The leader in this segment this year was Diamond with nine deliveries, up from four; followed by Piper with seven, up from five; and Beechcraft with three, down from seven.

IN CONCLUSION

piston market, so this year’s gain seems significant to me and is part of the evidence I would present in saying that recovery has begun. Of the 12 manufacturers reporting piston deliveries to GAMA in either this year or last, eight have improved results over last year while four are trailing.

Single Engine: The leader in this year’s sin-

gle-engine piston market is Cirrus, with 60 units, up from 51 last year. Second was Diamond, with 51 units, up sharply from the 30 reported last year. Cessna, which up until two years ago had dominated this segment for decades, was a distant third with 34 units, down from 37 last year and Piper was next with 21 units, up from 16 a year ago.

Airplane shipments1,2,6 by type: MANUFACTURED WORLDWIDE

The Business Aviation market has been hoping for, and expecting an upturn for several years now following the recession of 2008. Honeywell’s forecast has predicted that the upturn would begin in the 20142015 timeframe and it looks now like that is what is happening.

As Pete Bunce said, we may still have a long way to go, but this current GAMA report gives good evidence that the turnaround has begun and we should be well on the way to improving results through the remainder of this decade. All of us would agree that it’s about time!

❯ To view a full reproduction of GAMA’s First Quarter 2014 shipment report, see overleaf. ❯

Airplane shipments1,2,6 by type: MANUFACTURED IN U.S. ONLY 3

Q1

YTD

Q1

YTD

SINGLE-ENGINE PISTON

202

202

SINGLE-ENGINE PISTON

134

134

MULTI-ENGINE PISTON

19

19

MULTI-ENGINE PISTON

10

10

TOTAL PISTON AIRPLANES

221

221

TOTAL PISTON AIRPLANES

144

144

SINGLE-ENGINE TURBOPROPS

103

103

SINGLE-ENGINE TURBOPROPS

90

90

MULTI-ENGINE TURBOPROPS

22

22

MULTI-ENGINE TURBOPROPS

22

22

TOTAL TURBOPROP AIRPLANES

125

125

TOTAL TURBOPROP AIRPLANES

112

112

BUSINESS JETS

154

154

BUSINESS JETS

89

89

TOTAL TURBINE AIRPLANES

279

279

TOTAL TURBINE AIRPLANES

201

201

GRAND TOTAL

500

500

GRAND TOTAL

345

345

NOTES FOR THE ABOVE AND FOLLOWING TABLES: 1. A shipment occurs when a general aviation airplane is shipped from its production facility to a customer located anywhere in the world. 2. Shipments may include deliveries to a fractional operator owned by the company or to an aircraft dealer. 3. An aircraft is considered manufactured in the United States when produced under an FAA production approval and in Europe when under an EASA production approval. 4. Military airplane shipments are not included in shipment table totals. 5. Company billings are not reported.

Where available, GAMA estimates total billings using public information including B&CA Purchase Planning Handbook 2013. 6. CubCrafters CC11, Diamond Aircraft HK36 Motor Glider and Flight Design GmbH ASTM CT Series models are included in civil make-model shipment total, but not summary tables. This change is intended to properly capture all deliveries by the companies listed while maintaining a consistent baseline of shipments from previous years' reports. GAMA will further integrate CS-VLA and S-LSA aircraft into future shipment reports. 7. Airbus and Boeing twin aisle shipments will be identified in the report as opposed to in the footnotes going forward. GAMA, however, is not including the value of twin aisle airplane shipments in the calculation of billings. 8. Piaggio Aero does not provide quarterly data, but reports airplane deliveries to GAMA on an annual basis. 9. Textron Aviation was formed on March 14, 2014 and includes shipments by Beechcraft Corporation and Cessna Aircraft Company combined. 10. First quarter data includes 8 King Air, 1 Bonanza, 1 Baron, and 2 T-6 airplanes delivered by Textron Aviation.

Advertising Enquiries see Page 8

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WORLD AIRCRAFT SALES MAGAZINE – June 2014

97

GAMA JUNE2014_GAMA DEC05 19/05/2014 14:47 Page 4

GAMA FIRST QUARTER 2014 SHIPMENT REPORT

First Quarter Airplane Shipment Report 2014 MAKE & MODEL

Q1

YTD

MAKE & MODEL

Q1

AIRBUS7

TOTAL UNITS (BOMBARDIER)

43

ACJ318

0

0

TOTAL BILLINGS

ACJ319

1

1

CIRRUS AIRCRAFT

ACJ320

0

0

CIRRUS SR20

6

6

ACJ321

0

0

CIRRUS SR22

28

28

ACJ330

0

0

CIRRUS SR22T

26

26

TOTAL UNITS

1

1

TOTAL UNITS

60

60

$83,000,000

$83,000,000

TOTAL BILLINGS

$40,204,845

$40,204,845

TOTAL BILLINGS

7

YTD 43

$1,569,500,000

$1,569,500,000

CUBCRAFTERS6

AIR TRACTOR AT-401B

1

1

CC11-100 SPORT CUB S2

0

0

AT-402A

0

0

CC11-160 CARBON CUB SS

14

14

AT-402B

3

3

CC18-180 TOP CUB

0

0

AT-502A

0

0

TOTAL UNITS

14

14

AT-502B

18

18

TOTAL BILLINGS

$2,946,744

$2,946,744

AT-504

2

2

DASSAULT FALCON JET

AT-602

5

5

FALCON 900LX

1

1

AT-802

3

3

FALCON 2000LXS

2

2

13

FALCON 2000S

3

3

5

AT-802A

13

TOTAL UNITS

45

45

FALCON 7X

3

3

TOTAL BILLINGS

$21,449,673

$21,449,673

TOTAL UNITS

9

9

TOTAL BILLINGS

$363,800,000

$363,800,00

AMERICAN CHAMPION 7EC CHAMP

0

0

DIAMOND AIRCRAFT

6

7ECA AURORA

2

2

HK-36

0

0

7GCAA ADVENTURER

0

0

DV20

0

0

7GCBC CITABRIA EXPLORER

1

1

DA20-C1

3

3

48

48 9

8GCBC SCOUT

0

0

DA40 (ALL)

8KCAB SUPER DECATHLON

2

2

DA42 (ALL)

9

8KCAB EXTREME DECATHLON

3

3

TOTAL UNITS

60

60

TOTAL UNITS

8

8

TOTAL BILLINGS

$23,430,300

$23,430,300

TOTAL BILLINGS

$1,402,200

$1,402,200

ECLIPSE AEROSPACE, INC ECLIPSE 550

5

5

BBJ

0

0

TOTAL UNITS

5

5

BBJ 2

0

0

TOTAL BILLINGS

$14,475,000

$14,475,000

BBJ 3

0

0

EMBRAER

B787-8

2

2

PHENOM 100

3

3

B747-8

0

0

PHENOM 300

14

14

TOTAL UNITS

2

2

LEGACY 600/650

2

2

$0

$0

LINEAGE 1000/E190 HEAD OF STATE

1

1

SHUTTLES (ERJs & E-Jets)

0

0

BOEING BUSINESS JETS7

TOTAL BILLINGS

7

BOMBARDIER

5

LEARJET 70/75

6

6

TOTAL UNITS

20

LEARJET 60XR

0

0

TOTAL BILLINGS

$245,410,000

CHALLENGER 300

14

14

EXTRA AIRCRAFT

CHALLENGER 605

6

6

EA300

8

8

GLOBAL 5000/6000

17

17

TOTAL UNITS

8

8

CL850/870/890

0

0

TOTAL BILLINGS

$3,120,000

$3,120,000

98

WORLD AIRCRAFT SALES MAGAZINE – June 2014

www.AvBuyer.com

20 $245,410,000

Aircraft Index see Page 2

❯

AMJET_WAS_JUNE14_4FINAL_SAC_AUG04_ACF 5/19/14 9:33 AM Page 1

Amjet Aviation Company® +1 - 770 - 458 - 9600

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2010 Gulfstream G200

2008 Gulfstream G200

SN 240 1048 TTSN, Autothrottle, RAAS, Factory Warranty, Like New Condition

SN 202 1580 TTSN, Autothrottle, RAAS, 10 Pax Interior, Like New Condition

2008 Gulfstream G200

2007 Gulfstream G200

SN 184 475 TTSN, 9 Passenger Interior, Like New Condition

SN 180 1022 TTSN, 10 Passenger Interior, Jump Seat, Like New Condition

2011 Citation XLS+

2002 Falcon 2000

SN 560-6095 1280 TTSN, Remaining Factory Warranty, Like New!

SN 180 5960 TTSN, MSP, Fresh 2C Inspection, Fresh Ldg Gear OH, One Corporate Owner

1985 Falcon 50

2007 Gulfstream G150

SN 154 9100 TTSN, MSP, 3D Engine Upgrade, Excellent Paint & Interior

SN 239 Only 750 Total Time, Loaded, Paperless Cockpit, More!!!

ALSO AVAILABLE: 2003 Falcon 2000 • 1977 Lear 24E • 1985 Beechjet 400

GAMA JUNE2014_GAMA DEC05 19/05/2014 14:48 Page 5

GAMA FIRST QUARTER 2014 SHIPMENT REPORT MAKE & MODEL

Q1

FLIGHT DESIGN GmbH

YTD

MAKE & MODEL

6

Q1

YTD 4

QUEST AIRCRAFT COMPANY

ASTM CT SERIES

20

20

KODIAK 100

4

TOTAL UNITS

20

20

TOTAL UNITS

4

4

TOTAL BILLINGS

$2,313,940

$2,313,940

TOTAL BILLINGS

$7,100,000

$7,100,000

GA8 AIRVAN

9

9

TBM 900

5

5

TOTAL UNITS

9

9

TOTAL UNITS

5

5

TOTAL BILLINGS

$6,542,640

$6,542,640

TOTAL BILLINGS

$18,400,000

$18,400,000

GIPPSAERO PTY LTD

5

GULFSTREAM AEROSPACE

SOCATA

5

TEXTRON AVITATION

9

BEECHCRAFT CORP

10

GULFSTREAM G150/280

6

6

BONANZA G36

6

6

GULFSTREAM G450/550/650

33

33

BARON B58

3

3

TOTAL UNITS

39

39

KING AIR C90GTx

2

2

TOTAL BILLINGS

$2,054,400,000

$2,054,400,000

KING AIR 250

7

7

KING AIR 350i/ER

13

13

31

31

LIBERTY AEROSPACE XL2

0

0

TOTAL UNITS (BEECHCRAFT)

TOTAL UNITS

0

0

TEXTRON AVITATION 9 CESSNA AIRCRAFT

TOTAL BILLINGS

$0

$0

172R SKYHAWK

0

0

172S SKYHAWK SP

25

25

MAULE AIR, INC MX-7-180B

0

0

182T SKYLANE

0

0

M-7-260C

0

0

T182T TURBO SKYLANE

0

0

M-9-235

0

0

206H STATIONAIR

0

0

TOTAL UNITS

0

0

T206H TURBO STATIONAIR

6

6

TOTAL BILLINGS

$0

$0

400 CORVALIS TTx

3

3

208 CARAVAN 675

2

2

MOONEY AIRCRAFT M20R OVATION

0

0

208B GRAND CARAVAN/EX

22

22

M20TN ACCLAIM

0

0

510 CITATION MUSTANG

1

1

TOTAL UNITS

0

0

525 CITATION M2

11

11

TOTAL BILLINGS

$0

$0

525A CITATION CJ2+

1

1

525B CITATION CJ3

3

3

PAC 750XL

1

1

525C CITATION CJ4

6

6

TOTAL UNITS

1

1

560 CITATION XLS+

4

4

TOTAL BILLINGS

$1,830,000

$1,830,000

680 CITATION SOVEREIGN+

9

9

750 CITATION X

0

0

P.180 AVANTI II

N/A

N/A

TOTAL UNITS (CESSNA)

93

93

TOTAL UNITS

0

0

TOTAL UNITS (COMBINED)

124

124

TOTAL BILLINGS

$0

$0

TOTAL BILLINGS (COMBINED)

$584,395,915

$584,395,915

PC-6

0

0

S2R-T34

1

1

PC-12

7

7

S2RHG-T65

0

0

TOTAL UNITS

7

7

S2R-T660

0

0

TOTAL BILLINGS

$31,892,000

$31,892,000

S2R-G10

0

0

S2R-H80

11

11

PACIFIC AEROSPACE LTD

PIAGGIO AERO

8

PILATUS

THRUSH AIRCRAFT, INC.

PIPER AIRCRAFT, INC PA-28-161 WARRIOR III

0

0

TOTAL UNITS

12

12

PA-28-181 ARCHER III

11

11

TOTAL BILLINGS

$12,739,120

$12,739,120

PA-28R-201 ARROW

0

0

WACO AIRCRAFT COMPANY

PA-34-220T SENECA V

0

0

2T-1A-2

2

2

PA-44-180 SEMINOLE

7

7

YMF-5D

2

2

PA-46-350P MALIBU MIRAGE

6

6

TOTAL UNITS

4

4

PA-46R-350T MATRIX

4

4

TOTAL BILLINGS

$1,543,000

$1,543,000

PA-46-500TP MERIDIAN

6

6

TOTAL UNITS

34

34

TOTAL BILLINGS

$28,370,640

GRAND TOTAL CIVIL SHIPMENTS GRAND TOTAL AIRPLANE BILLINGS

500 $5,118,266,017

500 $5,118,266,017

100

WORLD AIRCRAFT SALES MAGAZINE – June 2014

$28,370,640

www.AvBuyer.com

Aircraft Index see Page 4

■

CAI_WAS_JUNE14_Layout 1 5/14/14 11:05 AM Page 1

CORPORATE AIRSEARCH INTERNATIONAL, INC.

2014 1983 –

PHONE: +1 (561) 433-3510 | www.caijets.com CAI has used over 30 years of experience to complete hundreds of corporate jet and turboprop aircraft transactions. We specialize in Single Engine Turboprops such as the TBM, Pilatus PC-12 and Piper Meridian, and Light Jets such as the Citation, Learjet and Phenom.

In addition, CAI is focused on providing our clients with the information they require to determine which Aircraft best meets their mission profile – avoiding costly mistakes. CAI also arranges Pilot Training, Insurance, and Financing. We invite you to give us a call.

J.P. HANLEY PRESIDENT, CAI

FOR MORE INFORMATION, PLEASE VISIT WWW.CAIJETS.COM, OR CONTACT J.P. HANLEY DIRECTLY ON HIS MOBILE AT +1.561.289.3355.

1998 CITATION JET 525

2008 PHENOM 100

S/N 239 Only 1,726 Hours TTSN, Engines on TAP Elite, TCAS 900BX, Garmin GMX200 MFD, XM Real Time Weather, and Fairchild A-100 CVR, RVSM Equipped, Excellent Paint and Interior (New January 2006), Maintained by Cessna in Greensboro, and on Cescom.

S/N 009 ONLY 600 HOURS TOTAL TIME SINCE NEW! Mint Condition. JSSI Engine Program, EEC Standard, Flight Docs, Weather Radar, XM Satellite Radio, DME, Premium Pax Door and more.

2008 TBM 850

2004 PZL M28 SKYTRUCK

Available for

PURCHASE OR LEASE

S/N 435 ONE OWNER AND ONLY 675 HOURS SINCE NEW! Garmin G1000 Full Glass Panel Flight Deck with Synthetic Vision, Owner will consider a LEASE/PURCHASE. Please contact us for further information.

S/N AJE-0305 No Runway? No Problem! Mfr by Polskie Zaklady Lotnicze Co. Ltd (PZL), a Sikorsky Company. Twin Turboprop Engs (P&W PT-6A-65B), Fixed Gear w/Steerable Nose Gear for Ops on Unpaved Airfields, Short Takeoffs & Landings (STOL).

1991 SOCATA TBM 700A

1997 PILATUS PC-12

S/N 003 Only Two Owners and 3,563 Hours TTSN, 483 Hours SMOH, Garmin 530/430, Sandel EHSI, Gear on Long Life Program, NEW Windshields and De-ice Boots Fitted March 2012, Gear Actuators Overhauled March 2012, Always Hangared, and No Damage History.

3,515 Hours TTSN, 10 Hours SMOH by P&W, Pilot side EFIS, Garmin 530/430, Honeywell KMD-850 MFD, Honeywell KGP-560 GPWS, Aircell ST-3100 Satellite Phone, Hangared, Eight Passenger Interior and No Damage HIstory.

J Hopkinson 2 June 21/05/2014 10:39 Page 1

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

follow us on twitter@HopkinsonAssoc

19 Sold 6 Remaining that Must Be Sold!

Cessna Citation Ultras AVIONICS Honeywell Primus 1000 3 - Tube EFIS Honeywell Primus GNS-XL FMS System

Honeywell MKVII EGPWS Honeywell TCAS II w/Change 7 L3 Cockpit Voice Recorder Global-Wulfsberg AFIS INTERIOR Seven Passenger Interior & Belted Lav Seat Aft Tailcone Baggage w/Ski Tube.

Zephyr Air Conditioning.

Recently refreshed Interior

EXTERIOR Recently completed Permaguard sealed Exterior MAINTENANCE Fresh Phase 1 - 5 completed by Landmark, Scottsdale Zero Engine Option

1441 Aviation Park NE, 2nd Floor, Box 560, Calgary, Alberta, T2E 8M7

Southern Cross June_Layout 1 20/05/2014 10:02 Page 1

GL GLOBALLY OBALL LY INTIMA INTIMATE. ATE. BROKERAGE | ACQUISITIONS | SALES | MANAGEMENT

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

Email:: acsales@scross.com Email acsa ales@scross.com w www.twitter.com/SCrossAviation ww.twitter.com/SCrossA Av viation w www.facebook.com/SCrossAviation ww.facebook.com/SCrossA Av viation

1988 Gulfstream GIV • s/n 1069 • N813PD

2003 Hawker 800XP • s/n 258622 • N850RG

Engines on RRCC • APU on MSP / Avionics on HAPP • Recent Excellent Cosmetics • Recent 72 / 24 Month Inspections • WIFI • Satellite TV • 2 Owners Since New Ready for immediate Delivery

Engines and APU on MSP • Pro Line 21 • Winglets • New Paint 2012 • 2,950 TT • 48 Month c/w 2012 at HB • Motivated Seller

2013 Phenom 100 • s/n 500-00295 • N100RY

2009 Premier 1A • s/n RB-261 • N199BP

Only 45 hours SNEW • Airframe Enrolled in EEC • Engines on ESP • TCAS-I • SVS • Loaded w/Options

Only 750 TT • 640 TC • Engines on TAP Elite • New Paint and Interior 2011 • One Owner since new • No damage • Replacement aircraft in service • All offers considered

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

1982 Falcon 20-5F • s/n 444 • LV-BIY

Only 930 TT • 680 TC • Pro Line 21 • No damage • JAR OPS equipped • Replacement aircraft already in service

12,000 TT • Engines on MSP Gold • Fresh 2C Check • Gear OH in Progress • Excellent Cosmetics • Turn Key Aircraft available in Ft. Lauderdale

1999 Lear 45BR • s/n 45-039 • N45FE

2000 Eurocopter EC-120 • s/n 1121

5550 TT • NDH • -BR engines on MSP • Dual UNS-1C FMS

1030TT • 12 year Inspection c/w 2012 by Eurocopter • Well Equipped • Private Use Only

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

1992 Lear 35A, sn 674: 7900 TT/ 6,000 TC, engines on MSP Gold, fresh 3000 Cycle and Landing Gear Inspections, TR’s, Cargo Door, UNS1B FMS, TCAS I, RVSM, no damage complete records.

