World Aircraft Sales Magazine March 2014

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WORLD

www.AvBuyer.com ™

The global marketplace for business aviation

March 2014

Global Support. Local Connections.

JSSI has been delivering superior service and resale value since 1989 and continues to lead the market in maintenance program innovation.

Our People Set Us Apart.

Business Aviation & The Boardroom: pages 18 - 67

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AC Index Feb14 20/02/2014 12:43 Page 1

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

PAGE

AIRBUS

AIRCRAFT

PAGE

BBJ . . . . . . . . . . . 34, 48, 63, 140, BBJ III . . . . . . . . . 63, CRJ 200 LR. . . . . 28, 148, Super727 200 VIP ..63, MD-DC-8 VIP. . . 63,

CJ1+ . . . . . . . . . . 47, 73, 148, CJ2. . . . . . . . . . . . 14, 33, 50, 63, 65, . . . . . . . . . . . . . . . 99, 140, CJ2+ . . . . . . . . . . 8, 14, CJ3. . . . . . . . . . . . 14, 26, 45, 56, 65, . . . . . . . . . . . . . . . 99, CJ525 . . . . . . . . . 71, M2 14, Bravo . . . . . . . . . 15, 26, 31, 50, 124, Encore . . . . . . . . 50, Excel . . . . . . . . . . 73, 145, Mustang . . . . . . . 14, 50, 65, 142, Sovereign. . . . . . 14, 22, 26, 41, 45, . . . . . . . . . . . . . . . 58, 63, 73, 140, T206H StationAir .33, Ultra . . . . . . . . . . 15, 33, 137,

BOMBARDIER

Conquest

Global 5000 . . . . 7, 12, 22, 28, 39, 41, . . . . . . . . . . . . . . . 51, 73, 148, Global 6000 . . . . 7, 148, Global Express . 12, 29, 48, 49, 63, . . . . . . . . . . . . . . . 130, 148, Global Express XRS..29, 34, 53, 61, . . . . . . . . . . . . . . . 148,

Grand Caravan

A310 . . . . . . . . . . 148, A318 . . . . . . . . . . 48, 148, A318 Elite. . . . . . 61, A319 CJ . . . . . . . 65, 148, A320 VIP . . . . . . 28, ACJ 318 . . . . . . . 122, 123,

BOEING/MCDONNELL DOUGLAS

Challenger

I . . . . . . . . . . . . . . 33, 208 Amphibian . 143,

CIRRUS SR22 G3 GTS Turbo...33,

EMBRAER

300 . . . . . . . . . . . 13, 28, 58, 89, 131, . . . . . . . . . . . . . . . 142, 148, 601-1A . . . . . . . . 45, 601-3A . . . . . . . . 48, 601-3R . . . . . . . . 28, 604 . . . . . . . . . . . 7, 14, 23, 28, 47, 63, . . . . . . . . . . . . . . . 145, 148, 605 . . . . . . . . . . . 7, 28, 65, 148, 650 . . . . . . . . . . . 99, 850 . . . . . . . . . . 28, 850ER . . . . . . . . 148,

EMB-135LR . . . . 63, Legacy 500 . . . . 22, 148, Legacy 600 . . . . 49, Legacy 650 . . . . 61, Lineage. . . . . . . . 49, Lineage 1000. . . 48, Phenom 100 . . . 15, 85,

Learjet

FALCON JET

31A . . . . . . . . . . . 47, 51, 31ER . . . . . . . . . . 57, 35A . . . . . . . . . . . 57, 85, 36A . . . . . . . . . . . 85, 40 . . . . . . . . . . . . 58, 65, 40XR . . . . . . . . . . 125, 45 . . . . . . . . . . . . 35, 45BR . . . . . . . . . . 85, 45XR . . . . . . . . . . 47, 63, 126, 148, 55 . . . . . . . . . . . . 45, 60 . . . . . . . . . . . . 15, 26, 39, 41, 47, . . . . . . . . . . . . . . . 48, 49, 60SE . . . . . . . . . . 15, 51, 60XR . . . . . . . . . . 29, 47, 58, 148,

CESSNA Citation ISP . . . . . . . . . . . 57, II. . . . . . . . . . . . . . 22, 33, 50, 56, 145, IISP . . . . . . . . . . . 50, III . . . . . . . . . . . . . 45, 50, 56, V. . . . . . . . . . . . . . 147, V Ultra. . . . . . . . . 14, X . . . . . . . . . . . . . 14, 47, 134, XLS . . . . . . . . . . . 73, 143, XLS+ . . . . . . . . . . 39, CJ1. . . . . . . . . . . . 39,

FAIRCHILD DORNIER 328 . . . . . . . . . . . 33,

7X . . . . . . . . . . . . 3, 41, 65, 145, 146, 10 . . . . . . . . . . . . 51, 20E-5 . . . . . . . . . 142, 20F . . . . . . . . . . . 85, 50 . . . . . . . . . . . . 8, 13, 41, 56, 58, 65, . . . . . . . . . . . . . . . 145, 146, 50-4. . . . . . . . . . . 146, 50EX . . . . . . . . . . 8, 13, 56, 146, 900B . . . . . . . . . . 3, 13, 22, 39, 47, 63, . . . . . . . . . . . . . . . 65, 146, 147, 900C . . . . . . . . . . 13, 36, 56, 89, 145, . . . . . . . . . . . . . . . 146, 147, 900DX . . . . . . . . . 148, 900EX . . . . . . . . . 23, 35, 146, 148, 900EX EASy . . . 3, 146, 147, 900LX . . . . . . . . . 3, 58, 2000 . . . . . . . . . . 3, 13, 35, 37, 41, 50, . . . . . . . . . . . . . . . 63, 2000EX. . . . . . . . 28, 89, 2000EXEASy . . 41, 45, 2000LX . . . . . . . . 13, 61, 2000S . . . . . . . . 13,

GULFSTREAM IISP . . . . . . . . . . . 145, IV . . . . . . . . . . . . . 12, 26, 29, 49, 85,

AIRCRAFT

PAGE

IVSP . . . . . . . . . . 12, 23, 42, 47, 63, . . . . . . . . . . . . . . . 128, 148, V. . . . . . . . . . . . . . 12, 43, 47, 100 . . . . . . . . . . . 45, 73, 150 . . . . . . . . . . . 42, 53, 73, 200 . . . . . . . . . . . 7, 23, 42, 45, 50, . . . . . . . . . . . . . . . 85, 136, 147, 148, 450 . . . . . . . . . . . 12, 22, 23, 34, 43, . . . . . . . . . . . . . . . 63, 73, 148, 500 . . . . . . . . . . . 43, 550 . . . . . . . . . . . 7, 39, 43, 47, 63, 65, . . . . . . . . . . . . . . . 73, 132, 133,

HAWKER BEECHCRAFT Beechcraft 400 . . . . . . . . . . . 50, 400A . . . . . . . . . . 15, 23, 31, 50, Premier 1A. . . . . 85, 142,

King Air 350 . . . . . . . . . . . 8, 51, 53, 65, 73, B200 . . . . . . . . . . 26, 31, 47, 53, 57, 73, . . . . . . . . . . . . . . . 140, 142, C90 . . . . . . . . . . . 65, 73, C90B . . . . . . . . . . 31, 39, 57, F90-1. . . . . . . . . . 61,

Hawker

03.14 AIRCRAFT

PAGE

SOCATA TBM 700A . . . . . 71, TBM 700B . . . . . 51, TBM 850. . . . . . . 71,

HELICOPTERS

AGUSTAWESTLAND A109 A II Power 16, A109 Power . . . . 148, A109 E Power . . 16, 39, A109S Grand. . . 16, Koala. . . . . . . . . . 73, A119 KE . . . . . . . 65,

BELL 206L3 . . . . . . . . . 8, 206L4 . . . . . . . . . 141, 212 . . . . . . . . . . . 141, 230 . . . . . . . . . . . 16, 65, 407 . . . . . . . . . . . 16, 47, 412EMS . . . . . . . 141, 429 . . . . . . . . . . . 16, 49,

EUROCOPTER

400XP . . . . . . . . . 23, 47, 50, 58, 73, 4000 . . . . . . . . . . 15, 47, 85, 135, 800A . . . . . . . . . . 15, 51, 53, 56, 141, 800XP . . . . . . . . . 7, 15, 22, 23, 26, 47, . . . . . . . . . . . . . . . 58, 73, 129, 141, . . . . . . . . . . . . . . . 145, 850XP . . . . . . . . . 73, 900XP . . . . . . . . . 29, 73, 73, 143, 1000B . . . . . . . . . 148,

AS 350 B3 . . . . . 65, AS 355 N . . . . . . 65, AS 365 N3 . . . . . 16, 148, BO 105CBS-4 . . 143, BK 117C1. . . . . . 65, EC 130 B4 . . . . . 39, EC 135 P1 . . . . . 16, EC 135 P2+ . . . . 73,

IAI

MCDONNELL DOUGLAS

Astra 1125 . . . . . 55,

MD 600N . . . . . . 73,

NEXTANT

SIKORSKY

400XT . . . . . . . . . 58,

S76C+. . . . . . . . . 136, S-76C++ . . . . . . 35, S-92 . . . . . . . . . . 16,

PIAGGIO Avanti . . . . . . . . . 79, Avanti II . . . . . . . 85, Avanti P180 . . . . 8,

PILATUS PC12 . . . . . . . . . 23, 127, PC12 NG . . . . . . 23, PC12-45 . . . . . . . 8, 57, 71, PC12-47E . . . . . . 55,

PIPER Cheyenne II . . . . 65, Cheyenne IIXL . 50, 71, Meridian . . . . . . . 8, 57,

CORPORATE AVIATION PRODUCTS & SERVICES PROVIDERS Avionics . . . . . . . . . . . . . . . . 117, Aircraft Engine /Support . 1, 5, 93, . . . . . . . . . . . . . . . . . . . . . . . . 138, Aircraft Perf & Specs . . . . . 102, 107, . . . . . . . . . . . . . . . . . . . . . . . . 138, Aircraft Title/Registry . . . . 75, 101, Finance . . . . . . . . . . . . . . . . 138, Ground Handling . . . . . . . . 107, Photography . . . . . . . . . . . . 138,

PZL M28 Skytruck . . 71,

SABRELINER 65 . . . . . . . . . . . . 50, 51,

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WORLD AIRCRAFT SALES MAGAZINE – March 2014

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®

a thank you to the customers & partners who have made us what we are today.

It has been 25 years since we at Jet Support Services, Inc. first opened our doors and became the business aviation industry’s first independent provider of hourly cost maintenance programs. We want to thank Boise Cascade Corporation for being the initial customer to take that leap of faith to enroll on a JSSI program. It took foresight, an open mind and the willingness to take a chance on a new concept and a young company. Since that day, we have cumulatively enrolled more than 10,000 engines, airframes and APUs on our broad offering of programs. Today, JSSI enhances resale value and provides cost predictability and world class service to owners and operators of over 325 makes and models of business jets, turboprops and helicopters. As we continue to expand our business, it is important for us not to lose sight of those who have supported us along the way and made our 25-year anniversary possible. We thank you, our loyal customers who have entrusted us with your aircraft over the years. Thank you to the OEMs, who have worked hand-in-hand with us as we developed innovative programs like Tip-To-Tail®, the industry’s only single-source maintenance plan. Thank you to all of the maintenance providers that have worked alongside our technical service advisors to deliver outstanding service.

All of this begs the question, “Where do we go from here?” Stay with us throughout this, our 25th anniversary year, and we’ll share some of our future plans with you. Because, thanks to you, even after 25 years we’re just getting started.

Neil W. Book President & CEO, JSSI

Q jetsupport.com Q communication@jetsupport.com +1 312 644 8810 • +44 1252 52 6588

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Gil WolinMarch14_Gil WolinNov06 18/02/2014 10:14 Page 1

VIEWPOINT

Consolidated Aviation …No, not some fictional airline featured in the latest disaster blockbuster, but rather an industry cycle restarting with renewed vigor…

by Gil Wolin s a lifelong cereal fan, I was startled recently to see that the familiar Ralston “Checkerboard Square” was nowhere to be found on the current Chex editions – it had been replaced by the “Big G” of General Mills. And the Nabisco logo was gone from Shredded Wheat as well, replaced by the red “Post” oval. Thus, the number of major US cereal companies had been reduced by 25%, down from 8 to 6.

It’s not just cereal that is experiencing this kind of consolidation. Consider these aircraft names, today seen only in the occasional preowned turbine aircraft ad: Lockheed JetStar, North American (Rockwell Standard) Sabreliner, Jet Commander/Commodore Jet/Westwind, Astra, Hawker Siddeley, and Gates Learjet. Some failed to keep up with advances in cockpit or engine technology; some never found a stable market niche.

Others, like Learjet, Astra, and Hawker, found homes as divisions or subsidiaries of larger aircraft manufacturers.

And now, Beechcraft becomes a Textron brand, part of a combined light aircraft division with Cessna. It’s like what happened with Chex and Shredded Wheat, and for similar reasons (a significant change at the corporate level, either in finances, ownership, or strategic direction).

We’re seeing the same recurring trend in ground services, too. Over the years FBO names like Butler, Combs Gates, Van Dusen, Garrett Aviation, Midcoast, Piedmont Hawthorne, and Associated Air, as well as countless other well-respected independents, are gone: now part of larger chains.

In their place we have organizations like Signature, Landmark, Hawthorne, Million Air, and TAC Air: their acquisitions united under a single brand. Other consolidators, like Ross Aviation, with 19 locations, have left local established brands intact, preferring to leverage those familiar names for marketing purposes. While both models presumably offer better margins thanks to bulk buying power, the first offers customers unified “frequent buyers” programs as incentives to use at all locations.

But why the renewed focus on consolidation now, particularly in ground services? It’s

A

Advertising Enquiries see Page 10

due to a curious confluence of events, some industry driven, and others external: •

•

•

An imminent industry uptick. Flight activity is up in virtually all regions, according to both ARGUS and WingX, driven by improving economic conditions and expanding world markets. JP Morgan’s February report shows a “tentatively firming market”.

Reduced airline schedules, for the following reasons: o Commercial airline consolidation has resulted in fewer flights to many destinations, as the surviving entity eliminates route duplication. o Pilot shortages among regional “feeder” airlines are forcing additional schedule cutbacks. Last year’s mandated increase in minimum flight experience for commercial airline pilots, from 250 hours to 1,500 hours, has dramatically increased the cost for new pilots to qualify for those jobs.

They simply can’t afford to fly for near “fast food” worker pay, so are choosing other careers. o The pilot shortage is being aggravated by rising demand. The major carriers are trying to replace the retiring “boomer” captains who are reaching the mandatory retirement age of 65, by filching captains from the regional airlines.

Aging original FBO owners. Many independent FBOs are family-owned, and the prospective heirs aren’t interested in an aviation career. With a recovering economy, second- and some third-generation owners can now sell at a price that both funds their retirement and leaves the acquirer enough headroom to make a good return on the investment going forward.

So what is the impact of all this consolidation on Business Aviation? For aircraft owners, it means fewer aircraft makes from which to choose. That seems to be no great loss, as there was insufficient demand to justify continued production. The free market spoke, and consolidation resulted, along with the creation www.AvBuyer.com

of another “Jurassic jet”: an aircraft to be flown until its next overhaul, and then scrapped. At that point it has virtually no residual or tradein value.

On the ground services side, consolidation should mean that aircraft operators receive uniform levels of service at more FBO locations. There also will be greater opportunities for them to earn volume discounts based on system-wide combined purchases – particularly for those aircraft based at one of the chain’s locations. Whether the new standard of service matches the original FBO operators’ depends largely on whether the new owners’ customer service programs are comparable to the previous owners’. The challenge usually is for the corporation to maintain the “personal touch” of founding family ownership.

Business Aviation is an industry based largely on relationships – among professional pilots and technicians, as well as the people who provide the services necessary for them to fly safely, reliably and efficiently. After all, there are only 33,000 active business turbine aircraft in the world. And the primary challenge for a consolidator – whether OEM, maintenance provider or FBO – is to preserve those relationships, by providing the same or improved - products and services post-acquisition.

Call it their customers’ own “Chex” and balances. ❯ 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 WORLD AIRCRAFT SALES MAGAZINE – March 2014

9

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

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

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Contents

Volume 18, Issue 3 – March 2014

Featured Articles Business Aviation and the Boardroom 18

Emerging From the Long Winter: Business Aviation has been suppressed by unprecedented events for nearly a half decade. Times are starting to change…

20

These Business Turbines Use Propellers: For the first time in nearly two

18

decades global shipments of business turboprops and jets were nearly identical.

24

How Safe is ‘Safe Enough’…: It is critical that Board Members get beyond assumptions about the safety standards of the company’s business airplane. Here’s why…

32

Upcoming Regulatory Compliance: To avoid costly surprises as new

68

technologies become available, Board Members should be aware of many acronyms in aviation.

40

Flight Departments as Business Units: We continue our discussion as to why flight departments should be managed like other corporate units.

46

Why Insurers Say ‘No’: The reasons higher deductibles or amending insurance to ground-only coverage when the aircraft is down for an extended maintenance doesn’t usually result in a premium decrease.

54

Business Aircraft Depreciation Primer (2 of 2): A consideration of depreciation in relation to the possible impact of mixing business use and commercial charter use.

62

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

Main Features 68

Flight Dept. Management Skills – Leaders as Role Models: A profile of

86

General Jimmy Doolittle and his shining example as a leader to those around him.

70

Flight Dept. Management Skills – The Safety Lead: You’ve heard the adage “it starts at the top”. The best safety device in a flight department is a good manager…

86

Plane Sense on Engines – Demystifying Engine Terms: A buyer’s glossary to what information is being conveyed about the engines, and the impact on value.

92

Plane Sense on Engines – Maintenance Programs: A review of how paying into a ‘powerplant bank’ removes the potential for unpleasant, expensive surprises.

96

Plane Sense on Engines – An Important Maintenance Decision: Is a Hard-Time or On-Condition engine inspection program best for your jet? Not sure?

Read on…

98

Delivery Heaven, Delivery Hell: An outline of the best strategies to ensure taking delivery of your new business aircraft is as smooth as you’d hoped it would be.

103

ADS-B for Business Aircraft: A thorough outline of what will be required and what it will involve. Ken Elliott equips you to get ahead of the game in this regard.

Regular Features 9 17 74 80 100 115 119

Viewpoint Wichita Insider Aircraft Comparative Analysis (Sovereign)

Aircraft Performance & Specifications Aviation Leadership Roundtable Market Indicators BizAv Round-Up

108

Safety Matters – Weather Deviations: A collection of real-life anecdotes illustrating one thing: Mother Nature dictates your/your boss’ schedule, ultimately.

Next Month’s Issue

112

Obesity Screening: An outline of the ongoing saga as the FAA opens a new front

Business Aviation and the Boardroom Plane Sense on Cabin Avionics Aircraft Comparative Analysis (Challenger 300)

for fighting cockpit fatigue…

Advertising Enquiries see Page 10

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WORLD AIRCRAFT SALES MAGAZINE – March 2014

11

Avpro March 17/02/2014 14:34 Page 1

GLOBAL EXPRESS SERIAL NUMBER 9100

GLOBAL 5000 SERIAL NUMBER 9255

GULFSTREAM V SERIAL NUMBERS 525 & 584

GULFSTREAM G450 SERIAL NUMBER 4288

GULFSTREAM G450 SERIAL NUMBER 4024

GULFSTREAM G450 SERIAL NUMBER 4007

GULFSTREAM IV-SP SERIAL NUMBER 1363

GULFSTREAM IV-SP SERIAL NUMBER 1318

GULFSTREAM IV-SP SERIAL NUMBER 1209

GULFSTREAM IV SERIAL NUMBER 1141

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Avpro March 17/02/2014 14:35 Page 2

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FALCON 2000S 2000S FALCON SERIAL NUMBER 711

FALCON 2000 FALCON SERIAL NUMBER 1055

FALCON 900LX 900LX FALCON SERIAL NUMBER 190

FALCON 900B 900B FALCON SERIAL NUMBER 944

FALCON 900C FALCON SERIAL NUMBER 195

FALCON 50EX 50EX FALCON SERIAL NUMBER 3200

FALCON 50EX 50EX FALCON SERIAL NUMBER 275

FALCON FALCON 50 SERIAL NUMBER 158

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FALCON 50 FALCON SERIAL NUMBER 16 1611

CHALLENGER CHALLENGER 300 3 SERIAL NUMBER 200 20043 043

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CHALLENGER 604 CHALLENGER SERIAL NUMBER 5373

CHALL CHALLENGER ENGER 60 604 04 SERIAL NUMBER 5510 55110

M2 D ELIVERY POSITION POSITION CITATION CITATION N M2 DELIVERY 3RD QUART UARTER ER 2014

CITATION SOVEREIGN SOVEREIGN CITATION 255 SERIAL NUMBER 255

CITATION X CITATION SERIAL NUMBER 37

C CITATION ITATION MUSTANG MUSTAN NG SERIAL NUMBER 39

CITATION CJ3 CITATION SERIAL NUMBER 86

CITATION CJ2+ CITATION SERIAL NUMBER 3322

C CITATION ITATION CJ2 SERIAL NUMBER 15

C CITATION ITATION V ULTRA ULTR RA SERIAL NUMBER 4855

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CITATION ULTRA SERIAL NUMBER 439

CITATION BRAVO SERIAL NUMBER 895

HAWKER 4000 SERIAL NUMBER RC-8

HAWKER 800XP SERIAL NUMBER 258303

HAWKER 800A SERIAL NUMBER 258142

BEECHJET 400A SERIAL NUMBER RK-67

BEECHJET 400A SERIAL NUMBER RK-164

EMBRAER PHENOM 100 SERIAL NUMBER 61

LEARJET 60SE SERIAL NUMBER 293

LEARJET 60 SERIAL NUMBER 90

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Listing gs!

AGUSTA A AGUSTA A A109E 109E P POWER OWER SERIAL NUMBER 11129

AGUSTA AGUSTA A109E A109E POWER POW WER SERIAL NUMBER 11831 118331

AGUSTA A109S AGUSTA A A109S GRAND GRAND SERIAL NUMBER 22077

AG AGUSTA USTA A109 A109 A II POWER POWER SERIAL NUMBER 7436 74336

BELL BELL 407 SERIAL NUMBER 53127

BELL BELL 430 SERIAL NUMBER 49028 490228

BELL BELL 429 SERIAL NUMBER 57056

EUROCOPTER EUROCOPTER EC1355 P1 P1 SERIAL NUMBER 00700

EUROCOPTER AS365 N33 EURO COPTER AS 365 N SERIAL NUMBER 6650

SI SIKORSKY KORSKY S S-92 -92 SERIAL NUMBER 9200 920094 094

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WichitaJan14_Gil WolinNov06 18/02/2014 10:18 Page 1

WICHITA INSIDER

Waking Up The Air Capital

by Dave Franson n Wichita, it's not uncommon to wake before first light to the sound of low-flying aircraft taking off before dawn on test flights - the test pilots could double as alarm clocks. But as the New Year rolls on, there seem to be more opportunities for sleeping in since the test flying is less frequent. And, questions persist about the prospects for the companies that make the Air Capital their home.

Of course, among the major curiosities facing Wichita's aviation industry is how the acquisition of Beechcraft by Cessna's parent company, Textron, will affect the competitive landscape in General Aviation.

Employees of both firms are also biding their time, anxious to see what recommendations are forthcoming from the "transition teams" that are evaluating the two venerable GA manufacturers' operations.

Though early announcements have assured the workers and customers alike that both planemakers will continue to operate independently, it's obvious that Textron will eventually find synergies and opportunities in combining the talent and expertise of the former rivals, even as they create a unified product line. The long-term outlook for the piston engine aircraft lines may also be impacted. And then there's the question of who will emerge as the senior leadership team of Textron's fixed-wing General Aviation operations.

While it's unlikely that many of these questions will be answered during the course of the next year, it will make for an interesting background to the more pressing general question: When will the uncertainty at the lower end of the General Aviation marketplace finally be replaced by some persistent encouraging market trends?

Even as the top of the business aircraft market grows and prospers, the demand for propeller-driven singles, twins and light to mid-size jets remains an enigma. That has impacted both Cessna and Wichita's other light jet maker, Bombardier Learjet, which recently announced delays in key programs, including the Learjets 75 and 85 and lay-offs

I

Advertising Enquiries see Page 10

totaling 1,700 staff, including more than 500 in Kansas. The other affected employees are located in Bombardier facilities where the company's much anticipated C-Series airliner is under development. Its scheduled introduction has also been moved to at least mid-year 2015, necessitating near-term manpower cutbacks.

The questions don't stop there. Within a matter of weeks, Boeing - a foundational presence in Wichita for 85 years - will officially cease operations. It leaves behind 97 buildings and more than 2 million square feet of factory space. Prior to announcing its intention to abandon Wichita, Boeing was primarily engaged in maintenance and modification of military and government aircraft at its Kansas site, including work on presidential airlift programs, which include Air Force One. Not long ago, Wichita had hopes that employment and opportunities would grow after Boeing won the $35 billion Air Force KC-46A tanker contract in February 2011. At that time, the company said it would make Wichita its finishing center for the military air refueler. But the military maintenance, repair and overhaul market declined and defense budgets were cut. As military programs at the Wichita plant matured, came to a close or wound down, there wasn't enough business on the horizon to create an affordable cost structure to maintain and win new business.

Boeing-Wichita’s costs proved to be uncompetitive and its existing work wasn't enough to sustain the entire site. The company determined that costs in Wichita were 70 percent higher than in San Antonio, considering wages, infrastructure and general expenses, and decided to move existing operations to Texas and Oklahoma.

Wichita Mayor Carl Brewer worked for 20 years at Boeing. He has led recent efforts on the part of local and regional economic development officials to get Boeing to reconsider, especially in light of union dissatisfaction with the company's proposed contract and location of the 787 production lines. Those efforts proved fruitless, and

now Wichita is about to become the "Aviationrelated Real Estate Capital of the World."

Next door to the big empty factory formerly occupied by Boeing, its former Kansasbased commercial operations, today known as Spirit AeroSystems, remains a key supplier to Boeing (it’s one of 24 local suppliers on the 787 program alone). The commercial side of Boeing is spending more than $3.2 billion with 475 suppliers in Kansas as work ramps-up on its 737 and other jets, too.

Spirit builds parts of every Boeing jetliner.

But not every part of Spirit's business is ramping up - or projecting increased revenues. Last year it wrote off a considerable amount due to difficulties at several of its satellite operations and it's actively looking to divest those sites. Even the company that seemed to weather the economic downturn better than its neighbors now has some challenges it must overcome.

So, 2014 promises to be an interesting year in the Air Capital of the World. After five difficult years in a row, the community is hoping to wake from what could be characterized as a nightmare. And, it would be most appropriate – and welcome - if what rouses us is the sound of early morning test flights!

www.AvBuyer.com

WORLD AIRCRAFT SALES MAGAZINE – March 2014

❯ 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

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BG 1 March14_FinanceSept 18/02/2014 12:51 Page 1

BUSINESS AVIATION AND THE BOARDROOM

Emerging From the Long Winter Witness the Shoots of Recovery...

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

More information from www.generalaerocompany.com

Business Aviation has been burdened by unprecedented events that suppressed our community for nearly a half decade, observes Jack Olcott.

S

eptember 15, 2008, the day that Lehman Brothers declared bankruptcy, marked the unofficial beginning of the Great Recession.