FT FT.. LA LAUDERDALE UDERDALE

ALSO AVAILABLE: 2000 King Air 350, sn FL-277: 3500 TT, HBS maintained since new, Motivate Owner.

CHARL CHARLOTTE OTTE

SÃO S Ã PAULO ÃO PAULO

L LONDON ONDON O

1120 NW 51s 51stt C Court ourt F Ft. t. Lauder Lauderdale, dale, FL 33309 US USA A

17718 King’s Poin Pointt Dr Dr., r., S Ste. te. A Cornelius, Cornelius, NC 28031 USA USA

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 0F 0FQ FQ - United King Kingdom dom

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

Tel: T el: e +1 (704) 990-7090 F Fax: ax: +1 (704) 990-7094

Tel: T el: e : +55 (11) 3588-0311

Tel: T e el: +44 (1234) 817-770

(Invoicing/Contracting Address) (In voicing/Contracting A ddress)

OFFICES OFFICES WORLDWIDE WORLDWIDE

ACSpecs IntroJune14_AC Specs Intronov06 21/05/2014 13:40 Page 1

AIRCRAFT SPECIFICATIONS: MEDIUM JETS

JULY ISSUE: 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 Medium Jets – appears opposite, to be followed by Entry Level & Light Jets next month.

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

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

T

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

104

WORLD AIRCRAFT SALES MAGAZINE – June 2014

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-

www.AvBuyer.com

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 HA WK ER BE 75 EC 0 HC RA FT HA WK ER BE 80 EC 0 HC RA FT HA WK ER BE 80 EC 0X HC P RA FT HA WK ER BE 80 EC 0X HC Pi RA FT HA WK ER BE 80 EC 0X HC PR RA FT HA WK ER 85 BE 0X EC HC P RA FT HA WK ER BE 90 EC 0X HC P RA FT HA WK ER BE 10 EC 00 HC RA FT HA WK ER 40 00

AircraftPer&SpecJune14_PerfspecDecember06 21/05/2014 14:31 Page 1

MEDIUM JETS $3,067.86

$3,092.94

$3,126.29

$3,117.29

$2,765.98

$3,137.79

$2,826.23

$3,068.30

$3,626.76

CABIN HEIGHT FT.

5.75

5.75

5.75

5.75

5.75

5.75

5.75

5.75

6

CABIN WIDTH FT.

6

6

6

6

6

6

6

6

6.46

CABIN LENGTH FT.

21.3

21.3

21.3

21.3

21.3

21.3

21.3

24.4

25

CABIN VOLUME CU.FT.

551

551

551

551

551

551

551

634

746

DOOR HEIGHT FT.

4.3

4.3

4.3

4.3

4.3

4.3

4.3

4.25

6

DOOR WIDTH FT.

2.25

2.25

2.25

2.25

2.25

2.25

2.25

2.25

2.5

BAGGAGE VOL. INT. CU.FT.

47

48

48

49

50

50

50

50

114

BAGGAGE VOL. EXT. CU.FT.

32

-

-

-

-

-

-

22

-

CREW #

2

2

2

2

2

2

2

2

2

SEATS - EXECUTIVE #

8

8

8

8

8

8

8

8

8

MTOW LBS

27000

27400

28000

28000

28000

28000

28000

31100

39500

MLW LBS

23350

23350

23350

23350

23350

23350

23350

25000

33500

B.O.W. W/CREW LBS

16250

16000

16250

16250

16500

16330

16500

18150

23700

USEABLE FUEL LBS

8500

10000

10000

10000

10000

10000

10000

11440

14600

PAYLOAD WITH FULL FUEL LBS

2200

1520

1750

1750

1620

1790

1620

1510

1400

MAX. PAYLOAD LBS

2200

2000

2050

2050

1950

2120

1950

2150

2300

RANGE - SEATS FULL N.M.

2050

2390

2470

2470

2733

2525

2733

2970

3283

MAX. RANGE N.M.

2200

2570

2620

2620

2929

2710

2929

3150

3100

BALANCED FIELD LENGTH FT.

4900

6300

5640

5640

5258

5641

5258

6000

5459

LANDING DIST. (FACTORED) FT.

3803

3787

3803

3803

3805

3810

3805

3917

4373

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

3500

3500

3415

3415

3415

3415

3415

3577

-

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

530

532

470

470

570

470

570

797

880

MAX. CRUISE SPEED KTAS

447

442

449

449

452

452

452

470

489

NORMAL CRUISE SPEED KTAS

430

429

430

430

430

430

430

440

470

L/RANGE CRUISE SPEED KTAS

402

389

402

402

402

402

402

400

447

2

2

2

2

2

2

2

2

2

PW305B

PW308A

VARIABLE COST PER HOUR $

ENGINES # ENGINE MODEL

TFE 731-5BR TFE 731-5R TFE 731-5BR TFE 731-5BR TFE 731-50R TFE 731-5BR TFE 731-50R

❯

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

Advertising Enquiries see Page 8

www.AvBuyer.com

WORLD AIRCRAFT SALES MAGAZINE – June 2014

105

AIRCRAFT SPECIFICATIONS

BO MB AR DIE RL EA RJE T4 BO 0 MB AR DIE RL EA RJE T4 0X BO R MB AR DIE RL EA RJE T4 BO 5 MB AR DIE RL EA RJE T4 5X BO R MB AR DIE RL EA RJE T6 0 BO MB AR DIE RL EA RJE T6 0X BO R MB AR DIE RL EA RJE T7 0 BO MB AR DIE RL EA RJE T7 5

AircraftPer&SpecJune14_PerfspecDecember06 21/05/2014 14:32 Page 2

MEDIUM JETS $2,303.50

$2,382.84

$2,337.90

$2,450.21

$2,671.08

$2,533.91

$2,415.09

$2,437.05

CABIN HEIGHT FT.

4.92

4.92

4.92

4.92

5.71

5.71

4.92

4.92

CABIN WIDTH FT.

5.12

5.12

5.12

5.12

5.92

5.92

5.12

5.12

CABIN LENGTH FT.

17.67

17.67

19.75

19.75

17.67

17.67

17.67

19.75

CABIN VOLUME CU.FT.

369

369

415

415

447

447

369

415

DOOR HEIGHT FT.

4.8

4.8

4.8

4.8

5.3

5.3

4.8

4.8

DOOR WIDTH FT.

2.5

2.5

2.5

2.5

2

2

2.5

2.5

BAGGAGE VOL. INT. CU.FT.

15

15

15

15

24

24

15

15

BAGGAGE VOL. EXT. CU.FT.

50

50

50

50

24

24

50

50

CREW #

2

2

2

2

2

2

2

2

SEATS - EXECUTIVE #

6

6

8

8

7

7

6

8

MTOW LBS

20350

21000

20500

21500

23500

23500

21000

21500

MLW LBS

19200

19200

19200

19200

19500

19500

19200

19200

B.O.W. W/CREW LBS

13718

13949

13890

14125

14772

14896

13715

13890

USEABLE FUEL LBS

5375

6062

6062

6062

7910

7910

6062

6062

PAYLOAD WITH FULL FUEL LBS

1507

1239

798

1563

1068

944

1473

1798

MAX. PAYLOAD LBS

2282

2051

2110

1875

2228

2104

2285

2110

RANGE - SEATS FULL N.M.

1573

1778

1423

1685

2186

2044

1873

1805

MAX. RANGE N.M.

1707

1960

1968

1937

2418

2398

2000

1976

BALANCED FIELD LENGTH FT.

4330

4680

4350

5040

5450

5450

4230

4440

LANDING DIST. (FACTORED) FT.

4033

4060

4063

4105

5208

5317

4060

4105

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

2820

2820

2800

2630

4500

4500

-

-

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

710

394

590

589

714

718

-

-

MAX. CRUISE SPEED KTAS

465

465

465

465

465

465

465

465

NORMAL CRUISE SPEED KTAS

436

436

436

436

436

436

436

436

L/RANGE CRUISE SPEED KTAS

428

432

416

432

423

423

432

432

2

2

2

2

2

2

2

2

PW305A

PW305A

VARIABLE COST PER HOUR $

ENGINES # ENGINE MODEL

TFE 731-20AR TFE 731-20BR TFE 731-20AR TFE 731-20BR

TFE 731-40BR TFE 731-40BR

❯

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

106

WORLD AIRCRAFT SALES MAGAZINE – June 2014

www.AvBuyer.com

Aircraft Index see Page 4

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AIRCRAFT SPECIFICATIONS

BO MB AR DIE RC HA LLE NG BO ER MB 30 AR 0 DIE RC HA LLE NG ER CE SSN 35 0 AC ITA TIO NV I CE SSN AC ITA TIO NV II CE SSN AC ITA TIO NE XC EL CE SSN AC ITA TIO NX LS CE SSN AC ITA TIO NX LS+ CIT ATI ON SO VE REI GN

AircraftPer&SpecJune14_PerfspecDecember06 21/05/2014 14:33 Page 3

MEDIUM JETS $3,200.45

$3,243.52

$3,309.51

$3,371.62

$2,590.16

$2,507.44

$2,474.80

$2,983.72

CABIN HEIGHT FT.

6.08

6.08

5.7

5.7

5.7

5.7

5.7

5.7

CABIN WIDTH FT.

7.17

7.17

5.5

5.5

5.5

5.5

5.5

5.5

CABIN LENGTH FT.

28.6

28.6

18.4

18.4

18.5

18.5

18.5

25.25

CABIN VOLUME CU.FT.

930

930

422

422

422

422

422

571

DOOR HEIGHT FT.

6.22

6.22

5

5

4.54

4.5

4.5

4.58

DOOR WIDTH FT.

2.5

2.5

2

2

2

2

2

2.5

BAGGAGE VOL. INT. CU.FT.

106

106

-

-

10

10

10

35

BAGGAGE VOL. EXT. CU.FT.

-

-

61

54

80

80

80

100

CREW #

2

2

2

2

2

2

2

2

SEATS - EXECUTIVE #

8

8

7

7

7

8

8

9

MTOW LBS

38850

40600

22000

23000

20000

20200

20200

30300

MLW LBS

33750

34150

20000

20000

18700

18700

18700

27100

B.O.W. W/CREW LBS

23850

24800

13800

14250

12500

12800

12800

18150

USEABLE FUEL LBS

14045

14150

7329

7330

6740

6740

6740

11223

PAYLOAD WITH FULL FUEL LBS

1105

1800

1071

1620

960

860

860

1177

MAX. PAYLOAD LBS

3350

3400

1600

2250

2500

2300

2300

2650

RANGE - SEATS FULL N.M.

3065

3200

1770

1693

1449

1539

1528

2620

MAX. RANGE N.M.

3340

3600

2000

1824

1839

1989

1976

3010

BALANCED FIELD LENGTH FT.

4810

4853

5630

5170

4060

3910

3910

3810

LANDING DIST. (FACTORED) FT.

3833

3850

4208

4500

4917

4738

4738

3867

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

4240

-

3699

4315

3790

3500

3500

4016

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

474

-

805

510

699

800

800

1237

MAX. CRUISE SPEED KTAS

470

470

427

452

433

433

440

459

NORMAL CRUISE SPEED KTAS

459

459

427

452

433

433

440

459

L/RANGE CRUISE SPEED KTAS

459

459

418

417

373

373

373

388

2

2

2

2

2

2

2

2

HTF 7000

HTF 7350

TFE 731-3B

TFE 731-4R-2

PW545A

PW545B

PW545C

PW306C

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.

108

WORLD AIRCRAFT SALES MAGAZINE – June 2014

www.AvBuyer.com

Aircraft Index see Page 4

Jetnet June_Layout 1 20/05/2014 10:24 Page 1

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AIRCRAFT SPECIFICATIONS

CE SSN AC ITA TIO NS OV ER CE EIG SSN N+ AC ITA TIO NX CE SSN AC ITA TIO NX + DA SSA UL TF AL CO N5 0 DA SSA UL TF AL CO N5 0E X GU LFS TRE AM G1 00 GU LFS TRE AM G1 50 IAI AS TRA SP

AircraftPer&SpecJune14_PerfspecDecember06 21/05/2014 14:34 Page 4

MEDIUM JETS $2,894.45

$3,953.99

$4,041.33

$4,444.65

$3,907.76

$2,626.51

$2,481.15

$2,796.41

CABIN HEIGHT FT.

5.7

5.7

5.7

5.8

5.9

5.6

5.75

5.6

CABIN WIDTH FT.

5.5

5.5

5.5

6.1

6.1

4.75

5.75

4.75

CABIN LENGTH FT.

25.25

23.92

25.2

23.5

23.5

17.1

17.7

17.1

CABIN VOLUME CU.FT.

585

538

538

569

569

215

521

304

DOOR HEIGHT FT.

4.58

4.5

4.5

5

5

4.3

4.33

4.3

DOOR WIDTH FT.

2.5

2.1

2.1

2.6

2.6

2.08

2.1

2.08

BAGGAGE VOL. INT. CU.FT.

35

-

-

25

25

9

25

9

BAGGAGE VOL. EXT. CU.FT.

100

82

82

90

90

55

55

55

CREW #

2

2

2

2

2

2

2

2

SEATS - EXECUTIVE #

9

8

8

9

9

7

7

7

MTOW LBS

30755

36100

36600

38320

39700

24650

26100

24650

MLW LBS

27575

31800

32000

35715

35715

20700

21700

20700

B.O.W. W/CREW LBS

18400

22025

22464

22000

22250

14365

15100

13400

USEABLE FUEL LBS

11348

12931

12931

15520

15520

9365

10300

9345

PAYLOAD WITH FULL FUEL LBS

1277

1444

1505

1280

2130

920

850

2055

MAX. PAYLOAD LBS

2600

2375

2514

3570

3320

2635

2400

3600

RANGE - SEATS FULL N.M.

2773

2890

3229

3057

3223

2550

2760

2330

MAX. RANGE N.M.

3163

3125

3380

3200

3388

2910

3130

2780

BALANCED FIELD LENGTH FT.

3820

5480

5320

5000

5000

6000

5640

6400

LANDING DIST. (FACTORED) FT.

3917

4693

4702

3500

3500

4362

4050

4362

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

-

3650

3650

3430

3515

3400

3340

3700

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

-

1120

1120

601

671

493

606

1010

MAX. CRUISE SPEED KTAS

459

525

527

480

480

474

470

460

NORMAL CRUISE SPEED KTAS

459

525

527

431

459

459

459

448

L/RANGE CRUISE SPEED KTAS

-

470

470

410

430

430

430

414

ENGINES #

2

2

2

3

3

2

2

2

PW306D

AE 3007C1

AE 3007C2

TFE 731-3-1C

TFE 731-40

TFE 731-40R

TFE 731-40AR

TFE 731-3C

VARIABLE COST PER HOUR $

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.

110

WORLD AIRCRAFT SALES MAGAZINE – June 2014

www.AvBuyer.com

Aircraft Index see Page 4

AIC Title June_Layout 1 20/05/2014 10:25 Page 1

JMesinger May14_JMesingerNov06 19/05/2014 11:26 Page 1

THE AVIATION LEADERSHIP ROUNDTABLE

It’s Time to Look for the Best Airplane ‘For Sale’ (...and pay more for it) ince 2008 we have been so focused on buying a cheap airplane cheap (as opposed to buying a great airplane cheap) that it could easily elude us that we are at that point of a recovery and should be thinking about paying slightly more for the perfect airplane if it fits our needs well.

I am not suggesting that prices are going to start to rise imminently; in most cases prices are still slipping. I am suggesting that if you are on the hunt for an airplane and find one that is configured, modified and cosmetically just the way you want it you would be wise to consider its value, and not miss out on it for the sake of a few extra dollars.

As an example, imagine that you need a 16-seat interior, and most of the market offerings you see have 12 seats - then you find a sample with the perfect configuration. Buy it!

To make the needed modifications to reconfigure one of the 12-seat offerings as a 16seater could cost upwards of one million dollars. If you can find one readily configured, and you can buy it for some percentage below the additional one million dollars required to reconfigure another model, then pay it.

Of course, the correct configuration is just a part of the due diligence needed for the purchase of a great value airplane, but it is a significant start. Similar logic applies to the avionics that may already be installed in one of the aircraft you’re considering. If you could pay 50-70 per cent of the cost that you would have to pay retail for installation of those avionics in another model, the smarter buy would be to pay slightly more for the airplane ready-equipped than buying the unequipped one cheaper, but then purchase the avionics modification additionally.

There is always an airplane on the market in every category that shines. Especially if it has a combination of extras and value-adds.

For instance, let’s say it is the lowest-time one ‘For Sale’ and this model also has exceptional cosmetics, more cockpit mods than the competition and a terrific pedigree and excel-

S

112

WORLD AIRCRAFT SALES MAGAZINE – June 2014

lent logs and records. Let’s imagine that this combination of items just happens to be exactly what you are shopping for. Then it is time to really be smart about the value of this combination of items.

In the very recent past you would lump all these benefits together and still compare the price offered to the last sale or two that was transacted within the category, and you would also look at the dropping price trends.

This would lead you to not take into consideration the real benefits that the aircraft has to offer. Indeed, depending on the circumstances of the seller, you might have bought the airplane without any consideration of the benefits. That was in a strictly price-driven market…

I have been reporting lately on the look and feel of a recovery. I always say that one of the first things to happen is the differentiation between buying a cheap airplane cheap, and getting a great airplane cheap. Next comes the phenomenon I am describing here: the price advantage for the great airplane, as well as the timing advantage of selling one of these exceptional airplanes as a stand-out against the backdrop of the mediocre airplanes.

Of course, no single exceptional plane will pull a market out of a slump - and trends may still be down - but I do think the time has arrived that the exceptional airplane should begin to be judged in a different light.

Taking an airplane apart metaphorically into its constituent parts, valuing those parts, then putting it back together again will help you to not lose the perfect airplane.

On the other hand, if the airplane has things you don’t need, then I am not suggesting you jump in and buy it, paying more than you need to. This logic should only be applied when that perfect combination becomes available, just when you are looking to purchase.

The above logic is especially important when you are buying a legacy edition of an airplane – such as a Gulfstream GV, Falcon 2000, Challenger 604 or Falcon 900 series.

They may not be the current production aircraft, and obtaining lending may be more www.AvBuyer.com

problematic than for a newer, inproduction airplane, but it is often within this group of aircraft that the real gems can be found. For example, in the 604 market in January of 2013 there were 66 Challenger 604s listed for sale and

by April 2014 that number had shrunk to 35, of which 13 were listed as having a deal pending. You will find similar fleet phenomena in the Falcon 2000 markets and others. If you look at what has sold it is the great airplanes selling cheap, not the mediocre ones selling cheap.

What comes next is that as new airplanes are listed ‘For Sale’ in a thinner market, the sellers will seek to build the benefits of their particular airplane rather than first just try to build price as the only motivator to a buyer.