Exceeded in size only by financial giants Goldman Sachs, Morgan Stanley and Merrill Lynch at the time of its demise, Lehman Brothers Holdings Inc. was a major player in investment banking, security trading, research, investment management and private banking. Since its beginnings in 1850, the firm transitioned from cotton merchant to prominent provider of financial services after becoming a member of the New York Stock

Exchange in 1887. In many ways Lehman Brothers was the epitome of what the public calls “Wall Street”.

In his recent book entitled The Map and the Territory, Alan Greenspan, Chairman of the Federal Reserve of the U.S. from 1987 to 2006, stated that “In early 2007, the composition of the world’s nonfinancial corporate balance sheets and cash flows appeared in as good a shape as I can ever recall”.

With the exception of a few pundits who expressed concern about the financial sector’s highly leveraged positions and the housing industry’s willingness to offer mortgages to borrowers with questionable credentials, there existed broad acceptance that the economy was robust and sustainable. The Standard & Poors 500 index peaked at 1,576 on October 11, 2007, then started a modest yet steady decline interspersed with the occasional bump.

On the day of Lehman Brothers’ collapse, the S&P 500 closed at 1,192 and then fell precipitously in the months that followed. On October 11th of 2008, exactly one year since the S&P’s record close, the head of the International Monetary Fund warned that the world’s financial system was on the “brink of systematic meltdown”.

By March 9, 2009 the index bottomed out at 676, a drop of nearly 60 percent from its level just 17 months earlier. The wealth effect that had contributed to a record 1,853 shipments of turbine-powered business aircraft in 2008 rapidly turned negative.

UNPRECEDENTED IMPACT While the events following Lehman Day (reinforced by headlines in the financial press) created reality checks among entrepreneurs and high-net-worth individuals, the market for business aircraft among corporations was stymied by a rather sudden and widespread lack of liquidity. Banks simply stopped making loans. Business Aviation wasn’t the only sector to be affected. Business capital expenditures in all aspects of the U.S. economy nearly ceased, dropping

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WORLD AIRCRAFT SALES MAGAZINE – March 2014

www.AvBuyer.com

Aircraft Index see Page 4

BG 1 March14_FinanceSept 18/02/2014 12:51 Page 2

What the Boardroom needs to know about Business Aviation

to their lowest level since the Great Depression.

According to Chairman Greenspan, such a breakdown on so global a scale was without historical precedent.

Uncertainty, the killer of investment, compounded the problem; the prospects for prompt recovery were absent. Optimism that had led the U.S. out of previous financial crises was nowhere to be found. Such an atmosphere of financial gloom prevailed throughout the next four years. Only recently have there been indications that financing is returning.

The lack of financing for business aircraft is reflected in research conducted by Mike Chase, a monthly contributor to World Aircraft Sales Magazine, based upon data provided by JETNET. Prior to Lehman Day, approximately 50 percent of pre-owned business jets were financed. By 2Q 2009 that percentage for retail sales had dropped to less than onethird. As of 4Q 2013, only 22 percent of retail transactions were financed, with banks electing to loan mostly to companies that had a previous relationship with the lender.

ADDITIONAL CHALLENGE Less than 35 days following Lehman Day, Business Aviation experienced a calamity of its own making when CEOs of our nation’s three largest auto manufacturers were silent in response to Congressman Gary Ackerman’s question about how they traveled from Detroit to Washington to request bailout funds (they arrived via company aircraft). Rather than mention their need to travel efficiently or be in several locations on the day of Congressional hearing, they avoided the question. The optics were bad, and Business Aviation was vilified.

Recognizing the need to advocate the benefits of Business Aviation, The National Business Aviation Association (NBAA) and the General Aviation Manufacturers Association (GAMA) resurrected No Plane No Gain, the community’s communications effort that was launched in the mid-1990s and had Advertising Enquiries see Page 10

been successful in conveying the benefits of business aircraft during the advocacy program’s previous existence.

Thanks to the professionalism of the current No Plane No Gain team at NBAA and GAMA, coupled with impressive lobbying efforts by both associations on Capitol Hill, the good news of Business Aviation is being communicated consistently and effectively.

The optics of our community, while still challenged by some politicians and media, now are more of a mild distraction than a barrier.

LOOKING TOWARD SPRING Acceptance of Business Aviation is returning to a positive position. The No Plane No Gain program provides a persistent and compelling message that business aircraft facilitate economic growth and improve quality of life. The theme is finding traction.

Forecasters say the overall economy is improving.

Companies are generating profits for shareholders and investing in capital equipment. Some financial institutions are willing to loan funds for business aircraft.

The need for Business Aviation has never been greater. Airline consolidation has reduced the travel options for businessmen and women. Departures by scheduled airlines have been cut across all segments of transportation hubs. Flight and duty time regulations have changed, with as-yet undetermined impact on service.

Like other sectors of our economy, Business Aviation felt the debilitating effects of the Great Recession. But we survived. Optimism is returning and uncertainty, while not gone, is diminishing.

Business Aviation is on the cusp of emerging from its multi-year winter in the wilderness.

“Like other sectors of our economy, Business Aviation felt the debilitating effects of the Great Recession. But we survived.

Optimism is returning...”

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

Email feedback to: Jack@avbuyer.com Business Aviation and the Boardroom continues on Page 20

www.AvBuyer.com

WORLD AIRCRAFT SALES MAGAZINE – March 2014

19

BG 2 March14_FinanceSept 18/02/2014 13:39 Page 1

BUSINESS AVIATION AND THE BOARDROOM

These Business Turbines Use Propellers...

Jack Olcott ruminates on a characteristic that has not occurred in nearly two decades: worldwide shipments of turboprop business aircraft and business jets were nearly identical last year.

”Within the fog of a troubled economy and considerable uncertainty, new turboprop aircraft appeared to retain at least some of their popularity...”

he Great Recession impacted Business Aviation in profound ways. Financing for aircraft, like other items of capital equipment, essentially disappeared.

Corporations kept their impressive cash balances close at hand, waiting to invest when the overall economy became more predictable. While users of business aircraft continued to believe in the importance of their vehicles as a means of transportation, public perception of the classic ‘corporate jet’ remained questionable.

Within the fog of a troubled economy and considerable uncertainty, new turboprop aircraft appeared to retain at least some of their popularity during the subdued market for business aircraft that followed Lehman Brothers’ bankruptcy on September 15, 2008. Possibly an explanation, if not a definitive reason, for such a situation is the availability of single-engine turboprops offered to buyers. Capital expenditures for these designs are less than the typical business jet. With the difficulty of securing financing for new aircraft resulting in a higher percentage of cash purchases, the lower acquisition price of turboprops may be an incentive to purchase.

Turboprops offer excellent transportation, espe-

T

WORLD TURBOPROP & BUSINESS JET DELIVERIES 1994 - 2013

cially for the typical domestic business trip. (Plane Sense is a well-established fractional provider of Pilatus PC-12 single-engine turboprops. Wheels Up, a new charter provider that began service a few months ago, features an expanding fleet of Beech King Air 350i turboprops.)

Another reason may be the inclusion of utility aircraft (such as single-purpose models designed specifically to be used in aerial application of fertilizers and pesticides). Data from the General Aviation Manufacturers Association list the shipments of two popular agricultural aircraft only for the previous three years in the accompanying graph.

Possibly the character of turboprop vs. business jet shipments displayed in the graph below tells a simpler message. Namely, the Business Aviation community experienced unprecedented circumstances resulting from the Great Recession.

Hopefully the marketplace will resume more of its historical form as economic conditions continue to improve.

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 24

1400 1200 1000 Units 800 Turboprop

600

Business Jet

400 200 0 SOURCE: 2012 GAMA STATISTICAL DATABOOK; 2013 DATA ESTIMATED

20

WORLD AIRCRAFT SALES MAGAZINE – March 2014

94 96 98 0 2 4 6 8 10 12 14

Year www.AvBuyer.com

Aircraft Index see Page 4

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2005 Citation Sovereign

2001 Hawker 800XP

2014 Embraer Legacy 500

Serial Number: 25 Asking Price: $7,350,000 Hours: 1,624 TTAF Landings: 913

Serial Number: 258522 Asking Price: $2,800,000 Engine Program: MSP

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Serial Number: 9158 Asking Price: $24,500,000 Hours: 1,544 TTAF Landings: 628

Serial Number: 4107 Asking Price: $21,500,000 Hours: 2,843 TTAF Landings: 1,729

Serial Number: 4118 Asking Price: $23,500,000 Hours: 2,125 TTAF Landings: 657

• Batch 3 w/ WAAS/LPV and FANS 1/A+/CPDLC c/w • Triple FMS/EVS Display/HUD • High Speed Data • Satellite TV

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1993 Citation II

1988 Falcon 900B

Falcon 2000 or Challenger 604

Serial Number: 721 Asking Price: $850,000 Hours: 6,045 TTAF Landings: 5,679

Serial Number: 25 Asking Price: $5,995,000 Hours: 10,034 TTAF Landings: 5,173 Engine Program: MSP Gold

• Prefer 9 or more Passenger Interior • 6,000 or Less Total Airframe Time

• Phase 1-5 Inspections c/w April, 2013 • Increased Gross Weights (14,100 lb. Maximum Takeoff Weight) • Belted Lavatory Seat

• Currently Operated Part 135 • 1C 2C 4C & Gear Restoration c/w 2012 • Dry Bay Mod SB c/w • Dual FMZ-2000 FMS Systems with 6.1 Software & WAAS/LPV

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2003 Hawker 800XP

1996 Beechjet 400A

2000 Challenger 604

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2001 Falcon 900EX

2007 Gulfstream G450

1994 Gulfstream GIV-SP

Date Completed: November 2013

Date Completed: November 2013

Date Completed: December 2013

RECENTLY COMPLETED • BOUGHT

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2009 Pilatus PC-12 NG

2005 Hawker 400XP

2005 Gulfstream G200

Date Completed: December 2013

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Date Completed: January 2014

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BG 3 Feb14_FinanceSept 18/02/2014 13:46 Page 1

BUSINESS AVIATION AND THE BOARDROOM

How Safe Is Safe Enough Your Business Aviation Standards.

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.

It is critical that Board Members get beyond assumptions when it comes to the safety standards of the company’s Business Aviation services, cautions Pete Agur. ow safe is safe enough? The majority of passengers, including Board members, assume their aviation services are safe.

They know and trust the company’s pilots, for they have not scared passengers. Everything must be fine. That assessment, however, is simply an assumption; it is not the basis for governance.

Do you oversee the rest of your business solely through the lens of assumptions? No. Assumptions must be replaced by standards, and performance must be measured with respect to those standards.

H

PERFORMANCE PRIORITIES When it comes to standards, the first step is to set priorities. Years ago I had a client tell me he wanted five things from Business Aviation: 1) Safety; 2)

Safety; 3) Safety; 4) Service meeting the needs and expectations of himself and other key passengers; and 5) Efficiency - he would treasure every nickel saved making the first four priorities happen.

I love the way he said it. He was clear and concise about the priority of his expectations. But what did he mean by “safety”? Even more importantly, is your definition of “safe” the same one used by your aviation professionals? It’s probably not.

HOW SAFE IS “SAFE”?

Most aviation professionals deal well with the “black and white” of the world. As a result, it is easy for them to declare the quality of their performance using any of a number of statements such as: •

•

•

“We haven’t had an accident or an incident, so of course we are safe.” (Unfortunately, this post hoc reasoning does not predict or assure future results.)

“We know everyone else in the area, and I guarantee we are the best around.” (Beware!

Being the best of a low performing lot is not reassuring.)

“We have all the seals of approval: IS-BAO, SMS, ARGUS, Wyvern, etc.” (These achievements acknowledge the results of audits. An audit is an event. You want your people to perform to a high standard day-in and day-out.

Badges do not assure that. Consistent application of processes, systems and behaviors do.)

So, if all the slogans and Good Housekeeping Seals of Approval don’t really assure you that you are “safe”, what will? Start by abandoning your historic notions of Safety.

The FAA uses regulations to enhance safety. But that is not the answer. If it was, air taxi operations would be the safest of all genres of aviation because they are the most highly regulated. The fact is the accident-rate for air taxi operations is 4-5 times that of the much less regulated industrial aid segment of Business Aviation, where business aircraft are flown continued on page 30

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WORLD AIRCRAFT SALES MAGAZINE – March 2014

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Aircraft Index see Page 4

U

Bombardier March_Layout 1 17/02/2014 14:42 Page 1

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O'Gara March 18/02/2014 16:45 Page 1

O'Gara March 18/02/2014 16:46 Page 2

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BG 3 Feb14_FinanceSept 18/02/2014 13:47 Page 2

What the Boardroom needs to know about Business Aviation

by salaried crews for the private, non-commercial transport of the owner or lessee. It is clear that you cannot regulate “safe” outcomes. A different approach is required, starting with a re-definition of Safety.

SAFETY VERSUS RISK MANAGEMENT The new definition of Safety is about Risk Management, which has at least four distinct components: 1. The identification of Risk; 2. The assessment of the magnitude of that Risk (i.e., catastrophic versus negligible harm); 3. The calculation of the probability of that Risk occurring (i.e., certainty versus improbable); and 4. The mitigation of unacceptable Risks to a degree that is acceptable.

integrated Risk Management into their operations.

For instance, 70% of accidents are human factors sourced. Yet, the typical Risk Management system focuses more than 70% of its content on non-human factor elements. What is the focus of your Risk Management program?

Another example is that very few departments have included Scheduling/Dispatch and Ground/Maintenance into their Risk Management efforts. Did you know that the greatest exposure your aircraft has is during ground operations? A systematic application of Ground Operations Risk Management would greatly reduce your exposure to the significant costs of repairing an aircraft damaged when parked or being moved by ground personnel. Does your Risk Management program comprehensively include Scheduling/Dispatch and Maintenance/Ground Operations?

Risk Management is particularly powerful because it lends itself to measurement and reporting. This is in direct contrast to the more nebulous historic declarations about Safety.

How high should your Risk Management bar be set? You probably expect your core business to perform to Best Practices standards, or higher. Most Csuite executives have similar expectations for their Business Aviation services. But, there is no single set of comprehensive Business Aviation Best Risk Management Practices. After all, your company’s culture and business are unique. As a result, if they are to make the greatest impact possible, your Business Aviation Risk Management policies and practices must also be unique.

Risk Management is an extraordinarily flexible concept. It can be applied to the outcome of all three arenas of Business Aviation services: 1) Safety; 2) Service; and 3) Efficiency. For this discussion we are focusing on “Safety”.

RAISE THE “SAFETY” BAR

A SAFETY BAROMETER

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

The substantial majority of Business Aviation departments are knowledgeable about the concepts of Risk Management. However, very few Business Aviation departments have fully and effectively

30

WORLD AIRCRAFT SALES MAGAZINE – March 2014

If you want to be certain your Business Aviation services really are “safe enough”, consider the following:

“It is clear that you cannot regulate “safe” outcomes. A different approach is required, starting with a re-definition of Safety.”

1. Collaborate with your company’s Business Aviation leaders to clearly identify the risks that are unacceptable and how they will be managed using effective resources, policies, practices, etc.

2. Confirm that your Business Aviation department formally adopts Risk Management as soon as practical.

3. Assure that Risk Management is integrated into all elements of the operation:a.

Scheduling and Dispatch, b.

Ground and Maintenance, and c.

Flight.

When all these elements are in place, you will be well on your way to being safe enough.

Business Aviation and the Boardroom continues on Page 32

www.AvBuyer.com

Aircraft Index see Page 4

Elliott Aviation March_Layout 1 17/02/2014 14:50 Page 1

BG4 March14_FinanceSept 18/02/2014 13:50 Page 1

BUSINESS AVIATION AND THE BOARDROOM

Upcoming Regulatory Compliance ...The Role of the Board.

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.

To avoid potentially costly surprises as new technologies become available, Jay Mesinger suggests that Board Members need to be aware of many acronyms within aviation. he new and updated acronyms of aviation electronics and procedures—ADS-B Out, CPDLC, FANS 1/A, TCAS II 7.1, PM-CPDLC—seem like a list that never ends. Their dates for compliance are just as daunting. Some countries already mandate these advanced avionics capabilities, whereas oth-

T

ers have allowed operators as many as six more years before equipage is required.

But what does this all mean to Board Members? It means that without these avionic modifications your current aircraft or one you might be considering could be very limited in its area of operation.

This article is not a technical evaluation of these upcoming requirements (many such documents exist). Rather, it is meant to help the governance body of the acquiring or operating company comprehend the cost of these modifications while considering the return on the investment of an aircraft without new avionics.

NEW ENVIRONMENT The current market for business aircraft is segmented in ways we have never experienced in prior recoveries. Prices are continuing to drift downward, and never before has the age of the aircraft been as strong a factor in determining future value. Even though many banks and lending institutions will claim they are open for business, the requirements of most are very restrictive concerning the issue of age. Aircraft over ten years old may not be eligible at all for financing by the lion’s share of the banks and lending institutions. Certainly 15 years old is a cut-off age.

This situation has created hard line segmentation and unequal percentages of residual-value loss across the universe of business aircraft.

As we discuss the need for business aircraft, even those that will be operated only in the US, there will be a date when all business turbine aircraft require some modification. Generally the older the aircraft the higher the potential cost of these modifications due to equipment upgrades that may already be incorporated in newer aircraft.

Such requirements will further cement the segmentation around age. For example, if you own a U continued on page 38

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WORLD AIRCRAFT SALES MAGAZINE – March 2014

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Aircraft Index see Page 4

Eagle March 18/02/2014 16:49 Page 1

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1 Freestream March 19/02/2014 16:47 Page 1

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

www.freestream.com

2 Freestream March 19/02/2014 16:47 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

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• Honeywell SSFDR & SSCVR

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• 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

Lear 45 S/N: 167. Reg: G-GMAA • Make Offer

Global XRS/9195

Gulfstream G550/5025 • Total Time: 5905 hours / Landings 4801 • Engines on MSP Gold / APU on MSP • Smart Parts Plus • Honeywell Primus 1000 • TCAS II with Change 7 • EGPWS • 300/600/1200 hr & 96 Mth MLG c/w Dec 2012

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

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2001 Falcon 900C SN 191 3000 hours with fresh 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 3000 hours. Plus, SN 191 will be delivered with a fresh 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

2003 Falcon 2000 SN 192 Very Low Time and Exceptional Pedigree.

Redefining “super” in a super-midsized aircraft.

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

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

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

Redefine your flying experience with the truly distinctive Falcon 2000 SN 192. To learn more, call Jim Donath at Donath Aircraft Services.

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

Motivated seller will consider all reasonable offers!

BG4 March14_FinanceSept 18/02/2014 13:52 Page 2

What the Boardroom needs to know about Business Aviation

very old Learjet and are totally committed to it being flown only within the USA, the ADS-B Out mandate will still apply. So by 2020, a significant investment will be needed for domestic operations.

Some airframe manufacturers will not support the upgrading of current cockpit configuration to the new domestic and international requirements.

This lack of OEM support will make the investment even greater due to having to modify the entire avionics suite. As an example, consider the Falcon 2000. To satisfy the FANS-1A requirement needed for operations in many areas of the world, Dassault will require a minimum of a Collins ProLine 21 cockpit rather than a ProLine 4 (which is the fleet standard on the classic Falcon 2000).

This upgrade alone can cost upwards of $800,000 before you begin to absorb the cost of the compliance modifications with the FANS-1A solution. It is dizzying, and I promised we would not go technical!

SOME ENCOURAGING NEWS I believe that the future investments in most of these older aircraft will be worthwhile, and I do believe they will make the compliant aircraft worth more at the time of resale than what you invest over and above the current value of the aircraft.

While being careful not to paint with too broad a brush, I believe there will be a new segmentation created by the haves and the have-nots with respect to these avionics upgrades. Some very old

aircraft that are also facing engine overhauls or heavy airframe maintenance might not warrant additional investment, however. Such machines will be nudged even quicker into extinction.

As a Board Member, be aware as you enter into an acquisition mode that significant avionics modifications are looming. Seek the advice of an expert, be they an employee in your flight department or an outside consultant who is well-versed regarding impending mandates and requirements.

Eventually there will be no such thing as an exempt aircraft. The newer aircraft and brand new aircraft may have some of these requirements designed in at production.

There are new costs associated with the ongoing ability to operate both internationally as well as domestically. No one brand is any more or less impacted. Some manufacturers will create solutions that may or may not require full cockpit modernization, so experienced consultants have never been more important to the transaction, whether buying or selling.

If selling, be sure to understand the questions that well coached buyers will be asking. Be prepared with a clear understanding of your specific aircraft’s needs and costs associated with impending avionics requirements. Being unprepared will damage your ability to negotiate successfully.

“...and I do believe they will make the compliant aircraft worth more at the time of resale than what you invest over and above the current value of the aircraft.”

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

Get them answered/published in World Aircraft Sales Magazine. Email feedback to: Jack@avbuyer.com Business Aviation and the Boardroom continues on Page 40

Compare aircraft performance using our

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

38

WORLD AIRCRAFT SALES MAGAZINE – March 2014

www.AvBuyer.com

Aircraft Index see Page 4

Charlie Bravo March_Layout 1 17/02/2014 14:55 Page 1

BG 5 Feb14_FinanceSept 18/02/2014 14:00 Page 1

BUSINESS AVIATION AND THE BOARDROOM

Flight Departments as Business Units: The Impact of Optics.

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

Continuing his discussion as to why flight departments should be managed like other corporate units, David Wyndham cautions that employees denigrate what they do not understand.

F “When the flight department is not seen and treated as an integral part of the corporation, misperceptions and poor optics can be expected.”

light departments often get a black eye from mainstream media. The same attitude is expressed by some employees within the company who do not understand the value of Business Aviation; they join journalists in complaining about "that private jet the CEO uses”. When the flight department is not seen and treated as an integral part of the corporation, misperceptions and poor optics can be expected. Such lack of understanding also effects the perception of the executive leadership and its commitment to serving the corporation and shareholders.

A flight department should be an integral part of the overall company and treated like other business units. Only then will the flight department be thought of as contributing to the shareholders' value.

HOW ARE THE OPTICS OF YOUR FLIGHT DEPARTMENT - BOTH INTERNALLY AND EXTERNALLY ?

VISION AND MISSION Start by considering the ‘Vision’ and ‘Mission’ of the flight department. The corporation’s Vision statement is your inspiration as well as the framework for all your strategic planning. The flight department needs a Vision statement that aligns with these lofty corporate aims—one that is complimentary to the corporate Vision and will guide the flight department’s development. The department also needs a Mission statement that is tied into the overall goal or purpose of the company.

A department’s Vision statement should address such questions as: • • •

Why the company has a flight department How it serves the corporation How the flight department, through efficient and safe transportation, enables employees to achieve and attain corporate goals.

Developing departmental statements of Vision and Mission are much more than mere slogan exercises.

They provoke flight department personnel to be

proactive in anticipating the needs of their internal customers. Furthermore, satisfying passenger needs builds understanding and appreciation for Business Aviation.

U

continued on page 44

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Aircraft Index see Page 4

General Aviation March_Layout 1 17/02/2014 15:01 Page 1

Project3_Layout 1 27/02/2014 14:41 Page 1

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BG 5 Feb14_FinanceSept 18/02/2014 14:02 Page 2

What the Boardroom needs to know about Business Aviation

GUIDING PRINCIPLES AND PROCEDURES

CLOSE TO CORPORATE

of the corporation takes place among the main users of the corporate aircraft, and they usually reside “downtown”.

The aviation manager needs to be aware of what is happening at the corporate level. Such insight requires more than casual talk with passengers before the flight.

I once heard an aviation manager say that the last place he wanted to be was at the headquarters. His job was at the airport and he got plenty of "face-time" with the CEO on board the plane. That worked out well until a new CEO took over and asked his executive team what use they had for the corporate aircraft.

The aviation manager recounted that story as he handed me his resume.

Conversely, flight department managers who routinely spend time with the senior leadership learn better how to serve the corporation, know more about what the company is doing, and can better anticipate the future needs of the corporation. To be effective, the aviation manager needs two offices: one where he or she can manage the aviation operation and another strategically located for participating in the execution of corporate objectives. An aviation manager needs to be a manager and leader first.

For the flight department to be its most effective in serving the needs of the company and in efficiently employing the assets it has, the department should be integrated into the corporation like any other essential function. It needs to be accountable and supported in its contributions to the corporation’s overall Vision and Mission. To do so will provide the best value to shareholders, and garner the most cooperation from corporate peers.

In some of the best-run corporate flight departments I have seen, the aviation manager has a desk "downtown”. While 100% of the aviation assets reside at the airport, the work of supporting the goals and Mission

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

Get them answered/published in World Aircraft Sales Magazine. Email feedback to: Jack@avbuyer.com Business Aviation and the Boardroom continues on Page 46

As a business unit, the flight department needs to follow the same standards and principles as the rest of the company. Its action plan should state how the flight department will execute on its Mission. And there must be written directives that provide the raison d'etre for the flight department and the actions it takes to serve the corporation.

Like other business units, the flight department needs a budget and budgeting process that follows the format of all units within the corporation. Its budgeting and budget cycle must match the overall corporate cycle, and allocation of resources must be presented in a format that can be understood by other managers within the corporation.

The flight department’s budget needs sufficient detail to provide guidance for those who manage and control aviation costs. It also needs to tie directly into financial management requirements specified by the CFO at the corporate level. Communication between the flight department and the financial management team at headquarters is essential.

The flight department must have reporting procedures similar to other business units. Classic measures of fiscal performance, such as periodic results and variances from budget, need to be reported.

Remember, if the flight department budget gets little attention, it will be paid little attention. While some managers might think being left alone has advantages, beware. The flight department needs access to budgeting resources and support in order to complete its Mission.

44

WORLD AIRCRAFT SALES MAGAZINE – March 2014

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“Conversely, flight department managers who routinely spend time with the senior leadership learn better how to serve the corporation.”

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.

1984 Lear 55

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

s/n 371

425 Total Time. Collins ProLine 21 EFIS. TCAS 4000.

XM Weather. Seven Passenger Interior. One Owner.

2005 Citation Sovereign

s/n 195

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

Nine Passenger Interior. Wi-Fi.

1984 Challenger 601-1A

s/n 097

2011 Citation CJ3

2008 Gulfstream 200

s/n 18

4,120 Total Time. Primus EPIC EFIS. Dual FMS. Nine Passenger Interior. One Fortune 500 Owner Since New.

s/n 3024

Universal EHFI 640 Five Display EFIS. Dual UNS 1 FMS. 100% JSSI. Gear Overhaul July 2012.

2001 Gulfstream 100

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 2_12_14.indd 1

2/12/2014 9:52:19 AM

BG 6 March14_FinanceSept 18/02/2014 14:10 Page 1

BUSINESS AVIATION AND THE BOARDROOM

Why Insurers Say ‘No’ The Reasons Behind the Decision...

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

Many savvy aircraft owners/risk managers ask if higher deductibles or amending insurance to ground-only coverage when their aircraft is down for an extended maintenance will result in a decrease in premium.

Stuart Hope explains why the answer is usually “No”. o minimize premium costs, most of us consider increasing deductibles on our various insurance policies. After all, insurance is really meant to protect us from catastrophic loss, not to pay small attritional claims. Therefore we are comfortable with higher deductibles, and we expect significant premium savings by doing so, which may be the case with certain types of insurance.

Aviation coverage, however, is different. The irony is almost all policies on turbine business aircraft have deductibles of zero (i.e., no deductible).

The exceptions are rotorwing aircraft (helicopters) and aerial applicators.

Increasing deductibles save the insurance companies money only in areas that have a high loss frequency, like auto insurance, workers’ compensation insurance for construction companies, etc.

In aviation, we don’t have an issue with loss frequency. In fact we have very few claims.

Our issue is one of loss severity. When we have claims they are typically very expensive. For this reason, insurers realize that giving a significant premium decrease to an aircraft owner for taking a higher deductible doesn’t make much sense, since the odds that the insurance company will actually apply the deductible to a loss is very low. Rotorwing operators and Aerial Applicators have a much higher frequency of claims, and insurers assign a higher deductible to these operations.

T

“For this reason, insurers realize that giving a significant premium decrease to an aircraft owner for taking a higher deductible doesn’t make much sense...”

GROUND COVERAGE Another common request that, on the surface, seems reasonable but often results in a “No” decision involves aircraft inactivity – in which an owner’s aircraft is going into an extended maintenance event or will not be flown for a lengthy period of time for other reasons. The owner might U

46

WORLD AIRCRAFT SALES MAGAZINE – March 2014

www.AvBuyer.com

Aircraft Index see Page 4

Jeteffect Inventory March 19/02/2014 11:46 Page 1

EXCLUSIVELY OFFERED

LOS ANGELES 562.989.8800

DALLAS 214.451.6953

ATLANTA 334.502.0500

PALM BEACH 561.747.2223

BOSTON 617.820.5268

Year

Model

Serial No.

1999

Challenger 604

5421

2010

Citation CJ1+

525-0697

1997

Citation X

750-0016

1999

Citation X

750-0101

2008

Citation X

750-0283

1988

Falcon 900B

30

2000

Gulfstream GIV/SP

1433

1998

Gulfstream GV

545

2003

Gulfstream G550

5029

2003

Hawker 400XP

RK-358

2005

Hawker 400XP

RK-407

2002

Hawker 800XP

258562

2010

Hawker 4000

RC-55

2010

Hawker 4000

RC-45

2008

King Air B200GT

BY-39

1998

Learjet 31A

165

2008

Learjet 45XR

383

1999

Learjet 60

168

2007

Learjet 60XR

320

1997

Bell 407

53121

Avjet multi March_Layout 1 19/02/2014 14:32 Page 1

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AIRCRAFT FOR SALE

2009 Airbus A318 S/N 3985

2001 BBJ S/N 32774

1989 Challenger 601-3A S/N 5045

2000 Global Express S/N 9010

2002 Learjet 60 S/N 245

2008 Lineage 1000 S/N 19000140

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

Avjet multi March_Layout 1 19/02/2014 14:32 Page 2

EXCLUSIVELY OFFERED BY AVJET CORPORATION

AIRCRAFT FOR SALE

1987 Gulfstream GIV S/N 1029

2009 Legacy 600 S/N 1451089

1999 Learjet 60 S/N 172

2010 Lineage SN 19000261

2012 Bell 429 S/N 57101

2003 Global Express SN 9116

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

JetBrokers March 17/02/2014 15:07 Page 1

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

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

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

2011 Citation Mustang, S/N 510-0391, 362 TT, Chartview, Sat Phone, Current 135 – Available for Three-year Lease!

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

1987 Citation III, S/N 650-0132, 7857 TT, MSP Gold, Dual UNS-1D+, Universal MFD, PATS APU, Exc. Paint & Interior, Asking $1,390,000.00

2005 Hawker 400XP, S/N RK-411, 731 TT, Garmin GMX-200 MFD, XM Weather, Sat Phone, Like New, Airshow, Freon, One Owner, Asking $2,450,000.00

1991 Beechjet 400A, S/N RK-7, 5920 TT, 2210/2210 SMOH, New Paint and Interior, TCAS 2, Mk-V EGPWS, AMS-5000, Asking $995,000.00

Also Available Beechjet 400, S/N RJ-47 Citation CJ2, S/N 525A-0016 Citation II/SP, S/N 551-0039

Citation II, S/N 550-0326 Citation II, S/N 550-0216

Falcon 2000, S/N 8 Sabreliner 65, S/N 465-45 Cheyenne IIXL, S/N 31T-8166017

JetBrokers March 17/02/2014 15:08 Page 2

2006 Bombardier Global 5000 S/N 9190, 1603 TT, Corp Care, Smart Parts, 5200nm Range, SATCOM, High Speed Data w/ WIFI, Asking $29,250,000.00

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 $3,995,000.00

1995 Hawker 800A, S/N 258254, 9121.1 TT, MSP Gold, TCAS II, Dual NZ-2000’s, Landing Gear O/H c/w 12/13, G Insp c/w 5/12, Asking $1,495,000.00

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, Price Reduced to $950,000.00

1980 Sabreliner 65, S/N 465-36, 10644TT, 1261/915 TSC, 566/915 SMPI, On JSSI,, Great History & Maintenance, Dual Garmin 430’s, Freon Air, RVSM, Asking $295,000.00

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

1975 Falcon 10, S/N 54, 8556 TT, 1634/1535 TSC, 189/189 TSMPI, On JSSI, TR’s, UNS-1L, MFD, TCAS I, 3C c/w 11/10, Asking $575,000.00

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

CHICAGO

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DENVER

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Email: jetbroker@jetbrokers.com

Web: www.jetbrokers.com

BG 6 March14_FinanceSept 18/02/2014 14:11 Page 2

What the Boardroom needs to know about Business Aviation

request putting the aircraft on “ground-only coverage” and expect a return premium for removing flight coverage. Some aircraft owners might actually want to remove all coverage, stating the aircraft will be in the repair shop and the shop owners have confirmed that they had insurance on the aircraft when it was in their hangar.

The reason for an insurance carrier saying “No” in the first scenario typically relates to a lien on the aircraft. Banks typically require that a coverage called breach of warranty be placed on the insurance policy in their favor when an aircraft is purchased. This coverage in essence provides an exclusion-less policy (with a couple of exceptions) for the lienholder (e.g., the bank) concerning their interests. If the aircraft owner has an accident and the claim is denied because the owner breached the terms of the policy, the bank will still be paid the outstanding lien amount owed them. For this reason, insurance companies will not allow an aircraft owner to amend the hull coverage to ground-only if they have breach of warranty coverage on the policy in favor of a lienholder.

It would be too easy to void coverage with any in-motion claim. Imagine, for example, that an owner forgets to alert his mechanic he purchased ground-only coverage. The mechanic then starts the aircraft to exercise the engines and has a loss while taxiing. (If there is no lien on the aircraft,

however, the owner can certainly select groundonly coverage or even no coverage on the aircraft if so desired.)

The reason for the insurance company saying “No” to the second scenario is the shop owner’s insurance does not provide first-party coverage on the owner’s aircraft. The shop owner’s insurance is limited to liability protection for the shop owner. If the shop owners’ negligence causes your aircraft to be damaged while in their care, custody or control, their liability policy would respond.

However, if your aircraft is damaged due to a cause other than their negligence (e.g., snowstorm causes hangar to collapse), their policy would not respond.

For this reason, an aircraft owner would never want to rely on a shop owner’s insurance for protection. You would think this is obvious, but you would be surprised how often I get the request.

Certainly it is smart to seek ways to reduce the cost of your insurance program. Higher deductibles or reduced coverage when appropriate are two strategies. The fact you might receive a negative response from your insurance carrier doesn’t mean you shouldn’t ask the questions.

“The reason for the insurance company saying “No” to the second scenario is the shop owner’s insurance does not provide first-party coverage on the owner’s aircraft.”

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 54

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

52

WORLD AIRCRAFT SALES MAGAZINE – March 2014

www.AvBuyer.com

Aircraft Index see Page 4

J Hopkinson 1 March 18/02/2014 10:51 Page 1

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

follow us on twitter@HopkinsonAssoc

Global XRS 1791 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 575 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

King Air B200 1833 AFTT, Aux Fuel, Quiet Cabin Package, Freon Air, Four-Bladed Props, Brake De-Ice, Two Interiors: Lifeport Plus Single Sled Medevac Sled, Seven (7) Pax Corporate Interior

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

BG 7 March14_FinanceSept 18/02/2014 16:06 Page 1

BUSINESS AVIATION AND THE BOARDROOM

Business Aircraft Depreciation Primer 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.

“...the property shall be included in the asset class for the activity in which the property is primarily used.”

54

Getting to Grips With The Basics (Part 2 of 2).

Troy Rolf concludes his two-part review of the basics of depreciating a business aircraft with a consideration of the possible impact of mixing business use and commercial charter use. any companies that own and operate business aircraft attempt to offset some of their costs by holding the aircraft out for charter at times when it is not otherwise being utilized by the owner. Such mixed utilization of aircraft can affect the depreciation schedule, applicable to the aircraft.

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WORLD AIRCRAFT SALES MAGAZINE – March 2014

www.AvBuyer.com

As previously mentioned, aircraft other than helicopters used in commercial or contract carrying of passengers and freight generally may be depreciated under MACRS over a recovery period of seven years, and aircraft used for qualified business purposes or for the production of income and helicopters used in commercial or contract carrying of passengers and freight generally may be depreciated under MACRS over a recovery period of five years.

Consequently, when an aircraft other than a helicopter is used part of the time in commercial or contract carrying of passengers and freight and part of the time for other qualified business purposes or for the production of income, questions concerning the appropriate MACRS recovery period are likely to arise.

Treasury regulations specify that when property is used for different purposes at various times in such a manner that the property could potentially be classified into more than one asset class, the property shall be included in the asset class for the activity in which the property is primarily used.

Property is to be classified according to the primary use to which the property is put, even though the activity in which the property is used is insubstantial in relation to all of the activities of the taxpayer. In addition, the asset class of an aircraft that is subject to a lease is determined as if the aircraft were owned by the lessee.

Although not further defined in the regulations, the “primarily used” standard appears to suggest that an aircraft (other than a helicopter) will be depreciated under MACRS over a seven year recovery period if the proportion of the time it is used in commercial or contract carrying of passengers and U continued on page 60 Aircraft Index see Page 4

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XXX UFNQVTBJSDSBGU DPN

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

2003 Falcon 900C

1982 Falcon 50

•

•

197

99

AIRCRAFT@BELLAVIATION.COM

2001 Falcon 50EX

1984 Hawker 800A

•

•

308

258008

1985 Citation III

•

650-0077

1980 Citation II

•

550-0116

1979 Citation II

•

550-0047

2007 Citation CJ3

•

525B-0147

South Carolina (CAE) • 803.822.4114 Colorado (GJT) • 970.243.9192 Texas • 214.904.9800 AIRCRAFT@BELLAVIATION.COM

Aircraft Sales & Acquisitions

1981 Citation ISP

•

1991 Learjet 31ER

501-0260

1984 Learjet 35A

31-033

1981 King Air B200

•

1997 King Air C90B Blackhawk

2006 Piper Meridian

•

•

LJ-1460

4697253

•

35A-600

•

BB-894

1995 Pilatus PC-12/45

2006 Piper Meridian

•

•

103

4697225

Project3_Layout 1 27/02/2014 14:44 Page 1

Project3_Layout 1 27/02/2014 14:44 Page 1

BG 7 March14_FinanceSept 18/02/2014 14:14 Page 2

What the Boardroom needs to know about Business Aviation freight exceeds the proportion of time that it is used for other qualified business purposes or for the production of income. Conversely, the same aircraft will be depreciated under MACRS over a five year recovery period if the proportion of the time it is used for other qualified business purposes or for the production of income exceeds the proportion of time that it is used in commercial or contract carrying of passengers and freight.

For purposes of determining the appropriate asset class for a mixed-use aircraft, it is necessary to determine the primary use of the aircraft during each taxable year that the aircraft is in service. If at any time the primary use of the aircraft changes, it may be necessary to convert from one depreciation schedule to another. This can result in a partial recapture event if, for example, an aircraft is used primarily for business purposes in the first year or so after being placed in service (and is therefore depreciated under MACRS over a five year recovery period), but in later years is used primarily in commercial or contract carrying of passengers and freight (and therefore must be depreciated under MACRS over a seven year recovery period).

EFFECTS OF USE Depreciation deductions (as well as operating expense deductions) that are otherwise allowable under the rules discussed above, may nevertheless be disallowed to the extent that the deductions are attributable to travel for entertainment, recreation and/or amusement purposes (collectively “Entertainment”). This is a change in the law brought about by the American Jobs Creation Act of 2004 (the “2004 Act”), signed into law by President Bush on October 22, 2004.

Prior to enactment of the 2004 Act, the Eighth Circuit Court of Appeals held in Sutherland Lumber v. Commissioner of Internal Revenue that the limitation contained in IRC Section 274(a) (which generally denies deductions for entertainment expenses) did not apply to flights provided by a taxpayer to the taxpayer’s shareholders and employees on a company-operated aircraft for recreational purposes if the taxpayer imputed fringe benefit income to the shareholders and employees for the value of flights.

Therefore, the company could deduct all the depreciation and operating expenses associated with such flights.

The 2004 Act in effect overruled the Sutherland Lumber decision by limiting the deduction permitted to taxpayers for the expenses associated with the provision of Entertainment flights to certain “Specified Individuals” to the amount imputed to the Specified Individuals as fringe benefit income for such flights.

The term “Specified Individuals” includes any person who is the direct or indirect owner of more than 10% of any class of equity security of the taxpayer, and any officer or director of the taxpayer.

The 2004 Act does not limit the deduction permitted to companies for the expenses associated with operating flights for entertainment, amusement, or recreational purposes for employees who are not

60

WORLD AIRCRAFT SALES MAGAZINE – March 2014

“Specified Individuals”.

Final regulations implementing the 2004 Act went into effect for tax years beginning after August 1, 2012. The final regulations provide two different methods for calculating the disallowance – one highly (some would say overly) complicated, and the other much more simplified. The methods cannot be fully described in this article.

Note: This article should not be construed as legal advice or legal opinion on any specific facts or circumstances. The reader is urged to consult legal counsel or other advisors concerning his/her own situation and specific legal questions.

“...it is necessary to determine the primary use of the aircraft during each taxable year...”

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

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

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’

BG 8 March14_FinanceSept 18/02/2014 14:18 Page 1

BUSINESS AVIATION AND THE BOARDROOM

Entry -Level & Light Jets Flexibility at Lower Cost Levels.

Does owning a jet automatically equate to bigger being better? Not necessarily, as you’ll discover, when value and flexibility are important factors to the corporation operating the airplane…

“So for most people, the question comes down to this: is a bit of headroom for a 100-minute typical mission really costjustifiable?”

62

s aircraft increase in size, headroom and leg-room similarly increase - even if available seating does not. It’s also true that for many models, full-fuel payload doesn’t seem to grow proportionally, although a model here and there does defy this generality.

Additionally, still-air range seems to increase as you move up the categories, but ultimately, steps up in size and range also tend to reduce flexibility in an important, not-to-be-overlooked way: airport access.

As jets get bigger and heavier their runway needs increase, often dramatically, with no appreciable gain in how many people can fly or how much equipment the jet can carry. Does that make ‘bigger’ better? Not where value and flexibility rule.

A

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

That returns us to that maximum-range leg fixation: why do we so covet range capabilities seldom, even rarely, needed? A light jet fully-fueled and flying a typical Business Aviation mission departs with fuel for the mission, including reserves - in some cases sufficient fuel to return home without adding more. And that maximum-fuel jet can often barely carry the typical passenger load of three persons making the trip, unless one or two of them also doubles as a crew member.

With the average mission length under 750 miles and the nominal maximum-range of light jets

WORLD AIRCRAFT SALES MAGAZINE – March 2014

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around 1,200 miles, the crew enjoys the option of flying lighter, saving fuel. (Note: The lower the total weight of the aircraft, the less fuel it consumes on the mission, all other factors being equal). Fueling for the mission, with NBAA reserves, allows a larger cabin load, making three or four, plus crew, possible.

In most cases where a fuel stop is not required, the speed difference between a light, a mid-cabin and a large-cabin jet results in a leg taking only slightly longer to fly, but at the trade-off of higher direct operating costs of the larger jets. Any time gained (we’re talking a few minutes in most cases) is certainly insufficient to offset operating costs running 50-100 percent higher, or more.

So for most people, the question comes down to this: is a bit of headroom for a 100-minute typical mission really cost-justifiable? That brings us to the aspect of light jets in which they not only excel but cannot be beaten: accomplishing the needed mission at the lowest overall cost.

U

Aircraft Index see Page 4

Corporate Concepts March 19/02/2014 16:48 Page 1

Sale / Lease – Financing Available Some Trades Considered See www.flycci.com Green BBJ ■ Immediately Available ■ Seven Long Range tanks ■ Low Cabin Altitude – Alternative Navigation ■ Immediate Completion Slots Available ■ Attractively Priced – Call for Details

Global Express ■ Sale, Lease, Financing Available - Some trades considered ■ Colors and materials for exterior and interior can be selected ■ 8C and landing gear inspection in progress ■ Batch 3 avionics upgrades with FANS-1/A and WAAS/LPV ■ High speed Internet and Iridium phone

Gulfstream G-450 ■ Satellite phone and Swift Broadband ■ 14 passenger interior – Forward and Aft Lavatories ■ Enhanced Vision system – Corporate Care, MSP and HAPP ■ Call for Private Showing in the U.S. ■ Contact us for New Pricing – See www.flycci.com

Embraer EMB-135LR Shuttle ■ New to the Market – Sale or Lease ■ All maintenance accomplished by Embraers ■ 16 Executive style seats with Forward Galley ■ Large Aft Baggage Area ■ Price: $7,595,000 - See www.flycci.com

Also Available - Super 727-200 VIP, DC-8 VIP, Falcon 900B & 2000 – Special Package Price, G-IV SP, Lear 45XR, CJ-2, G-550, Off Market BBJ and BBJ3, Citation Sovereign and Challenger 604 Dennis Blackburn +1 832 647 7581

Chris Zarnik +1 919 264 6212

Corporate Concepts International, Inc.

Larry Wright +1 704 906 3755

Shailon Ian +55 (21) 8201-0605

Fernando Garcia +52 55 54077686

Member NBAA, NAFA, ISTAT, AOPA

BG 8 March14_FinanceSept 18/02/2014 14:21 Page 2

What the Boardroom needs to know about Business Aviation

SIZE COSTS Five hundred to 750 miles at a maximum cruise speed of around 400 knots while carrying four passengers will generally cost less in a light jet than making the same trip in a mid-size jet at a 480-knot maximum cruise; even more so than a large-cabin jet. The time difference between heavy and light business jets on a typical mission is small (about 10 to 12 minutes), and is not a large time saving for costs that may be considerably higher for the larger aircraft. Further, beyond these speed-range-payload operational basics, airport fees tend to be larger for heavier aircraft.

Additionally, the light jet crew will have the option of far more airports, often closer, more convenient and less expensive than what’s needed for the mid- and large-cabin jets. It’s hard to escape the ‘heavyweight’ value edge of the light jets.

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

their travel time productively.

Ultimately, where performance and value reign as dominant factors, remember this: there’s nothing lightweight about the value and flexibility of these light jets.

WHAT MAKES A “LIGHT” JET? Today we consider a jet “light” when it’s Maximum Take-off Weight falls between 10,000 and 20,000 pounds. The Entry Level Jets, meanwhile, are differentiated by weights below 10,000 pounds.

ENTRY-LEVEL AND LIGHT JET PRICE GUIDE The following Entry-Level and Light Jets Retail Price Guide represents current average values published in The Aircraft Bluebook – Price Digest. The study spans a twenty year period, from 1994 through Winter 2013, and covers 29 models. Values reported are in USD millions, with each reporting point representing the current average retail value published in the Bluebook by its corresponding calendar year. For example, the Bombardier Learjet 45XR average value reported in the Winter 2013 edition of Bluebook show $4.7 million USD for a 2006 model, $5.0 million USD for a 2007 model and so forth. Aircraft are listed alphabetically, and performance and specifications for all listed models are featured in this issue beginning on page 80.

U

“Ultimately, where performance and value reign as dominant factors, remember this: there’s nothing lightweight about the value and flexibility of these light jets.”

THE WORLD’S LEADING

AIRCRAFT DEALERS & BROKERS find one today 64

WORLD AIRCRAFT SALES MAGAZINE – March 2014

www.AvBuyer.com

www.AvBuyer.com Aircraft Index see Page 4

Boutsen March_Layout 1 17/02/2014 15:16 Page 1

Retail Price Guide Feb14_PerfspecDecember06 18/02/2014 14:25 Page 1

BUSINESS AVIATION AND THE BOARDROOM

LIGHT JETS AVERAGE RETAIL PRICE GUIDE YEAR OF MANUFACTURE $ MODEL

2013 US$M

BEECHCRAFT PREMIER 1A

WINTER 2013

2012 US$M

2011 US$M

2010 US$M

2009 US$M

4.2

2.7

2.4

2.1

2008 US$M

1.9

2007 US$M

1.7

2006 US$M

9.7

8.2

6.9

6.3

5.7

8.5

7.0

5.6

4.6

1.4

1.3

5.0

4.7

4.4

4.2

4.7

4.4

4.1

3.9

3.8

3.5

3.1

3.4

3.1

2.8

2.5

5.8

5.5

5.0

4.8

4.5

4.7

4.3 4.0

3.8

3.6

BOMBARDIER LEARJET 45 BOMBARDIER LEARJET 40XR

2004 US$M

1.6

BEECHCRAFT PREMIER 1 BOMBARDIER LEARJET 45XR

2005 US$M

4.3

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

13.099

10.5

9.6

8.6

7.8

CESSNA CITATION XLS 560 CESSNA CITATION ENCORE+ 560

5.5

7.2

CESSNA CITATION V ENCORE 560 CESSNA CITATION EXCEL 560-XL

4.0

CESSNA CITATION V ULTRA 560 CESSNA CITATION BRAVO 550

2.9

2.7

2.5

4.1

CESSNA CITATION CJ4 525C

9.342

7.8

7.1

6.7

CESSNA CITATION CJ3 525B

8.347

6.6

6.0

5.7

5.4

4.9

4.7

4.5

4.3

CESSNA CITATION CJ2+ 525A

7.228

6.1

5.5

4.8

4.5

4.3

4.0

3.5

3.3

3.0

2.9

2.5

2.3

CESSNA CITATION CJ2 525A CESSNA CITATION M2 525

2.8

4.6

CESSNA CITATION CJ1+ 525

4.1

3.7

3.2

2.9

2.7

CESSNA CITATION CJ1 525

1.900

1.800

1.7

1.5

CESSNA CITATIONJET 525 CESSNA CITATION MUSTANG 510

3.430

2.6

ECLIPSE 500

2.4

2.2

2.1

2.650

2.0

1.9

1.8

0.850

0.800

0.750

2.1

1.9

EMBRAER PHENOM 300

8.755

8.2

7.7

7.2

6.9

EMBRAER PHENOM 100

4.080

3.4

3.1

2.7

2.4

2.2

2.9

2.4

2.2

HAWKER 400XP HAWKER BEECHJET 400A NEXTANT 400XTi

4.950

3.6

3.4

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

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WORLD AIRCRAFT SALES MAGAZINE – March 2014

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Aircraft Index see Page 4

Retail Price Guide Feb14_PerfspecDecember06 18/02/2014 14:26 Page 2

What the Boardroom needs to know about Business Aviation

What your money buys today 2003 US$M

2002 US$M

2001 US$M

2000 US$M

1999 US$M

1998 US$M

1997 US$M

1996 US$M

1995 US$M

1994 US$M

YEAR OF MANUFACTURE $ MODEL BEECHCRAFT PREMIER 1A

1.2

1.1

1.0

BEECHCRAFT PREMIER 1

3.8 3.5

BOMBARDIER LEARJET 45XR 3.1

3.0

2.9

2.8

2.7

BOMBARDIER LEARJET 45 BOMBARDIER LEARJET 40X BOMBARDIER LEARJET 40

1.750

1.650

1.550

1.450

1.350

1.250

1.200

1.150

1.100

1.050

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

3.3

3.0

2.8

2.7

3.8

3.6

3.3

3.0

2.3

2.1

2.0

1.9

CESSNA CITATION V ENCORE 560 2.7

2.5

CESSNA CITATION EXCEL 560-XL

1.9

1.8

1.7

1.8

1.7

1.6

1.6

1.5

1.4

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

2.7

2.6

2.5

2.4

CITATION CJ2 525A CESSNA CITATION M2 525 CESSNA CITATION CJ1+ 525

1.700

1.600

1.500

1.400

CESSNA CITATION CJ1 525 1.300

1.250

1.200

1.150

1.100

1.000

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

1.350

1.250

1.150

1.050

1.000

0.950

0.900

0.850

0.800

HAWKER BEECHJET 400A NEXTANT 400XTi

AIRCRAFT BLUEBOOK DATA - CARL JANSSENS, EDITOR. EMAIL: CARL@JETAPPRAISALS.COM Advertising Enquiries see Page 10

www.AvBuyer.com

WORLD AIRCRAFT SALES MAGAZINE – March 2014

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Flight Dept Mng1 March_Finance 18/02/2014 11:13 Page 1

FLIGHT DEPARTMENT MANAGEMENT SKILLS

Leaders as Role Models The story of General Jimmy Doolittle.

by Jack Olcott

eadership is a quality often seen in aviation. Perhaps an aviator possesses the personality traits associated with leadership such as a well-developed quest for accomplishment, high selfesteem and self-confidence. Case in point: General Jimmy Doolittle.

James Harold Doolittle, born seven years before the Wright brothers’ first powered flight and raised in relatively modest circumstances, was an extraordinary aviator with many achievements to his credit. Upon completing a Bachelor’s Degree from Berkeley just as the U.S. entered World War I, Doolittle enlisted in the Signal Corps aviation section but completed his pilot training too late to participate in combat.

He remained in the Army, however, and continued his flying as a member of the Signal Corps’ aerobatic and demonstration team established to garner public support for military aviation. During the 1920s he engaged in test flying but was allowed by the Army to rejoin academe to earn a Doctorate in Aeronautical Engineering from the Massachusetts Institute of Technology in 1925, one of the first students to earn such a degree.

Continuing as a military aviator, Doolittle in 1929 was the first pilot to take-off and land an aircraft without any visual references, relying solely on instruments. In 1931 he flew a Laird Super Solution from Burbank, California to Cleveland, Ohio to win the

L

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WORLD AIRCRAFT SALES MAGAZINE – March 2014

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Aircraft Index see Page 4

Flight Dept Mng1 March_Finance 18/02/2014 16:07 Page 2

ORDERS IN HAND, NAVY CAPT. MARC A. MITSCHER, SKIPPER OF THE USS HORNET (CV-8) CHATS WITH LT. COL. JAMES DOOLITTLE, LEADER OF THE ARMY AIR FORCES ATTACK GROUP. THIS GROUP OF FLIERS CARRIED THE BATTLE OF THE PACIFIC TO THE HEART OF THE JAPANESE EMPIRE WITH A DARING RAID ON MILITARY TARGETS IN MAJOR JAPANESE CITIES.

Bendix Trophy Race. One year later he piloted the Granville Gee Bee R-1, an aircraft that looked like an excuse to bolt a huge engine to a small fuselage with stubby wings, to win the 1932 Thompson Trophy. (The Gee Bee R-1 had an ominous reputation for dangerous flying qualities.)

During the 1920s and early 1930s, the military was short on funds and welcomed requests by industry to borrow its best pilots for the purpose of sales and demonstration tours. For one such assignment—an extended tour throughout South America— Doolittle flew his routines even though he had broken both ankles early in the tour and the bones were not set properly. Such was his stamina and dedication to duty.