Let me conclude with a caution about trying to add too much value in price to the benefits. This needs to be done in baby steps.

If you try to add one million dollars in benefits to the aircraft, as a seller you will lose the value-add to the buyer. It is not too early in our recovery to sell benefits and expect to get some percentage higher than the airplane that cannot boast that difference. But this new phase to the recovery is still at a relatively delicate stage. ❯ Jay Mesinger is the CEO and Founder of Mesinger Jet Sales. Jay serves on the Jet Aviation Customer and Airbus Corporate Jets Business Aviation Advisory Boards (BAAB). 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

Static Display of Aircraft, Exhibits and Education Sessions – One Day Only, In Your Backyard!

ATTEND NBAA’S 2014 REGIONAL FORUMS June 26 | Van Nuys, CA September 18 | Dallas, TX

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JetNet June14_PAMA interview November06 19/05/2014 15:51 Page 1

JETNET >>KNOW MORE

1Q 2014 Pre-Owned

Business Jet Market Trends

by Michael Chase & Marj Rose s we look back on the first quarter of 2014 we see some positive signs that the Business Aviation industry continues to recover and move in the right direction.

Most interestingly, we saw a reduction in business jets ‘For Sale’ - down to 12.1%, a full percentage point below last year’s number of 13.1% of the fleet.

Business jet pre-owned sales transactions increased 3.1%, and also took less time to sell (73 days less on average) compared to the same period for 2013. All of this is good news and is represented in Table A. When we compare the month of March for the past 10 years from 2005 to 2014, we made some interesting observations, noted below and referenced in Table B. • The in-operation fleet has increased by 6,711 business jets, from 12,909 in March 2005 to 19,620 in March 2014.

• The ‘For Sale’ number hit a record high in March 2009 at 2,857, from a low point of 1,616 in March 2007. Note the current March 2014 ‘For Sale’ level is at 2,369 and has been slowly declining since 2009 – but is still well above the 1,762 mark in 2008 before the recession hit.

• The Fleet Percentage ‘For Sale’ is at 12.1%, the third lowest level since 2005. This has been declining yearly since the 2009 highpoint of 17.4%. This percentage decline is more a result of higher numbers of inoperation business jets than a change in the ‘For Sale’ inventory levels, which remain historically-high.

• The Year-Over-Year percentage points (12.1%, March 2014 - 13.1%, March 2013 = -1.0 pt.) have been negative over the past five years, and have averaged a -1.1 pt. decline each year. ❯

A

Advertising Enquiries see Page 8

TABLE A

Pre-owned Business Jets: 2014 versus 2013 March

Fleet ln Operat ion

2014

2013

Change

%

1 9 ,6 2 0

19,036

584

3.1% -5.0%

For Sale

2 ,3 6 9

2 ,4 9 4

-125

% For Sale

1 2 .1 %

1 3 .1 %

(-1.0) pt

2014

2013

Change

%

560

543

17

3.1%

January to March

Fleet Full Sale Transactions Average Days on Market Avg. Asking Prices -$USD M

327

400

-73

-18.3%

$3.893

$4.405

-$0.512

-11.6%

Source: JETNET

TABLE B – MARCH COMPARISON, 20 05-2014

TABLE B - MARCH COMPARISON, 2005-2014

Month March March March March March March March March March March

Year In-Operation Fleet For Sale % For Sale Yr/Yr % Pts. Change 2014 19,620 2,369 12.10% (-1.0 pt.)

2013 19,036 2,494 13.10% (-0.7 pt.)

2012 18,590 2,559 13.80% (-0.6 pt.)

2011 18,031 2,603 14.40% (-1.2 pts.)

2010 17,280 2,696 15.60% (-1.8 pts.)

2009 16,480 2,857 17.40% 5.9 pts.

2008 15,378 1,762 11.50% .2 pt.

2007 14,297 1,616 11.30% (-1.1 pts.)

2006 13,526 1,676 12.40% (-0.6 pt.)

2005 12,909 1,678 13.00% n.c.

Source: JETNET

www.AvBuyer.com

WORLD AIRCRAFT SALES MAGAZINE – June 2014

115

JetNet June14_PAMA interview November06 21/05/2014 13:49 Page 2

JETNET >>KNOW MORE

TABLE C - TRANSACTIONS BY WEIGHT PRE OWNED RETAIL SALES TRANSACTIONS Weight Class

1Q 2014

1Q 2013

Diff.

%

Heavy

168

150

18

12.0%

Medium

163

158

5

3.2%

Light

196

202

-6

-3.0%

33

33

0

0.0%

560

543

17

3.1%

VLJ Total

Heavy >35,001 lbs Medium 20,001 to 35,000 lbs Light 10,001 to 20,000 lbs VLJ <10,000 lbs

Source: JETNET

CHART A - HOW DID THE 1Q 2014 COMPARE TO PREVIOUS YEARS? How did the 1 Quarter compare previous years?

PRE-OWNED FULL2014 RETAIL SALE to TRANSACTIONS Pre-owned Full Retail Sale Transactions Pre-owned Business Jets 560

543 546

Quarter over Quarter (Q/Q) % Change 502

497

1Q'14/1Q'13

413

3.1%

1Q'13/1Q'12

296

-0.1%

1Q'12/1Q'11

9.9%

1Q'11/1Q'10

20.3%

1Q'10/1Q'09

39.5%

1Q'09/1Q'08

-41.0%

1Q'08/1Q'07

1st Q 1st Q 1st Q 1st Q 1st Q 1st Q 1st Q 2014 2013 2012 2011 2010 2009 2008

1.0%

CHART B - PRE-OWNED BUSINESS JETS Retail Sale Transac ons vs. Average Asking Price January 2004 to March 2014 12 Month Moving Trends $7.00

3,000.0

$6.65m

$6.75

2,800.0

$6.50 $6.25

2,400.0

2,343

2,246

$6.00 $5.75

2,200.0

$5.50 $5.25

2,000.0

$5.00 1,800.0

$4.95

$4.75

Avg Asking Prices $mil.

Retail Sale Transactions

2,600.0

$4.50

1,600.0

$4.25

$4.43m

$4.27m

1,400.0

$4.00

1,405

$3.75

1,200.0

12-Month Moving Total Retail Sale Transactions 1,000.0

$3.50

12-Month Moving Average Asking Price

$3.25

800.0

$3.00

2004

2005

2006

2007

2008

2009

2010

2011

Year

2012

2013

Mar '14

Source: JETNET; Analysis & Presentation by Chase & Associates

116

WORLD AIRCRAFT SALES MAGAZINE – June 2014

www.AvBuyer.com

The -1.0 percentage point decrease in the business jet inventory is still a solid improvement over the prior two years, at –0.7% and -0.6% respectively. These results demonstrate fairly solid progress toward recovery in the business jet segment since the recession of 2008-2009. However, we are still observing a ‘buyers’ market’, with ample levels of business jets ‘For Sale’.

BUSINESS JET WEIGHT CLASSIFICATIONS Most of us have read about how new deliveries for the Large Cabin (Heavy) business jet segment, especially the new Gulfstream G650, continue to grow with little sign of recession setbacks. So what about the preowned side of that segment? Table C illustrates a comparison of the Pre-owned Business Jet transactions 1Q 2014 to 1Q 2013 results. You can see the 12% increase for the Heavy category in Full Sale transactions is substantially higher than the other categories with the Light Jets reporting a negative 3%.

FULL RETAIL SALE TRANSACTIONS Chart A shows 1Q comparisons of PreOwned retail transactions since 2008. It is interesting that the 1Q Pre-Owned retail transactions have been above the 2008 level for the last three years, and that 2014 is showing the best results seen since 2008.

RETAIL SALE TRANSACTIONS VS AVERAGE ASK PRICE Chart B shows the Average Pre-Owned Asking Price along with Retail Sale Transactions on 12-month moving total trend lines from January 2004 to March 2014. In January 2011 the 12-month moving trend lines met for the first time since June 2008. After a brief recovery in Q2 2011, the Average Asking Price continued a sharp decline to a low-point of $4.43m, which was a big concern to sellers. Then in 2Q 2013, the average prices increased again from approximately $4.5m to $5.0m. This has remained at the same level for the past nine months.

Nevertheless, there remains a gap between the two trend lines.

As mentioned above, this is still a buyer’s market, with ample inventory of most business jets at near-low average asking prices.

BUSINESS JETS FULL RETAIL SALE TRANSACTIONS: BY MAKE Table D illustrates a comparison of the Top 10 Pre-owned Business Jet transactions by Make, comparing results for 1Q 2014 with 1Q 2013. Cessna and Falcon (highlighted) showed the largest decrease in the comparison of the aircraft with more than 50 transactions during 1Q 2013.

Aircraft Index see Page 4

JetNet June14_PAMA interview November06 19/05/2014 16:04 Page 3

JETNET >>KNOW MORE BUSINESS JETS FULL RETAIL SALE TRANSACTIONS: BY MODEL Table E illustrates a comparison of the Top 10 Pre-owned Business Jet transactions by Model comparing results for 1Q 2014 with 1Q 2013.

Four models (Learjet 35A, Citation Bravo, Gulfstream G200 and GIV-SP (highlighted) showed the largest increase, more than doubling the number of transactions in the comparison.

US GDP Real gross domestic product (GDP) is the output of goods and services produced by labor and property located in the United States. This increased at an annual rate of 0.1 percent in 1Q 2014 (that is, from 4Q 2013 to 1Q 2014), according to the ‘advance’ estimate released by the Bureau of Economic Analysis (BEA).

The BEA report shows that the US GDP is below the 3.0 percent growth mark (typically the point at which Business Aviation does well). The “advance” estimate of the US GDP release showed the economy grew for the 19th straight quarter.

SUMMARY We all have high hopes that 2014 will be the year of recovery. From the Pre-Owned business jet market view, we are certainly on an upward path with 1Q 2014 results. In addition, the GAMA Shipment Report for 1Q 2014 showed New Business Jet shipments increased to 154 from 129 in 1Q 2013 - a strong increase of 19.4% (see page 94 of this issue for an indepth analysis and full listing of the GAMA numbers).

Both New and Pre-Owned business jet markets are off to a very good start. However, the US GDP is a little concerning, even if we can pass it off as part of the consequence of the Polar Vortex that most Americans experienced during the first quarter. Our outlook remains optimistic and we will continue to report the results as the year continues to unfold. ❯ For more information: • Michael Chase is president of Chase & Associates, and can be contacted at 1628 Snowmass Place, Lewisville, TX 75077; Tel: 214-226-9882; Web: www.mdchase.com • Marj Rose is president of MarketLift, Inc. and can be contacted at P.O. Box 595036 Dallas, TX 75359; Mob: 214-862-8992, Web: www.market-lift.com • JETNET can be contacted at 101 First Street, Utica, NY 13501; Tel: 800-400-2298; Web: www.jetnet.com * You can follow JETNET on Twitter at www.twitter.com /JETNETLLC Advertising Enquiries see Page 8

TABLE D - FULL RETAIL SALE TRANSACTIONS BY MAKE Top 10 Pre-Owned Business Jets (Full Retail Sale Transactions) Rank

Make

1Q 2014

1Q 2013

Change

%

1

CITATI ON

181

194

-13

-6.7%

2

LEARJET

75

60

15

25.0%

3

HAWKER

68

61

7

11.5%

=

GULFSTREAM

68

57

11

19.3%

4

FALCON

47

53

-6

-11.3%

5

CHALLENGER

42

37

5

13.5%

6

BEECHJET

14

16

-2

-12.5%

=

ECLI PSE

14

9

5

55.6%

7

EMBRAER

11

13

-2

-15.4%

8

ASTRA

10

3

7

233.3%

9

GLOBAL

9

9

0

0.0%

10

WESTWI ND

8

15

-7

-46.7%

Source: JETNET

TABLE E - FULL RETAIL SALE TRANSACTIONS: BY MODEL Top 10 Pre-Owned Business Jets (Full Retail Sale Transactions) Rank

Model

1Q 2014

1Q 2013

1

Hawker 800XP

22

2

Citation II

20

3

Learjet 35A

Change

%

19

3

15.8%

21

-1

-4.8%

19

8

11

137.5% -11.1%

4

Mustang

16

18

-2

5

Citation Bravo

15

5

10

200%

=

Citation Excel

15

8

7

87.5%

6

Eclipse 500

14

9

5

55.6%

7

Challenger 300

13

8

5

62.5%

=

Citation 525

13

12

1

8.3%

=

Gulfstream 200

13

2

11

550%

8

Hawker 400A

12

16

-4

-25%

9

Hawker 400XP

11

10

1

10%

10

Learjet 45

10

10

-

-

=

Learjet 45XR

10

6

4

66.7%

=

Hawker 800A

10

8

2

25%

=

Gulfstream 550

10

7

3

42.9%

=

Gulfstream III

10

8

2

25%

=

GIV-SP

10

5

5

100%

=

Citation I/SP

10

15

-5

-33.3%

Source: JETNET

The world’s finest Business Jets, Turboprops & Helicopters For Sale at

www.AvBuyer.com www.AvBuyer.com

WORLD AIRCRAFT SALES MAGAZINE – June 2014

117

MarketIndicators June14_Layout 1 21/05/2014 13:43 Page 1

Market Indicators Used business jet prices saw their strongest month-over-month gain in more than a year last month, according to J.P. Morgan’s North America Equity Research.

Statistics released in the company’s April Business Jet Monthly report reveal a 1.9 percent rise in used business jet prices - only the second sequential increase since the start of last year and a trend the company views as an indicator that stronger new jet demand is approaching.

While it is only one data point, the 1.9% m/m increase in used prices was the strongest in over a year and only the second sequential increase greater than 1% since the start of 2013.

Increasing flight operations and declining inventory have pointed toward a firming market since mid-2013, but persistently weak used pricing has been a reason for caution, and JP Morgan views an upward turn here as a meaningful indicator that stronger new jet demand is approaching. Some of this increase was due to mix, however, as there is a larger number of G550s for sale. JP Morgan also cautions that there have been false starts in the recent past, and will watch for further progress.

Nevertheless, at its investor event last month, Bombardier indicated that activity in the US is picking up a bit, particularly for mid-size aircraft, which is a more bullish assessment than last year when the company’s characterization of demand as weak proved accurate. Will Cessna and Embraer either reinforce this assessment or offer a more cautious one? JP Morgan also sees GD Aerospace (primarily Gulfstream) operating margin as a key data point in Q1, and believes it could be a source of EPS upside for the year.

Guidance calls for 17% this year, down a bit from the 17.4% generated last year that exceeded initial guidance by ~200 bps.

Inventory ‘For Sale’ Aircraft ‘for sale’ were 8.9% of the in-production fleet, flat since January. Declines in Light and Heavy jet inventory were offset by an increase in Medium jet inventory. Estimated “toddler and pre-K” inventory (0-5 year-old aircraft for sale) picked up 30 bps to 5.8%, although it is still down 190 bps y/y and below the long term average of 6.6%.

As noted above, the average asking price increased 1.9% m/m in March. While this is a solid data point, pricing was still down 9.6% on a y/y basis. Heavy jets, especially at Gulfstream, drove the price increase, partially offset by weakness in the Medium jet segment. Light jets continued to show strength, with the fifth price increase in six months.

MI www.jpmorgan.com

118

WORLD AIRCRAFT SALES MAGAZINE – June 2014

Pre-Owned Jet, Turboprop & Helicopter Markets Comparing March 2014 to March 2013, Fleet ‘For Sale’ percentages for Business Jets and Business Turboprops, JETNET notes that market sectors were down, but increased slightly in the Helicopter markets.

Business jets are showing a good start in the first quarter of 2014, with a 3.1% increase in pre-owned sale transactions, and are taking less time to sell (73 days less) than last year, with an 11.6% decrease in average asking price. Business turboprop transactions decreased by -15.8%, with a -29.4% decrease in average asking price.

Both turbine and piston helicopters saw declines in sale transactions YTD of -9.6% and -2.8%, respectively. Turbine helicopters recorded a 35.2% increase in average asking price in the YTD comparisons through March

2013. Across all aircraft sectors (including Commercial Airliners) there were 6,320 aircraft for sale, with 1,823 sold through the first quarter of 2014.

Note: The 1.0% decrease in the business jet inventory (March over March) is a solid improvement over the prior two years, at –0.7% and -0.6% respectively. These results demonstrate a fairly solid progression toward recovery in the business jet segment since the recession of 2008-2009. However, it is still a buyers’ market, with ample levels of business jets ‘For Sale’. For additional details on JETNET’s view of the pre-owned marketplace, see this month’s JETNET >>KNOW MORE on page 115 of this edition.

MI www.jetnet.com

WORLDWIDE TRENDS MARCH In-Operation Fleet For Sale Fleet % For Sale 2013 Fleet % For Sale 2012 % Change For Sale

Business Aircraft

Helicopters

Commercial Airliners Jets Turbos

Jets

Turbos

Turbine

Piston

19,620

14,190

20,028

9,601

24,980

2,369

1,098

1,279

595

544

435

12.1%

7.7%

6.4%

6.2%

2.2%

4.6%

13.1%

7.8%

6.3%

6.2%

2.5%

4.2%

-0.1pt

0.1pt

0.0pt

-0.3pt

0.4pt

-1.0pt

9,556

JANUARY TO MARCH 2014 Full Sale Transactions Avg. Days on Market Avg. Ask Price (US$M)

560

287

264

211

381

120

327

398

438

305

366

545

$3.893

$1.177

$1.238

$0.196

YTD JANUARY TO MARCH 2014 vs 2013 Change – Transactions Change – Days on Mkt Change – Asking Price

3.1%

-15.8%

-9.6%

-2.8%

-27.7%

-25.0%

-73

103

-17

-18

74

128

-11.6%

-29.4%

35.2%

-10.9%

BizAv Activity - Europe According to WINGX’s latest monthly Business Aviation Monitor, the 52,794 Business Aviation flights in Europe during April represented a 2.3% decline year-on-year, ending the three months’ consecutive gains in activity so far in 2014 and putting into question the prospects of any sustained recovery within the region.

WINGX says, a contributory factor was the late Easter holiday, although more significant is the impact of the Ukraine crisis, with that country’s activity falling 30%. Russia is down 13% and flights between the EU and Russia are down some 10%.

Declines in Germany weighed down the market, with business jet sectors off by 15%. Germany’s charter market took the brunt, down 12%. There were 310 fewer domestic flights in April, compared to last year. Meanwhile the UK’s stronger economy is reflected in a business jet recovery - flights were up 7% YOY. France and Spain are key destinations for UK passengers. 55% of these sectors were charter flights.

MI www.wingx-advance.com

▼

Used Business Jet Prices Rise Again

www.AvBuyer.com

Aircraft Index see Page 4

MarketIndicators June14_Layout 1 21/05/2014 13:46 Page 2

Market Indicators

2

In-Service Aircraft Technical Condition & Price

â&#x20AC;˘

â&#x20AC;˘

Financial Condition (ATFC Score): the average Asset Technical Financial Exposure Value (the aircraftâ&#x20AC;&#x2122;s accumulated maintenance financial exposure) worsened by nearly $61k, raising the average aircraftâ&#x20AC;&#x2122;s accrued maintenance expense to nearly $1.275 Million. While continuing to register the best asset quality amongst the four aircraft groups, Large Jets ended the quarter with their weakest figures year-to-date, Medium Jets came in second, Small Jets third, while Turboprop asset quality showed further erosion and continued to generate the lowest ratings.

Financial Exposure (ATFE Value): Asset Technical Financial Exposure Value (accumulated/future maintenance expense) improved by more than $55k, falling to just over $1.2 Million. While the overall asset quality continues to be good, this latest solid improvement in Large and Medium Jet quality was offset

by Small Jet and Turboprop figures.

Transaction Activity, 1Q 2014 According to AMSTAT, the Business Jet and Turboprop resale market experienced mediocre transaction activity in the first quarter of 2014. â&#x20AC;&#x153;With Q4 traditionally the most active quarter for transactions each year, it is not unusual for transaction activity to drop during Q1 of the following year,â&#x20AC;? noted Andrew Young, AMSTAT General Manager. â&#x20AC;&#x153;This was certainly true this year with 2.3% of the Business Jet fleet and 1.9% of the Turboprop fleet turning over in Q1 2014 compared to 3% and 2.2% respectively in Q4 2013. However, it was disappointing to see a

Advertising Enquiries see Page 8

â&#x20AC;˘

â&#x20AC;˘

Exposure to Price Ratio (ETP Ratio) Spread in the ratio of maintenance Financial Exposure to aircraft Ask Price (ETP Ratio) narrowed this month (first time since November), but the Overall Market average for the aircraft we track increased to 41.8% from 39.4% (Table B).

We consider anything over 40% to be an excessive ATFE Value in relation to the Aircraft Ask Price, and the ETP Ratioâ&#x20AC;&#x2122;s steady rise since September has negatively affected â&#x20AC;&#x153;valueâ&#x20AC;? (asset quality compared to ask price). Regrettably, this scenario is likely to continue until midsummer Market Outlook While asset quality degraded, the monthâ&#x20AC;&#x2122;s ETP Ratio was negatively impacted primarily by another decrease in average Ask Price, registering its lowest figure for the past 12 months in March, dimming hope just a bit more for expectant sellers. This continues to be a â&#x20AC;&#x2DC;Buyerâ&#x20AC;&#x2122;s Marketâ&#x20AC;&#x2122; and any change is likely to be slow and gradual.

However, anticipating that purchasing opportunities will be available indefinitely is not a realistic game plan either. A more prudent approach might be to pursue aircraft Indexing above 5.000, from an ATC and ATFC Score perspective, and negotiating the best possible price based on the current market.

You may not purchase at the â&#x20AC;&#x153;bottom of the marketâ&#x20AC;?, but true value comes from acquiring an asset whose quality is above average while its price is below what it should be.

MI www.assetinsightinc.com

smaller percentage of the active fleet turning over in Q1 2014 versus Q1 2013.â&#x20AC;? (In Q1 2013, 2.4% of the Business Jets and 2.4% of the Turboprops turned over.)

There was very little change in transaction activity in the Turbine Helicopter markets between Q4 2013 and Q1 2014. However, just as in the fixed-wing segments, the percentage of active fleet sold in Q1 2014 was down versus Q1 2013, at 1.3% versus 1.6%.

While the collective Business Jet inventory continued to contract in 2013, for the first four months of 2014, inventory levels plateaued at around 11.7%. The individual Business Jet segments followed the same trend with the exception of the Heavy Jets where inventories have risen from 9.7% at the start of 2014 to 10.1% today. The Turboprop inventory has remained

www.AvBuyer.com

Table A

!

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.934.4

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around 8% since the start of 2013 and continued into 2014 with 7.9% of the Turboprop fleet for sale in April.

All fixed-wing segments are at or below their 20year averages. By contrast the Turbine Helicopter inventory was up year-on-year from 5.9% to 6.2%.

Individual segments (Single- and Multi-Engine) have seen modest inventory reductions so far in 2014.

Year-on-year Average Asking Prices continued to fall in all Business Jet and Turboprop markets with the exception of Heavy Jets. Heavy Jet Average Asking Prices were up 9.5% year-on-year and 10.4% quarter-on-quarter. Asking Prices for Turbine Helicopters were up year-on-year by 4.3% for Multi-Engine models and 2.6% for Single-Engine models.

MI www.aso.com

WORLD AIRCRAFT SALES MAGAZINE â&#x20AC;&#x201C; June 2014

â&#x2013;ź

An Asset Insight Index analysis of 77 fixedwing, turbine models, covering 1,542 aircraft listed for sale as of March 31, 2014, evidenced little change in Overall Market asset quality, but the quarter ended with all three Asset Insight Index components lower than last monthâ&#x20AC;&#x2122;s figures (Table A). â&#x20AC;˘ Maintenance Condition (ATC Score): decreased slightly, with the average Asset Technical Condition Score (rating relative to each aircraftâ&#x20AC;&#x2122;s optimal maintenance condition) decreasing to 5.369 from Februaryâ&#x20AC;&#x2122;s 5.388 - still comfortably above the Mid-Time/Mid-Life 5.000 level â&#x20AC;&#x201C; on the ATC Score scale of -5 to 10.

119

MarketIndicators June14_Layout 1 19/05/2014 15:38 Page 3

3

Market Indicators

Wichita Insider: Mixed Signals A number of Wichita’s aviation leaders met recently with a representative of the Federal Reserve Bank for a roundtable discussion on the current state of the aerospace industry in Kansas, writes Dave Franson. The session included suppliers to the air transport segment of the industry as well as business aircraft manufacturers and vendors. The former found it hard to restrain their optimism while the latter faced no such dilemma. The discussion definitely resulted in some mixed signals…

It goes without saying that business for Boeing, Airbus, and their Wichita-based suppliers like Spirit AeroSystems, is booming.

Their representatives spoke of record-setting production rates and even suggested that they might go higher still.

On the Business Aviation side, executives from Wichita’s OEMs talked instead of continued challenges, a lack of confidence among customers, and “lots of interest that hasn’t translated into sales”. They suggested that “the turnaround is coming”, but in the next breath qualified that assertion adding “but we’ve said that for five years running, and it still isn’t here”.

As if to underscore the uncertainty, the BizAv executives in the room noted that they’re seeing signs that usually indicate the market will improve: used aircraft inventories are down; fuel sales and aircraft utilization are increasing; but an associated rise in new airplane sales hasn’t materialized. Instead, the head of one of the nation’s most prominent FBOs pointed out that he’s had numerous opportunities to talk with a number of CEOs who have passed through his facility. “What really seems to be lacking is confidence, especially about things like government regulations, anticipating and controlling health care costs, and dealing with ever-increasing bureaucracy. It has become a waiting game.”

So, the Wichita-based OEMs and suppliers continue to wait. They’ve done all the things they’re supposed to do like cutting costs, leaning out their processes and work forces, and continuing to invest in product development and capital improvements so they’ll be well-positioned to respond to the market when it returns. But, the customers haven’t come back yet.

Some are hanging on to their airplanes, even parking them rather than divesting them in a depressed market. When they’re not flying, they don’t buy gas, spares, or services either. As a result, even the developmental programs are slowing. Bombardier flew its Learjet 85 for the first time in April but that milestone was delayed at least four

120

WORLD AIRCRAFT SALES MAGAZINE – June 2014

months and came after 550 local workers had lost their jobs as part of a company-wide reduction of force that totalled 1,700. The schedule for first deliveries is also likely to be revised.

Textron Aviation announced it was cutting more than 700 jobs in April as it rationalized the workforce of its combined Cessna and Beechcraft units. The reduction came only a few weeks after the Cessna Latitude made its first flight and less than a month after Cessna had unveiled another addition to its jet line, the CJ3+. The RIF obviously cuts costs, but it’s a bitter pill to swallow for many, especially those employees at Beechcraft who survived the bankruptcy and spent much of the last year hoping the company would be acquired by a strong parent, only to be declared redundant once Textron took over.

Even the positive comments from the Federal Reserve roundtable participants were fraught with mixed messages. The economist who moderated the discussion pointed out that unemployment in Kansas has declined to around 5% - but quickly added that labor force participation is a major reason. He said that the Baby Boom generation is retiring at faster pace than the new generation of workers is growing and that the long-term unemployed are growing increasingly discouraged. Only about 10% are re-entering the workforce. Increases in hours and productivity (two things that usually produce more jobs) are virtually non-existent. The jobs that are being created are lower paying positions that don’t improve the overall economy. www.AvBuyer.com

All of this contributes to, and is driven by mixed signals. Virtually all of the participants in the roundtable discussion agreed that the confusing, often contradictory positions of the present administration, coupled with a proliferation of regulatory requirements and bureaucratic red tape make it difficult for businesses - especially small, entrepreneurial ones - to gain any traction towards a recovery.

As companies like those wrestle with the uncertainties of everything from health care costs to newly-created fees and taxes, they’re showing much lower inclinations to borrow or spend money to buy light business jets.

Mixed messages from the administration are yielding mixed reactions from customers and mixed results from Wichita’s airplane OEMs. MI Dave is a veteran communications executive with more than 35-years’ experience in corporate management and consulting roles.

Former employers include NBAA; AlliedSignal; Cessna; and Bombardier Aerospace, and today he is Principal of The Franson Consulting Group, a PR and Marketing Communications firm serving a variety of domestic and international clients, and is Executive Director of the Wichita Aero Club.

Contact Dave via dave@fransonconsulting.com

Aircraft Index see Page 4

MarketIndicators June14_Layout 1 21/05/2014 14:08 Page 4

Market Indicators

4

BizAv Activity - US & Canada

Advertising Enquiries see Page 8

April 2014 vs March 2014 Turboprop Small Cabin Jet Mid-Size Jet Large Cabin Jet All Combined

Part 91 0.8% 0.4% 5.4% -2.2% 1.3%

Part 135 -4.8% -3.8% -5.5% -8.9% -5.2%

Fractional -2.7% 2.0% -4.5% -12.8% -4.2%

All -1.3% -0.9% -0.7% -5.5% -1.7%

Part 91 -3.4% 0.9% 2.0% 3.9% 0.0%

Part 135 2.4% 3.7% 3.5% 7.9% 3.7%

Fractional -53.1% 38.2% 3.5% 15.4% 1.5%

All -4.7% 5.1% 2.8% 6.3% 1.4%

April 2014 vs April 2013 Turboprop Small Cabin Jet Mid-Size Jet Large Cabin Jet All Combined

April 2013 (note the significant increases in small cabin and large cabin jets).

The Part 91 market has also started to stabilize, after experiencing repeated declines; this is the second month in a row in which flight activity has maintained consistent levels year-over-year.

Flight activity by aircraft category followed the recent trend with large cabin activity posting a 6.3% increase from April 2013. Mid-size

www.AvBuyer.com

and small cabin aircraft finished the period up 2.8% and 5.1% in that order. The turboprop industry posted a year-over-year decrease of -4.7%.

The largest growth for an individual segment occurred in the small cabin fractional market, with an increase of 38.2%; this marks the fourth month in a row that this segment has seen the largest growth year-over-year.

MI www.argus.aero

â&#x2013;

Reviewing April flight activity month-overmonth, flights decreased from March to finish the period down -1.7% overall. The only operational category to post a month-overmonth increase was the Part 91 segment, up 1.3% from March. Part 135 and fractional flight activity posted decreases of -5.2% and -4.2% respectively.

Aircraft category results were down across the board for the month with large cabin aircraft posting the largest monthly decrease, down -5.5% from March. Turboprop, small and mid-size cabin aircraft posted decreases of -1.3%, -0.9% and -0.7% in that order. The largest single month-over-month increase occurred in the Part 91 mid-size cabin market which finished the month up 5.4%.

Reviewing year-over-year flight activity (April 2014 vs. April 2013); TRAQPak data indicates that April 2014 posted an increase of 1.4%. The results by operational category showed an increase in the Part 135 segment, up 3.7% year-over-year. The bigger story was the turnaround in the fractional market, however, which posted the first year-over-year increase since September 2011, up 1.5% from

WORLD AIRCRAFT SALES MAGAZINE â&#x20AC;&#x201C; June 2014

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122

WORLD AIRCRAFT SALES MAGAZINE – June 2014

www.AvBuyer.com

Aircraft Index see Page 4

BusAviationNewsJune_Layout 1 19/05/2014 12:19 Page 1

BizAv Aircraft Review AgustaWestland Trials for the AW609 TiltRotor program have been completed successfully, according to AgustaWestland. Between the end of March and early April, ten dedicated flight hours saw more than 70 power-off conversions from airplane mode to helicopter mode flown from the Arlington (Texas) facility in the USA. The tests were flown under the auspices of

Airbus A new version of Airbus’ popular ACJ319 that offers customers, simplicity, speed and savings in the cabin has been launched.

The ACJ319 Elegance complements today’s fully customizable version.

Elegance combines today’s ACJ319 airframe with a new cabin that allows customers to choose from a wide range of

Boeing Business Jets BBJ is celebrating a big year in China with five BBJs entering service since ABACE 2013 last April (two new BBJs and three pre-owned). Three additional BBJs for Chinese customers were delivered to completion centers, including the first BBJ2 for the China region, and the order book for Chinese customers increased by two in the

Bombardier Aerospace Key product development milestones on the Global 7000 and Global 8000 aircraft program were announced by Bombardier with the start of production and assembly of major structures for the first Flight Test Vehicle (FTV1) of these aircraft programs.

"The program is progressing well in the detailed design phase (DDP) with the ma-

Cessna Civil Aviation Administration of China (CAAC) certification has been awarded for the Citation XLS+, clearing the way for deliveries in China later this year. Certification is another step toward beginning operations at CessnaAVIC Aircraft (Zhuhai) Co., Ltd. for final assembly and delivery of the Citation XLS+ to Advertising Enquiries see Page 8

www.agustawestland.com

FAA and covered the full wind-milling and autorotation envelopes, marking another major achievement for the program development.

The handling qualities of the aircraft were very benign throughout the testing and the performance of the aircraft exceeded expected characteristics seen during preparation in the engineering simulator in Arlington. www.airbuscorporatejets.com

lounge, office, dining and conference modules, complemented by a bathroom and galley at the front and a bedroom with en suite bathroom at the rear, thus simplifying cabin layout by allowing customers to quickly create an arrangement that suits their needs and tastes, helping them to get what they want without the time and effort.

www.boeing.com/commercial/bbj

same time-frame.

Boeing’s current product line includes the BBJ, BBJ2 and BBJ3 – high-performance derivatives of the commercially successful Next-Generation 737 airplane family and the new 737 MAX family – as well as Boeing twin-aisle airplanes including the 747-8, 767, 777 and 787 Dreamliner.

www.businessaircraft.bombardier.com

jority of the production drawings already released,” Bassam Sabbagh, VP & GM, Global 7000 and Global 8000 aircraft programs said. “The start of assembly of our first major structures represents a significant step forward." The new Global 7000 and Global 8000 aircraft are set to enter service in 2016 and 2017 respectively.

www.cessna.com

customers in China.

The Citation XLS+ has the largest cabin in its class according to Cessna (nearly 19 feet long with a dropped aisle for 68 inches of height), with seating for up to 12 passengers.

It travels as fast as 441 ktas with a range of more than 1,858 nautical miles. www.AvBuyer.com

❯ WORLD AIRCRAFT SALES MAGAZINE – June 2014

123

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2

BizAv Aircraft Review

Cessna The new, higher-speed Citation X was expected to be certified during the second quarter. The original schedule called for delivery of the first Citation X late last year, however, tests were extended for several months and were recently completed.

Cessna says the new Citation X will enter

Dassault Dassault Falcon Jet has joined the main center fuselage subassemblies of the Falcon 5X - a key milestone in the production program for this new large cabin twinjet.

The 5,200nm Falcon 5X was unveiled during the 2013 NBAA and performed its first virtual flight on the simulator last November.

Dassault The Falcon 7X set a new transatlantic speed record, flying between Teterboro and London City Airport at an average speed of Mach 0.88. Two pilots and three passengers were on board. The aircraft was fully equipped for normal operation.

Five hours and 54 minutes after departing Teterboro, it touched down at London

Embraer Executive Jets Hong Kong-based Metrojet was named by Embraer as the first Authorized Service Center for its midsize Legacy 500 in Greater China.

Metrojet is the first Embraer Executive Jets Authorized Service Center in Greater China, and is already authorized to provide line and base maintenance service for the

Nextant Aerospace AVIC International Aero-Development Corporation (AVIC ADE) has been appointed as the exclusive sales representative for the Greater China region for Nextant Aerospace’s 400XTi - the world’s only remanufactured business jet. As part of the agreement, AVIC ADE expects to take delivery of its first 400XTi by the end of the year.

124

WORLD AIRCRAFT SALES MAGAZINE – June 2014

www.cessna.com

service as the fastest business jet on the market, beating the Mach 0.925 standard set by the Gulfstream G650. The new Citation X will carry nine passengers for a 3,240nm mission.

It is expected to be the third new derivative of a Cessna jet delivered since December, along with the Citation M2 and the new Sovereign.

www.dassaultfalcon.com

The aircraft is scheduled to complete assembly and begin ground tests this summer, and the company says it will feature the largest cabin cross-section and the most advanced flight controls in the industry. First flight is expected in the first half of 2015 and entry into service mid-2017.

www.dassaultfalcon.com

City Airport.

The Falcon 7X also recently marked the milestone of roll-out of the 250th aircraft. It will fly to the Falcon completion center in Little Rock, Arkansas and then be delivered to its customer before year’s end. 216 Falcon 7Xs are currently in service in 34 countries globally.

www.embraerexecutivejets.com

Company’s ultra-large Linage 1000E, large Legacy 650, and super-midsize Legacy 600.

The maintenance provider also manages a fleet of three Embraer Executive Jets aircraft.

Jackie Chan, the world renowned movie star and philanthropist, will take delivery of his new aircraft in 2015, and become the first Legacy 500 customer in China.

www.nextantaerospace.com

This partnership will allow AVIC ADE to closely align with sales, marketing and customer support efforts in the region.

AVIC (the Aviation Industry Corporation of China) is China’s largest aviation company with interests in manufacturing, charter operations, maintenance and General Aviation. www.AvBuyer.com

Aircraft Index see Page 4

BusAviationNewsJune_Layout 1 19/05/2014 12:21 Page 3

3

BizAv Aircraft Review Piaggio Aero

www.piaggioaero.com

Mubadala Aerospace, an entity owned by the government of Abu Dhabi, has taken over Piaggio Aero. Mubadala has been a shareholder in Piaggio Aero since 2006.

The move follows a broad-based restructuring of Piaggio Aero last year, during which Avanti II sales flat-lined.

India’s Tata Industries will relinquish its

Pilatus Aircraft

partnership stake in Piaggio, giving Mubadala control of 98 percent of the company’s stock. Piero Ferrari, who’d been a major shareholder and had served as chairman of Piaggio, will retain 1.9% ownership. Carlo Logli, former CEO of SuperJet International (who was recently brought in to reorganize Piaggio), is the new CEO.

www.pilatus-aircraft.com

Sales and service representatives have been appointed for the Pilatus PC-24 twinjet. Pilatus Centre Canada has been named for all of Canada; Pilatus Center de Mexico will cover all of Mexico; and J.B. Investments Ltd, will be responsible for Poland, Estonia, Lithuania and Latvia.