LEAD BY EXAMPLE In 1935 Doolittle transferred to the Air Corp Reserves to pursue a career with Shell Oil, but he returned to active duty in 1940 with the rank of Major. By 1942, at the age of 45, he was promoted to Lieutenant Colonel and assigned to plan the first retaliatory air raid on the Japanese.

Planning was not sufficient for Doolittle.

He volunteered to lead the raid and piloted the first of 16 North American B-25 Army medium bombers as they launched from the aircraft carrier Hornet on April 18th. Made Advertising Enquiries see Page 10

famous by news accounts immediately following his bombing mission and eventually by the book, Thirty Seconds Over Tokyo, Doolittle’s raid provided the US with a huge morale-boost during the grim days following the Japanese attack on Pearl Harbor.

While damage to the enemy’s war factories was minimal, the presence of US aircraft over Japanese cities created extensive radio chatter that enabled US intelligence to significantly expand their ability to read their enemy’s secret codes. Following the raid, the Japanese military recalled large numbers of aircraft from attack positions throughout its empire to defend the homeland.

While best known for leading the first air raid on Japan, Doolittle continued in the war effort as head of the Fifteenth Air Force in the Mediterranean Theater of Operations, a unit that included Martin B-26 Marauders.

Known as the “Widow Makers” by some and the “Flying Prostitute” by others (because its short wings seemed to provide no means of visible support), the B-26 was feared by many pilots within his command. To counter the apprehension of pilots and crews, the diminutive Doolittle (height 5’4”) displayed his huge leadership qualities. He was determined to show that the aircraft should be respected, not feared.

Piloting his personal B-26 in essence solo

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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WORLD AIRCRAFT SALES MAGAZINE – March 2014

(only his crew chief accompanied him), he would fly to a unit’s base to conduct demonstrations of the B-26’s capabilities. With a volunteer in the right seat, Doolittle would depart the unit’s field, climb to about 6,000 feet, feather one engine and perform a show that in retrospect seems like the maneuvers displayed decades later by Bob Hoover in his Rockwell Shrike Commander.

One of his volunteer co-pilots was Paul Tibbets, subsequently the pilot of the Enola Gay when it dropped the first atomic Bomb on Japan, who remarked that Doolittle’s actions were “…an important start in convincing [pilots and operations people] that the B-26 was just another airplane.”

Not known as a person who sought special attribution, Doolittle was a leader who garnered respect by his actions rather than by his rank or positional authority. Initially rejected for theater command by both General MacArthur in the Pacific and General Eisenhower in Europe (Ike objected to Doolittle being a reservist and not an academy graduate), Doolittle rose in command to be the highest ranking reserve officer to serve in World War II.

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Flight Dept Mng2 March_Finance 18/02/2014 11:18 Page 1

FLIGHT DEPARTMENT MANAGEMENT SKILLS

The Safety Lead...

The Best Safety Device is a Good Manager.

by Walter Kraujalis he primary goal for any manager is the successful accomplishment of the mission.

Within Business Aviation, this means the successful completion of flights to the intended destinations without incident. As to exactly “how” a flight department will achieve that result depends upon its manager.

You have heard the adage “it starts at the top” – which means for any organization, its overall approach towards commitment, diligence, attitude and morale is set by the attitude, style and traits of its leader. Flights should be completed safely. Safety is managed by recognizing hazards to your operations and mitigating any possible consequences to the lowest acceptable level.

T

LEAD BY EXAMPLE Thus, a good manager will genuinely want to seek out and recognize hazards. To do that, he or she will empower employees to report, without fear of reprisal, anything that has gone wrong, and will provide the tools to foster vigilance in situations that may have the possibility of going wrong. The manager will encourage everyone’s participation, starting with his or her own behavior.

The not-so-good manager will either not have a hazard-reporting process in place, or will have established one in name only with no intent to use it. The uncommitted manager may have purchased an online safety system but does not bother to understand how to use it, does not encourage others to participate, or lets only the safety officer be involved. Worse still, the not-so-good manager ridicules, dis❯ courages or disciplines those who submit

70

WORLD AIRCRAFT SALES MAGAZINE – March 2014

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Aircraft Index see Page 4

CAI_WAS_MAR14_Layout 1 2/14/14 9:43 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 CJ 525

2005 PILATUS PC-12/45

S/N 239 Only 1,726 Hours TTSN, Engines on TAP Elite, TCAS 900BX, Garmin GMX-200 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 635 One Corporate Owner Since New, FLOWN BY SAME PROFESSIONAL PILOT, MAINTAINED AT PILATUS SERVICE CENTER, RVSM EQUIPPED, Dual Garmin 530 with WAAS, INCREASED MAXIMUM TAKE-OFF WEIGHT 4,500 KG. (9,920 LBS.), No Damage History, Excellent Paint and Interior!

2008 TBM 850

2004 PZL M28 SKYTRUCK

Available for

PURCHASE OR LEASE

S/N 435 ONE OWNER AND ONLY 670 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).

1993 TBM 700A

1983 PIPER CHEYENNE IIXL, HB-LNX

Seller Motivated

PRICE REDUCED

S/N 90

Only Three Owners and 2,838 Hours TTSN, Garmin GNS-530W, Argus 7000 Moving Map, 2-Tube EFIS, WX-1000E, No Damage History. Annual Inspection, Landing Gear Actuators/Propeller Overhaul and 5-Year Structural Inspection complied with October 2013 by RLAC.

S/N 31T8166050

8005 TT; 600 SMOH / 3600 SMOH; IFR; 2003 Paint; 2003 Interior, Cargo Door, KFC-300 AP/FD, Dual Garmin 530’s w/WAAS, Always Hangared and No Damage History.

Flight Dept Mng2 March_Finance 18/02/2014 16:15 Page 2

FLIGHT DEPARTMENT MANAGEMENT SKILLS

reports, choosing instead to express frustration and annoyance by the need to process reported action.

To mitigate hazards the good manager will establish processes and standards for operational situations and for managing safety. He or she will engage employees to develop (in writing) and implement an operations manual, standard operating procedures (SOP) and a safety management system (SMS).

The flight department head will have everyone trained to perform to the established standards. Employees will be motivated to perform to the best of their abilities. The insightful manager will ensure that the standards are being followed. Hazards will be acknowledged and reported, and plans will either be modified as needed or a mediation plan will be initiated to eliminate or minimize the risks.

CASUAL MANAGEMENT IS RISKY The not-so-good manager does not have an operations manual, SOPs or an SMS. He or she thinks it is OK for everyone to follow the FARs their own way. The casual manager may have an ops manual that hasn’t been updated in years and is rarely used. A marginal manager writes procedures with no input from other members of the flight department team.

Required training for the aircraft probably happens, but other training is set aside to be

72

WORLD AIRCRAFT SALES MAGAZINE – March 2014

accomplished only when the schedule allows – which never seems to happen. He or she ignores (or is afraid to deal with) someone not performing to standards, electing instead to be oblivious to employee grumblings and poor morale.

The good manager actively seeks ways to improve departmental performance by seeking and listening to employee suggestions.

Participation in industry peer groups is encouraged, starting with the manager’s personal involvement. He or she has the flight department audited by an outside expert, and is open to change and improvement.

Effective managers want to know things that may be unknown or not obvious. They are not embarrassed by suggestions or adverse to criticism. Confident and effective managers have an appropriate amount of humility and vulnerability. They accept their imperfection and their ever-present need to learn, and they always try their best. The good manager creates an environment where the flight department team strives to be the best and safest group possible.

The not-so-good manager believes everything has been analyzed and covered. Team members often hear “why change, we’ve never had a problem before”. Risky managers condone an atmosphere of complacency, where the excuses for minimal examination and no constructive change range from “Too www.AvBuyer.com

much effort will be required” to “We are too busy”. Perhaps the manager is fearful that employee participation or input from an outside auditor would disclose issues that might result in a change of personnel. When challenged, the no-so-good manager argues why he or she is right and does not listen to ideas for improvement, or listens but then does nothing about it.

The preceding paragraphs should have sent a clear message across: The actions of a good manager lead to less risk, which leads to a safer operation. Follow their example for your flight department.

❯ Walter Kraujalis is president of AeronomX LLC, an aviation consulting firm providing advice in business jet and helicopter acquisitions, travel analysis, ownership structure, aircraft management, aircraft appraisals, flight department start-ups, operational safety audits, safety engineering, loss control procedures, and IS-BAO audits. He is also an IBAC Approved IS-BAO Auditor and president, National Jet Sales, a service of National Aero LLC. Contact him via walterkraujalis@gmail.com

■

Aircraft Index see Page 4

Aradian November 23/10/2013 14:25 Page 1

2005 Citation XLS

2004 Global 5000

2700TT. Beige leather. ESP Gold. ProParts.

Satcom. EU Ops

2550TT. EVS & HUD. Satcom. Airframe on SmartParts. Engines on Rolls Royce Corporate Care

2008 Hawker 900XP

2013 Gulfstream 450

1850TT. Beige leather. Satcom. MSP Gold

File photo

Gulfstream 550

2006 Citation CJ1+

Several aircraft including 2013

1200TT. Blue leather. Sat datalink. TAP Elite. ProParts

McDonnell Douglas MD 600N

2007 Eurocopter EC135P2+

Three MD600N available

1450TT. Beige leather interior. Single pilot IFR. Engines on ESP Gold

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

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

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

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

AirCompAnalysisMarch14_ACAn 19/02/2014 08:44 Page 1

AIRCRAFT COMPARATIVE ANALYSIS CESSNA CITATION SOVEREIGN

CITATION SOVEREIGN

HAWKER 800XP

Cessna Citation Sovereign

by Michael Chase n this month’s Aircraft Comparative Analysis, we’ll provide information on a selection of 2005 pre-owned business jets in the $3.5-6.8 million range for the purpose of valuing the preowned Cessna Citation Sovereign.

We’ll consider the productivity parameters - payload/range, speed and cabin size, and cover current and future market values. The field in this study includes the Hawker Beechcraft 800XP/800XPi.

I

BRIEF HISTORY The Cessna Citation Sovereign was first unveiled in 1998 at the NBAA Annual convention in Las Vegas, Nevada, as a high-performance jet to plug the gap between the Excel/XLS and Citation X. The first flight of the Sovereign took place in February 2002 with FAA certification awarded in June 2004.

Customer deliveries began later that same year.

The Citation Sovereign is RVSM certified

74

WORLD AIRCRAFT SALES MAGAZINE – March 2014

from the factory and is powered by two Pratt & Whitney PW306C engines with FADEC controls.

The Sovereign seats eight passengers in a typical cabin configuration, with a maximum high-density capacity of 12, in addition to the crew of two. It uses the Honeywell Primus Epic glass cockpit avionics suite, coupled with dual Honeywell FMZ2000 FMS units, and its claim to fame is that it can take-off and land at short distances thanks to a moderately swept high-aspect ratio wing, and (when light) 92 knot Vref speed.

There are 48 Sovereign aircraft in fractional service out of the 350 currently in service. The Sovereign+ started deliveries in 2013 and the orginal Sovereign ended production in 2013.

CHART A - MARKET SHARE

In-Operation Market Share % February 2014 Total 823 Aircraft

Sovereign (2002-2013) Hawker 800 XP/XPi (1995-2006)

57.0%

43.0%

MARKET SHARE Chart A represents the in-operation aircraft ‘Market Share’ as of February 2014 for the Sovereign (43%) and the Hawker 800XP/XPi (57%) There are currently 823 total aircraft in ❯ operation for these two models. www.AvBuyer.com

SOURCE: JETNET

Aircraft Index see Page 4

Wright Brothers December 18/02/2014 10:58 Page 1

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AirCompAnalysisMarch14_ACAn 19/02/2014 12:34 Page 2

AIRCRAFT COMPARATIVE ANALYSIS CESSNA CITATION SOVEREIGN PAYLOAD AND RANGE 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 P/L w/avail. fuel VFR Range

Sovereign

30,300

11,223

240

2,650

1,177

3,010

2,276

Hawker 800XP

28,000

10,000

261

2,050

1,750

2,620

2,285

Model

Data courtesy of Conklin & de Decker, USA; ACC; Operations Planning Guide

The data contained in Table A (left) is published in the B&CA, May 2012 issue and is also sourced from Conklin & de Decker and Aircraft Cost Calculator (ACC). As we have mentioned in past articles, a potential operator should focus on payload capability. The Sovereign’s ‘Available payload with Maximum Fuel’ (1,177 pounds) is less than the Hawker 800XP/XPi (1,750 pounds). Also depicted in Table A, however, the Sovereign burns 240 gallons of fuel per hour (GPH) which is 21 gallons (or 8%) less than the Hawker 800XP/XPi (261 GPH) according to ACC.

CABIN VOLUME

CHART B - CABIN DIMENSIONS

According to Conklin & de Decker, the cabin volume of the Sovereign, at 620 cubic feet, is marginally larger (by 2.6%) than the Hawker 800XP/XPi aircraft at 604 cubic feet. While Chart B (left) depicts the Sovereign as having smaller cross-section dimensions than the Hawker 800XP/XPi, it gains its volume advantage through offering more length than the Hawker model.

POWERPLANT DETAILS As mentioned previously, the Citation Sovereign is powered by two Pratt & Whitney Canada PW306C engines each offering 5,770 pounds of thrust. The Hawker 800XP, by comparison, is powered by a pair of Honeywell TFE 731-5BR engines, each offering less overall thrust at 4,660 pounds.

SOURCE: UPCAST JETBOOK, www.upcast-media.com

CHART C – COST PER MILE

TAKE-OFF FIELD LENGTH Hawker 800XP

$5.62

$5.32

Sovereign

$0.00

$2.00

$6.00

$4.00

$8.00

US $ per nautical mile * 1,000nm, 800lbs mission costs; B&CA August 2013 Operations Planning Guide

CHART D - VARIABLE COST

Hawker 800XP

$2,323

Sovereign

$2,312

$0

$1,000

$2,000

COST PER MILE COMPARISONS

$3,000

$4,000

US $ per hour Source: B&CA August 2013 Operations Planning Guide

76

WORLD AIRCRAFT SALES MAGAZINE – March 2014

The Sovereign aircraft has a considerably lower Take-Off Field Length at 3,640 feet compared to the Hawker 800XP at 5,032 feet. The shorter balance field length of the Sovereign provides greater access to airports with shorter runways than the other competitors in this field.

Using data published in the May 2013 B&CA Planning and Purchasing Handbook and the August 2013 B&CA Operations Planning Guide we will compare our aircraft.

The nationwide average Jet A fuel cost in the August 2013 edition was $6.08 per gallon at press time, so for the sake of comparison we’ll chart the numbers as published.

Note: Fuel price used from this source does not represent an average price for the year.

www.AvBuyer.com

Chart C (left), which details ‘Cost per Mile’, compares the Sovereign to its competition factoring direct costs and with both aircraft flying a 1,000nm mission with an 800 pound (four passengers) payload. The Sovereign at $5.32 has a lower cost per mile by 5.3% compared to the Hawker 800XP at $5.62 cost per mile.

Aircraft Index see Page 4

AirCompAnalysisMarch14_ACAn 19/02/2014 16:25 Page 3

AIRCRAFT COMPARATIVE ANALYSIS CESSNA CITATION SOVEREIGN

The ‘Total Variable Cost’, illustrated in Chart D (left), is defined as the cost of Fuel Expense, Maintenance Labor Expense, Scheduled Parts Expense and Miscellaneous trip expense. The total variable cost for the Sovereign at $2,312 is nearly the same variable cost to operate as the Hawker 800XP at $2,323.

PRODUCTIVITY COMPARISONS The points in Chart E (right) center on the two aircraft in this field of study. 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.

CHART E - PRODUCTIVITY $8.0

Price (Millions)

TOTAL VARIABLE COST COMPARISONS

Sovereign $6.0 $4.0

H800XP $2.0 $0.0 0.4

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

TABLE B - COMPARISON TABLE Long Range Cruise Speed

Cabin Volume (cu ft.)

Max Payload w/avail fuel range(nm)

Sovereign

388

620

2,276

$6.8m (2005)

Hawker 800XP

402

604

2,285

$3.5m (2005)

Model

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. A computed curve fit on this plot would not be very tight, but when all business jet aircraft are considered the “r” squared factor would equal a number above 0.9.

Others may choose different parameters, but serious business aircraft buyers are usually impressed with Price, Range, Speed and Cabin Size.

After consideration of the Price, Range, Speed and Cabin Size, we can conclude that the Sovereign is highly productive compared to the Hawker 800XP (as shown in the productivity index). In a direct comparison to the Hawker 800XP the Sovereign: • Has the largest cabin volume • Offers less Available Payload w/Max Fuel • Costs about 5.3% less to operate per mile • Offers less speed (TAS) than the Hawker 800XP (388 vs. 402 kts) • Burns fewer gallons per hour • Has a longer range • Accesses more runways with shorter take-off/landing distances • Is acquired at a significantly higher price.

Table B (right) contains the relative retail prices from Vref for each aircraft. The number of aircraft in-operation, percentage “For Sale”, and the number “Sold” over the past 12 months are from JETNET. As shown in the table, the Sovereign has sold 39 pre-owned aircraft in the past 12 months.

Advertising Enquiries see Page 10

0.8

0.6

VREF Price $ (Model Year)

In Operation

% For Sale

Sold*

356

7.5%

39

422

10.6%

66

Data courtesy of Conklin & de Decker; Orleans, MA, USA: JETNET; Operations Planning Guide B&CA * Pre-owned Full Sales Transactions in the past 12 months, Source: JETNET

CHART F - ASK PRICES vs AFTT & AGE Valu e Dem and $12M $10M $8M $6M $4M

2 4

400 0

320 0 2 400 Tota 160 lT 0 8 00 (Hou ime rs)

8 12

10

e 6 Ag e ) cl rs hi ea e Y ( V

$2M

2

4

Qua

ntity

6 Sold

8

10

Source: Multi-dimensional Economic Evaluators (MEE)

ASKING PRICES VS AFTT AND AGE

• •

Chart F (above), sourced from the Multidimensional Economic Evaluators (MEE) Inc., (www.meevaluators.com), shows a 4D chart of Value and Demand for the Citation Sovereign. The current pre-owned market for the Sovereign shows 27 aircraft ‘For Sale’.

Sixteen of the 27 have an asking price with 11 inviting offers.

Observation: Adjusted R2 of 67% is not Stellar. For the Sovereign: • Asking Price = $12.9 m – 700, Total Time - $407k

Age in years adjusted R2 = 67.0% Standard Error = $885,000.

The Value (Green) side are the asking prices, AFTT (hours), and Age (years) and the green plane displays the value equation above. The Demand (Red) side is the demand curve revealed when we separate the data into three bins. In the lowest bin, we have a total quantity (10) and average price ($7.66m) of Sovereigns priced less than or equal to $9m. For the middle bin, there is a quantity of four and average price ($9.48m) for Sovereigns priced more than $9m but less than, or equal to $10m. In the uppermost bin

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WORLD AIRCRAFT SALES MAGAZINE – March 2014

77

❯

AirCompAnalysisMarch14_ACAn 19/02/2014 08:52 Page 4

AIRCRAFT COMPARATIVE ANALYSIS CESSNA CITATION SOVEREIGN we have Sovereigns priced more than $10m (two aircraft with an average price of $11.4m).

Within our analysis of Chart F, the 16 asking price observations are incorporated into the chart. We have plotted those 16 asking prices and the demand line. Interestingly, we found within this 16 data set four asking prices that are +/-$1.0 million away from the calculated demand line. They are relatively new to the market – three are less than 50 days.

The pre-owned market for the Sovereign in 2013 was very active with four ‘new’ and 40 ‘pre-owned’ sales, suggesting ample buyers. However, many factors are to be considered in addition to the asking prices - such as optional equipment, fresh paint and interior, the maintenance performed, etc.

DEPRECIATION SCHEDULE FOR BUSINESS AIRCRAFT 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 five-year Modified Accelerated Cost Recovery System (MACRS) schedule.

Aircraft used in common or contract carriage (e.g., Part 135) are depreciable under sevenyear MACRS, see Table C (right).

Table D (right) shows an example of using the MACRS schedule for a 2005 Cessna Citation Sovereign in private (Part 91) and charter (Part 135) operations over five- and seven-year periods assuming a Vref retail value of $6.8 million.

TABLE C - PART 91 & 135 MACRS SCHEDULE Following is the MACRS schedule for PART 91:

Following is the MACRS schedule for PART 135:

Year

Deduction

Year

Deduction

1 2 3 4 5 6

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

1 2 3 4 5 6 7 8

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

TABLE D - MACRS DEPRECIATION SCHEDULE TABLE D – MACRS SCHEDULE, $6.8M 2005 MODEL SOVEREIGN $6.8 M DEPRECIATION 2005 MODEL SOVEREIGN 2005 Cessna Citation Sovereign - Private (Part 91) Full Retail Price - Millions $6.8 Year 1 2 3 4 5 Rate (%) 20.0% 32.0% 19.2% 11.5% 11.5% Depreciation $1.4 $2.2 $1.3 $0.8 $0.8 Depreciation Value $5.4 $3.3 $2.0 $1.2 $0.4 Cumulative Depreciation $1.4 $3.5 $4.8 $5.6 $6.4

5.8% $0.4 $0 $6.8

2005 Cessna Citation Sovereign - Charter (Part 135) Full Retail Price - Millions $6.8 Year 1 2 3 4 5 Rate (%) 14.3% 24.5% 17.5% 12.5% 8.9% Depreciation $1.0 $1.7 $1.2 $0.85 $0.61 Depreciation Value $5.8 $4.2 $3.0 $2.1 $1.5 Cumulative Depreciation $1.0 $2.6 $3.8 $4.7 $5.3

6

7

8

8.9% $0.61 $0.9 $5.9

8.9% $0.61 $0.3 $6.5

4.5% $0.30 $0.0 $6.8

6

Source ACC – www.aircraftcostcalculator.com

CHART G - RANGE COMPARISON

LOCATION BY CONTINENT The major based-at locations for the Sovereign, per information compiled by JETNET in its STAR reporting system, are in Europe (13%) and the United States (64%) – an aggregate of 77% of the fleet.

RANGE COMPARISON Chart G (right) shows the circle ranges from Kansas, USA, for both the Sovereign and Hawker 800XP, as sourced from Aircraft Cost Calculator. The Sovereign shows greater range coverage than the Hawker 800XP. 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. The lines depicted do not include winds aloft or any other weatherrelated obstacles.

SUMMARY Within the preceding paragraphs we have touched upon several of the attributes that a business aircraft operator values. There are

78

WORLD AIRCRAFT SALES MAGAZINE – March 2014

other qualities such as airport performance, terminal area performance, and time to climb performance that might factor in a buying decision, too, however.

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

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

Aircraft Index see Page 4

The Jet Collection December_Layout 1 19/11/2013 12:36 Page 1

thejetcollection.com

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ACSpecs Intro March14_AC Specs Intronov06 18/02/2014 14:30 Page 1

AIRCRAFT SPECIFICATIONS: ENTRY LEVEL & LIGHT JETS

APRIL ISSUE: Turboprops MAY ISSUE: Large Cabin Jets JUNE ISSUE: Medium Jets JULY ISSUE: Entry Level & Light Jets

Aircraft Performance & Specifications Description of Cost Elements he World Aircraft Sales Magazine Guide to Aircraft Performance and Technical Specification Data is updated by Conklin & de Decker on a regular basis. The Guide is much more comprehensive and informative, providing more aircraft types and models and including variable cost numbers for all models.

This month’s category of aircraft Entry Level & Light Jets – appears opposite, to be followed by Turboprops next month.

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

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

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

80

WORLD AIRCRAFT SALES MAGAZINE – March 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-

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

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

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

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

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

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

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

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

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

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

Aircraft Index see Page 4

BO MB AR DIE RL EA RJE T3 BO 1A MB AR DIE RL EA RJE T4 BO 0 MB AR DIE RL EA RJE T4 BO 0X MB R AR DIE RL EA RJE T4 BO 5 MB AR DIE RL EA RJE BO T4 MB 5X R AR DIE RL EA RJE T7 BO 0 MB AR DIE RL EA RJE T7 CE 5 SSN AC ITA TIO NB RA CE VO SSN AC ITA TIO NJ ET

AircraftPer&Spec Feb14_PerfspecDecember06 18/02/2014 14:44 Page 1

ENTRY LEVEL & LIGHT JETS $2,451.73

$2,321.14

$2,406.64

$2,355.30

$2,474.36

$2,438.29

$2,460.59

$1,870.01

$1,626.00

CABIN HEIGHT FT.

4.35

4.92

4.92

4.92

4.92

4.92

4.92

4.7

4.8

CABIN WIDTH FT.

4.95

5.12

5.12

5.12

5.12

5.12

5.12

4.8

4.83

CABIN LENGTH FT.

12.9

17.67

17.67

19.75

19.75

17.67

19.75

15.75

11

CABIN VOLUME CU.FT.

271

368

363

410

410

363

410

278

186

DOOR HEIGHT FT.

4.16

4.8

4.8

4.8

4.8

4.8

4.8

4.25

4.25

DOOR WIDTH FT.

3

2.5

2.5

2.5

2.5

2.5

2.5

2

2

BAGGAGE VOL. INT. CU.FT.

40

15

15

15

15

15

15

28

4

BAGGAGE VOL. EXT. CU.FT.

-

50

50

50

50

50

50

46

51

CREW #

2

2

2

2

2

2

2

2

2

SEATS - EXECUTIVE #

6

6

6

8

8

6

8

7

5

MTOW LBS

17200

20350

21000

20500

21500

21000

21500

14800

10400

MLW LBS

16000

19200

19200

19200

19200

19200

19200

13500

9700

B.O.W. W/CREW LBS

11203

13718

13949

13890

14125

13715

13890

9375

6950

USEABLE FUEL LBS

4124

5375

6062

6062

6062

6062

6062

4824

3220

PAYLOAD WITH FULL FUEL LBS

1873

1507

1239

798

1563

1473

1798

801

330

MAX. PAYLOAD LBS

2297

2282

2051

2110

1875

2285

2110

1925

1450

RANGE - SEATS FULL N.M.

1211

1573

1778

1423

1685

1873

1805

1290

750

MAX. RANGE N.M.

1337

1707

1960

1968

1937

2000

1976

1720

1130

BALANCED FIELD LENGTH FT.

3800

4330

4680

4350

5040

4230

4440

4160

4010

LANDING DIST. (FACTORED) FT.

4200

4033

4060

4063

4105

4060

4105

4295

4333

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

5110

2820

2820

2800

2630

-

-

3190

3311

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

1610

710

394

590

589

-

-

845

868

MAX. CRUISE SPEED KTAS

462

465

465

465

465

465

465

405

377

NORMAL CRUISE SPEED KTAS

441

436

436

436

436

436

436

405

364

L/RANGE CRUISE SPEED KTAS

417

428

432

416

432

432

432

335

302

2

2

2

2

2

2

2

2

2

TFE 731-2

TFE 731 -20AR

TFE 731 -20BR

TFE 731 -20AR

TFE 731 -20BR

TFE 731 -40BR

TFE 731 -40BR

PW530A

FJ44-1A

VARIABLE COST PER HOUR $

ENGINES # ENGINE MODEL

❯

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

Advertising Enquiries see Page 10

www.AvBuyer.com

WORLD AIRCRAFT SALES MAGAZINE – March 2014

81

AircraftPer&Spec Feb14_PerfspecDecember06 21/02/2014 09:43 Page 2

CE SSN AC ITA TIO NC J1 CE SSN AC ITA TIO NC J1+ CE SSN AC ITA TIO NC J2 CE SSN AC ITA TIO NC J2+ CE SSN AC ITA TIO NC J3 CE SSN AC ITA TIO NC J4 CE SSN AC ITA TIO NE NC OR CIT E AT ION EN CO RE +

AIRCRAFT SPECIFICATIONS

ENTRY LEVEL & LIGHT JETS $1,535.78

$1,566.78

$1,625.65

$1,728.28

$1,843.97

$2,149.34

$2,224.15

$2,183.45

CABIN HEIGHT FT.

4.75

4.75

4.75

4.75

4.75

4.75

4.75

4.75

CABIN WIDTH FT.

4.83

4.83

4.83

4.83

4.83

4.83

4.83

4.83

CABIN LENGTH FT.

11

11

13.58

13.58

15.67

17.3

17.33

17.33

CABIN VOLUME CU.FT.

198

198

248

248

283

311

307

307

DOOR HEIGHT FT.

4.25

4.25

4.25

4.25

4.25

4

4.25

4.25

DOOR WIDTH FT.

2

2

2

2

2

2

2

2

BAGGAGE VOL. INT. CU.FT.

8

-

4

-

-

6

28

28

BAGGAGE VOL. EXT. CU.FT.

51

45

70

65

65

71

43

43

CREW #

2

2

2

2

2

2

2

2

SEATS - EXECUTIVE #

5

5

6

6

6

7

7

7

MTOW LBS

10600

10700

12375

12500

13870

17110

16630

16830

MLW LBS

9800

9900

11500

11525

12750

15660

15200

15200

B.O.W. W/CREW LBS

7050

7035

7900

7980

8585

10350

10525

10460

USEABLE FUEL LBS

3220

3220

3932

3930

4710

5828

5400

5400

PAYLOAD WITH FULL FUEL LBS

430

545

668

715

775

1052

905

1170

MAX. PAYLOAD LBS

1350

1365

1400

1720

1925

2150

2075

2390

RANGE - SEATS FULL N.M.

775

895

1075

1194

1374

1667

1410

1494

MAX. RANGE N.M.

1161

1245

1530

1626

1891

1991

1736

1792

BALANCED FIELD LENGTH FT.

4220

3990

3820

3810

3440

3500

3920

3920

LANDING DIST. (FACTORED) FT.

4407

4135

4628

4645

4203

3978

4195

4182

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

3230

3290

3870

4120

4478

3858

4740

4620

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

850

906

1160

1004

1090

1248

1440

1400

MAX. CRUISE SPEED KTAS

381

389

413

413

417

454

430

430

NORMAL CRUISE SPEED KTAS

381

389

413

413

417

454

430

430

L/RANGE CRUISE SPEED KTAS

307

307

344

351

348

380

372

372

2

2

2

2

2

2

2

2

FJ44-1A

FJ44-1AP

FJ44-2C

FJ44-3A-24

FJ44-3A

FJ44-4A

PW535A

PW535B

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.

82

WORLD AIRCRAFT SALES MAGAZINE – March 2014

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Aircraft Index see Page 4

CE SSN AC ITA TIO NE XC EL CE SSN AC ITA TIO NX LS CE SSN AC ITA TIO NX LS+ CE SSN AC ITA TIO NM US TA CE NG SSN AC ITA TIO NU LTR A EC LIP SE AE RO SPA CE TO TA EC LE LIP CLI SE PSE AE RO 50 SPA 0 CE EC LIP EM SE BR 55 AE 0 RP HE NO M 10 0

AircraftPer&Spec Feb14_PerfspecDecember06 18/02/2014 14:46 Page 3

ENTRY LEVEL & LIGHT JETS $2,617.12

$2,533.07

$2,500.43

$1,084.09

$2,468.02

$976.64

$944.93

$1,223.12

CABIN HEIGHT FT.

5.7

5.7

5.7

4.5

4.8

4.16

4.16

4.92

CABIN WIDTH FT.

5.5

5.5

5.5

4.58

4.83

4.66

4.66

5.08

CABIN LENGTH FT.

18.5

18.5

18.5

9.8

17.33

7.6

7.6

11

CABIN VOLUME CU.FT.

461

461

461

144

292

160

160

208

DOOR HEIGHT FT.

4.54

4.5

4.5

3.8

4.25

3.9

3.9

4.86

DOOR WIDTH FT.

2

2

2

2

2

1.96

1.96

2.04

BAGGAGE VOL. INT. CU.FT.

10

10

10

6

26

16

16

18

BAGGAGE VOL. EXT. CU.FT.

80

80

80

57

41

-

-

53

CREW #

2

2

2

1

2

1

1

1

SEATS - EXECUTIVE #

7

8

8

4

7

3

3

5

MTOW LBS

20000

20200

20200

8645

16300

6000

6000

10472

MLW LBS

18700

18700

18700

8000

15200

5600

5600

9766

B.O.W. W/CREW LBS

12500

12800

12800

5550

9950

3834

3834

7132

USEABLE FUEL LBS

6740

6740

6740

2580

5771

1698

1698

2804

PAYLOAD WITH FULL FUEL LBS

960

860

860

600

779

502

502

580

MAX. PAYLOAD LBS

2500

2300

2300

1200

2250

1088

1088

1312

RANGE - SEATS FULL N.M.

1449

1539

1528

718

1259

574

574

915

MAX. RANGE N.M.

1839

1989

1976

1070

1651

964

964

1242

BALANCED FIELD LENGTH FT.

4060

3910

3910

3380

3510

2898

2898

3040

LANDING DIST. (FACTORED) FT.

4917

4738

4738

3683

3833

5173

5173

4080

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

3790

3500

3500

3010

4230

2575

2575

3061

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

699

800

800

870

728

780

780

702

MAX. CRUISE SPEED KTAS

433

433

440

340

430

371

371

390

NORMAL CRUISE SPEED KTAS

433

433

440

340

430

369

369

371

L/RANGE CRUISE SPEED KTAS

373

373

373

319

372

330

330

333

2

2

2

2

2

2

2

2

PW545A

PW545B

PW545C

PW615F

JT15D-5D

PW610F-A

PW610F-A

PW617F-E

VARIABLE COST PER HOUR $

ENGINES # ENGINE MODEL

❯

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

Advertising Enquiries see Page 10

www.AvBuyer.com

WORLD AIRCRAFT SALES MAGAZINE – March 2014

83

EM BR AE R

PH EN OM

AIRCRAFT SPECIFICATIONS

30 0 BE EC HC RA FT BE EC HJE T4 BE 00 EC A HC RA FT HA WK ER 40 BE 0X EC P HC RA FT PR EM IER I BE EC HC RA FT PR EM IER IA HO ND AA IRC RA FT HO ND AJE NE XTA T NT AE RO SPA CE 40 0X AE T RO SPA CE 40 0X Ti

AircraftPer&Spec Feb14_PerfspecDecember06 21/02/2014 09:44 Page 4

ENTRY LEVEL & LIGHT JETS $1,856.31

$2,399.10

$2,369.36

$1,761.04

$1,748.96

$1,233.96

$1,796.99

$1,796.99

CABIN HEIGHT FT.

4.92

4.8

4.75

5.4

5.4

4.94

4.75

4.75

CABIN WIDTH FT.

5.08

4.9

4.92

5.5

5.5

5

4.92

4.92

CABIN LENGTH FT.

17.17

15.6

15.5

13.6

13.6

12

15.5

15.5

CABIN VOLUME CU.FT.

325

305

305

315

315

-

305

305

DOOR HEIGHT FT.

4.86

4.16

4.2

4.16

4.17

-

4.2

4.2

DOOR WIDTH FT.

2.42

2.41

2.4

2.125

2.125

-

2.4

2.4

BAGGAGE VOL. INT. CU.FT.

19

31

31

23

23

-

31

31

BAGGAGE VOL. EXT. CU.FT.

66

25

25

55

55

66

25

25

CREW #

2

2

2

2

2

1

2

2

SEATS - EXECUTIVE #

7

7

8

6

6

5

7

7

MTOW LBS

17968

16100

16300

12500

12500

9963

16300

16300

MLW LBS

16865

15700

15700

11600

11600

-

15700

15700

B.O.W. W/CREW LBS

11783

10915

10985

8565

8600

-

10531

10531

USEABLE FUEL LBS

5353

4912

4912

3611

3670

-

4912

4912

PAYLOAD WITH FULL FUEL LBS

942

473

603

414

320

-

1057

1057

MAX. PAYLOAD LBS

2216

2085

2015

1435

1400

-

2469

2469

RANGE - SEATS FULL N.M.

1705

1180

1180

850

850

1035

1852

1852

MAX. RANGE N.M.

1944

1519

1519

1340

1340

1304

2108

2108

BALANCED FIELD LENGTH FT.

3138

4600

4600

4650

4650

-

4600

4600

LANDING DIST. (FACTORED) FT.

3715

5083

5025

5208

5208

-

4045

4045

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

3335

4020

4020

4000

4000

3990

5000

5000

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

1044

560

560

948

948

-

995

995

MAX. CRUISE SPEED KTAS

444

458

450

461

454

420

471

471

NORMAL CRUISE SPEED KTAS

430

449

450

426

426

420

460

460

L/RANGE CRUISE SPEED KTAS

383

410

410

370

370

-

405

405

2

2

2

2

2

2

2

2

PW535E

JT15D-5

JT15D-5R

FJ44-2A

FJ44-2A

HF120

FJ44-3AP

FJ44-3AP

VARIABLE COST PER HOUR $

ENGINES # ENGINE MODEL

I

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

84

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Aircraft Index see Page 4

Southern Cross March_Layout 1 17/02/2014 15:32 Page 1

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

Visit our w website: ebsi e ite: w www.scross.com ww.scross.ccom

Email:: ac Email acsales@scross.com csales@scross.com w www.twitter.com/SCrossAviation ww.twitter.com/SCrossA Avia v ation www.facebook.com/SCrossAviation www.facebook.com/SCrrossA Aviation v

1988 Gulfstream GIV • s/n 1069 • N813PD

1999 Gulfstream G200 • s/n 5 • N505GA

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

5400 TTSN • ESP Gold • Recent Paint and Interior • Well Equipped and Excellent Pedigree • Very Light : 20400 BOW • MSG-3

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

2011 Hawker 4000 • s/n RC-59

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

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

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

FT FT.. LA LAUDERDALE UDERDALE

ALSO AVAILABLE

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.

1991 Lear 35A, sn 665: 8450 TT, 5850 TC engines on JSSI, TR’s, Cargo Door, Raisbeck Aft Locker, GNS-XLS FMS, KGP-860 EGPWS, RVSM, no damage, complete records

CHARLOTTE CHARLOTTE

SÃO SÃO PAULO PA AULO

LONDON L ON NDON

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., ., Ste. Ste. A Cornelius, Cornelius, NC 28031 US USA A

AV A V Copacabana Copacabana 177-Alpha 177-Alphaville ville 06453-041-São Paul Paulo-Brazil o-Brazil

Conway Conway House - Cranfield Cranfield MK43 MK4 43 0FQ 0FQ - United Kingdom Kingdom

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

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

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

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

O OFFICES FFICES WORLDWIDE WORLDWIDE

Plane Sense 1 March14_FinanceNov 18/02/2014 11:23 Page 1

Plane Sense on Engines

86

Demystifying Engine Terms: A buyer’s glossary to what information is being conveyed.

Engine Maintenance Programs: Money in the (Powerplant) Bank

92 An Important Maintenance Decision: A Hard-Time or On-Condition inspection program?

96

Demystifying Engine Terms A buyer’s glossary to what information is being conveyed.

by Jim Becker

86

WORLD AIRCRAFT SALES MAGAZINE – March 2014

www.AvBuyer.com

avigating an aircraft transaction can be challenging, but valuing an aircraft can be even more difficult. A simple aircraft price guide look-up can give you a broad range of potential values for your aircraft, but everything - from the number of hours to the condition of the interior - affects the value. The one area that can have a substantial impact on your aircraft value is the engines.

Not only can engines greatly influence the value of the aircraft, but the terminology can be very confusing. Terms like hot section, TBO, rotables and engine programs can not only be difficult to understand, but

N

Aircraft Index see Page 4

Plane Sense 1 March14_FinanceNov 18/02/2014 16:09 Page 2

each one has a bearing on how much you can realistically expect to offer or receive for an aircraft. To offer a better understanding in the buying/selling process, an explanation of some of the most common terms you’re likely to encounter regarding aircraft engines follows.

TBO - TIME BETWEEN OVERHAULS

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facturers, and on some aircraft there is the potential to have a different TBO on two otherwise similar aircraft that use the same engine model. Additionally, some manufacturers have a calendar life on the engine, as well as a usage limit.

ENGINE OVERHAUL As defined by the Federal Aviation Administration (FAA), a major overhaul consists of the complete disassembly of an engine, an inspection, repairs (as necessary), reassembly, testing and approval for return to service within the fits and limits specified by the manufacturer's overhaul data. This could refer to new fits or limits, or

▲

This refers to the time period specified by the manufacturer of an aircraft engine as the maximum length of time an engine should be operated between overhauls.

However, the overhaul of an engine (once it reaches its TBO hours) is not mandatory, except for certain commercial

operators that have the requirement written into their operations manual.

It is important to be familiar with a particular engine’s TBO. Engine overhaul costs for turbine engines can range anywhere from $250,000 to well over $1,000,000 per engine – and even though the overhaul requirement may not be mandatory, the aircraft market places a significant deduction in value that equals or exceeds the cost for overhauling the engines. Therefore, for the buyer or seller of a certain aircraft, it is critically important to know what the TBO is for a particular engine.

The TBO may vary by thousands of hours between the different engine manu-

WORLD AIRCRAFT SALES MAGAZINE – March 2014

87

Plane Sense 1 March14_FinanceNov 18/02/2014 16:14 Page 3

serviceable limits. When you review the time since overhaul, it is vital to ask questions about the overhaul facility – and important to understand that not all engine overhaul facilities are viewed equally in the used aircraft market.

Although all overhaul facilities must be FAA approved, there are only a select few that are factory-owned or factory-authorized engine overhaul facilities. These will only use parts that are approved by, and manufactured for the engine maker, assuring that you are getting the highest quality parts made by vendors who meet the engine manufacturer’s criteria and specifications.

The factory-owned or authorized overhaul facilities also have a greater support network with more support personnel and greater resources than an independent FAA approved repair facility would have. Thus, there are also more options when it comes to warranty service with a factory-owned or authorized overhaul facility. Keep in mind that although an engine overhaul performed by a facility that is only FAA-approved is perfectly legal, the used aircraft market will usually give a particular aircraft a reduction in value for engines having been overhauled by a non-factory owned or authorized facility.

LANDINGS/CYCLES

88

WORLD AIRCRAFT SALES MAGAZINE – March 2014

ROTABLES This term refers to parts in the engine that have specific serial numbers tracked by the operator. They are tracked because they have a finite life and must be replaced, based on usage or age limits. It is essential to be aware of this because although you may have an engine that has been recently overhauled, it could have major components that need to be replaced before the next overhaul.

MID-LIFE INSPECTION This is an inspection for which the scope and frequency are determined by the engine manufacturer. This is usually an inspection of the engine hot section (referring to the portion of a gas turbine engine that operates at a high temperature, including combustion, turbine and exhaust sections). Such an inspection may also be referred to as a Major Periodical Inspection (MPI), or a hot section inspection (HSI), and are again important details to know when purchasing an aircraft.

ENGINE PROGRAMS Most aircraft engine manufacturers offer some type of an engine coverage program basically an insurance policy/savings account for your engines. This works by having the owner pay a predetermined amount of money to the coverage provider www.AvBuyer.com

“...it is vital to ask questions about the overhaul facility – and important to understand that not all engine overhaul facilities are viewed equally in the used aircraft market.” for every hour that the engines are used which benefits the operator in a couple of ways.

• First, it is an insurance policy against a catastrophic failure of an engine. If something unexpected (such as a turbine wheel crack) were to happen, the service provider would pay for the expense of repairing the engine and returning it to service.

• Second is that the operator doesn’t have to produce a large sum of money when it comes time for the engine overhauls or mid-life inspections. Since they have been paying the coverage provider for every hour they have operated the engines, these costs are amortized over the life of the engines.

Some of the better known engine manufacturer coverage programs are CorporateCare by Rolls Royce; ESP by Pratt & Whitney; TAP by Williams International; and MSP by Honeywell. Other highly tried

▲

According to Beechcraft, a flight cycle is defined as an engine start-up with increase to full or partial power (as required during normal flight), one landing gear retraction and extension, and a complete shutdown.

For buyers looking to place an accurate value on a prospective aircraft, it is important to know that landings/cycles and

engine hours are usually different. An engine may have plenty of hours remaining before an overhaul is necessary, but before it reaches that point it may require internal component replacement due to the engine cycle count.

Aircraft Index see Page 4

Contact: Cass Anderson or Jeff Habib Tel: +1 212 888 7979 MANHATTAN • SEATTLE • SILICON VALLEY

Email: info@iagjets.com

2005 Challenger 300 s/n: 20059 Fresh 96 Month Inspection, Landing Gear Overhaul (Completed in December 2013 at Bombardier Tucson): • One US Owner Since New • 9 Seat Interior with Divan • GoGo Biz High Speed Data • Iridium SATCOM • Currently Operated Commercially in Accordance with FAR Part 135 Regulations • Extended Overwater Equipment • Enrolled on SmartParts Low Utilization Program • Turn Key Option - Keep Aircraft with Existing Management Company and Charter Certificate • No Known Damage

2004 Falcon 2000EX s/n: 025 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 • TT-5000 HSD+/Swift 64 SATCOM • Airshow 400 Cabin Display • Baker CD/DVD Player • 88 Parameter SSDFDR • FAR Part 135 Material Burn Cert./Swatches • No Known Damage

2001 Falcon 900C s/n: 189 Exclusive Falcon 900C Lease opportunity: • Fresh 2C and Landing Gear Overhaul • US Registered • No Damage history • MSP Gold • 18 Passenger Seating • AirCell Iridium – Axxess II SATCOM • Forward and Aft Lavatories • TT: 3958 Cycles: 2122

www.iagjets.com

Plane Sense 1 March14_FinanceNov 18/02/2014 11:36 Page 4

and tested plans that are not sponsored by engine manufacturers include Tip-To-Tail®

by Jet Support Services, Inc. (JSSI) and Power Advantage from Cessna Aircraft.

When assessing an aircraft’s value it is important to note whether the engines are enrolled in a coverage program, and if so what that program covers. Most engine coverage programs do not cover engine corrosion, or external foreign object damage (FOD). Some programs cover only the actual parts used to overhaul an engine, leaving the operator to pay the remaining portion of the bill (usually averaging 20-30% of the total cost).

Also worth note: Several coverage programs allow the operator to enroll the engine at anytime, regardless of the time since the last overhaul. Often, it is not required for the operator to pay for the hours used before the enrollment offering them the benefit of the insurance program with a pro-rated amount of coverage at overhaul, depending on when in the cycle the engines were enrolled. For a prospective buyer, however, it is essential information to ascertain because although an aircraft might be advertised with its engines on a coverage program, a significant contribution could be found owing at overhaul time to cover the deficit – which would come as an unpleasant surprise to an unwary new owner. The only way to know for sure what is covered is to obtain a copy of the service contract from the service provider, and to make sure the payments are not in arrears.

It should also be noted that if the current

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operator hasn’t been operating the aircraft under the guidelines of the engine manufacturer, any insurance coverage program could be void. As an example, during the economic turmoil of the past several years, hundreds of aircraft have been repossessed by their lien holders, many of which were more-or-less abandoned by their previous operator. These aircraft were left unattended for months (or years) in some cases.

All turbine engine manufacturers have requirements for engine low utilization and storage. Failure to follow these guidelines to the letter is very likely to lead to engine corrosion, and would most certainly void the coverage program. For the diligent aircraft buyer, it is critically important to find out how the aircraft has been operated prior to making a purchase.

PUTTING IT ALL TOGETHER Whether you are appraising or purchasing a used aircraft, the points of concern are the items that affect the price. Special attention must be paid to the engines as this is where a significant amount of the aircraft’s value lies. A full understanding of the aircraft’s engines is therefore crucial to determining its overall value.

Although we only touched on engines within the scope of this article, there are a great deal of other items that determine the aircraft value, and each one carries its own terminology. Being an expert in determining how they influence the price takes many years of experience but will ultimately get you the most out of your aircraft. www.AvBuyer.com

“For the diligent aircraft buyer, it is critically important to find out how the aircraft has been operated prior to making a purchase.”

Jim Becker is an ASA Accredited Senior Appraiser for Elliott Aviation and holds an FAA Airframe & Powerplant Mechanic license. With over 20-years in the aviation industry, 17 have been with Elliott Aviation in the capacity of valuing aircraft. In 2011, he completed and obtained his certification as an Accredited Senior Appraiser with the American Society of Appraisers (ASA). With experience in aircraft market analysis, he has an extensive knowledge of the aircraft market and has tracked and analyzed thousands of aircraft transactions.

Under his Aircraft Specific designation with the ASA, he specializes in developing current and projected market values for turbine-powered aircraft.

More from www.elliottaviation.com, email Jim at jbecker@elliottaviation.com ■ For information on JSSI’s Tip-To-Tail® Engine Program, visit www.jetsupport.com; For information on Rolls-Royce’s CorporateCare Program, visit www.rolls-royce.com/civil/services/corporatecare Aircraft Index see Page 4

When your aircraft is AOG and it is crucial you get it fixed quickly, who are you going to call?

Just days before the presidential election in Venezuela and the threat of a possible airport shutdown, he battled road closures and heightened security to get a stranded customer’s aircraft up and running. He succeeded, just in the nick of time.

For the rest of the story visit www.DuncanAviation.aero/ experience/regis.php.

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PS 2 March14_FinanceNov 18/02/2014 14:51 Page 1

Plane Sense on Engines

Engine Maintenance Programs Money in the (Powerplant) Bank.

by Dave Higdon

urprises: By their very nature they arrive without warning.

People often claim to love surprises. Indeed, there are plenty of unexpected events that people can enjoy, and look back on and cherish for years afterwards. But there are plenty of potentially unpleasant surprises lurking just around the corner that can anger, frustrate, and prove very costly.

The unwelcome surprise of a flat tire (particularly disdained in the worst weather); an unexpected medical need; or the never-inexpensive surprise of an engine problem on the company aircraft. These are all commonplace enough to warrant us to hedge against those unforeseen events. We enroll in auto clubs for the flat tire; buy health insurance to protect us in the event of medical issues; and for the business jet owner, we can enroll in a protection program, commonly referred to as Maintenance Programs.

S

HOUR-BY-HOUR, EVENT-BY-EVENT

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www.AvBuyer.com

• •

Hot-section inspections (scheduled and unscheduled); Routine maintenance needs (to and Aircraft Index see Page 4

▲

Maintenance Programs translate into many different benefits, depending on the individual who’s talking – and in all cases, a maintenance plan for your airframe and

powerplants stands as one of the moresavvy investments that you will make to insulate yourself from the budget disruption of a major maintenance event.

“Best of all,” explained an operator with an aircraft covered by a trio of plans, “these programs greatly even-out our maintenance costs for the routine, regular and preventive-maintenance needs that every operator encounters.”

The programs in which this operator enrolled provide protections on three levels for the aircraft: the airframe needs unrelated to avionics or powerplant; avionics, both standard and upgraded; and, of course, powerplants – the programs on which we focus here. Another operator we visited simplified the process of protecting his asset, choosing a “Tip-to-Tail” program with a comprehensive powerplant element.

Regardless of how an owner or operator arranges for Maintenance Program coverage, engine plans should, in general, cover a minimum set of needs, according to a synopsis of several plans' benefit offerings:

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A clear reflection of value with CorporateCare®

Delivering the highest quality engine care and service is our business, and has made CorporateCare® the world leader of business jet engine maintenance programs. A fact recognised in more than just words. Aircraft enrolled in CorporateCare have higher asset values, so while you are enjoying peace of mind today, you are also investing in tomorrow. For more on CorporateCare, contact Steve Friedrich, Vice President – Sales & Marketing, at +1 (703) 834-1700, corporate.care@rolls-royce.com.

Trusted to deliver excellence

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PS 2 March14_FinanceNov 18/02/2014 11:57 Page 2

“At the end of the day, however, what best works for any individual operator must hinge on what best fits their operations, their needs and (the main point of it all) their finances.”

• • •

• •

•

including scheduled service points to deal with lubricants and any other rotable items); Periodic engine washes (if approved for the powerplant); Removal and replacement costs (should the engine have to come off-mount); Loaner/rental engine(s) while a covered engine is off the aircraft for service; Overhaul at the proscribed time; Transferable coverage (making the program itself an asset that adds value to the aircraft at the time of a sale or trade); Renewable to the maximum extent possible.

Many companies offer maintenance plans that cover powerplants, including virtually all the major engine manufacturers, airframe builders – often in concert with the engine maker – and several independent firms.

Independent firms highlight their abilities to tailor coverage to clients, and their abilities to provide proven service around the globe.

Engine makers stress their knowledge, expertise and experience servicing engines they made and their own networks of approved service providers – in-house and out.

At the end of the day, however, what best works for any individual operator must hinge on what best fits their operations, their needs and (the main point of it all) their finances.

Here we'll examine examples of plans available through an airframe OEM, an engine OEM, and through an independent, thirdparty plan provider.

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BOMBARDIER SMART SERVICES A common offering these days is a protection plan offered by the aircraft OEM that extends beyond their specific warranty coverage and, in some cases, provides warranty-like protection beyond the original warranty period provided by the planemaker. And there’s no surprise a company - with offerings as diverse as Bombardier - offers plans tailored for each product through the company's Smart Services cost-per-flight-hour solutions for the Learjet, Challenger and Global lines.

Smart Services provides the operator budget control over routine and unexpected maintenance needs using a network expert in the aircraft covered, Bombardier Customer Services - the umbrella organization for a network that functions 24/7 through nine service centers in North America, Europe and Asia, and backed by PartsExpress delivery.

The company operates 14 Regional Support Offices in 12 countries, its own training facilities in Montreal and Dallas. And in the U.S. Bombardier's service network is augmented by seven Mobile Response Parties.

Bombardier's service coordination extends to support for the engines and avionics packages flown on their aircraft, making the company network a one-stop shop for most needs.

Owners of other jets will find that Cessna offers its ProAdvantage Programs for powerplants, parts and labor; Dassault has FalconCare; and Gulfstream offers its Field and Airborne Support Teams (FAST).

Engines are generally an available component. But not every operator wants to tie all www.AvBuyer.com

the aircraft care to the airframe manufacturer.

Powerplant makers are particularly vested in their own support programs...

❯ More from www.bombardier.com

ROLLS-ROYCE CORPORATECARE Just as an IBM PC user would be hardpressed to expect premium PC service from an Apple Store, some Business Aviation operators prefer the specialized expertise of the company that made their hardware to keep it operating optimally. Business Aviation users flying on engines from Rolls-Royce can enroll in CorporateCare to manage costs and maintenance needs of their RR-powered jets.

As Rolls-Royce extols, “CorporateCare offers the only engine-maintenance cost program available that encompasses the experience and technical expertise of the engine manufacturer, the repair and overhaul expertise of Rolls-Royce, and the dedicated support of an established worldwide customer support organization”. In summary, CorporateCare covers the BR725 (that powers the new Gulfstream G650); the BR710 (Bombardier Global Express, Global 5000, and Gulfstream's G500/GV/GV-SP, and G550); the Tay (Gulfstream G300, GIV/GIV-SP, G350, G400 and G450); and AE3007 (Embraer's Legacy and Cessna Citation X).