OK Business Aircraft has been named the authorized Pilatus PC-24 Sales and

Quest Aircraft

Service Center for the countries of Czech Republic, Slovakia, Hungary, Slovenia, Croatia, Serbia, Montenegro, Former Yugoslav Republic of Macedonia, Bosnia and Herzegovina, Kosovo and Albania, meanwhile.

According to Pilatus, “the first PC-24 prototype is currently under construction and that aircraft will roll out on August 1”. www.questaircraft.com

A KODIAK with the new Summit Executive interior was exhibited by Quest Aircraft at the recent Sun n’ Fun Expo. The Summit, which is expected to be fully certified during this second quarter, is a derivative of the Timberline interior and features club seating with a recline function, folding tables, forward cabinets, enhanced soundproofing and other amenities.

SyberJet Aircraft

Last year, Quest enhanced its Timberline and Tundra interiors, refining the headliner to give the cabin a more open feel and replacing the Kydex panels with composite panels, contributing to a weight reduction and improving the useful load. Several other amenities are incorporated in the Summit Executive interior.

www.sj30jet.com

The ground-breaking for a new completion and delivery center at Cedar City, Utah, Regional Airport was celebrated by SyberJet, from which its SJ30 light jets will be finished and delivered to customers.

The company is planning to deliver the SJ30i equipped with a Honeywell Primus Epic 2.0/SyberVision cockpit and Jason

Castriota Design interior late next year, followed in 2017 by the SJ30x powered by more powerful and efficient Williams FJ443A engines (delivering about 200nm added range).

At the ceremony, actor Morgan Freeman announced that he is buying the first SJ30i and the first SJ30x. ❯

The world’s finest Business Jets, Turboprops & Helicopters

For Sale at www.AvBuyer.com Advertising Enquiries see Page 8

www.AvBuyer.com

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BizAv Services Review

ARGUS PROS The 2013 edition of the Safety Management Systems (SMS) Audit Results Report has been released by ARGUS PROS and PRISM. Each year, ARGUS PROS audits private and commercial flight operations varying in size, regulatory oversight, and operational complexity. All aspects of flight ops are reviewed, including the organization's SMS. PRISM then analyses and compiles these

www.argus.aero

findings into a comprehensive report, the main objective being to highlight recurring deficiencies and problem areas to help aviation operators evaluate their own safety program, identify where gaps exist, formulate a plan to reduce risk exposure, and ultimately improve their own SMS implementation and execution efforts.

HAITEC Aircraft Maintenance GmbH A new subsidiary, HAITEC VIP Maintenance, was launched recently. Operating from Erfurt Airport, currently HAITEC VIP Maintenance is an EASA-Part 145 organization and has approvals for Gulfstream G550s, and nearly all types of Boeing and Airbus aircraft. Additionally approvals have been awarded to HAITEC VIP Maintenance from Russia, Qatar, UAE, Bermuda and Azerbaijan.

Besides the standard Line and Base Maintenance, HAITEC VIP Maintenance will concentrate on cabin refurbishment and interior design applications. Brett Dutton, Senior Vice President, VIP Maintenance adds “it is our objective to create a high quality VIP facility with the highest international standards and services.”

Jet Support Services, Inc. (JSSI) Tip-to-Tail Programs for the new Citation Latitude and Citation Sovereign+ business jets have been launched by JSSI. As the only provider in the industry to offer Engine, Airframe and APU coverage through one comprehensive maintenance program, JSSI outlines that it is the single-source-solution for new Latitude and Sovereign+ owners.

JSSI now offers Tip-to-Tail coverage for

Mesinger Jet Sales Royal Jet, an Abu Dhabi-based luxury flight services company, selected Mesinger Jet Sales to facilitate its Gulfstream and Learjet 60 fleet renewal. Over the next two years, Royal Jet will replace three of its existing Medavac and VIP small body aircraft. Mesinger Jet Sales will facilitate the acquisition of the

Skandia Contracted nearly fifteen years ago to craft interior components for the Learjet 45, today Skandia’s relationship with Bombardier Learjet continues to include the recently certified Learjet 70/75. Skandia specialises in cabin component testing, development, production and refurbishing, as well as seating foam products and cabin soundproofing materials.

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www.haitec.aero

www.jetsupport.com

the 28 different Cessna Citation aircraft.

According to the company, “The Tip-to-Tail Program will not only enhance the customers’ new aircraft warranty but provide them with a dependable maintenance budget with superior JSSI service, while delivering peace of mind, year after year, no matter where they fly the aircraft.”

www.jetsales.com

newer aircraft, as well as the sale of Royal Jet’s current Medavac and VIP fleet.

“We’re thrilled to partner with Royal Jet to help them sell and acquire aircraft that best match their customers’ needs,” said Jay Mesinger, CEO, Mesinger Jet Sales. “We look forward to growing this relationship.”

www.skandiainc.com

nearly 15 years is commendable, it’s even more significant in the aviation industry.

“Things change so fast in aviation,” VP, Jarod Triplett reflected. “Aircraft change. People come and go. It’s a dynamic business. To me, that makes the relationship we’ve created with Bombardier Learjet that much more unique and noteworthy.” www.AvBuyer.com

Aircraft Index see Page 4

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BizAv Services Review SR Technics Existing VIP design products on the market are being revolutionised at SR Technics through the development of an innovative cabin solution for government and individually owned narrow-body (ACJ/BBJ) aircraft.

Eighteen months of research, expertise and experience ushers the introduction of an innovative design package that transforms the

TAG Aviation UK Farnborough Airport owner and operator TAG Aviation has again claimed the highest score in the Aviation International News (AIN) 2014 Europe, Middle East, Africa and Asia FBO Survey. The service facility earned an overall score of 9.1 out of 10 from readers, led by twin 9.3 scores in the categories of passenger amenities and facilities.

www.srtechnics.com

way cabins are currently completed and managed. From the organization of space through to the construction of the interior, VIP aircraft have traditionally been set up in a standard layout. SR Technics believes it has created a layout and concept that enables owners to make 100% use of the space, 100% of the time. www.tagaviation.com

One of the few Business Aviation-dedicated airports in Europe, Farnborough has seen more than $166 million in investments since TAG took over the airport’s operations from the UK Ministry of Defence more than a decade ago.

This year’s survey saw evaluations for FBOs in 91 countries.

Tyrolean Jet Services (TJS) Recently, TJS was honored by the European Business Aviation Association (EBAA) with the Platinum Safety Award for operating a fleet of Business Jets logging more than 100,000 flight hours - all accident free. Established in 1978 and based in Innsbruck, Austria, TJS offers VIP Private and Business Jet Charters, Aircraft Management & Maintenance Services.

Universal Aviation Paris Located at Le Bourget Airport (LFPB), Universal Aviation Paris recently officially inaugurated its updated FBO at a ribbon-cutting celebration attended by clients, airport officials, and media. Universal Aviation is the ground support division of Universal Weather and Aviation, Inc. Universal Aviation has more than 40 locations in 19 countries, including 11 in Europe,

www.tjs.at

With its collection of Business Jets, ranging from ACJ319, ACJ318ER, Global Express, G550, G200, several Midsize Business Jets to a Citation CJ2 Light Jet plus an experienced and dedicated staff TJS was deservedly awarded the Platinum Safety Award for its long-standing commitment to safety over three decades.

www.universalaviation.aero

and the company recognizes the strategic importance Paris serves as a destination for Business Aviation operators and also the many ground-support options they have at Le Bourget. The update to the FBO includes renovated crew and passenger lounges, business center, client meeting rooms and private screening facilities.

Universal Avionics The prestigious award for ‘2014 Outstanding Small/Medium Manufacturer of the Year’ was given to Universal Avionics. Each year the Arizona Manufacturers Council selects a manufacturer that produces superior products, provides high-quality jobs, and demonstrates a strong commitment to Arizona, to receive this award. This is the second year that Universal has received the honor, Advertising Enquiries see Page 8

www.uasc.com

previously winning it in 2009.

“Our state of the art manufacturing facility in Tucson manufactures all of the products we sell worldwide,” said Steve Pagnucco, Universal Avionics’ GM, Manufacturing. “Our facility features innovative equipment run by an extremely talented and engaged workforce using the principles of lean manufacturing and six sigma quality.” ❯ www.AvBuyer.com

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BizAv People

James Colleary

Christian Cornille

Ken Elliott

Keith Anderson moves to vice president of engineering at Raisbeck Engineering, and reports directly to CEO and founder James Raisbeck. Prior to joining Raisbeck in 2012, Anderson was at Quest Aircraft.

Mark Johnstone

Stedman Stevens

Corey Wilkinson

Leck Chet Lam succeeds Jimmy Lau (retired) as managing director of Experia Events, the organizer of the Singapore Airshow.

John Liotta was recently named director of product support sales for the East Coast of the U.S., for Gulfstream Aerospace.

Brian Andrews joins the airframe service sales team at Duncan Aviation. Andrews was previously an airframe technician and project manager at the company.

Dan McKillips is appointed regional sales manager at West Star Aviation, and will be responsible for the Southeast region of the U.S.

Jim Christiansen passed away recently at the age of 67. He led several large air charter firms, as well as NetJets, over his nearly 50-year career, most recently serving as vice president of business development at FlightSafety International.

Mike Minchow, Duncan Aviation’s manager of completions and avionics sales, was elected to the Aircraft Electronics Association board of directors.

Dirk Olsen joined NationAir Aviation Insurance as director of busi-

Tony Ciaravino is the new sales director of Wyvern. He joined the company from Solairus Aviation where he was a sales executive.

James Colleary has been appointed president of Associated Air Center’s (AAC), large transport category VIP completion center, located in Dallas, Texas. Colleary previously served as the COO for AAC. He replaces Jack Lawless.

Christian Cornille has been appointed executive vice president at Airbus Helicopters, reporting to CEO Guillaume Faury.

Tom Enders, Airbus Group CEO was honored by The Atlantic Council, a key U.S. think-tank on transatlantic relations, with the 2014 Distinguished Business Leadership Award at its Annual Awards Dinner in Washington, D.C.

Gary Forster has been named manager of ExecuJet’s new FBO in Bali. He was most recently manager of the company’s FBO in Riyadh, Saudi Arabia.

Jonathan Gardner joined Cerretani Aviation Group as director of

ness insurance. Olsen is based in NationAir’s corporate headquarters at the DuPage Airport in suburban Chicago.

John Sileter, Duncan Aviation’s vp of sales, was recently named chairman of Honeywell’s Channel Partner Advisory Board.

Stedman Stevens was appointed Executive Director of Jetcraft Avionics responsible for supporting Jetcraft’s executive management team in a strategic advisory role and taking a hands-on-approach to the business and sales operations of Jetcraft Avionics.

He will work collaboratively with Ken Elliott, who was recently named Technical Director of Jetcraft Avionics.

Randy Soutiere has joined Elliott Aviation as vice president of operational support. In his new role he will oversee several departments including engineering, quality control, customer support, lean manufacturing, parts and FBO services.

Gary Stephens, with 15 years’ experience in the interiors business, has joined Cabin Innovations as engineering manager.

Stephens formerly worked for Associated Air Center.

aircraft sales and acquisitions.

Mark Johnstone has been appointed managing director EMEA, on

Tony Swift has been appointed Gulfstream’s first field service representative in Africa – and is based in South Africa.

behalf of BBA Aviation Flight Support.

Julie Westcott has been promoted to director of programs and Norbert Kamp has been appointed global sales and marketing director at Air BP. He will be based at Air BP’s global headquarters in Sunbury, UK.

products at Greenwich AeroGroup subsidiary DAC International.

She was previously program and products sales manager.

Corey Wilkinson has been appointed to the newly created posiShanti Lakhan joins GippsAero as marketing manager. She was previously marketing manager of Cirrus Aircraft in Duluth, Minn.

tion of sales manager for the Latin America sales region for Universal Avionics.

THE WORLD’S FINEST BUSINESS JETS, TURBOPROPS & HELICOPTERS FOR SALE AT 128

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www.AvBuyer.com Aircraft Index see Page 4

Global Jet Boeing 737-800 BBJ2 June 20/05/2014 12:08 Page 1

S H O W C A S E

Boeing 737-800 / BBJ2 Serial Number: Airframe TT: Landings:

32777 3852 1538

Able to accommodate 19 passengers, this EU-OPS 1 certified aircraft will meet all of your expectations and beyond. Truly comfortable and sophisticated, it features internet access, Ipod stations, Ipads, 3 lounge areas, a bedroom and a bathroom with a shower. The cabin of this Boeing BBJ2 can be turned into a sleeping configuration of 14 beds. It also offers a great cargo space, with nearly 900ft of storage available. This business jet is a unique product on the market. It features 6 auxiliary fuel tanks (1 fwd + 5 aft) for a capacity of 30t, which give it the best range in its category. The aircraft was fully refurbished (interior) in April 2009. Last Major maintenance: The 9 years C Check as well as the landing gears overhaul were performed in June 2012. Next Major maintenance: The C check in June 2015 Airframe & Engines CFM International, CFM56-7B27 Eng#1: S/N: 888428, Eng#2: S/N 888429.

APU: Honeywell, GTCP131-9B, S/N P-5991 Avionics 2x E/R HF/com Rockwell Collins, 3x E/R VHF/Com Rockwell Collins, 2x E/R VHF NAV Rockwell Collins, 2x E/R VHF COM ATC Rockwell Collins, ELT Artex, 2x MMR/ILS Receiver Rockwell Collins, 2x ADF Receiver Rockwell Collin, 2x Marker Beacon Rockwell Collins, 2x DME Rockwell Collins, 2x Radio

altimeter- Rockwell Collins, 2x ATC Transponder Rockwell Collins, TCAS II / ATS Rockwell Collins, Weather Radar Rockwell Collins, 2x GPS Rockwell Collins, Satcom Honeywell, SELCALL Decoder, 2x FMS Smith, 2x ADIRU Honeywell, 2x ADC Rockwell Collins, EGPWSHoneywell, 2x FMC, MNPS, RVSM, BRNAV, RNP 5, HGS Model 4000, Reinforced cockpit door.

Interior The cabin is divided into the galley area, crew rest, lounges, lavatories, and the master bedroom.

Furnishings in the forward hallway/crew rest area include: Three stowage cabinets, Two crew seats, Pull-out table, Cabin attendant seat. Furnishings in the forward lounge include: Four VIP seats, Two divans, Two room-length credenzas, Two freestanding tables, Four credenza coffee tables.

Furnishings in the aft lounge include: Five VIP seats, Two divans, Two roomlength credenzas, Two round coffee tables, Two stowage cabinets, Pullout table, Two Hi-Lo tables. Furnishings in the aft hallway include: Three stowage cabinets.

Furnishings in the master bedroom include: A bench, A bed, Two room-length credenzas, A stowage cabinet, Two nightstands. Three lavatories are installed on the aircraft: a productioninstalled standard Boeing lavatory in the galley/entry area, a VIP bathroom, and a master bathroom. Each lavatory contains overhead oxygen masks which deploy automatically during cabin depressurization. 19 seats certified for occupancy during taxi, takeoff and landing Exterior White with design blue stripes and several red and blue stripes on the tail

Global Jet Monaco Florian Van Der Cruyssen, Aircraft Sales Director, L'Albatros, 9, bd Albert 1er, MC - 98000 Monaco

Advertising Enquiries see Page 8

www.AvBuyer.com

Tel: +377 97 77 01 04 E-mail: florian.vandercruyssen@ globaljetmonaco.com www.globaljetconcept.com WORLD AIRCRAFT SALES MAGAZINE â&#x20AC;&#x201C; June 2014

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Global Jet Global Express June 20/05/2014 12:10 Page 1

S H O W C A S E

2005 Global Express Serial Number: Airframe TT: Landings:

9147 4515 1513

• JAR OPS 1 certified Airframe & Engines Rolls Royce, BR700-A2-20 Engine#1: S/N 12407 Engine#2: S/N 12408 APU Honeywell, RE220GX100E S/N P253 Avionics 2x E/R HF/com Rockwell Collins 3x E/R VHF/Com Honeywell 2x E/R VHF NAV Honeywell 2x E/R VHF COM ATC Honeywell ELT Artex 2x DME Honeywell 2x Radio altimeter 4000 Rockwell Collins TCAS II mod 7 Honeywell Weather Radar Honeywell GPS Honeywell Satcom MCS-6000 Honeywell 2x ADF Honeywell TCAS Honeywell GPWS MNPS RVSM BRNAV RNP 5 SELCALL Decoder SECURAPLANE SYSTEM HUD Thales

SATCOM 2100/6100 Satellite Communications Sys Interior • There are four single seats, a conference group of two sets of double seats, and two three-place divans. The Single Seats and Double Seats incorporate seat belts and shoulder harnesses for passenger safety. Each of the divans has three seat belts and two shoulder harnesses.

• For taxi, takeoff, and landing, the divans have approved seating for two passengers.

• The Forward Wardrobe is located forward of the passenger entry door. The wardrobe houses a jumpseat for a crew member.

• The right-hand credenza in the mid cabin houses the entertainment equipment.

• There is a forward-hinged door, aft of the crew area, to separate the entry area from the passenger cabin area. The forward-cabin door has a retractable header. There is a mid-cabin sliding door aft of the emergency exit to separate the mid-cabin area from the aft-cabin area.

• There are two three-place berthable divans in the aft cabin. Seat belts and shoulder harnesses are provided for safety. For taxi, takeoff, and landing, each divan has approved seating for two passengers. Each divan has a forward- and aft-end cabinet.

• The airplane is equipped with forward and aft lavatories 12 seats certified for occupancy during taxi, takeoff and landing Cabin Entertainment System • The cabin entertainment system provides passengers with audio and video entertainment from various cabin entertainment components.

Global Jet Monaco Florian Van Der Cruyssen, Aircraft Sales Director, L'Albatros, 9, bd Albert 1er, MC - 98000 Monaco

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• The entertainment equipment is housed in the entertainment cabinet, also called the credenza.

The entertainment cabinet has a fan to keep the equipment cool. There is a light to illuminate the equipment area, when the cabinet door is opened.

• The entertainment components in the entertainment cabinet include: - Stereo audio from one multi-disc Compact Disc (CD) player - Video and stereo audio from one Video Cassette Player (VCP) - Video and stereo audio from two Digital Video Disc (DVD) players

Tel: +377 97 77 01 04 E-mail: florian.vandercruyssen@ globaljetmonaco.com www.globaljetconcept.com Aircraft Index see Page 4

Global Jet Gulfstream G550 June 20/05/2014 12:11 Page 1

S H O W C A S E

2004 Gulfstream G550 Serial Number: Registration: Airframe TT: Landings:

5018 N818RF 3414 1026

• Beautiful G550 in a good condition • Extended cabin without crew rest • Automatic Flight Guidance System • Visual Guidance System • Triple VHF Communications 8.33 kHz • Fwd cabin club 4 seats • 18 seats Certified for Taxi, Take-Off and Landing Airframe & Engines 3375 Hrs & 1021 Cycles. Rolls-Royce: BR710C4-11. S/N: 15139/15138, 3414/3414 Hrs, 1026/1026 Cycles.