Rolls-Royce also stresses the low-risk, fixed-cost engine maintenance of CorporateCare and its comprehensive suite of engine-management services. The biggest benefit: predictable costs over the life of the agreement while covering all aspects of engine maintenance and management, including a lease engine to replace those in the shop.

Aircraft Index see Page 4

PS 2 March14_FinanceNov 18/02/2014 11:58 Page 3

Among the features included in CorporateCare is engine health monitoring, to track performance and anticipate issues that might arise, as well as engine-change and shipping, should removal be required.

And don't forget about that replacement that will help get an aircraft from AOG to airborne as quickly as possible.

CorporateCare can bolster the residual value of an aircraft since it's transferable with the aircraft at sale – and the service is available 24/7 through Rolls-Royce's global network of service centers and parts supplies.

❯ More from www.rolls-royce.com

JSSI TIP-TO-TAIL® Not all aircraft operators have aircraft eligible for a factory program, while others prefer something different through an independent provider. The uncovered and under-covered provide the target market that's drawn more than 3,000 aircraft owners to enroll their aircraft in one of the programs available from Jet Support Services, Inc. (JSSI), the Chicagobased pioneer of independent hourly cost maintenance services and one of the broadest, deepest players in a wide field of play.

JSSI offers a dizzying array of programs for new as well as pre-owned and older aircraft. For example, JSSI offers the first Tip-ToTail® program covering a brand-new air-

plane, Gulfstream's hot new G650. Such programs are the bread-and-butter of JSSI's, which lays claim to be the only company in the world to provide coverage for nearly any combination of airframe, engine and APU model.

The company's Tip-To-Tail® Programs answer the demands of operators who want a single-source solution for the entire aircraft; a single-point contact for all its maintenance needs; and the cost-control and predictability of maintenance spending available only through the leverage of a cost-per-flight-hour program structure.

Of course, as Neil Book, JSSI's president and CEO noted at last year's NBAA Convention, it's the versatility and diversity of JSSI's expertise and reach that sets the company apart – and Tip-To-Tail® programs are the ultimate in the company's services portfolio. “We are constantly working to expand our program coverage to keep up with demand - especially with new aircraft models,” he said.

JSSI also offers programs individualized for airframes, engines and APUs, separately or in a combination that best meets the operator's needs. Last year JSSI also added programs for the Honeywell TFE 731-40BR engines on the new Learjet 70 and 75, plus a new airframe program for the Cessna

Citation CJ4.

Through its Chicago global headquarters, its European headquarters in Farnborough, England, and regional offices in Hong Kong, Dubai, Rio de Janeiro, and with AOG/24hour technical support in the Americas, Asia, and for Europe and the Middle East, JSSI's technical experts and representatives are always within reach. And the company last year crafted partnerships with businesses in China to further expand JSSI's reach.

While many options for overall support exist, at more than 3,000 clients and growing JSSI remains a leader in the field.

❯ More from www.jetsupport.com

CONSULT MAINTENANCE & FINANCIAL EXPERTS The exact need of any given aircraft and operation can only be accurately assessed by those involved – a company's finance and maintenance experts. Maybe the aircraft enjoys warranty coverage for a while longer, or maybe an operator wants to augment warranty coverage with some additional protections or expand what's covered.

But there's no real debate about the value of engine-MSPs with per-hour pricing when the issue is linking reliable service providers with operators seeking some financial predictability to their aircraft service expenses. ■

The world’s finest Business Jets, Turboprops & Helicopters

For Sale at www.AvBuyer.com Advertising Enquiries see Page 10

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WORLD AIRCRAFT SALES MAGAZINE – March 2014

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Plane Sense on Engines

An Important Maintenance Decision A Hard-Time or On-Condition engine inspection program?

by Steve Watkins

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O

ver the last 40-some years, I have been involved in numerous conversations with aircraft owners, pilots, mechanics, manufacturer’s representatives, and FAA personnel, to name a few, regarding the two different engine inspection programs: Hard-Time and On-Condition. My early conversations consisted of understanding the differences between the maintenance philosophies and trying to decide which one is better.

After all of these years, the discussions are very similar, and there never seems to be a clear-cut answer as to which program is better. This is an important maintenance decision with serious cost implications. So let’s take a closer look at the options, starting with a simple explanation of each inspection program. www.AvBuyer.com

HARD-TIME Any engine under this type of inspection program typically requires two disassembly events. The first is the Hot Section Inspection/Mid-Point Inspection that is completed at a specific hourly interval (usually at half of the overhaul limit).

The second disassembly event required for Hard-Time engines is referred to as the Overhaul, which is also performed at a specific hourly interval. Discrepancies must be corrected; tolerances fully restored to almost-new condition, and Life Limited Components (LLCs) replaced. The original philosophy behind Hard-Time came about in the early days of the aircraft industry with reciprocating engines and before more complex commercial turbine engines were developed and put into service.

Aircraft Index see Page 4

Plane Sense 3 March14_FinanceNov 18/02/2014 12:07 Page 2

“The program decision should be based on the estimated annual hourly and cyclic usage, the expected number of years of ownership and the general mission...”

ON-CONDITION The On-Condition engine does not require a Hot Section Inspection/Mid-Point Inspection or require an Overhaul for the engine to continue in operation. The engine program requires disassembly of the engine only when there are discrepancies discovered through routine inspections and checks that need correction, or when LLCs reach maximum life and need replacement, just like Hard-Time maintenance. The engine might require extensive work, similar to an overhaul, or minor repairs, depending on how much wear is found at the time of disassembly.

Not all corporate turbine engines have the option for On-Condition inspection programs; those that don’t must be maintained in accordance with the Hard-Time inspections. The Manufacturer’s Maintenance Manual for the airframe, engine, or both can stipulate which inspection program is required. So it is important to research your specific aircraft as to which program options are available.

PRE-PURCHASE DECISION The optimal engine inspection program for your operation should be determined prior to purchasing an aircraft. This will prevent selecting an aircraft that does not have the preferred type of program available. The program decision should be based on the estimated annual hourly and cyclic usage, the expected number of years of ownership and the general mission for the new aircraft.

I recommend that the owner and operator sit down with an experienced engine maintenance technician that can provide input and guidance to help them make an informed decision. This decision will affect the maintenance for the entire life cycle of the engines and it should be made using all of the information that is available.

Advertising Enquiries see Page 10

At the point of delivery of a new aircraft, if both options are available, select the preferred choice and incorporate the program’s requirements with all of the data into a preselected Maintenance Tracking System.

When purchasing a pre-owned aircraft, I suggest that the tracking system be reviewed thoroughly to assure that the correct program and all its requirements are listed in the system. Over the years, I have found maintenance items in tracking systems that were required for a Hard-Time program but the engine was On-Condition, resulting in maintenance items being performed, sometimes with significant expense, despite the fact they were not required.

SWITCHING FROM ONE TO THE OTHER There are ways to change inspection programs for a pre-owned aircraft engine from Hard-Time to On-Condition or On-Condition to Hard-Time, but this can be a difficult and expensive decision. You will need to contact the engine manufacturer for your specific model of engine and the FAA (or other applicable aviation authority) to obtain a full understanding of the procedures and related costs.

The option of operating an engine under Hard-Time that is currently under OnCondition is always possible by just doing the maintenance required for Hard-Time, including the Mid-Point Inspection and Overhaul. Then continue to perform any special On-Condition requirements and leave the inspection program identified as OnCondition. Remember, the inspection program is the minimum work required for airworthiness, and performing the maintenance for Hard-Time and On-Condition programs, exceeds the minimum maintenance required for either program. Doing this allows future owners to have the option of a Hard-Time or www.AvBuyer.com

On-Condition inspection program when it comes time to sell the aircraft.

IN CONCLUSION The answer as to which inspection program is best for your aircraft engines may not have been provided in this article, because much of the decision comes down to specific aircraft profiles and individual preferences and philosophies about maintaining an aircraft.

The way I look at it is: why make it a mandatory airworthiness issue with an inspection program that requires expensive Mid-Point and Overhaul inspections, when the option is always available with an OnCondition inspection program? Of course, many times On-Condition is not an option, especially with smaller engine types.

My real point is that this is an important maintenance decision, and it’s not a simple one to make. Do your research, contact an engine maintenance expert and take everything into consideration before selecting a Hard-Time or On-Condition inspection program for your engines.

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

Contact Steve at: SWatkins@jetsupport.com ■ WORLD AIRCRAFT SALES MAGAZINE – March 2014

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AIRCRAFT DELIVERIES

Delivery Heaven, Delivery Hell.

By Patrick Margetson-Rushmore ll those years of work have come to fruition. You can finally afford to buy that wonderful house you have dreamt about for so long. The money is in the bank, just waiting to be spent. At last! You breathe a sigh of relief. And that’s your first mistake. Lawyers, accountants, estate agents… your troubles are only just beginning.

Buying an aircraft is a similar experience.

Worse, even. At least houses don’t need to be moved around the world. The moment you sign that deal on your new business jet, a whole world of challenges seems to soar up around you. How you address those challenges will determine whether you are about to enter delivery-process heaven or hell.

A

PLANNING The importance of planning cannot be overemphasised. The process essentially begins with your Air Operator’s Certificate (AOC). If

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the aircraft type is already on your AOC, then all is well and good. If not, you need to ensure that all necessary departments are involved in the process as early as possible and delegate responsibilities appropriately. The planning team should include the chief pilot, the fleet manager, the training captain, the quality manager and the chief engineer. Now is the time to embrace those long meetings and boring checklists! I can’t stress enough the importance of a wide-ranging brainstorm.

There are a number of core areas on which to focus when adding an aircraft type to the AOC. I would highlight, in particular, that as well as the need to write maintenance and operating manuals and procedures, there is the essential task of liaising with the region’s Aviation Authority. It’s absolutely vital to bring and to keep these on your side. Establish a rapport with the relevant officials and keep them informed of your progress, or problems, continuously. Don’t let them experience any www.AvBuyer.com

unpleasant surprises, especially not on timecritical matters. There will always be challenges to address when introducing a new aircraft type to your fleet and an open dialogue with the aviation authority, and the consequent development of trust, is invaluable.

Moving on, does everybody on your staff know everything necessary to finalise any training plans and schedules? I’ve actually seen operators take delivery of an aircraft and only then organise the crew training. You need to coordinate the training with the delivery schedule; don’t buy an aircraft and then leave it sitting on the ground, doing nothing except costing you money!

Work closely with the manufacturer, of course, but avoid over-reliance on any third parties. Take the initiative to understand and manage all the aspects of the delivery process yourself, particularly where regional matters are concerned. Make sure, for example, that the aircraft complies with the relevant FAA, Aircraft Index see Page 4

Aircraft Deliveries_Edit 18/02/2014 10:29 Page 2

Security. Trust. Confidence.

2003 CJ2 | S/N 169 2649 TSN, 939 SH, JSSI 100%, PROPARTS 3-TUBE EFIS, [D]GARMIN 530As, UNS-1L PROV FOR HF, DOC 10 c/w SEPT/2012 FRESH DOC 8 c/w DEC/2013

2006 CJ3 | S/N 117 1728 TSN, TAP ELITE, SATPHONE, DFDR CVR, PROV FOR HF, PROPARTS BELTED LAV, BRAVO STYLE ENTRY STEPS DOC 8 c/w NOV/2010, EU OPS 1 APPROVED

HOUSTON: 1 . 713 . 681 . 0075 1 . 713 . 681 . 0035

PHONE FAX

sales@paravionltd.com www.paravionltd.com

Years

AVION LTD PAR

2007 CJ3 | S/N 200 2208 TSN, 208 SH, TCAS II, SAT WX RADAR, FDR, CVR, STORMSCOPE GPS-4000S (WAAS), BELTED LAV BRAVO STYLE ENTRY STEPS, EU OPS 1 APPROVED FRESH DOC 5, 7, 9, 22, 24 & 40 c/w JAN/2014

1984 CITATION 650 | S/N 059

as

AVAILABLE FOR LEASE 5826 TSN, –3C, MSP GOLD HONEYWELL EFIS (4-TUBE), DUAL GNS-XLS w/GPS TCAS II, KING EGPWS, SATPHONE, FREON NINE PASSENGER INTERIOR INCLUDING BELTED LAV DOC 8 c/w APRIL / 2012

14 1997 - 20

WANTED: FALCON 2000LX

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

EASA or other relevant regional association’s requirements. And I mean, make sure! Don’t take anybody else’s word for it.

•

DELIVERY Delivery day is approaching. But if you thought you’d seen the back of the paperwork, think again. My delivery process checklist alone is nearly 20 pages long! There are literally dozens of documents needed simply to fulfil the most basic requirements, ranging from the certificate of acceptance and transfer of title and risks through to the delivery receipt and the shipper’s export declaration.

Among other things, you need to be working to ensure the aircraft complies with the documentation of financiers, lawyers and insurers. You will probably need to appoint a specific agent to deal with the very complex areas of VAT and import duty.

When delivery day arrives, the checklist below outlines some, but certainly not all, of the key points to be considered: • • •

Don’t use ‘ferry pilots’; do the job yourself with your own pilots.

Go and collect your prize in person.

Proactive thoroughness is the key to your pilots’ flight test; again, do not just rely on the manufacturer.

Advertising Enquiries see Page 10

•

Prepare in advance a detailed schedule of your own to ensure your flight test checks all the relevant performance data (which will naturally include the basic areas from climb, descent and stalls to instrumentation, heating and lighting).

Your chief engineer should be equally thorough, scrutinising technical and regulatory compliance documents, checking the avionics down to the serial numbers, and carrying out full physical inspections of the engines and airframe.

Following are some concluding key steps to a perfect delivery: • • • • • • • •

Collecting the aircraft is inevitably a landmark time. In fact – and my tongue is only slightly in my cheek now – you may have based your entire aircraft selection on your plans for this day. Shall we go clubbing in Brazil? Or do we want an early night in Kansas? There’s quite an experience to be enjoyed collecting an Embraer Phenom 100, and a very different culture with the Cessna folks in Independence, but, most importantly, you’ll be meeting very nice, very professional people either way.

And when the socialising is over, bring the aircraft home as quickly as possible. There’s work to be done and, hopefully, money to be made. www.AvBuyer.com

Sight and operational aircraft inspections (airframe/avionics/engine/interior); The acceptance flight; Full review of all technical documentation; Review of production exceptions reports; Pilots’ and maintenance engineer’s sign-off; Funding process completion; Export/import process; customs, duty and VAT; Aviation Authority requirements and process.

❯ Patrick Margetson-

Rushmore is a founding member of LEA and is responsible for the overall strategic development and financial control of the company. In the 1980s and early 1990s he worked in the City of London in corporate finance advising both private and public companies. Patrick is a board member of AirClub, the world’s leading corporate jet alliance, and also sits on various committees for the BBGA (British Business and General Aviation Association). ❯ More from www.flylea.com WORLD AIRCRAFT SALES MAGAZINE – March 2014

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THE AVIATION LEADERSHIP ROUNDTABLE

Churn Rate: What Will Be Left? n our industry we usually associate the “churn rate” with fractional ownership providers (e.g. for every new share sold, what is the net effect to the provider’s total shares sold?). If one shareholder is getting out for every one share sold, the churn rate would be even, whereas if two shares are sold for every one share given up there would be a positive rate by one. Conversely, if two owners are getting out for every one sold there would be a negative rate by one.

I think we should begin to watch the churn rate for aircraft ownership, however. I am concerned about the owners of some of the very old, less compliant aircraft selling those aircraft at the end of their useful life and then not replacing them, instead choosing to end their ownership cycle.

Will enough new people enter our ownership cycle to keep the rate of aircraft positive? We as an industry have never faced the reality of an entire segment of our fleet universe becoming too old to continue to invest in, leaving the aircraft in this category to literally be sold for scrap.

Let’s take some of the old Lear Jets, Hawkers and even the older Citations or Sabreliners as examples. Those airplanes that are coming up for major engine restoration in conjunction with what may be a major airframe maintenance event also face new regulatory compliance hurdles to overcome in order to be eligible for continued operation internationally, and even domestically by 2020 when ADS-B Out capabilities will be a requirement. By then, the tipping point for return on investment may have passed.

Aircraft owners in the past may have been faced with selling for less than they had hoped, but never with the possibility of selling the aircraft by the pound. Investing hundreds of thousands of dollars for engine overhauls will simply not be a reality going forward for these owners who used to be able to go to their lender and finance such modifications or enhancements. This added debt to the aircraft is no longer available to them - so what next?

I

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With virtually nothing to apply to the next aircraft purchase from the current sale, these owners may well opt out of ownership going forward, opting instead to revert to charter or jet cards. To keep our industry from shrinking we will need to cultivate a new group of owners; buyers who will come into the market and be ready to buy newer, more compliant aircraft. They will need to buy aircraft where continued investment will be justified, and in fact will be considered prudent to create even greater value in the aircraft they own.

We as industry leaders need to continue to support the high-value of business aircraft ownership. The discussion about getting out ahead of your competition and getting in front of your customer is vital.

Traveling safely and securely in business aircraft needs to continue. These will need to be the discussions we as industry insiders have with our customers, over and over again.

The aircraft market is already showing some new signs of life. As I mentioned in last month’s column, ‘Flat’ will be the new ‘Up’ with respect to price recovery. Along with price recovery will come more confidence from buyers. Already we are seeing in our office that the better aircraft in many categories that have been on the market are selling, leaving less choice to a prospective buyer. What happens next will be the beginning of a price differentiation between the lower-time, better equipped airplanes as compared to the higher-time, less equipped ones.

Within the Boardroom section of this publication I wrote about the series of new regulatory requirements that are upon us as aircraft owners and operators, including ADS-B Out, CPDLC/Link 2000+, FANS 1/A, TCAS II 7.1, and on… and on... These and other modifications will cost real dollars. I am excited to report that I believe investment in these items will be considered ‘value–adds’, and will be supported by return on investment consideration. As a matter of fact, this may be the first time in six years that investment in airplanes will be considered ‘adding to the price of the www.AvBuyer.com

aircraft’ and not just fulfilling an expectation from buyers with no return on investment to the seller.

So we have a lot to think about and we have a lot of participation in the outcome of our industry’s growth.

• We may have no impact on the value of the very old aircraft, but we do have the ability to keep the population of our industry strong and vital; • We can promote the health and wellbeing of the ownership equation; • We can help our owners and prospects focus on the reality of the value of ownership; and • We can continue to guide buyers and sellers through successful transactions and transitions.

I am banking on the churn rate for aircraft ownership and fleet size to be (and remain) in the ‘positive’ category. I am banking on this because I come to work each day to affect that outcome. My sons come to the office each day enthusiastic about the future of our industry, as well as their own futures within it. As I see many of my fellow aviation professionals at different industry events and I am sensing their enthusiasm too. It’s been many years since I heard as much positive chatter - and it really feels great! ❯ 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

AIC Title March_Layout 1 18/02/2014 11:16 Page 1

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[ unearth ]

The World Leader in Aviation Market Intelligence | 800.553.8638 | +1.315.797.4420 | jetnet.com VISIT THE JETNET EXHIBIT AT THE ABACE SHOW, APRIL 15-17 IN SHANGHAI, CHINA, BOOTH #P519

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ADS-B FOR BUSINESS AIRCRAFT

ADS-B For Business Aircraft What Will It Involve? By Ken Elliott uch has been written regarding ADS-B, so the focus of this article is Automatic Dependent Surveillance Broadcast (ADSB) for business jets, what that will involve, and where to find the relevant information.

Most business jets today are well equipped with avionics, but are short on real estate to add more. Depending upon where you operate, however, the need to add data com, PBN and ADS-B is a necessary reality.

If your aircraft is new there is a good chance it is adequately equipped for ADS-B and - short of possible software updates may well be operationally ready at least for ADS-B Out. For aftermarket business jets, however, the readiness for ADS-B is a very different story. ADS-B on the aircraft side touches a number of existing avionic systems, and Table A highlights those systems and outlines why they are needed.

Because ADS-B requires an STC or TC for jet aircraft upgrades, the equipage needs highlighted in the table will be addressed by the certification documentation, and therefore should be verified by an MRO or the aircraft OEM. Accessible FAA and EASA guidance for equipage and operations can be found in: • FAA AC 20-165A (ADS-B Out) • FAA AC 20-172A (ADS-B In) • FAA AC 20-149A (FIS-B) • FAA AC 90-114 (ADS-B Ops as well as InFO 13009 for Ops Specs and LOA)

TABLE A

M

Advertising Enquiries see Page 10

T YPICAL BUSINESS JET’S EXISTING AVIONICS IMPACTED BY ADS-B S ystem impacted V ersion required W hy

Dual Transponders TCAS II (if equipped) Dual FMS/GPS Dual Air Data Pilot Control Entry Heading Source (optional) Antenna(s) or Diplexer(s) SATCOM MFD

1090 MHz ES Version 7.1 Meet TSO C145, 146 or 196 Altitude/Speed Source Capable Single Entry Xpdr/ADS-B Data Any Valid Heading Meets TSO(s) ADS-C Capable ADS-B Display of Data

Must be capable of ADS-B (minimum) Hybrid surveillance and more GPS meeting ADS-B standard Should be compliant - but check Should be available – but check Should be available and compliant Needed for FIS-B (check for ADS-B Out) For optional oceanic and world ADS-B ops Optional FIS-B & TIS-B In display of data

TABLE B A DS-B 1090 ES TIS-B

•

T HE THREE ADS-B PATHS A DS-B 978 UAT T IS-B/FIS-B (in US)

Primarily for FAA Part 25 aircraft & International

Primarily for FAA Part 23 US-based aircraft

ADS-B Out (1090 ES) ADS-B In TIS-B

ADS-B Out (UAT) ADS-B In TIS-B/FIS-B

EASA AMC 20-24 (ADS-B Certification Considerations. Many countries outside of EU use this standard).

Table B depicts the different pathways for ADS-B compliance, and that for business jet operators TIS-B is a must. You’ll also see that having free FIS-B weather and data (such as www.AvBuyer.com

A DS-B 1090 ES T IS-B/FIS-B

Primarily for FAA Part 25 Aircraft & International (where FIS-B available) ADS-B Out (1090 ES) ADS-B In TIS-B/FIS-B

providing ATIS and NOTAMS is a feature worth adding).

ADS-B Out provides GPS-derived position and other data via the transponders from aircraft-to-aircraft, aircraft-to-ground vehicles and to ATC. ADS-B In allows an aircraft to see other broadcasting aircraft while receiving ATC and ground transmitted ❯ WORLD AIRCRAFT SALES MAGAZINE – March 2014

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ADS-B FOR BUSINESS AIRCRAFT

information including traffic, weather and advisories. The Traffic Information Service Broadcast from ATC is called TIS-B. The free weather information provided and customized to an aircraft's geographic location is available only via the Flight Information Service of FIS-B. For a complete business jet solution, the aircraft needs to be equipped for both extended squitter 1090ES transponders and a separate UAT 978 MHz FIS-B In system.

ADS-B Out needs to broadcast information derived from the transponder(s) themselves, aircraft IRS, air data and FMS/GPS systems.

Think of the transponders broadcasting Identity, 3D Location, Velocity, Height and Optional Heading that together provide present and future trend of one aircraft to another, as well as to (and rebroadcast from) ATC. When the TCAS II is version 7.1, imagine also each aircraft as a mini ATC radar monitor with the capability of displaying other aircraft (TCAS II and ADS-B derived with ID and trend data and non-ADS-B targets via TIS-B). The crew of a fully ADS-B equipped aircraft has significant situational awareness.

Along with Radar, WAAS-LPV, TAWS and EFVS equipage, the aircraft is situated with respect to other aircraft, terrain, runway, weather and all-in low visibility conditions!

The big thing with ADS is the 'effective total coverage and depth of information shared' replacing existing ground radar while covering areas not previously served by ground radar. This is further enhanced

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with ADS-C – see 'Some Further Explanations' (below). A business jet equipped with ADS-B and -C will effectively operate with ADS-B coverage from the US into oceanic and on to Europe, for example, having radar-like coverage or situational awareness from start to finish.

DISPLAYS (ADS-B IN & FIS-B) While not a requirement, the usefulness of ADS-B In is important to mention even though it is understood that many business jets today have subscription services for weather and ATIS. ADS-B In is still being defined but be assured that it eventually will include more than is available today and those who equip will be one step closer to any future requirements.

While new aircraft have video compatible instrument panel displays providing headsdown capability to display externally derived graphical information, many aftermarket jets do not have this panel-based capability. Typically aftermarket aircraft rely on Electronic Flight Bags (EFBs) and other forms of display monitoring.

ADS-B with FIS-B data can be displayed across many display formats including Class 1, 2 or 3 flight displays and tablets. You should, however, check STC and TC requirements for your aircraft type, in case the limitation of display is Class 3 only. To reiterate, most business jets will not have 978 MHz UAT equipage today, but by adding it as part of the ADS-B STC or TC, you will provide to www.AvBuyer.com

the flight crew several free FIS-B In data, including: • Aviation Routine Weather Reports (METARs) • Non-Routine Aviation Weather Reports (SPECIs) • Terminal Area Forecasts (TAFs) and their amendments • NEXRAD (regional and CONUS) precipitation maps • Notice to Airmen (NOTAM) Distant and Flight Data Center • Airmen's Meteorological Conditions (AIRMET) • Significant Meteorological Conditions (SIGMET) and Convective SIGMET • Status of Special Use Airspace (SUA) • Temporary Flight Restrictions (TFRs) • Winds and Temperatures Aloft • Pilot Reports (PIREPS) • Other ATIS information.

An ideal aircraft MFD display environment will include switchable source data from navigation, existing radar, enhanced vision, TCAS II - Transponder ADS-B targets, TIS-B and ADS-B equipped targets, terrain, and all the FIS-B data listed. More enhancements for display of data are forthcoming.

SOME FURTHER EXPLANATIONS ELS v EHS Transponders: When reviewing your extended squitter 1090ES transponders, you may come across either Elementary or Enhanced Surveillance versions. ELS Aircraft Index see Page 4

ADS-B for BizAv_Edit 18/02/2014 10:09 Page 3

ADS-B FOR BUSINESS AIRCRAFT

“Legacy aircraft, even of the same type may have different certification options based on existing equipage, that we all know can vary.”

WHY IS ADS-B A BENEFIT?

(Elementary), provides a flight identification number, while EHS (Enhanced) provides more detailed position and trajectory data.

The STC for any specific ADS-B solution will call out the minimum version required while EHS is preferred.

ADS-B v ADS-C: Broadcast (-B) and Contract (-C) defines the difference between ADS-B and -C. The transponder broadcasts data for ATC and other aircraft, while for oceanic purposes the aircraft contracts using the Satcom. ADS data is relayed to international ground centers of operation via satellite and then broadcast to other aircraft. There are in fact three types of contract: ‘Periodic’, ‘Event’ and ‘Demand’. Periodic is required by ATC; Event is deviation from assigned course, and Demand is for emergency contact.

ADS-R: This is where 978MHz UAT and 1090MHz ES broadcasts are rebroadcast in the opposite format so that both Part 23 and 25 ADS-B In capable aircraft will 'see' these aircraft.

TIS-B: Today TIS-B provides radar-derived data regarding non ADS-B equipped aircraft, so in essence 'filling in the gaps' for total aircraft situational awareness. TIS-B service is limited to those targets within 15 mile range at +3,500 ft of a receiving aircraft.

TCAS 7.1 Hybrid Surveillance: Hybrid Surveillance reduces the interrogation rate of aircraft and ground transponders freeing up the 1090MHz band for improved TCAS traffic operation in high volume airport, terminal or en route environments.