Next major check: 4000 hrs. APU: Honeywell RE220GV, S/N: P-328, on MSP, 3430 hrs, Next major check: 2014. Last major check: Dec. 2013, Next major check: Dec. 2014 Avionics Automatic Flight Guidance System, Triple Inertial Reference System, Two 24-channel Global Positioning System (GPS), Visual Guidance System - Heads-up Display (HUD), Enhanced Vision System (EVS) - Forward Looking Infrared Camera, Data Transmission and Auto-Calling: Facsimile System, MCS-7000 SATCOM system, Dual Enhanced Ground Proximity Warning System (EGPWS), 60 Hertz Power System, Dual HF Transceivers, Triple VHF Communications 8.33 kHz, Dual ATC transpondeurs / TCAS 2000, Traffic Collision Avoidance System / TCAS 2000,

Color Weather Radar, MagnaStar C-2000 radio telephone system, Flight Management System FMS, Flight Data Recorder System and Cockpit Voice Recorder Additional Equipment One main galley/bar that includes a coffee maker, micro-wave oven, thermal oven and hot cup. A forward L/H coat closet and entertainment cabinet. Fwd cabin club 4 seats. Mid cabin club 2 seats and a 4 place divan. A dining area with 2 double seats. 3 Place divan in aft cabin with a single seat and console table. Vanity and toilet lavatories, with sink, soap dispenser, shelves and mirror. 17», 14» and 5.6» LCD monitors, DVD & CD player, Cabin Stereo Equipment, Display cabin - Airshow 400, Wireless LAN network system with shared network printer Interior Once again, the cabin atmosphere created by Gulfstream Aerospace shows the main aim of its conception: the permanent consideration of the passenger and his comfort. Great care have been taken in selecting and matching finishes and colors to highlight the interior. Soft forms have been used to increase the feeling of warmness produced by the mix of beige colors of seats and the wood Exterior White with a black belly and several stripes on the fuselage Price: $28,250,000

Global Jet Monaco Florian Van Der Cruyssen, Aircraft Sales Director, L'Albatros, 9, bd Albert 1er, MC - 98000 Monaco

Advertising Enquiries see Page 8

www.AvBuyer.com

Tel: +377 97 77 01 04 E-mail: florian.vandercruyssen@ globaljetmonaco.com www.globaljetconcept.com WORLD AIRCRAFT SALES MAGAZINE – June 2014

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Sun Jet International Citation III June 20/05/2014 12:13 Page 1

S H O W C A S E

1990 Citation III Serial Number: Registration:

650-0189 XA-RGS

• CESCOM (Cessna Computerized Maintenance Tracking Program) • Terrain Awareness and Warning System • Traffic Collision Avoidance System (TCAS) • Auxiliary Power Unit • Thrust Reversers Engines Engine Model: TFE731-3C-100S, On Condition TBO: No Engine Maintenance Program: Unknown - Unknown Auxiliary Power Unit (APU) Model: T62-T40C3A, Serial #: HA0001 Avionics ADF: Collins ADF-462; AHRS: Honeywell AH-600 AHRS; Avionics Package: Collins Pro Line II; Communication Radios: Dual Collins VHF-22A; CVR: Fairchild; DME: Dual Collins DME-42; FMS: Global GNS-XLS; Hi Frequency: King KTR-953; Navigation Radios: Dual Collins VIR-32; Radar Altimeter: Collins ALT-55; RMI: Sandel ST-3400; TAWS: Sandel ST-3400; TCAS: TCAS; Transponder: Dual Collins TDR-90; Weather Radar: Honeywell Primus 650

Maintenance Inspection: Always hangared. Complete logbooks.

Engine CSN LE/RE: 1612 / 1612. -3C engine mod & MPI's c/w 01/94. WEIGHTS (kgs.): MGTOW 9988 Interior Number of Passengers: 8 General: Eight passenger seats, two crew seats Exterior Colors: Matterhorn white, w/platinum & blue stripes; General: Matterhorn white, w/platinum, dark blue, & misty blue stripes Equipment General: Sundstrand T62-T40C3A APU Additional Cockpit Equipment General: Honeywell AZ-810 air data computer, Artex ME 406 ELT, Honeywell FZ-800 flight guidance computer Asking: Make Offer

Sun Jet International Inc 1770 SkyPlace Blvd, San Antonio, TX 78216

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Eugenio Gonzalez Tel: +1 (210)667-8180, +1 210.805.3141 E-mail: info@sunjetinternational.com www.sunjetinternational.com Aircraft Index see Page 4

Sun Jet International Citation V Ultra June 20/05/2014 12:21 Page 1

S H O W C A S E

1996 Cessna Citation V Ultra Serial Number: Registration: Airframe TT: Landings:

560-0375 XA-SEB 11,738 9596

Engines JT15D-5D 3,500 Hrs. TBO Eng 1 (L) 10,593 Hrs. TTSNEW Eng 2 (R): 11.125 Hrs. TTSNEW 564 Hrs. SHO 559 Hrs. SHO Avionics ADF: Dual DME: Dual AFIS: Global AFIS CVR: Fairchild A200S FMS: Global GNS-XL w/GPS Hi Frequency: King KHF-950 TCAS: Honeywell TCAS-I Radar Altimeter: Collins ALT-55B SATCOM: AirCell ST3100 w/handsets Weather Radar: Honeywell Primus 650 TAWS: Honeywell Mark VII EGPWS Autopilot: Honeywell Primus 1000 IFCS EFIS: Honeywell Primus 1000 3-tube 8x7-inch Flight Director: Honeywell Primus 1000 IFCS Navigation Radios: Dual Honeywell Primus II Transponder: Dual Honeywell XS-852 Mode S Communication Radios: Dual Honeywell Primus II

Additional Ski Tube Thrust Reversers Dual 100 VAC Outlet Single Point Refueling Aircell ST3100 SATCOM 3-Book Navigation Chart Cases Heads-Up PBS-400 Cabin Briefer Artex 3-Frequency ELT w/Nav Interface Interior The Interior Consist in Foundation Townsend Leather Seating, Center Club Configuration, Clay Patterned Sidewalls, Kalogridis Ultra Pebble Cut Pile Carpeting, Forward Deluxe LS Refreshment Center, Figured Walnut High-Gloss Wood Veneer Cabinetry w/Satin Champagne Gold Plating, Executive & Slimline Tables; Entertainment Equipment: B7D 2700 Display, CD Audio System, Heathered Satin Window Reveals, Satin Champagne Gold Plating, Indirect Lighting, Belted Lav Seat; Freon Air Conditioning Exterior Snow White w/Charcoal Gray Metallic, Las Vegas Gold Metallic & Coral Red Pear Stripes

Sun Jet International Inc 1770 SkyPlace Blvd, San Antonio, TX 78216

Advertising Enquiries see Page 8

www.AvBuyer.com

Eugenio Gonzalez Tel: +1 (210)667-8180, +1 210.805.3141 E-mail: info@sunjetinternational.com www.sunjetinternational.com WORLD AIRCRAFT SALES MAGAZINE â&#x20AC;&#x201C; June 2014

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Sun Jet International Learjet 35A June 20/05/2014 12:39 Page 1

S H O W C A S E

1982 Learjet 35A Serial Number: Registration:

35A-469 N35JN

• Engine Maintenance Program • RVSM • Thrust Reversers • Increased MPI Interval • Terrain Awareness and Warning System • Gross Weight Increase Mod Engines Engine Model: TFE731-2-2B, On Condition TBO: No Engine Maintenance Program: Honeywell Engines & Systems - MSP Gold 564 Hrs. SHO 559 Hrs. SHO Avionics Altimeter: Digital; Flight Rules: IFR; FMS: Honeywell FMS; TAWS: Sandel TAWS

Maintenance Maintained: FAR Part 135 Inspection: RVSM. 12-Year inspection c/w 12/05.

6000 Main Landing Gear inspection c/w at 5815 cycles.; Airframe Maintenance Program: Unknown Airframe Maintenance Tracking Program: Unknown Certification: RVSM Equipment Modification: Century III wing w/Softflite; General: Aeronca thrust reversers, executive door, auxiliary cabin heat Additional Cockpit Equipment Modification: Century III wing w/Softflite; General: Aeronca thrust reversers, executive door, auxiliary cabin heat Asking: Make Offer

Interior General: Light tan leather LearJet 31A-style interior; Seating: Mid-cabin 4-place club, 3-place couch, forward LS lav seat; Refreshment Equipment: Deluxe mid-cabin galley; Lavatory: Forward LS Exterior Colors: Matterhorn white w/black & gold accents

Sun Jet International Inc 1770 SkyPlace Blvd, San Antonio, TX 78216

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Eugenio Gonzalez Tel: +1 (210)667-8180, +1 210.805.3141 E-mail: info@sunjetinternational.com www.sunjetinternational.com Aircraft Index see Page 4

Jet Sense Aviation, LLC June_Empyrean 21/05/2014 15:55 Page 1

S H O W C A S E

2004 Cessna Citation Bravo Serial Number: Registration: Airframe TT: Landings:

550-1086 N623AR 3,910 3,412

Avionics Traffic Alert Collision Avoidance System: Honeywell TCAS II Flight Director: Honeywell Primus 1000 IFCS EFIS: Honeywell 3 Tube 7x8 inch Flight Management System: Universal UNS 1L with GPS VHF: Dual KY196B VHF NAV: Dual KN53 NAV Automatic Direction Finder: KR87 ADF Distance Measuring Equipment: Dual DME Transponder: Dual Mode S Diversity Transponders ALT: Rad Alt TAWS: Honeywell Mark VII Enhanced GPWS Cockpit Voice Recorder: Yes JAR Flight Data Recorder: Yes

Additional Equipment & Features Thrust Reversers Freon Air Conditioning Safeflight N1 Computer Ski Tube Installation in Baggage Compartment Oxygen 64 cu ft Artex ELT 406 JAR-OPS CESCOM HF Provisions TCAS II EGPWS Interior Eight (8) passenger leather interior with darker matching carpet. Gloss wood cabinetry and aft belted flushing toilet. Forward left hand refreshment center with glass storage, ice chest, hot liquid containers. 110 VAC Outlets. LH/RH aft divider. Crew sheepskin covers Exterior The Aircraft is painted overall Matterhorn White with Blue accent stripes

Jet Sense Aviation, LLC Contact: Brett Forrester

Advertising Enquiries see Page 8

www.AvBuyer.com

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

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AeroSmith Penny Gulfstream IVSP May 20/05/2014 12:32 Page 1

S H O W C A S E

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

1337 N52MK 4561 2602

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 FLIGHT DIRECTORS HONEYWELL SPZ 8400 6-TUBE EFIS COMMS TRIPLE COLLINS VHF 422 W/AFIS NAVS DUAL COLLINS VIR 432 W/FM IMMUNITY DME DUAL COLLINS DME 442 ADF DUAL COLLINS ADF 462 TRANSPONDERS DUAL COLLINS TDR 94D WITH FLIGHT ID RADAR HONEYWELL PRIMUS 880 RADAR ALTIMETER DUAL HONEYWELL AA300 EGPWS HONEYWELL MARK VW/WINDSHEAR ALERT &RAAS FLIGHT MANAGEMENT SYSTEM DUAL NZ 2000 HF COMMS DUAL COLLINS HF 9000 W/SELCAL IRS TRIPLE HONEYWELL LASEREF GPS DUAL HONEYWELL GNSSU 12 CHANNEL GPS SENSORS FLIGHT PHONE MAGNASTAR C-2000 & SATCOM 6000

FLIGHT RECORDER FAIRCHILD COCKPIT VOICE RECORDER FAIRCHILD A-100A Features & Equipment Airshow 400 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 Maintenance 72/144 Month inspection done 2010 196 Month completed 2013 Exterior Matterhorn White base with Super Jet Black underside, Coral, Cashmere and Gray striping.

New April 2012 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

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

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

Aerosmith Penny Hawker 800XP February 20/05/2014 12:33 Page 1

S H O W C A S E

1996 Hawker 800XP Serial Number: Registration: Airframe TT: Landings:

258289 N881AF 10,001.6 6291

• Aviation Partners Winglets • Interior new 2012 standard eight place • Exterior, 2012 Overall White Blue and white with blue stripes • MSP Airframe & Engines TFE731-5BR ENROLLED IN HONEYWELL MSP APU GTCP35-150W 4513 APU HRS 6048 APUS Avionics FMS: DUAL HONEYWELL NZ2000’S RADIO SYSTEM: HONEYWELL PRIMUS II INTEGRATED COMMS: DUAL HONEYWELL RCZ-851w/8.33spacing NAVS: DUAL HONEYWELL RNZ-850 RMS: DUAL HONEYWELL RM-850 TRANSPONDER: DUAL HONEYWELL RCZ-833k HF: DUAL BENDIX/KING KHF-950 R/ALT: HONEYWELL RT-300 AHRS: DUAL AHZ-600 RADAR: HONEYWELL PRIMUS 870 ADC: DUAL HONEYWELL AZ-810

AFCS: DUAL HONEYWELL DFZ-800 EFB: SINGLE FG7000 Adv. Data Research TCAS: HONEYWELL ACSS TCAS II W/CH.7 CVR: UNIVERSAL CVR-30B EGPWS: ALLIED SIGNAL Extras AVIATION PARTNERS WINGLETS CAMP MAINTENANCE PROGRAM DUAL HONEYWELL PRIMUS II SRZ-850 DATA LOADER LSZ-850 LIGHTNING SENSOR ARTEX C406-1 ELT HONEYWELL N1 DEECS Interior New 2012 STANDARD EIGHT PLACE INTERIOR Exterior 2012 Overall White Blue and white with blue stripes

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 – June 2014

137

Northern Jet Lear 40XR May 20/05/2014 12:36 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 3,133 2,527

• Smart Parts Airframe Factory Warranty Smart Parts Engines Left Engine 3,146 / Right Engine 3,138 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 Aircraft management Services Available

Northern Jet Management Gerald R. Ford International Airport 5500 - 44th Street, SE • Grand Rapids, MI 49512

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Tel: 800 462 7709 Tel: +1 616 336 4737 Cell: +1 616 648 2656 Fax: +1 616 336 4709 mserbenski@northernjet.net www.northernjet.net Aircraft Index see Page 4

Northern Jet Lear45XR May 20/05/2014 12:37 Page 1

S H O W C A S E

2009 Learjet 45XR Airframe TT: Landings:

2164 1685

Northern Air Inc is pleased to offer this 2006 Lear 45XR to the marketplace for immediate sale • MSP and Smart Parts Engines Left Engine 2164 Right Engine 2164 Avionics • Second Universal UNS-1E FMS • Enhanced Mode S Transponders • Dual KHF-1050 Communication with SELCAL • Steep Approach Capability • Second Automatic Direction Finder (ADF) • Cockpit Voice Recorder • Digital Flight Data Recorder • Electronic Flight Bag (EFB)

Exterior Off White with Sandalwood Tan Stripes Interior Eight passenger seats in a double club configuration with a belted lav seat certified for takeoff and landing. Interior is finished in tan tones and satin nickel plating.

Optional Equipment • Concorde Batteries-38 Ampere-Hour (Exchange) • Tail Illumination Package • Exterior Lighting Package • Lighted Control Wheel Chart Holders • Pulsating Recognition Lights • Aircraft Locking Package • Foreign Certification

Entertainment • Airshow 410 • Forward monitors • DVD system • Cabin audio • XM Radio

Northern Jet Management Gerald R. Ford International Airport 5500 - 44th Street, SE • Grand Rapids, MI 49512

Advertising Enquiries see Page 8

www.AvBuyer.com

Tel: 800 462 7709 Tel: +1 616 336 4737 Cell: +1 616 648 2656 Fax: +1 616 336 4709 mserbenski@northernjet.net www.northernjet.net WORLD AIRCRAFT SALES MAGAZINE – June 2014

139

Aviation Advisors June 20/05/2014 12:51 Page 1

S H O W C A S E

2004 Gulfstream G550 Serial Number: Registration: Airframe TT: Landings:

5033 VP-BNR 1750 870

• One owner since new • One of a kind designer interior in like new condition • Enhanced Navigation Upgrade & TCAS 7.1 • RVSM/RNP-1, 4, 5 & 10. MNPS. CPDLC. ADS-C • Securaplane 450 Security System • Airshow 4000 System • Four 5.6” Monitors, one 12” and one 20.0” Monitor • Single 5-Disc Audio CD Player / Controller • Two Multi-Region DVD Players • Miltope Cockpit Printer & Cabin Laser Printer • SATCOM and Ethernet: - Wireless LAN - One (1) Honeywell MCS-7000+ Satcom System - One (1) Honeywell AIRSAT 1 Satcom System - One (1) MagnaStar C2000 Radiotelephone (Functions also as a PBX connecting all handsets to each other and to the Honeywell MCS-7000 INMARSAT System.

• JSSI “Platinum” (pro-rated)

Engines RR BR-710 Engines: 1750 hrs (as of January 23, 2014) Enrolled in JSSI Platinum Honeywell RE220 (G550) APU: 2053 Hours Avionics Certification “Foxtrot” basic completed August 2011, Navigation upgrade “Enhanced” c/w June 2013 (ASC 84B & ASC 96), Runway Awareness Advisory System (RAAS), Four (4) Honeywell DU-1310 Flat Panel Display Units, Two (2) Honeywell DC-884 Display Controllers, One (1) Honeywell DP-884 Display Brightness Panel, One (1) Honeywell/Kollsman Visual Guidance System (VGS), Three (3) Honeywell MAU-913 Modular Avionics Units, One (1) Honeywell GP-500 Flight Guidance Panel, Three (3) Honeywell MC-850 Multifunction Control Display Units, Three (3) Honeywell AZ-200 Air Data Modules, One (1) Honeywell WU-880 Weather Radar Receiver/Transmitter Antenna, Two (2) Honeywell WC-884 Weather Radar Controllers, Three (3) Honeywell IR-500 LASEREF V Micro Inertial Reference Units, Two (2) Honeywell MRC-855A Modular Radio Cabinets, Three (3) Honeywell AV-900 Audio Panels, One (1) Honeywell MT-860 Third Navigation /Communication Cabinet Two, (2) Honeywell RT-300 Radio Altimeters, One (1) L3 Cockpit Voice Recorder (CVR), One (1) Cockpit Voice Recorder (CVR) Control Panel, One (1) L3 Flight Data Recorder (FDR), Two (2) Davtron Digital

Aviation Advisors International Inc 8191 N. Tamiami Trail, Sarasota, Florida, 34243-2032

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Clocks, One (1) Goodrich EBDI-4000 Radio Magnetic Indicator (RMI), One (1) Goodrich Magnetometer, One (1) Goodrich GH-3100 Standby Attitude/Airspeed/Altitude Indicator, One (1) Honeywell RT-951 (TCAS 2000) 7.1 (ASC 103), Two (2) Mason Cursor Control Devices, One (1) Thales Satcom antenna, One (1) Honeywell LP-860 processor, One (1) Honeywell LU-860 controller, One (1) Honeywell AT-855 brick antenna, One (1) Honeywell LSZ-860 Lightning Sensor System (LSS) Interior 18 Passenger custom designer interior w/ fwd galley including convection oven & microwave.