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Following are some general pointers outlining the benefits to operators having ADS-B: • The more users there are the more benefit, because more data becomes available to automatically share.

• ADB-B provides for Continuous Descent Approaches (CDAs) or Optimal Profile Descents (OPDs), In-trail tracking, and other airspace op advantages.

• Real-time traffic is available in the cockpit at an effective range of greater than 100 miles (although TIS-B is only 15 miles).

• Traffic avoidance with both lateral and vertical guidance.

• Coverage is available in remote areas that do not currently have ground radar.

• Reduced separation and greater predictability in both departure and arrival times.

• Further enhancements are due, including surface features such as warnings of imminent runway incursion.

UPGRADE CONSIDERATIONS So why should an operator upgrade now rather than later? All those who remember the difficult days of complying to TAWS, TCAS and RVSM mandates a decade ago will undoubtedly appreciate the advantages of equipping well ahead of the deadline dates already in place in Australia, for example. Other good reasons to upgrade now include: • Downtime would be much shorter today than nearer EU and FAA deadlines as scheduling, over-booking and full hangars will dictate timing, slots and prioritization.

• Costs to do so will increase nearer the deadline dates as demand increases and OEM/MRO schedules fill to capacity.

• Certification times for STCs, TCs and approvals will dramatically extend as demand picks up and the same trained or experienced personnel are assigned more ADS-B projects.

For aftermarket aircraft the integration requirements for ADS-B are more likely to be analogue- and not digital-based, making the www.AvBuyer.com

process more engineering and resource intensive. Upgrades pertaining to ADS-B may involve multiple certifications such as TCAS II 7.1, ADS-B Out and then ADS-B In including FIS-B and its display. Legacy aircraft, even of the same type may have different certification options based on existing equipage, that we all know can vary. In the case of TCAS II 7.1, the mandate dates differ to ADS-B. ICAO mandates forward-fit in 2014 and retrofit for 2017, while EASA mandated forward-fit back in 2012 and retrofit for 2015.

Sensible planning could incorporate both TCAS and ADS-B upgrades at the same time particularly as they both involve STCs or TCs. The TCAS STC or TC may only be an amendment to an existing, but still formidable exercise in today's certification world.

Meantime, while mandates are up and coming, ground stations for ADS-B are already in place in a number of areas including the US, so the infrastructure is ready to use. Refer to 'ADS-B Useful Resources' (below) for links to individual country and regional ADS-B mandate dates.

Specifically for upgrade of aftermarket aircraft new innovative products are emerging, adapting to or filling-in the equipage gaps where (for example) FMS/GPS requirements are not met, or there is a desire for FIS-B In data. One such device by Freeflight serves just this purpose. The low cost RANGR P25 avoids the need to fully reequip. It does, as with other solutions, require the addition of new antennas which, for some aircraft, could imply extensive interior access. Freeflight, incidentally, also offers great introductory training at http://adsbuniversity.com/ads-b-university.

ADS-B & TRADING AIRCRAFT When considering an aircraft trade – either buying or selling – you should review the following primary ADS-B considerations: • Transponders: Do they comply for ADSB Out as well as EU/ICAO transponder requirements?

• FMS/GPS: Do they meet TSO requirements for ADS-B while meeting both Oceanic and EU/ICAO? WORLD AIRCRAFT SALES MAGAZINE – March 2014

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ADS-B for BizAv_Edit 18/02/2014 10:10 Page 4

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ADS-B FOR BUSINESS AIRCRAFT •

•

• •

• •

RNP needs and the proper GPS position data source to interface to the transponders?

Do you have a display capable for all the ADS-B needs and do you want to include FIS-B data?

Do you wish to have the free FIS-B service?

Should you include ADS-C, or at least the capability to add it later at minimal cost?

Is the TCAS II a version 7.1?

For all of the above, are there STCs or TCs available today?

Shop around for solution options and upgrade paths. Look for ways to do as much work at the same time - especially where access is required as this reduces downtime and cost. Look to bundle work across NextGen technologies such as WAAS-LPV, RNP, EFVS and Data Com using the resource of the new US-based NEXA CAPITAL financing. Low interest rates are available for NextGen technologies as part of a new alliance between government and industry.

See the AEA website for more information: www.aea.net.

Advertising Enquiries see Page 10

Buying a compliant aircraft eliminates the headache later, and it is far easier to sell a one-price compliant aircraft that may cost more than a non-complaint one with a host of unknown costs to follow!

•

ADS-B USEFUL RESOURCES

Last - but certainly not least - is the reliable and trusted NBAA with in-depth worldwide operational data as a service to its members

A great place to start for ADS-B Intel is the Aircraft Electronics Association (AEA) a worldwide body representing the interests of avionics manufacturers, dealers and installers.

On AEA’s website are several very useful links to ADS-B information, familiarization and training. Visit: www.aea.net/ads-b/.

For airworthiness and operation certification the reader should visit: • FAA: www.faa.gov/nextgen/implementation/programs/adsb/

•

Canada:

www.navcanada.ca/EN/products-and-services/ Pages/on-board-operational-initiatives-ads-b.aspx

•

Australia:

www.airservicesaustralia.com/projects/ads-b/ other-mandates-2014-2017/

•

ICAO:

www.icao.int/APAC/Documents/edocs/cns/ ADSB_AIGD6.pdf (an Operations Manual)

www.AvBuyer.com

Eurocontrol:

http://easa.europa.eu/agency-measures/docs/ agency-decisions/2008/2008-004R/Annex% 20II%20-%20AMC%2020-24.pdf • World Air Ops: www.worldairops.com/

(www.nbaa.org).

❯ Ken Elliott is an avionics veteran of 40 years and more recently focused on NextGen. His work within the NextGen Advisory Council subcommittee 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 – March 2014

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SAFETY MATTERS: WEATHER DEVIATIONS

Weather Deviations: Forecasters win some, Weather takes some.

by Dave Higdon ven with the best-available information, Charles Dudley Warren's admonition about weather (later attributed to his neighbor and friend Mark Twain) seems apropos to this day: “[It] is a matter about which a great deal is said, but very little done.” But look closely and we humans do in fact do a great deal about the weather.

E

•

We've advanced the sciences of weather information, forecasting and broadcasting to the point that instant access to detailed reports of current conditions nearly anywhere in the world are as close as our smartphone, computer or television.

• Thousands of people work in meteorology, collecting and collating current data, generating prognostications and communicating the information ahead by an hour, a day, a week, or a month.

• We produce trend outlooks quarter-byquarter, and issue scientifically derived guesses of the activity level of upcoming hurricane, tornado and winter-storm seasons.

Indeed, we do a lot about knowing and understanding weather – we just can't yet directly influence weather… which means the whims of weather's infinite complexity still retain enough mystery to shame us for any hubris about our ability to predict it.

Forecasting conditions an hour from now carries a higher likelihood of accuracy than prognosticating out 24, 72 or 120 hours. But it’s once we're within the window of actual

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travel time we are most at the mercy of differences between conditions actual and expectations forecast.

Sometimes those differences require us to change plans in order to maintain safety and comfort margins. Catalysts vary with the weather and arrive on their own schedule – from on-final to en route, hundreds of miles ahead of any encounter. In general, when changing plans is required the farther out from the encounter the change is made, the better.

We can't always know the macro workings of the weather – and thus veteran pilots and instructors regularly expound on the need for options in the event of unforeseen issues.

Last month we examined the ways in which runway issues dictate plan changes and how planning in options helps in handling those plan disruptions. This month we examine how weather similarly affects our decisions and occasionally dictates a new plan on short notice.

The catalysts range from early frontal arrivals to delayed frontal arrivals; from local micro-meteorology to the peculiar vagaries of convective weather.

While the Boss is always the Boss, it's Mother Nature who ultimately makes the final conditions call – on her schedule. So what can we do about the weather? What we've always done – but better: • Stay informed; • Always be thinking of alternatives; and • As early as you know, inform the Boss that Mother Nature makes the final call on all their plans. www.AvBuyer.com

STEP ONE TO A NEW DECISION Frontal passages by definition bring changes to conditions both ahead of, and behind the front. How those changes occur depends wholly upon the nature of the front and the air it meets as it moves across the landscape.

A high-pressure line from the northwest meeting a low-pressure rotation from the southwest is one classic scenario with multiple variations that depend on the terrain beneath for how they interact.

Cold, dry air meeting warm, moist air predictably produces air-mass clashes capable of spurring thunderstorms, with the lightning and turbulence indigenous to convective weather.

Weather forecasters today produce remarkably accurate predictions of the storm systems such clashes create. But, depending on the micro-meteorology of individual locations forecasting to the hour when the worst will break through town by town isn't the highestaccuracy work compared to forecasting the range and path of impending frontal movements.

So we're left to learn exactly along what line the weather erupts when it erupts. Sometimes, for example, storm systems forecast for Kansas begin their fury west-to-southwest of Wichita Mid-Continent Airport (ICT) on the southeast corner of town but, thanks to a little wobble in the front, miss Col. James Jabara Airport (AAO) on Wichita's northeast corner.

Sometimes the storm lines light up west of Wichita, sometimes east. Pilots planning flights to within 100 miles of such areas with forecasts of these collisions should let their Aircraft Index see Page 4

Safety Matters MARCH14_Edit 18/02/2014 10:49 Page 2

The best forecasts still can't tell us the minute to expect an outbreak by zip code - the variables are simply too many.

charges know that their ability to arrive and their preferred time of arrival are at risk.

The best forecasts still can't tell us the minute to expect an outbreak by zip code the variables are simply too many.

THE CLOSED DOOR A storm breaking out, ahead of, or behind the forecast times can place at risk any flights in the area at the time of the eruption. Flying back to Wichita from Long Beach, California, in a well-equipped Beech Debonair years ago, the forecast looked good for us to make The Air Capital late on our departure day – provided we could get past West Texas and sprint toward the Texas Panhandle ahead of a cold front expected to spawn thunderstorms, hail and, possibly, tornadoes later in the day.

Some days the best laid plans of pilots and flight planners go astray. We intently followed the Doppler weather radar on the datalink updating every 6-8 minutes and playing on the owner's portable GPS. The most-recent dozen radar updates comprised a loop showing the most-recent 60-90 minutes.

Before getting half-way across New Mexico visible weather began to nudge us south toward El Paso, Texas, and away from our planned destination, Albuquerque. Thirty minutes later the Ryan Stormscope in the panel starting flashing signs of lightning strikes within 100 miles of us. The datalink replay showed a solid line of dark red anchored deep into Mexico and stretching north into southern Colorado. As we approached El Paso we saw the back side of the storm line, lively with lightning, boiling Advertising Enquiries see Page 10

black with turbulence.

We arrived at an opportune moment; the storm had just cleared the airport, starting a rush of arrivals which - by the time we’d secured a hangar, motel reservation and a courtesy-car ride - filled the previously empty FBO lobby with white-shirted, shoulderboard-adorned crew representing more than a dozen business jets, all of which landed after us – and all for the same reason: weather avoidance.

As we shared a ride to the motel with a corporate flight crew, we overheard the captain explain to his rookie First Officer that a diversion decision never upsets their boss. “Show him the radar”, the captain remarked. “When the Boss saw that there was no seeing through this storm line, even on radar, he probably would have radioed the FBO himself.

“He flies,” the captain explained. “He is the last person at the company who'll question diverting.” The F.O. replied: “That’s really different than my last boss – really different.”

None of us flew east until the next morning – and even then, the slow-moving storm demanded some accommodation.

WHEN YOUR TIMING IS JUST WRONG The flight between the Air Capital and Louisville, Kentucky, presented challenges from the first forecast check for this business pilot; a widespread system brought forecasts of isolated storms stretching from Missouri's western line to Cincinnati, about 90 miles east of the Kentucky Derby's home. Forewarned being forearmed, the pilot took a conservative www.AvBuyer.com

approach to the flight: File IFR but stay VMC as much as possible.

During a flight that should have taken three hours, the high-performance single flew four and consumed more fuel than the average four-hour legs flying direct (weather made the route anything but direct).

Staying visual required multiple deviations, both in route and altitude, using up fuel and time. At a couple of points the airplane deviated 50 miles off-route (which means 50 miles getting back on-course). But, with plenty more than minimum fuel, the pilot accepted an ILS approach since IMC would embrace the aircraft within 50 miles of the destination airport – and leave no way in without going IMC. Further, none of three other area airports with instrument arrivals could be accessed at the time.

While holding over a VOR the pilot listened as a King Air missed on the approach for some unexplained reason. But for our pilot, the approach could not have been more textbook: needles centered on CDI, marker beacons sounding off on-time. The clouds cooperated, allowing him to break out comfortably high about two miles from the runway.

That's when he watched with amazement as a swirling, electrified mass of black sky enveloped the airport from the southwest.

Airport and runways, ramps and hangars vanished, swallowed whole by the churning, violent murk. The pilot abandoned the approach and with ATC's blessing headed back to hold at the VOR seven miles away.

After recalculating his remaining fuel the pilot ❯ reconfirmed that the other three airports WORLD AIRCRAFT SALES MAGAZINE – March 2014

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SAFETY MATTERS: WEATHER DEVIATIONS remained below minima. There would be no going to them – even if he had the fuel.

After a tense 30 minutes holding, eyes on the fuel totalizer and the sky above the airport, the pilot started another approach. This time no inner marker beacon sounded to signal the approach of the runway end; about to start the missed approach procedure, he broke out, just above minimums – runway in sight and relieved.

The totalizer showed about 20 minutes of fuel remaining. He was where he thought, even without the marker beacon – now out of service after a lightning strike during the storm. He later told World Aircraft Sales Magazine, “It would have been tight, a third approach. We were lucky that day when we should have been better prepared.”

THE CHILLING FRONTIER Too often safety investigators link a pilot's decision to continue flying through icy conditions to the unhappy outcome of that flight – because, too often these hapless aviators fail to use their anti-ice protection systems as intended: To escape.

Yes, escape – and rapidly! While FIKI approval may read, “Approved for flight into known icing,” anti-ice systems still aren't designed to allow you to loiter around or make long passages with ice constantly accumulating.

First, these systems only consistently, reliably clear ice from the area of the airplane they directly protect: wing leading edges, horizontal and vertical tail surfaces, engine inlets, airspeed sensors (pitot tubes), and angle-ofattack (AOA) sensor vanes.

In theory, the wing behind the de-iced leading edges should shed ice once the leading edge is cleaned to expose an ice edge to the airflow. But, it may not come off; further ice shedding depends on temperature, humidity, how much ice is on the wing and when the anti-ice system is activated. When pilots wait and don't activate anti-ice systems at the first sign of icing, some areas can resist shedding the ice accumulated. And engines often ingest ice that builds up on inlets when crews delay flipping the switch.

There's a better argument for using anti-ice equipment to escape icing, as quickly as possible: Fuselages, generally the largest area of sheet metal of any aircraft, are never ice protected; no anti-ice system cleans ice from the fuselage. And ice weighs in on the heavy side.

A square foot of ice an inch thick weighs 4.75 pounds; the upper half of a typical jet fuselage covers hundreds of square feet.

Further, ice reshapes airfoils, of both wings and tail surfaces, reducing their ability to generate lift; enough on a wing can interfere with control-surface movements, activation of spoilers and alter the impact of flaps.

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In short, it’s best to head off such threats and divert.

Sometimes deviating allows crews to avoid the ice; sometimes an altitude change works.

And then there are those times when the airplane can’t get above, or go around icing. So when a crew decides to deviate because of known, reported icing conditions, passengers should consider buying that crew dinner.

After all, they just avoided what's arguably the most-misjudged weather systems in aviation; one with deadly potential!

WHEN WINDS WREAK WRATH In early January a Challenger crashed on its second attempt to land at Aspen Pipken County Airport in Colorado. A one-way-in, one-way-out airport for jet operations experienced winds gusting into the 30-knot range, and steady winds reported at 28 knots, downwind out of the northwest, as the crew attempted to land on Runway 15. Diverting to an airport with winds more favorable would likely have saved that flight; and the video is graphic in showing how the airplane departwww.AvBuyer.com

ed controlled flight as it approached the crash.

Winds also can present en route hazards that are worthy of a route change or a wait for another day. They can contribute to turbulence heavy enough to be uncomfortable to ride through – and possibly damaging to the airframe. And an aircraft at altitude may need to slow to its safe-penetration speed – only to find that speed puts them on the edge of, or below, stall speed at that altitude. At levels low and high, wind shear can threaten the pilot's control over the aircraft – a problem one never wants to encounter at approach speeds and altitudes.

In short, it’s best to head off such threats and divert. En route, deviating may make the ride more comfortable, but with the likely outcome of a later-than-planned arrival. But, as the old line says, “It’s better late than never.”

❯ 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

201 01 14 4

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Safety Sleep Apnea_Edit 18/02/2014 16:35 Page 1

OBESITY SCREENING

Obesity Screening FAA opens new front for fighting cockpit fatigue.

by Dave Higdon he Federal Air Surgeon's Medical Bulletin seldom makes news for regulatory or policy changes; even more rarely a medical issue will ignite a firestorm. But the fourth quarter 2013 Medical Bulletin not only ignited a firestorm, the top FAA medical official himself helped fan the flames to such a point of heat that some in Congress decided a legislative intervention was in order to force back the policy change into a more regulatory-like change that would require input from the pilot population.

At its root, the Federal Air Surgeon - Dr. Fred Tilton - targeted at a laudable issue: cockpit fatigue; but in the wake of the FAA's latest

T

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WORLD AIRCRAFT SALES MAGAZINE – March 2014

changes to flight-time and duty-time rules (which pilots criticized for allowing even longer work days than before), Dr. Tilton took an indirect approach, proposing mandatory screening of aviators applying for new or renewed medical certificates, using their Body Mass Index (BMI) as the trigger.

Once triggered, a pilot – and, later, Air Traffic Control personnel – would face a mandatory screening for Obstructive Sleep Apnea (OSA) by a doctor who is board-certified to treat sleep disorders.

That requirement is based on Dr. Tilton's disputed assertion that the overwhelming majority of people with BMI reading considered “obese” (30 or higher) suffer from some form of sleep apnea.

www.AvBuyer.com

Aircraft Index see Page 4

Safety Sleep Apnea_Edit 18/02/2014 17:43 Page 2

The aviation community, meanwhile, argues that no statistics support a contention that OSA – already a condition that if untreated disqualifies a person from holding a medical certificate – poses a safety issue in and of itself. Further, this so-called “guilty until proven innocent” approach to forcing submission to a new type of screening comes without the FAA producing data to support the contention that an obese BMI is not prevalent enough to warrant a special screening with an expected cost of $5,000 every time it's needed.

Ultimately, the starting bar is high: BMI 40; but the doctor seeks to lower the bar progressively until all who rate as “obese” are subject to the mandatory $5,000 screening.

DEFINING A POLICY LIMITATION If you spend a lot of time at airports – all types of airports – you'll see a cross-section of body types reflecting the range of focus, or lack of, on fitness and weight control. But the chances are that you see very few with a Body Mass Index of 40 or greater. A BMI of 40 equates to 204 lbs on a 5 foot body; 262 lbs on a 5’8 body; or 294 pounds on a 6’ person, per the BMI Table produced by the National Institutes of Health.

The chances increase, however, that you'll see somebody matching the following profiles: a 5’ person weighing 153 lbs; a 5’8 soul who tips the scales at 197 lbs; or someone at 6’ tall weighing 221 pounds. Significantly, these profiles all represent the obese-threshold BMI of 30 – which is well below the average weight and BMI of Americans today. Nevertheless, a BMI of 30 is still labeled “obese” by NIH standards, and the Federal Air Surgeon wants all persons at, or above this bar screened.

Additionally, a neck measurement of 17 inches or more would be considered an indicator that the candidate may suffer from OSA and require that same screening by a physician specializing, and board-certified, in the treatment of sleep disorders.

To understate the reaction, the aviation community was caught somewhat off-guard

by Tilton's pronouncement and far from supportive of his claims of need. For the majority of aviation organizations, air traffic controllers and pilot groups, the doctor's assertions about OSA and the assertion of a widespread connection to Obesity came as a shock.

“He really failed to provide a statistical rationale or a record for justification aside from the doctor's assertions about the safety implications of obesity-related OSA,” said a safety specialist for one aviation organization.

Organizations from AOPA to NBAA, and pretty much every one in between reacted Advertising Enquiries see Page 10

OSA CANNOT BE CATEGORICALLY LINKED WITH ACCIDENTS OR INCIDENTS

with a vehemence, dismissing the doctor's assertions and universally opposing the move. Unjustified; erroneous; and outside the expected process of creating new regulations is how they consider this so-called “policy change”.

Doug Carr - NBAA Vice President, Safety, Security, Operations & Regulation expressed concern that the agency apparently considered making such a significant policy shift without first consulting with industry.

“We’re concerned that it appears the FAA intends to roll out a policy of this magnitude without first taking input from the very people in the aviation community who stand to be impacted by it,” he said in November when the policy was unveiled.

“Proposals that have the effect of a rule or regulation with significant industry impact should be subject to commentary from affected parties, as well as analysis of their data-driven justification, costs, benefits and other important criteria.” www.AvBuyer.com

IF AT FIRST YOU DON'T SUCCEED? Dr. Tilton's reaction to the pushback was, as one FAA staffer put it, “an impolitic”, with statements asserting the FAA would proceed as he planned, and the comments would be dealt with as the policy change proceeded.

His response generated even stronger reactions than the original policy-change statement of November. The alphabet groups charged him with ignoring evidence that neither sleep apnea nor obesity are safety issues, based largely on the lack of accidents and incidents in which OSA was considered a factor – even remotely.

That’s not to say that there haven't been events in which fatigue has played a role.

Six years ago this month GO! Airlines Flight 1002 out of Honolulu overflew its destination, Hilo, Hawaii, by about 30 miles. Its crew had nodded off on the flight deck. The crew awoke to flight attendants' concerned knocks on the cockpit door and happily ❯ thereafter the aircraft landed at Hilo, late, WORLD AIRCRAFT SALES MAGAZINE – March 2014

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OBESITY SCREENING but otherwise without incident. That was on February 13, 2008.

The National Transportation Safety Board (NTSB) investigation found that the pilot suffered, at the time of the incident, from undiagnosed OSA. The NTSB inquiry also found that for the three prior days the crew started their work day at 5:40a.m., and ended late that evening. As one local air surgeon told World Aircraft Sales Magazine, “Pegging that as an OSA-related incident independent of the fatigue of long hours and late nights is a bit specious, in my view. First off, the Second Officer has no such condition – and was as asleep as the captain. And at that level of exhaustion OSA is less likely to interrupt the sleep – severe exhaustion does that all by itself... when you're too tired to sleep until hours after you turn-in.”

Further, the pilot with the undiagnosed OSA would not have been subjected to the BMI-triggered screening proposed.

Sleep disorder also came up in the fatal accident of a de Havilland Dash 8-400 on approach to Buffalo-Niagara International Airport almost exactly a year later. The Colgan Air/Continental Connection Flight 3407 suffered from inappropriate control inputs by the captain, stalled with ice built up on the airframe, and crashed about five miles short of the airport. The 45 passengers, two flight attendants and two cockpit crew members all died and the board largely attributed the accident to the captain’s incorrect responses to a stall warning and automated stick responses to the slow speed of the turboprop twin.

The fatigue the crew faced from their commuting significant distance to meet the airplane in New York was among the elements that the NTSB addressed. In its recommendations on Flight 3407, the NTSB included this as its sole recommendation concerning fatigue and crew rest: “Require all 14 Code of Federal Regulations Part 121, 135, and 91K operators to address fatigue risks associated with commuting, including identifying pilots who commute, establishing policy and guidance to mitigate fatigue risks for commuting pilots, using scheduling practices to

AN INTERIM WIN

...the FAA stepped back a little from Dr. Tilton's previously announced plans in the face of the universal community opposition... minimize opportunities for fatigue in commuting pilots, and developing or identifying rest facilities for commuting pilots. (A-10-16)” Note that there’s nothing within the recommendation about sleep apnea, OSA or obesity. Nor was there in the August, 2009 report on the GO! Airlines incident. The board investigation concluded that likely sleep deprivation associated with the work schedule, the captain’s undiagnosed sleep apnea, the usual high workload of predeparture preparation and the dramatically lower activity level of cruise all contributed to the fatigue that led to the pair falling asleep. The board stopped short of concluding that the captain was sleep-deprived because of his undiagnosed sleep apnea. In fact, the board stopped short of stating with certainty that the crew was sleep-deprived – though the hours are known to add up.

A check of NTSB accident and incident reports finds no accident or incident in which OSA was considered a causal factor; in the one incident in which it's believed to have been a factor, the second pilot was neither suffering from OSA, nor obese. So it's hardly surprising that the aviation community reacted with such vehemence at a policy-change proposal that would cost as much as $5,000 or more for those who failed to clear the BMI bar. As all the groups noted, the evidence simply doesn't support the policy change.

In late December the FAA stepped back a little from Dr. Tilton's previously announced plans in the face of the universal community opposition and the introduction of legislation in Congress to force the policy proposal back into a normal process of consulting with those impacted.

The FAA’s plan to implement a new policy requiring screening of pilots for OSA was placed on hold pending the agency's consultation with all the industry stakeholders.

Instead FAA plans to organize discussions with aviation community stakeholders in an effort to balance the FAA's concerns against pilot concerns.

Mark Baker, AOPA president; Sean Elliott, vice president of safety and advocacy, EAA; and Ed Bolen, president, NBAA all lauded the FAA's decision. “The FAA has heard the concerns of pilots, AOPA, aviation medical examiners, and Congress loud and clear,” Baker noted.

Added Bolen, “We think that’s an appropriate step, because in Business Aviation, flying is often how a person makes a living, and the agency's screening plans would have a significant impact on many of those professionals. The FAA needs to hear our concerns, and we look forward to sharing them directly with the agency.

Bolen addressed the community's consensus belief that the proposal should be subject to full transparency, from commentary by affected parties, as well as analysis of its data-driven justification, costs, benefits and other important criteria. In the meantime, one professional pilot told World Aircraft Sales Magazine, “If your health wasn't enough to encourage pilots to watch their weight, this policy will add some incentive. After all, who wants to pay thousands for a screening that could cost you your job? Who wants to risk their job for a few pounds (if indeed any of us are that large)?”

As this process plays out, operators, owners and aviators alike should stay focused on how things progress, and comment when the time comes.

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Aircraft Index see Page 4

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Strong Q4 2013 from Business Jets According to AMSTAT, the Business Jet and Turboprop resale market saw overall sales activity buoyed by a strong last quarter from the Business Jet market segment. At a macro level, Business Jet resale retail transaction activity was up quarter-on-quarter and year-on-year with 2.9% of the active fleet turning over in Q4 2013. This was the best performance from a quarter since Q4 2007 and squeaked ahead of the 20-year quarterly average of 2.8% for Business Jets.

Year-on-year, the total number of business jet transactions was up 7.7% (compared to +7.3% for 2012 over 2011). The Heavy and Medium Jet segments (Q4: 2.3% and 2.9%) followed the trend with Q4 performance better than any quarter since Q4 2009 and Q4 2007 respectively. Light Jet transaction activity stumbled slightly in Q4 with 3.3% of the active fleet changing hands versus 3.4% in Q3 2013. However, other than Q3 2013, Q4 was the best performing quarter for Light Jets, since Q4 2007.