Flight attendant seat. Fwd & aft vacuum lavatories. Fwd cabin: Six individual seats of which two are berthable. Mid-cabin: Four-place club arrangement. Aft-cabin: Two four-place divans.

Interior is in excellent like new condition Asking Price: Call!

Tel: +1 (941) 351-5400 Tel: +1 (210) 490 1883 - San Antonio office Email: bobd@aaisrq.com www.aviationadvisorsintl.com Aircraft Index see Page 4

Sorens Group Ltd June 21/05/2014 10:12 Page 1

S H O W C A S E

2010 Gulfstream G 200 Serial Number: Registration: Airframe TT: Landings:

233 M-SWAN 1044:05 424

Certificate of Airworthiness December 27, 2009 Entry into Service August 3, 2010 Engines Pratt & Whitney Canada PW306A engines Serial Number: PCE-CC-0485/0484 Time since New: 1044:05 Hours Enrolled in Pratt & Whitney ESP Gold Program APU Honeywell GTCP-150 Time since New: 703 Hours Cycles since New: 793 APU on Honeywell MSP Program Avionics • Collins Proline IV 5 Tube EFIS Flight Dir & EICAS • Dual Collins FCC-4005 Autopilot • Dual Collins VHF-4000 VHF Comm (w/8.33 KHz) • Single Collins NAV-4000 VHF Nav (W/ADF) • Dual Collins DME-4000 DME • Dual Collins TDR-94D Transponder (w/Mode S) • Dual Honeywell KHF-1050 HF Comm • Single Collins ALT-4000 Radio Altimeter • Single Artex Artex 406 ELT • Dual Collins GPS-4000A GPS • Dual Collins FMC-6100 FMS • Single Coltech CSD-10 Selcal • Single Collins RTA-858 Weather Radar w/Turbulence Detection • Single Collins TCAS-4000 TCAS II w/change 7

• Single Honeywell MK-V EGPWS w/Windshear • Dual Collins RTU-4220 Radio Tuning Units (w/Flight ID) • Single Universal CVR-120 Cockpit Voice Recorder • Dual Collins AHS-3000 Attitude Heading System • Honeywell VHF AFIS Interior Cabin Layout: Nine (9) Passenger Configuration Original Fwd Cabin: Four (4) Single Chairs in Club Configuration with Executive Tables Aft Cabin: Two (2) Single Club Chairs with Opposing Three (3) Place Divan on Left Hand Side Galley and Lavatory: Forward Right Hand Galley and Aft Lav Colors Seats: Aeronappa Swan Leather Wood: Quartered Bronze Eucalyptus Headliners: Rice Ultraleather Metal Finish: Champagne Gold Pearllite Divan Fabric: Calvin Klein Forum Bisque Carpet: Corduroy w/Silk Exterior Overall Matterhorn White with Aristo Blue, Diamond Silver and Cumulus Grey Stripes Original Cabin Equipment • 17.0” Rosen LCD Monitor in Aft Bulkhead • Satcom IRIDIUM • Audio Int’l Dual DVD Player (Multi Region) • Airshow 4000 • 17.0” Rosen LCD Monitor in Fwd Bulkhead • Aerial View Tail Camera

Sorens Group Ltd 1 1\2 Miles Northern Highway, Belize City, Belize

Advertising Enquiries see Page 8

www.AvBuyer.com

Tel: +43 (664) 430-12-27 Email: sales@sorens.aero www.sorens.aero

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141

Mente 2009 Gulfstream G200 & Falcon 2000 May 21/05/2014 10:14 Page 1

S H O W C A S E

1997 Falcon 2000 Serial Number: Registration: Airframe TT: Landings:

38 N710ET 5197.8 2775

Engines CFE738-1-1B On ESP Gold Left: S/N 105193, 4948.4 Hours, Cycles: 2599 Right: S/N 105190, 4948.4 Hours, Cycles: 2599 APU Honeywell GTCP35-150 On MSP S/N P-139, 2817.7 Hours, Cycles: 3770 Avionics Collins Pro Line 4 w/ 6.1 upgrade Dual Honeywell Laseref III / Dual Collins FMS-6100 Dual Collins FCC-4002 Flight Director Dual Collins GPS 4000A Dual Collins APS-4000 IFCS / Autopilot

Mark Payne Cell: +1 (972) 897-3246 E-mail: mark@mentegroup.com Dual Collins ADF-462 Dual Collins VHF-422C w/ 8.33 spacing Collins TCAS-94 TCAS II w/change 7 Honeywell Mark V EGPWS Dual Portable EFB System w/ Bluetooth GPS Additional Features RVSM Certified / Collins AHS-85E AHRS Allied Signal SSCVR / Allied Signal AFIS Airshow 400 / 14.2” forward cabin monitor Aircell ST-4200 telephone / Aircell WIFI System RVSM Compliant / 115V AC Power outlets Third Crew - Jump Seat / Dual Davtron Digital Clocks Maintenance CAMP Systems Tracking / High service bulletin level compliance. 3C Due Jan 2015

Interior Beautiful eight passenger executive interior featuring a forward four-place club arrangement with foldout tables.

The spacious aft cabin boasts another four-place conference or dining arrangement with adjacent credenza with ample storage. Seating is tastefully finished in light earthy leathers. Interior is complemented with matching earth tone carpeting found throughout the cabin. The cabinetry is high gloss stained veneers; the rose gold plating completes the interior. Forward full service 46” galley, 18” galley annex, private aft lavatory Exterior The single tone base Matterhorn White paint is complemented by a, Cabernet Red, and Regiment Blue striping. It was fully repainted by Dassault Little Rock in September 2006. Touched up March 2014

2009 Gulfstream G200

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

Serial Number: Registration: Airframe TT: Landings:

Interior Well appointed, nine (9) passenger interior features forward four place club seating and aft three(3) place divan opposite two (2) place club. Upon entering this beautiful aircraft, you notice the well-appointed forward galley, including TIA Wavejet Microwave, two (2) hot liquid dispensers, wine storage, large serving area, and generous ice drawer and trash receptacle. The medium toned, high gloss, wood veneers are accentuated by mushroom leather seating and a brown fabric divan. The intricately woven, 100% wool carpet shows little wear and compliments the interior perfectly. Passenger will be entertained with an Airshow 410 system as well as forward and aft 17” LCD monitors and a multi-region dual DVD player Exterior Overall, White with Zephyr Orange and Black Accent Stripes

230 N331BN 1821.4 1060

Engines ESP GOLD P&W306A Engine 1: PCE-DF0103 1821.4 SNEW Engine 2: PCE-DF0104 1821.4 SNEW Auxiliary Power Unit HONEYWELL 36-150IAI SN: P-339 982 Total Time 1187 Total Cycles Avionics 5 Tube EDS / COLLINS PROLINE 4 2 COLLINS VHF-422D COMMS 2 COLLINS VIR-432 NAVS 1 COLLINS ADF-4500 ADF

2 COLLINS DME-4000 DME 2 TDR-94D MODE S W/ FLT ID TDR 1 COLLINS TWR-850 RADAR 2 COLLINS FMC-6000 FMS 2 COLLINS GPS-4000A GPS 1 HNYWL KTR-653 W/SELCAL HF COLLINS TTR-4000 W/CHG 7 TCAS HNYWL DMU-AFIS AFIS ICG IRIDIUM ICS-200 SAT/COM ARTEX 406 W/NAV INTERFACE ELT HNYWL MARK V W/ WS & RAAS EGPWS UNIVERSAL CVR -120 CVR COLLINS FCC-4005 CAT II AUTOPILOT Special Features IN SERVICE 12/22/2009. RNP-5/-10 / MNPS RVSM/8.33/FM IMMUNITY. EMERGENCY LIGHTING AIRCELL AXXESS II. ATG 4000

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 June_Heeren Cit Ultra sep 21/05/2014 10:16 Page 1

S H O W C A S E

Price: Make Offer

2009 Challenger 300 Serial Number: Airframe TT: Landings:

20272 858 632

2010 in Service - Double Club Cabin for 8 Passengers - Lufthansa NICEview Cabin System - Inmarsat and Iridium SATCOM - DeLuxe Galley - Collins ProLine 21 - EASA OPS 1 Equipped RVSM - MNPS - RNP 5 / RNP 1 / RNP 0.3 Fresh 48 Months LUMP Inspection 12/2013 38,850 lbs MTOW - No Damage History Engines 2 Honeywell AS907-1-1A (MSP) L/H: S/N P118687 R/H: S/N P118686 TSN: 858 hrs TSN: 858 hrs CSN: 632 CSN: 632 APU Honeywell GTCP-36-150(BD) (On MSP) Avionics and Other Features Collins Integrated Digital ProLine 21 Avionics Suite with Collins Automatic Flight Control System 4 Collins CDU 3 Collins VHF-4000 Comm w/8.33 kHz Spacing 2 Collins HF-9031A with SELCAL 1 ICS-200 Iridium Satcom 1 Collins Inmarsat Satcom-5000 ACARS Data Link w/ Graphical Weather Maps 2 Collins NAV-4000 Nav 2 Collins DME-4000 DME 2 Collins NAV-4000 ADF 2 Collins TDR-94D Mode S w/Enh. Surveillance 2 Collins FMC-5000 FMS with V-Speed

Additional Equipment Lighted Chart Holders Enhanced Baggage Compartment 16G Seat in Lavatory Certified for Take Off and Landing Lufthansa NICEview Cabin System Airshow 410 Cabin Entertainment with DVD/CD Player and Two 18” Monitors Deluxe Galley with Espresso Machine Forward Partition with Sliding Door Floor Accent Light Over Water Flight Kit Cockpit Writing Tables Dual LED Navigation Lights Pulsating Main Landing Lights Door Lock Package Cabin The cabin has a luxury layout for eight passengers consisting of dual club four individual passenger seats arrangement with three bi-fold retractable and one plug-in executive tables. The aft lavatory is fitted with a warm/cold water dispenser, lighted mirror, storage drawers and a belted 16G seat certified for take off and landing.

Seats are upholstered in grey leather, ceiling and side wall are of light grey, armledges, tables galley, cabinetries, forward and aft cabin partition are of high gloss carbon fiber. DeLuxe Galley comprises a microwave oven, two hot liquid containers, an ice drawer with overboard drain, and ample drawer storage for crystal and china.

Interior in excellent condition Exterior Painted allover white with one warm red stripe from nose to tail. Excellent condition

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.aero-dienst.de

www.AvBuyer.com

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143

IBA Falcon 900DX June_Empyrean 21/05/2014 10:20 Page 1

S H O W C A S E

2005 Dassault Falcon 900 DX Serial Number: Registration: Airframe TT: Landings:

604 G-TAGF 2931 1339

Engines Engine Type & Model Honeywell TFE 731-60-1C No 1 Engine Serial Number P112622 No 1 Engine Hours Since New 2711 No 1 Engine Cycles Since New 1254 No 1 Engine Hours Since Restoration 378 No 1 Engine Cycles to First Limiter 5746 No 2 Engine Serial Number P112598 No 2 Engine Hours Since New 2897 No 2 Engine Cycles Since New 1317 No 2 Engine Hours Since Restoration 382 No 2 Engine Cycles to First Limiter 5693 No 3 Engine Serial Number P112621 No 3 Engine Hours Since New 2865 No 3 Engine Cycles Since New 1312 No 3 Engine Hours Since Restoration 416 No 3 Engine Cycles to First Limiter 5688 APU Type & Model Honeywell GTCP 36-150F APU Serial Number P-494 APU Hours Since New 3492 APU Overhaul Interval 4500 Hrs APU Hours Since Overhaul 2107 Landing Gear Nose Landing Gear Cycles Since Overhaul N/A Nose Landing Gear Cycles Remaining 466/July 2018 LH Landing Gear Cycles Since Overhaul N/A LH Landing Gear Cycles Remaining 4661/July 2018

RH Landing Gear Cycles Since Overhaul N/A RH Landing Gear Cycles Remaining 4661/July 2018 Interior Configuration and Optional Equipment Pegasus Designed Interior Seating 14 Passengers Forward Double Club Seating Dining Group Dual 3 Seat Divans Seating Convertible to 4 Beds, Suitable For Sleeping Up To 6 Forward and Aft Safety Equipment Stowage Cabin Attendant Seat Forward and Rear WCs Honeywell MH Entertainment & Cabin Management System Multiple LCD Monitors Multi-region DVD Player DT Systems Premium Speakers Sony Stereo headsets Maintenance Status 1A & 1A+ Inspections Completed April 2013 C Check Completed 2012 Honeywell Avionics Protection Plan Engines and APU on MSP Gold Avionics EASy Cockpit with EASy II Upgrade EASy Modular Avionics Dual Honeywell AZ-200 Air Data Computers EASy Data Acquisition and Central Maintenance Computer EASy Jeppesen Electronic Charts EASy IFCS TCAS – Honeywell TCAS-2000 with 7.1 Upgrade

International Bureau of Aviation Contact: Ben Jacques

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Radio - Triple Honeywell TR866B CVR – Honeywell SSCVR DME – Dual Honeywell DM-855 FMS – Triple Honeywell EASy with Dual GPS-90X HF Radio – Dual Collins HF-9000 Satcom – Thrane Aero H+ TT-5000 HSD+ with ICG handset Transponder Dual Honeywell XS-855A Weather Radar – Honeywell Primus 880 Honeywell EGPWS

Tel: +44 (0) 1372 22 44 88 Email: ben.jacques@ibagroup.com

Aircraft Index see Page 4

CAI CJ525 June 21/05/2014 10:22 Page 1

S H O W C A S E

1998 Citation CJ 525 Serial Number: Airframe TT:

525-0239 1,726

Engines WILLIAMS/ROLLS FJ44-1A LEFT: 1503 TT RIGHT: 1726 TT Interior New Jan. 2006!

Six-Passenger Beige Leather Seating w/Complementing accents. Deluxe Refreshment Center, Dual Executive Writing Tables, Aft Divider w/Removal Curtain. CD Player w/XM Radio System for Cabin Entertainment. LH Belted and Flushing Lav. Gloss Wood Laminate w/24K Gold Plated Hardware. New 1/06 by Goderich Aircraft, Canada Exterior New Jan. 2006!

Attractive Overall Off-White with Black and Copper Trim. New 1/06 by Goderich Aircraft, Canada

Garmin MX200, XL Weather and TCAS 900 BX Garmin 500 GPS w/WAAS, XM Weather & TAWS Sperry SPZ-5000 Autopilot and Flight Director Dual Bendix/Kng KY 196A Comm Radios Dual Bendix/King KT70 Mode Transponders Bendix/King KN63 DME w/Hold Button Bendix/King Radio Altimeter KRA-405B Locator Beacon Artex ELT 407 Angle of Attack (AOA) Aircel SAT Phone RVSM Compliant Additional Doc.10 Inspection complied with June 20, 2011 at 1,686 hours New Doc. 21 completed August 2, 2013 at Citation - Greensboro. Cescom, aircraft sustained damage after landing and was repaired 1/06

Avionics Honeywell/Sperry SPX-5000 2-Tube EFIS Bendix/King RDR-2000 VP Color Dual Bendix/King KN53 Nav Radios Dual Bendix/King KR87 ADF Honeywell C-14D Compass System Fairshild A-100 CVR TCAS 900 BX Traffic Collision System

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

Advertising Enquiries see Page 8

www.AvBuyer.com

Palm Beach Tel: Fax: Cellular: Email: Website:

(561) 433-3510 (561) 433-3842 (561) 289-3355 jp@caijets.com www.caijets.com

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Aviatrade June 21/05/2014 10:23 Page 1

EXCLUSIVE REPRESENTATION AIRBUS ACJ 318 ELITE s/n 4878 VP-BKG 2012 MODEL AVAILABLE FOR IMMEDIATE SALE or LEASE • Unique Opportunity • 3rd Qtr 2012 Completion • Delivery hours only • Exterior is base white and can be customized prior to delivery • Largest cabin-cross-section in its class and superbly equipped for intercontinental travel • View complete specifications at: aviatrade.aero/sales_2012_A318.asp • www.aviatrade.aero

www.aasia.cn

Contact: Philip Rushton, President, 1-908-696-1174 Office, 1-908-578-8080 Mobile, 1-908-696-1175 Fax

Aviatrade June 21/05/2014 10:24 Page 2

x

NEW YORK ✦ LOS ANGELES ✦ HONG KONG ✦ BEIJING Cabin-Class Consulting....First Class Service

P148-153 21/05/2014 13:56 Page 1

Marketplace Hawker 800A

Tel: +1 (703)-917-9000 E-mail: sales@capitaljetgroup.com

Capital Jet Group Price:

$1,950,000

Year:

1993

S/N:

258241

Reg:

XA-CHA

TTAF:

5875

MSP GOLD for engines. API winglets for added range and performance. 2011 paint. 2013 48 month inspection.

Global AFIS. Aircell Iridium satphone. Dual GPS. Digital FDR. HF. TCAS 2000 8 passenger interior with DVD/CD/Airshow system with dual monitors

Location: USA

Hawker 800XPi

Tel: +1 (703)-917-9000 E-mail: sales@capitaljetgroup.com

Capital Jet Group Price:

$3,950,000 USD

Year:

2005

S/N:

258723

Reg:

M-YCEF

TTAF:

4,219

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 8 year/48 month inspections at Duncan Aviation. Fresh Engine Core Overhauls. No Excuses, no projects. Make an offer soon.

Reduced to $3,950,000 USD

Location: USA

Challenger 300

Tel: +49 (0) 7403 914 04 66 E-mail: sales@basjets.com

BAS GmbH Price:

US$ 8,495,000

Year:

07/2004

S/N:

20004

Reg:

D-BFJE

TTAF:

5,991

New Paint and Interior Dec 12, 96 mths. done 12/2012; Airframe and Engines on MSP and Smart Plus; No Damage History; only one Owner since new; CVR/FDR; SATCOM, Airshow with DVD; Microwave, Coffee Maker; 8 Pax Club Seat Config; belted Toilet Seat; CAT II; MNPS; In and Out like new

Location: Germany

www.basjets.com

McDonnell Douglas MD-87

Price:

Please Call

Year:

1987

S/N:

49412

Reg:

P4-AIR

TTAF:

45683

Location: Switzerland

Hawker 1000A

Tel: +7 985 762 9787 Email: a.kondratyev@premieravia.ru

Premier Avia

Nineteen seats. Aft owner’s private stateroom with a double bed and private lavatory. 2 forward crew rest areas. Galley with three refrigerators. Three 42”, two 32”, two 20”, two 15” video monitors. Maximum range 7000km(3780nm).

Additional Fuel Tanks System, composed of eleven auxiliary fuel tanks (2200 gal or 6680 kg). One original aft auxiliary fuel tank (784 gal or 2374 kg). AC meets requirements for RVSM/MNPS/CATIIIa/TCASII Change 7/EGPWS/ICAO An16 Vol1 Ch4. Iridium ICS-200 Satcom. Price Reduced.

International Jet Markets, Inc. Price:

Make Offer

Year:

1992

S/N:

259010

Reg:

N52SM

TTAF:

5400

Tel: 1-850-213-3218 E-mail: jetmarkets@aol.com

MSN 259010, ESP Gold, Honeywell Avionics, Excellent 9 Pax Interior, Well maintained, 2 Corporate Owners, Replaced & excess to needs $2,450,000.00 but Make Offer Contact: Bill Pilker Mobile 1-770-330-2691

Location: USA

148

WORLD AIRCRAFT SALES MAGAZINE – June 2014

www.AvBuyer.com

Aircraft Index see Page 4

P148-153 21/05/2014 13:57 Page 2

Marketplace Learjet 36A

Leonard Hudson Drilling Price:

US $1,695,000

Year:

1977

S/N:

36A-030

Reg:

N160GC

TTAF:

15,600

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

Learjet 36A, Long range capability, as configured 2,400 nautical miles. Can be upgraded to 2,600 mile range.

Recent paint and interior, RVSM. Competitively priced at $1,695,000 USD, may trade on helicopter

Location: USA

BELL 206L4

Leonard Hudson Drilling Price:

Please Call

Year:

2002

S/N:

52265

Reg:

N339MG

TTAF:

1700

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

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

do justice to the helicopter, and the colors are very vibrant, it is ready for immediate work. It has had both a Bell/Edwards completion and maintenance with immaculate records, of course no damage of incidents. 1700 TTSN, Two corporate owners.

Location: USA

BELL 412EMS

Leonard Hudson Drilling Price:

US $3,875,000

Year:

1981

S/N:

33017

Reg:

N554AL

TTAF:

15265

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

Full EMS Medical 4 patient and 4 attendant interior.

Recent ‘no expense spared’ airframe refurbishment at Acro Helipro within the last 100 hours.

Both engines are fresh Pratt and Whitney overhauled.

Immediate delivery, Meticulous records.

Current with medical interior and 13 passenger utility interior are included, aircraft is ‘turn-key’ will provide Fresh annual /Export C of A

Location: USA

BELL 212 (Five Available)

Leonard Hudson Drilling Price:

Please Call

Year:

1991-1996

S/N:

Call for details

Reg:

Call for details

TTAF:

Call for details

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

Five, Late Model, Bell 212s In 'Off Shore’.

Available for immediate use.

Asking $3.1M to $3.6M USD. Serial numbers: 35034, 35048, 35060, 35088 and 35096

Location: USA

King Air B200

Keystone Aviation Price:

Please Call

Year:

2001

S/N:

BB-1767

Reg:

N441AL

TTAF:

2,592

Location: USA

Advertising Enquiries see Page 8

www.AvBuyer.com

Tel: +1 (801)-933-7509 E-mail: mparker@keystoneaviation.com Aircraft is excellent condition, w/ no known damage history.

Equipment includes: Collins EFIS-84/ Pro Line II, TAWS, TCAS, ADF, BLR Winglets w/ Extended Boots, Raisebeck 4Blade Quiet Turbofan Props, Ram Air Recovery, Enhance Performance Leading Edges, Nacelle Wing Lockers, Cat Soft Touch Tires, Heated Brakes, Auto Feather, Prop Synch, Frakes Stacks, Stainless Steel Fasteners, Dual Door Cables, Electric Cabin Heat, Aft Blower. Hots JAN 2013, Gear June 2013

WORLD AIRCRAFT SALES MAGAZINE – June 2014

149

P148-153 21/05/2014 13:57 Page 3

Marketplace Westwind II

Thomas Jets LLC Price:

Make Offer

Year:

1984

S/N:

409

Reg:

N629WH

TTAF:

5102

Location: USA

Tel: +1 (613) 991 2935 E-mail: paul@thomasjets.com This no damage, RVSM compliant aircraft, is an excellent, late model Westwind II, Flight Director: Collins FDS-85, Auto Pilot: Collins APS-80, Comms: Dual Collins VHF-20B, ADF: Collins ADF-60A, Keith Freon Air, Airshow 200, Wireless Headsets, The cabin is equipped with five individual executive seats and a forward three place couch. The fully enclosed lavatory, located in the rear of the cabin, has a belted flushing potty and sink. Seats and couch was recovered 2013. Good condition. Feb 2005

www.thomasjets.com

Dassault Falcon 50

Thomas Jets LLC Price:

Make Offer

Year:

1986

S/N:

168

Reg:

N514MB

TTAF:

5750

Location: USA

Tel: +1 (613) 991 2935 E-mail: paul@thomasjets.com Landings: 3268, This is an exceptional, low time Falcon 50 with excellent maintenance status and history. 4C & Corrosion Protection Control Program (CPCP) complied with August, 2013, New Paint, MPI’s (Weststar Alton, IL), Gear Overhaul August, 2011. New paint August, 2013 (Weststar Alton, IL) Excellent Condition. Six Individual Grey Leather Seats With a Three Place Divan and Jump Seat, Keurig Coffee Maker, Sony DVD Player, CD and Pull Out Wide Screen LCD Monitora

www.thomasjets.com

Westwind II

Thomas Jets LLC Price:

Make Offer

Year:

1981

S/N:

345

Reg:

N345TR

TTAF:

10,190

Tel: +1 (613) 991 2935 E-mail: paul@thomasjets.com This no damage, RVSM compliant aircraft, is an excellent, late model Westwind II. 35 hours since “C” Check Oct, 2013 Trimec Aviation, 800 hour structural “B” complied with, Keith Freon Air, Titanium Tail Hinge, B & D Cabin Display, Davtron Clock M 811-B, The cabin is equipped with four individual executive seats and a forward three place couch.

There is a forward refreshment center with ample storage space

Location: USA

www.thomasjets.com

Beechcraft King Air 200

Gulf Coast Petroleum Price:

$1,275,000 USD

Year:

1981

S/N:

BB978

Reg:

N877RC

TTAF:

7320

Tel: +1 (239) 791 9016 Email: kevinbahash@gmail.com This aircraft is in super clean condition. It has recently had all four phase inspections completed. Newly overhauled propellers and landing gear actuators. Custom painted in 2006. Hangar kept and professionally maintained. Very low hours. Interior is flawless.

Contact: Kevin Bahash

Location: USA, FL

Gulfstream V

MJET GmbH Price:

Make offer

Year:

2002

S/N: Reg: TTAF:

6381

Tel: +43 (0) 1 706 2700 720 Email: asset@mjet.eu 16 seats (forward galley) * Fresh 12-yr inspection * New Cabin Management System (Collins Venue Retrofit CMS), with 2 x 19" bulkhead HD LCDs, touchscreen controllers, HD audio/video distributors, HDMI input panel, USB panel, iPod input jack panel, Airshow interactive map etc. * Engines on CorporateCare * APU on MSP * Second owner since new * Triple FMS. USB data loader.

Location: USA

150

WORLD AIRCRAFT SALES MAGAZINE – June 2014

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P148-153 21/05/2014 13:58 Page 4

Marketplace 1993 Lear 31A

Tel: +1 (503) 781 2725 Email: aveatr1@comcast.net

Dulcich Jet Price:

$1,000,000 USD

Year:

1993

S/N:

087

Reg:

N535PS

TTAF:

6300

6300TT 36 inch cargo door, Raisebeck aft locker, Engines on MSP Gold, N1 DEECS, Dee Howard TR's, Paint 2007.

EFIS 50, Universal 1B+,8.33spacing,TCASII, EGPWS. Fresh D check from West Star Aviation 3/14. On CAMPS

Location: USA, OR

Cessna Citation X

Sapphire International Price:

Please call

Year:

2002

S/N:

750-185

Reg:

N750DD

TTAF:

2854.7

Tel: +1 (561) 753 5353 Email: ramsesparziale@gmail.com

Rolls-Royce AE3007C1/Rolls-Royce AE3007C1, Engine Program:Corporate Care, Total Time Since New: 2832 Hours, Total Cycles Since New: 1885 Cycles, Engine Program, Corporate Care, 8 Passenger interior plus Belted Lav. Leather seats. Reduced Price!

Location: USA, FL

Cessna Citation CJ1

Mr. Duparré / Mrs. Schorr Price:

Make offer

Year:

2002

S/N:

525-0476

Reg:

D-IRSB

TTAF:

2470

Location: Germany

Dassault Falcon 900EX EASy

Malmberg Aviation Price:

Make offer

Year:

2007

S/N:

171 & 179

Reg:

SE-DJA(B)

TTAF:

1800

Tel: +49 (0) 30 886 267 40 Email: Dragonbabe101@hotmail.com

Great condition, On Tap Elite, Airframe on ProAdvantage, EASA Certified, RVSM, Cescom, Maintained EU-OPS/Part M, Avionics: EFIS/Flight Director: Collins Pro Line 21 3-Tube, Compass: Dual Collins AHC-3000 AHRS. Exterior: Snow White w/Platinum, Gray & Black striping. Teflon coated 09/2011. Features: Safe Flight N1 Computer, Locator Beacon,Crew NAV Chart Cases,Cockpit Speaker Mute Switch, Engine Synch,8" x 10" Multi-Function Display,Monorail Sunvisor,Dual Cockpit 110-Volt AC Outlet, etc.

Tel: +44 (0) 7876 450 079 Email: mike@malmbergaviation.com SISTERSHIPS. Corporate owned and flown. One owner since new. Always hangared. Never chartered. Meticulously cared for. Excellent pedigree. Recent C check with EASy II upgrade, dry bay mod and landing gear revision. MSP Gold. 14 pax layout with fwd crew lav. Early viewing highly recommended! Sold together or separately.

Contact: Mikael Malmberg

Location: Sweden

Dassault Falcon 7X

Malmberg Aviation Price:

Make offer

Year:

2010

S/N:

77

Reg:

D-APLC

TTAF:

1261

Location: Germany

Advertising Enquiries see Page 8

www.AvBuyer.com

Tel: +44 (0) 7876 450 079 Email: mike@malmbergaviation.com One of the nicest F7X aircraft ever. The aircraft has the very attractive 15 seat interior with medium brown matte wood and light white-grey leather, full galley, 15 passenger layout.

Forward cabin with two double clubs. Mid Cabin with four seat conference group plus extra two seat club on starboard side instead of the credenza. Aft cabin with two seat club on the starboard side and a three place divan on the port side that easily converts into a large bed.

Attractively priced.

WORLD AIRCRAFT SALES MAGAZINE – June 2014

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Marketplace Piaggio Avanti P180

Tel: +1 (613) 991 2935 Email: adam.clarke@pwgsc.gc.ca

GCSurplus.ca Price:

USD 2,000,000

Year:

2003

S/N:

1065

Reg:

C-GFOX

TTAF:

4927.8

Available via Online Sealed Bid Auction. - GCSurplus Minimum Bid: $2,000,000 CDN. End date June 12th, 2014 Full specs available contact: Adam Clarke +1 613-991-2935 / +1 613-854-9769

Location: Canada

Eurocopter EC 120B

Tel: +44 (0) 7921 949 147 Email: info@wingedbee.co.uk

Darren Williams Price:

£625,000 excl VAT

Year:

2001

S/N:

1236

Reg:

G-ISSY

TTAF:

2615

UK delivered, one owner from new. Eurcopter UK VIP spec, flotation equipment. Sold with fresh 12yr check & new paint of choice. Engine has 12yr calendar life remaining.

Location: United Kingdom

Hawker 900XP

Tel: +49 (0)821-7003-100 Email: sales@beechcraft.de

Beechcraft GmbH Price:

Please Call

Year:

2012

S/N:

TBD

Reg:

N-Reg

TTAF:

930

N-Reg, Pro Line21, 2xHF-9000, 2xFMS-6000, 2xTDR-94D XPDR, TCAS II, RVSM capable, SSFDR, Aircell & Highspeed Internet, on JSSI, with several Warranties – Aircraft like new!

Location: Europe

Cessna Citation XLS

Tel: +49 (0)821-7003-100 Email: sales@beechcraft.de

Beechcraft GmbH Price:

Please Call

Year:

2007

S/N:

TBD

Reg:

EU Reg

TTAF:

3.720

EU-Reg., EU-OPS, 8 Seats, CVR (2h), HF-1050, CMS-400 Checklist, Dual FMS UNS-1 ESP, AvVisor+, Aircell ST-3100, EASA German commerc. certif., CAMO+, top condition !

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 152

WORLD AIRCRAFT SALES MAGAZINE – June 2014

www.AvBuyer.com

Aircraft Index see Page 4

P148-153 21/05/2014 14:02 Page 6

Not just a tug.

It’s a

8900 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), June 2014, Vol 18, Issue No 6 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.

Advertiser’s Index 21st Century Jet Corporation ...............................154

Donath Aircraft Services...........................................37

John Hopkinson & Associates ........................45,102

Aero-Dienst ...............................................................143

Duncan Aviation...................................................31, 79

Lektro..........................................................................153

AeroSmith/Penny............................................136-137

Eagle Aviation..............................................................83

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

AIC Title Services ....................................................111

Elliott Aviation..............................................................35

Mesinger Jet Sales ..............................................19-21

Amjet .............................................................................99

Elite London.................................................................61

NBAA Convention...................................................114

AOPA ............................................................................85

European Helicopter Show ...................................122

NBAA Regional Forum ...........................................113

Aradian Aviation ..........................................................87

Freestream Aircraft USA ....................................46-47

Northern Jet Management ............................138-139

Aviation Advisors .....................................................140

Guardian Jet..........................................................25-27

OGARAJETS ...................................................1, 32-33

Aviatrade ...........................................................146-147

General Aviation Services ........................................51

Par Avion ......................................................................91

Avjet Corporation.................................................64-65

Global Jet..........................................................129-131

PremiAir Global Aircraft Sales ................................95

Avpro ......................................................................10-14

Gulfstream Pre-Owned ......................................40-41

Rolls-Royce .................................................................43

Bell Aviation...........................................................52-53

Heli UK Expo ............................................................122

Sojourn Aviation ...................................................56-57

Bombardier..................................................................23

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

Sorens Group...........................................................141

Boutsen Aviation ........................................................71

Intercontinental A/C Group...............................38-39

Southern Cross Aviation ........................................103

Central Business Jets .............................................155

International Bureau of Aviation............................144

Sun Jet International.......................................132-134

Charlie Bravo ..............................................................29

Jet Sense ...................................................................135

Survival Products.....................................................153

Conklin & de Decker ...............................................121

Jet Support Services (JSSI)..............................88-89

Tempus Jets ...................................................................5

Corporate AirSearch Int’l .............................101, 145

JetBrokers .............................................................58-59

Universal Avionics ......................................................81

Corporate Concepts .................................................93

Jetcraft Corporation ..................................48-49, 156

VREF Aircraft Values ..............................................121

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

Jeteffect ........................................................................55

Wright Brothers Aircraft Title ................................107

142

JETNET......................................................................109 Advertising Enquiries see Page 8

www.AvBuyer.com

WORLD AIRCRAFT SALES MAGAZINE – June 2014

153

21st Century March 19/02/2014 17:14 Page 1

Tri-Jets have earned a stellar reputation among owners and operators and usually command higher resale values than the competition.

With efficient space management the Falcon 900 aircraft have a larger passenger seating area than the Gulfstream IV. These Tri-Jets weigh 15 tons less and are 22 feet shorter, providing a more beneficial ramp presence.

The 900EX can speed across the Atlantic with all seats full at 0.84 IMN; and has 300 NM greater range than the Gulfstream IV-SP. Furthermore, the 900EX can fly from London to Kansas City, Buenos Aires to New Orleans and Anchorage to Seoul at 0.75 IMN with eight passengers and NBAA IFR reserves.

Revolutionary and the world's first purpose built fly-by-wire (FBW) business jet, the Falcon 7X capitalizes on Mach 2 technology.

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 May_CBJ November06 15/04/2014 10:30 Page 1

General Offices

Mexico office

Minneapolis / St. Paul

TEL: 52.55.5211.1505

TEL: (952) 894-8559

CELL: 52.55.3901.1055

FAX: (952) 894-8569

E-MAIL: Enrique CBJets.com

EMAIL: INFO@CBJETS.COM

Celebrating 30 Years!

2000 GULFSTREAM V SN N33M Of fered by Original Fortune 100 Corporation, Over 40+ Year History as a Fleet Operator of Gulfstream Aircraft, Honeywell Satcom with Wifi, Immaculate Maintenance, RRCC Engine Program

GULFSTREAM G200 SN 199 1960 TT / 1040 Landings, ESP Gold, Meets all EASA / JAR OPS Requirements, Impressive List of Options including Aerial View Camera

FALCON 900EXy SN 121 Single Owner, Former Falcon Demonstrator, Most Systems are Triple, 2529 Total Hours, FWD & AFT Lavs, AFT Cabin Divider, MSP Gold

FALCON 900B SN 155 Always US Owned, 6400 TT, MSP Gold, Forward & Aft Lavs, Dual Aft Couches

FALCON 900C SN 194 Single Owner, 3850 Total Hours, 2060 Cycles, MSP Gold, Standard Interior w/ Dual Aft Couches, FWD & AFT Lavs.

FALCON 20F SN 470 - FALCON 900C ENGINES & APU MOD 7827 TT / 5009 Landings, MSP Gold, Collins Proline II EFIS Cockpit, Dual Collins Radio Tuning Units, Dual Universal 1Lâ&#x20AC;&#x2122;s w/WAAS, ETC

FALCON 50EX SN 255 2 Midwestern Owners Since New, MSP Gold, Dual Laseref, Dual NZ2000's, Satcom

FALCON 50-40 SN 25 Last Falcon 50 Ever to be Multi-million Dollar Converted, Proline 21 cockpit, TFE-40 Engines on MSP Gold, 50EX Interior New 2010

www.cbjets.com ALSO AVAILABLE: Gulfstream IISP SN210 * 2000 Gulfstream V w/ 5800 TT on RRCC * Falcon 900EXy SN238 (Lease Only)

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.

Better perspective on market trends. And worldwide connections that 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

2008 Challenger 605 - SN 5773

2010 Global XRS - SN 9349

Lowest Time Early Model 605 on the Market 805 Hours Total Time; 277 Cycles

2008 Global 5000 - SN 9243

One Owner Private Operations Only 1,561 Hours Total Time; 553 Landings

New to Market - 2,195 Hours TTAF; 845 Cycles 92,500 lbs. MTOW Increase for Extended Range

6-2014_WAS_Back Cover_51000 ft.indd 1

2010 Agusta A109 Power 2002 Airbus A320VIP 2010 Challenger 300 2011 Challenger 605 2008 Challenger 850 2006 Citation CJ1+ 2006 Citation XLS 2002 CRJ 200LR 2005 Eurocopter AS 365 N3 2009 Falcon 2000EX EASy 2006 Falcon 900EX EASy 2007 Global 5000

Download the

2009 Global 5000 2014 Global 6000 2015 Global 6000 2005 Global Express 2010 Global XRS 2008 Gulfstream 450 1999 Gulfstream IVSP 1991 Hawker 1000B 2008 Hawker 900XP 2012 Lear 60XR Q4 2015 Legacy 500 2007 Legacy 600

2010 Hawker 900XP - SN 0155 & 0156 Two Aircraft; One Fortune 200 Owner Since New Nicely Optioned - Excellent Condition

2012 Falcon 7X - SN 172

Pristine Aircraft for World Wide Comfort 319 Hours Total Time; 100 Cycles

Jetcraft App

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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 I I I I I I I I I I I I I I I I I I I I I I

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