The collective Business Jet inventory contracted from 12.9% of the active fleet at the start of 2013 to 11.7% by the end. The percentage of Business Jets for sale is now below the 20-year average of 12.7%. The Heavy Jet inventory, in particular, saw a significant decrease from 11.8% to 9.7% and Light Jet availability contracted from 14.2% to 12.4%. Year-on-year, Medium Jet inventories remained unchanged at 12.3% having reached as high as 13.4% during the year.

As we might expect, improved transaction activity and contracting inventories helped move the average asking price for Heavy Jets up over the year by 2.7%. However, improved transaction activity in the Medium Jets was not enough to change the downward trend in average asking prices for these aircraft. For Light Jets, the lower 2013 transaction activity trumped continued contraction in inventories and asking prices decreased by 12.1% continuing a trend since early 2008.

MI www.aso.com

Advertising Enquiries see Page 10

An Asset Insight Index analysis of 73 turbine models, covering 1,511 aircraft listed for sale as of December 30, 2013, revealed the following average turbine aircraft asset quality (see Table A): • Maintenance Condition (ATC Score): a slight improvement, with the average Asset Technical Condition Score (our rating based on completed scheduled maintenance events) rising to 5.324 from November’s 5.279, comfortably above the Mid-Time/Mid-Life 5.000 level (on the ATC Score scale of -5 to 10). • Financial Condition (ATFC Score): average Asset Technical Financial Condition Score (the rating is based on completed scheduled maintenance event costs) also improved slightly, registering 5.046 versus the previous month’s 5.027 – above the Mid-Time/Mid-Life 5.000 level (on the zero to 10 ATFC Score scale). • Financial Exposure (ATFE Value): the average Asset Technical Financial Exposure Value worsened by nearly $25k, raising the average aircraft’s accrued/ future maintenance expense to nearly $1.3 Million.

Large Jet figures reflected the best asset quality among the four groups as we closed out 2013; Small Jets came in second; Medium Jets third; while Turboprop asset quality, although improved, still rated lowest.

Exposure to Price Ratio (ETP Ratio) Spread in the maintenance Financial Exposure to aircraft Ask Price Ratio (ETP Ratio) widened in December, and the weighted average increased to 41.3% versus November’s 39.4% (see Table B). This increase is significant, as we consider anything over 40% to be excessive Financial Exposure (ATFE Value) in relation to the aircraft Ask Price. The Ratio moved in the wrong direction for all aircraft groups, but did manage to end the year slightly better than January 2013’s starting figure (43.5%), as well as the average for the year (43.1%).

During the final four months of 2013, average aircraft’s maintenance Financial Exposure (ATFE Value) and Ask Price settled into a fairly narrow band, compared to the peaks and valleys generated during the first eight months of the year. www.AvBuyer.com

December’s analysis evidenced an inventory reduction of another 29 aircraft, and we believe many buyers seeking quality aircraft at a good price have made their selection.

But with the average Maintenance and Financial scores (ATC and ATFC Scores, respectively) continuing to improve, Financial Exposure (ATFE Value) substantially below July’s peak burden of $1.66m, and Ask Price registering $360k below the $6.3m average for 2013, we believe assets representing good ‘value’ are still available.

MI www.assetinsightinc.com

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In-Service Aircraft Technical Condition & Price

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WORLD AIRCRAFT SALES MAGAZINE – March 2014

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W ORLDWIDE TRENDS

C ommercial H elicopters A irliners J ets T urbos T urbine P iston J ets T urbos In-Operation Fleet 19,478 14,113 19,809 9,556 24,986 9,573 For Sale 2,435 1,080 1,276 577 554 410 Fleet % For Sale 2013 12.5% 7.7% 6.4% 6.0% 2.2% 4.3% Fleet % For Sale 2012 13.4% 8.3% 6.1% 6.1% n/a n/a % Change For Sale (-0.9)pt (-0.6)pt (0.3)pt (-0.1)pt J ANUARY TO DECEMBER 2013 Full Sale Transactions 2,303 1,283 1,224 897 1,964 656 Avg. Days on Market 391 332 414 329 373 377 Avg. Ask Price (US$M) $5.073 $1.391 $1.355 $0.220 Y TD JANUARY TO DECEMBER 2013 vs 2012 Change – Transactions 0.6% -8.8% -11.8% -13.5% Change – Days on Mkt 20 -16 -18 -23 Change – Asking Price 10.7% 5.9% -2.5% -1.3% D ECEMBER

B usiness Aircraft

JETNET’s aviation market analysis for 2013 shows the percentage of aircraft for sale dropping in almost every market sector. In what is still a buyer’s market, pre-owned business jet sales transactions are up, and the economy is finally growing at a pace that is prime for positive Business Aviation growth.

Except for turbine helicopters, which showed a slight increase, the fleet “For Sale” percentages for all market sectors were down in the December comparisons, with the largest drop in business jets, to 12.5% from 13.4% in December 2012.

Full Sale Transactions had mixed results, with only business jets showing growth (0.6%), while business turboprops were down -8.8% and both turbine (-11.8%) and piston (-13.5%) helicopters down by doubledigits. All market sectors showed decreases in Average Days on Market at year-end, except business jets which took 20 more days.

Average Asking Prices had mixed results: Business jets (10.7%), and business turboprops (5.9%) increased, while turbine (-2.5%) and piston (-1.3%) helicopters decreased.

2013 set a new record for the number of pre-owned business jet Full Retail Sale Trans-

actions. There were 2,303 transactions in 2013, beating the previous record peak of 2,289 last year. This follows four years of increases from the low of 1,539 transactions in 2009. In a comparison of 2013 to 2012, the light weight class was the only weight class to show a decline—of 39 fewer business jet transactions. The other classes all showed increases in 2013 compared to 2012, led by the heavy class with 37 more, followed by the medium class with 14 more transactions.

Other pre-owned market sectors are showing decreasing sale transactions, however, and have mixed average asking prices, with some greater and some less compared to the same 2012 period.

In summary, the pre-owned market continues to be very active. Now that 2014 is here and there is renewed optimism, we hope this trend for the pre-owned market, along with improvements in the world economy, will continue to push more new aircraft purchases for the new year. As for now, it continues to be a buyer’s market, with preowned “For Sale” inventories running around 12.5%.

MI www.jetnet.com

BizAv Flight Activity - Europe Hamburg, Germany-based WingX Advance reports a 1.9% Y-O-Y increase in flight activity to and from Europe for January (the first time since 2008) and a 4% MOM increase on January of last year. However, overall flight activity is still 16% off pre-2009 peak levels. From a European perspective, markets such as the UK and France contributed significantly to this growth. And unexpectedly, Belgium and Sweden reported increased numbers while Italy and Turkey showed a drop in activity.

Demand for different types of aircraft show no surprising results, with ultra-long-range jets still growing at a double-digit rate, and 23% YOY growth in demand for very light jets. WingX sees the growth in VLJ demand as being at the expense of light jet flight activity, which fell by -3% YOY. Commenting on the report, WingX Advance Managing Director Richard Koe sees “encouraging signs, such as the third consecutive monthly growth in private flights, the substantial increase in activity in France and the UK, and continued strong demand for certain aircraft.” However, cautiousness still remains in effect. “There have been numerous false dawns, and overall activity is still far below 2008 levels,” Koe adds.

MI www.wingx-advance.com

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www.AvBuyer.com

2013 Business Aircraft Activity Review & Forecast Business aviation flight activity had a strong finish in 2013. ARGUS TRAQPak data indicates that while 2013 flight activity had a slow start (activity was down -1.7% as compared to the same period in 2012), the second half of the year was up 1.0% over July-December 2012 and Q4 2013 flight activity was up 1.6% over Q4 2012.

Unfortunately the gains seen in the second half of the year weren’t enough to overcome the slow start, and overall activity for the year showed a slight decrease of -0.3% as compared to 2012.

Part 135 flight activity posted a banner year in 2013 with an increase of 11.3% from 2012, registering an increase in flight activity every month in 2013 (over 2012). The fractional industry suffered in 2013 due to the shutdown of Avantair and changes in CitationAir’s operating model, and saw a decrease of -9.2% overall. The Part 91 market also struggled in 2013 with only one month, December 2013, coming in higher than December 2012. The Part 91 sector finished 2013 down -4.2% overall from 2012.

Aircraft category results indicated a strong market for all three jet categories, lead by large cabin jets. The large cabin jet segment posted gains across the board, finishing with a year-over-year increase of 5.5%. Small & mid-size cabin aircraft posted gains for the year of 3.1% and 2.0% thanks in large part to the Part 135 market. The turboprop sector, affected by Avantair’s ceasing operations, finished the year down -6.6% from 2012. The largest single year-over-year increase was in the Part 135 mid-size cabin market with a rise of 18.7%.

2014 1Q Forecast Looking ahead to 2014 TRAQPak analysts estimate that there will be a 1.7% overall increase in flight activity for Q1 2014 (over 2013). It is further estimated that most of that increase will be carried by the Part 135 segment. The initial forecast for the Part 91 segment sees activity as flat for Q1 2014; ARGUS expects that any gains or losses for the quarter will be nominal. While ARGUS does anticipate that the fractional market will continue on a negative trend into the 1st quarter of 2014; it is anticipated that fractional industry activity will see an improving trend mid-year 2014.

MI www.argus.aero

▼

Pre-Owned Jet, Turboprop & Helicopter Markets

Next month Plane Sense on Cabin Avionics Aircraft Index see Page 4

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2014 FBO Industry Annual Forecast According to Aviation Business Strategies Group (ABSG) Principals John Enticknap and Ron Jackson, fuel sales in the FBO industry will remain relatively flat in 2014 with only half the marketplace seeing a relatively small increase in fuel sales volume.

“The FBO Industry is currently operating in a very static marketplace,” Enticknap told a group of FBO industry leaders attending the recent NBAA Schedule and Dispatchers (S&D) Conference.

“Results of our annual FBO industry survey indicate a market that is yet to catch traction. Although, there is increased optimism for 2014, nearly half the FBOs surveyed did not see an increase in business during 2013,” he added.

According to ABSG, the outlook for 2014 remains mixed: “Overall, there is a sense of status quo for 2014 with a majority of those surveyed predicting at least a breakeven marketplace”, Jackson outlined.

“On the positive side, more than 40 percent predicted an increase in fuel sales volume, with 20 percent of those surveyed projecting an increase of more than five percent. However, nearly 50 percent of those surveyed indicated the US economy is still not headed in the right direction.”

A review of flight hours flown by General Aviation/business aircraft in 2013, a key statistic linked to potential fuel sales, supports the findings of the ABSG FBO Survey.

According to some of the industry statistics reviewed, flight hours for 2013 were mostly flat for the past year, rising only 1.8% percent from a year ago. The growth is in the FAA Part 135 category while the Part 91 flying fell -0.4 percent. Fractional ownership flying was down significantly.

Jackson notes that several FBOs surveyed indicated that although fuel volumes remained fairly static in 2013, and in some cases even decreased, they were able to maximize fuel pricing which resulted in increased net income.

MI www.ABSGgroup.com

Aviation Insurance Market Analysis NationAir Aviation Insurance released its annual analysis of the aviation insurance market. The report, delivered by NationAir President Jeff Bauer establishes that 2013 marked another year of relatively soft market rates in all sectors of General Aviation. While the market conditions have remained the same for several years, the reasons for that soft market are changing.

At first, increased market competition pushed rates down, in a classic demonstration of the theories of supply and demand. Now, however, rates are being held down by the more long-term forces of structural overcapacity, and thankfully, favorable loss history. While conventional thinking was that falling rates would eventually push aviation insurers into the red, causing a push for rate increase, insurers have instead been able to stay profitable even at lower rate levels.

Over the last two years, NationAir has seen many insurers attempting to make a profit on a smaller piece of the pie, and for the most part they have succeeded. While expense control spurred some of that success, insurers have stayed in the black primarily due to the absence of significant General Aviation fatality accidents. The world’s reinsurers, which are quite profitable, are not exerting any significant pressure on insurers through the premiums they charge for reinsurance. And many insurers are buying less reinsurance anyway.

There now seems to be an equilibrium reached: all parties are rather satisfied with their share of the pie. With the insurers more focused on the expense side, it will be more difficult for them to differentiate themselves in any meaningful way. As a result, the key differences in insurance services now lie with brokers, rather than the insurance companies that actually underwrite policies.

MI www.nationair.com ■

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BizAv Round-Up

03.14

NEWS ROUND-UP Beechcraft’s Hawker 400XPR upgrade

/ More from www.hawkerbeechcraft.com

Boeing Business Jets (BBJ) celebrated first two BBJ 787-8 deliveries of 2014, which mark the second and third BBJ 787 airplanes delivered to date. As awe-inspiring as its commercial counterpart, the first BBJ 7878 was delivered in December 2013. To date, customers have ordered 13 BBJ 787s, with deliveries occuring through 2018. Boeing delivers the airplanes to customers unpainted and without an interior. A completion center of the customer's choosing installs the jet's VIP interior. / More from www.boeing.com/commercial/bbj/

Conklin & de Decker

Conklin & de Decker Aviation Information

has acquired the Aircraft Cost Analysis program and software. Originally developed and supported by Samuel L. Miller, the Aircraft Cost Analysis program is an easy-to-use management tool that assists aviation professionals with the pricing of managed, fractional, joint ownership, rental and charter aircraft, as well as helicopters. Conklin & de Decker has thus assumed support of the program for existing and new users and is hard at work on future product improvements. Sam Miller will provide support for current Aircraft Cost Analysis customers during the transition period. / More from www.conklindd.com

Globalair.com recently announced the addition of GPS functionality to its “FBO Fuel Prices” app. Now when users are flying they have the ability of selecting the GPS option that will show the user’s location in relationship to the airports they are near, enabling a pilot in the air to locate the closest airport and/or the best fuel price in that area. / More from www.globalair.com Advertising Enquiries see Page 10

DUNCAN AVIATION’S MAGNIFICENT M2 Chairman Emeritus Robert Duncan and his wife, Karen, surround themselves with the things they’re passionate about: aviation and art.

So, when Duncan Aviation acquired a new Citation M2, they wanted the jet’s paint scheme to reflect the brush strokes of an abstract artist. They also simultaneously took the term “green plane” to another level with this lime green wonder. “This is a flying billboard for Duncan Aviation’s paint department,” Robert Duncan explained at the jet’s unveiling recently.

The paint scheme’s designer, Teri Nekuda,

has 24 years of experience combining colors and materials to match a variety of customers’ needs and desires, and she used the same approach she does with all her customers when Robert and Karen asked to explore paint schemes at Duncan Aviation’s Lincoln, Nebraska, facility’s design center. “It's enjoyable to create a paint scheme that people don't readily expect to see on an aircraft,” she commented. “The wow factor gets people to react, contemplate and dream of what possibilities lay on the horizon.”

After more than 50

Gulfstream’s Product Support Organization has created the company’s first private label for cabin interior refurbishments.

The Gulfstream Portfolio Collection is a carefully curated collection of in-stock fabrics, leathers and carpets that shortens the lead time and cost for interior refurbishments.

Meanwhile, Gulfstream has also enhanced its support of operators attending major USbased events with the addition of its biggest and most capable Field and Airborne Support Teams (FAST) vehicle, a specially equipped 74-foot tractor-trailer. Using the capabilities of www.AvBuyer.com

renderings, Nekuda and the Duncans had the paint scheme narrowed down to two options: a lime green or bright blue base with paint splatters dotting the fuselage.

When asked to describe the final product in one word, Teri responds “fun.”

“It’s fun on so many levels. I look at it and I start to recognize shapes and images. There’s a pair of Mickey Mouse ears over here, and Woodstock there. It spurs this childlike sense of excitement and creativity.

That’s a cool feeling to have at any age.” / More information from www.duncanaviation.aero

the FAST tractor-trailer, on-board technicians can perform Line-service repairs, Engine exchanges, Post-flight and storage inspections, Unscheduled inspections, Cabin interior repairs, and more. / More from www.gulfstream.com

▼

program has taken a significant step toward first deliveries. The first customer aircraft had a Rockwell Collins Pro Line 21 avionics system installed in 2013 and re-entered into service. It recently returned to Beechcraft for additional modifications, including the installation of Hawker winglets and Williams FJ444A-32 engines. The second aircraft is receiving new engines, winglets and the Aircell ATG 2000 package, while the third aircraft is receiving new engines, winglets, paint and interior. Deliveries of these first three aircraft are expected to occur in the first half of 2014.

THE GULFSTREAM PORTFOLIO COLLECTION

WORLD AIRCRAFT SALES MAGAZINE – March 2014

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BizAv Round-up Jet Support Services, Inc. (JSSI), the leading provider of hourly cost maintenance programs for the Business Aviation industry, has introduced its new Platinum Engine Program for ® the Honeywell HTF7350 which powers the new, super mid-sized Bombardier Challenger 350 jet aircraft.

JSSI Programs deliver budget stability through a highly competitive cost-per-flighthour service, which is backed by 24/7 access to the largest independent, highly experienced technical and client services teams based around the world. Covering more than 325 different makes and models of jets, turboprops and helicopters, JSSI offers a wide range of programs for today’s Engines, Airframes and APUs. / More from www.jetsupport.com

London Executive Aviation (LEA) is adding three new aircraft to its fleet: a Bombardier Challenger 300; an Embraer Legacy 600 and a Legacy 650. LEA’s managing director George Galanopoulos says: “With clear signs of an economic recovery, we are entering 2014 with a positive outlook for the Business Aviation industry as a whole…By the end of this year, we are aiming to add an additional three aircraft to our fleet.” / More from www.flylea.com

Nextant Aerospace has appointed Nextant Pacific Pty (“Nextant Pacific”) as its exclusive sales agent for the Asia-Pacific region.

Sydney, Australia-based managing director John Oppenheim will be responsible for Nextant sales, marketing and customer service in the region. Before joining Nextant, Oppenheim managed aircraft sales for Hawker Pacific. / More from www.nextantaerospace.com JOHN OPPENHEIM

CHAD ANDERSON, PRESIDENT

JAHID FAZAL-KARIM, CO-OWNER

JETCRAFT INTEGRATION OF EAT COMPLETE LARGER INTERNATIONAL FOOTPRINT AND STRENGTHENED COVERAGE RESULTS  Jetcraft Corporation recently announced that the integration of the aircraft brokerage activities of ExecuJet Aircraft Trading (EAT) is complete. The result is a larger international footprint for Jetcraft and a strengthening of its on-the-ground coverage, allowing for more localized customer service across Europe, Africa, the Middle East and India.

The joining of the two teams, part of a deal announced last August,

solidifies Jetcraft’s position as the world’s largest Business Aviation dealer/broker and further enhances its dedication to local customer service.

“There are benefits to being the biggest player in any given market,” said Chad Anderson, President of Jetcraft. “In our case, it translates into faster, smoother transactions across continents and allows for additional services, more choices, and greater flexibility.

SINGAPORE SNIPPETS Bombardier opened its new full-scale,

Pilatus is introducing five new features in

company-owned service centre located at Seletar Airport in Singapore. The facility is equipped to perform scheduled and unscheduled maintenance, as well as modifications, avionics installations and AOG support. Bombardier will also be adding full service interior refurbishment capabilities to its line and heavy maintenance offering provided on-site by Flying Colours Corp.

the 2014 model in an effort to keep demand high for the popular single engine turboprop.

Incorporating new technology and responding to customer feedback, the new 2014 PC-12 NG will include six new BMW Designworks USA executive interior options, a new electric landing gear system, external LED lighting, a wireless Connected Flight Deck system, and a Wi-Fi passenger entertainment system.

/ www.bombardier.com/ www.flyingcolourscorp.com

/ More from www.pilatus-aircraft.com

/ www.cessna.com

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ANDREW HOY, SR VP-SALES, EMEA

“With the addition of new salespeople in our global offices, customers can expect a more personalized experience in every region. And we now offer an even larger inventory, which gives buyers access to the best selection of aircraft from around the world.” / More information from www.jetcraft.com

Embraer Executive Jets signed a contract with Hawker Pacific to provide full maintenance support to Legacy 500 and Legacy 450 customers in the Asia Pacific region.

Hawker Pacific is now certified to provide maintenance support to Embraer Executive Jets’ complete portfolio. / www.embraerexecutivejets.com

Gore Design Completions (GDC) received the delivery of the first Boeing 787-8 Dreamliner slated for a VIP interior to its outfitting center on Wednesday, February 5th, 2014. The aircraft is the first of two 787 Dreamliners to be completed at GDC.

Cessna is to deliver three Citation CJ4s to

/ www.goredesign.com

the Ministry of Land, Infrastructure and Transport Civil Aviation Bureau (JCAB) through their special mission affiliate Kanematsu Corporation of Japan. This deal represents the first ever CJ4 deliveries to Japan.

Jet Aviation Singapore is tripling the size of its hangar facility at Seletar Aerospace Park to cater for increasing demand for larger business jets in the region.

www.AvBuyer.com

/ www.jetaviation.com Aircraft Index see Page 4

BusAviationNewsMarch14_Layout 1 18/02/2014 16:22 Page 3

3

BizAv Arrivals

Dr. Burkhard Andrich, currently Senior vice president Aircraft Component Services at Lufthansa Technik in Hamburg, has taken over as president and CEO of the Manila-based Lufthansa Technik Philippines (LTP).

Chris Lennon joins The International Bureau of

Peter Antonenko is the newly promoted COO at Jetcraft Corporation. Antonenko, who joined Jetcraft seven years ago, manages Jetcraft’s legal and contracts administration on aircraft transactions and business alliances, in addition to managing general corporate operations. His new position will include a more hands-on role in the company’s international corporate operations, long-term strategic planning and marketing.

Jerry Mullins, president and CEO of Enstrom

Chris Cannady has been appointed as OEM sales manager for Universal Avionics. Based in the company’s Wichita office, Cannady’s overall responsibility is to develop and maintain existing sales of the company’s products to U.S. Original Equipment Manufacturers.

Benoit Defforge recently became managing director, Airbus Corporate Jets. He now leads the ACJ business globally, combining his new role with that of his previous one as head of the Airbus Corporate Jet Centre (ACJC).

Aviation (IBA Group) to assist in managing the surge in demand for its expert Asset Management Services. Lennon joins from TAG Aviation, where he was Head of Airworthiness.

Helicopter, has recently retired. Mullins will continue to work as a consultant to Enstrom through 2014. Tracy Biegler, currently serving as vice president, becomes the new president and CEO.

DR. BURKHARD ANDRICH

Patrick O’Brien has joined Exclusive Aviation to expand the company’s ongoing success in turboprop and jet aircraft sales. Most recently, O’Brien was based in Southern California with Eclipse Aerospace as western US sales executive.

CHRIS CANNADY

Robert Randall has been appointed to the position of senior sales manager, U.S. for Universal Avionics. In this new role, he will manage Universal Avionics’ regional sales managers and oversee all Authorized Dealer sales for the United States.

John Uczekaj, president and CEO at Aspen Avionics, has been Inducted into the Living Legends of Aviation. Uczekaj accepted his award from John Travolta. He was one of seven inductees at this year’s event.

BENOIT DEFFORGE

James Dillon-Godfray takes up a new role as vice president, business development at Marshall Aviation Services, the commercial aviation arm of Marshall Aerospace and Defence Group, based at Cambridge Airport, UK. Most recently, he held the position of business development director at London Oxford Airport.

James ‘Jim’ Walker joins Rockwell Collins as vice president and managing director of Asia Pacific. Walker reports directly to Colin Mahoney, senior vice president, International and Service Solutions.

PETER GRIFFITH

Roger Whyte, an aviation industry veteran, has Peter Griffith is appointed as vice president sales and marketing, Europe and Africa, Embraer Executive Jets (replacing Colin Steven, who is leaving the Company to pursue other opportunities in Business Aviation), and Peter Walker is the newly appointed vice president sales and marketing, Middle-East and Asia-Pacific, at Embraer Executive Jets. The position was previously held by José Eduardo Costas since 2008, who will return to Brazil to take on a broader role as vice president, market intelligence.

become the new Chairman of CEPA (Central European Private Aviation), the non-profit organisation created to support the development of Business Aviation in Central and Eastern Europe.

Olivier Zuber has been named by Dassault Aviation as their new international sales manager for Africa. Zuber was formerly the company's Falcon marketing and business development manager for India. He reports directly to Gilles Gautier, vice president, Falcon Sales for Dassault Aviation.

ROBERT RANDALL

Sam Harris has been named managing director for JetLease Capital, LLC. Harris is well known for his skill at designing the best possible financial structures for corporate aircraft acquisition.

Charlie Hughes is the new senior vice president of management sales at Priester Aviation. In this newly created role, Hughes will be responsible for the strategic growth of Priester Aviation’s managed aircraft fleet. Most recently, Hughes was vice president of management sales at Executive Jet Management.

Henry M. Ogrodzinski The National Business Aviation Association (NBAA) paid tribute to the life and many contributions to the aviation community made by Henry M. Ogrodzinski, president and chief executive officer of the National Association of State Aviation Officials (NASAO), whose passing was announced recently.

JAMES ‘JIM’ WALKER

ROGER WHYTE Advertising Enquiries see Page 10

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WORLD AIRCRAFT SALES MAGAZINE – March 2014

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Aviatrade March 18/02/2014 11:58 Page 1

EXCLUSIVE REPRESENTATION AIRBUS ACJ 318 ELITE s/n 4878 VP-BKG 2012 MODEL AVAILABLE FOR IMMEDIATE DELIVERY • 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 March 18/02/2014 11:58 Page 2

x

NEW YORK ✦ LOS ANGELES ✦ HONG KONG ✦ BEIJING Cabin-Class Consulting....First Class Service

Northern Jet Citation Bravo March 19/02/2014 11:46 Page 1

S H O W C A S E

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

550-1134 N412BT 4820 3870

Engines Left Engine 606 SOH @ P&W Right Engine 606 SOH @ P&W Phase 1 - 5 completed January 2014 Avionics • Honeywell Primus 1000 Integrated Flight Director & Autopilot System • 3-tube 8x7” EFIS • Dual 196B Comm radios with 8.33 Capabilities • Dual Nav • ADF • Dual RMI • Dual Mode S Transponders • Dual DME • Universal UNS1 L FMS • Honeywell TCAS II • Honeywell Mark VII EGPWS • Honeywell Primus Radar 660 • ARTEX 406 Emergency Locator Transmitter • Cockpit Voice Recorder • N1 Computer Indicator • Radio Altimeter

Exterior Overall Snow White with Black Metallic, Silver Plat Met, and Coral Red Pearl stripes Interior executive interior in a center club configuration with an aft belted seat for an eighth passenger.

Left and Right executive tables with Sienna leather inlays in the center club. Seating is finished in Willow leather with Mink lower sidewalls, and finished Topaz Kayawood gloss laminate Optional Equipment • Freon Air Conditioner • Ski Tube • AOA w/Indexer • Iridium Satellite Flight Phone • Cabin/Cockpit Fire Extinguishers • Interior 110V AC • Lead Acid Battery • Tail Cone Flood Lights • RVSM Capable Aircraft management Services Available

Northern Jet Management Gerald R. Ford International Airport 5500 - 44th Street, SE • Grand Rapids, MI 49512

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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 Aircraft Index see Page 4

Northern Jet Lear 40XR March 19/02/2014 12:07 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 3,030 2,456

• Smart Parts Airframe Factory Warranty Smart Parts Engines Left Engine 3,043 / Right Engine 3,035 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

Advertising Enquiries see Page 10

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 – March 2014

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Northern Jet Lear45XR March 19/02/2014 14:35 Page 1

S H O W C A S E

2009 Learjet 45XR Airframe TT: Landings:

2075 1622

Northern Air Inc is pleased to offer this 2006 Lear 45XR to the marketplace for immediate sale • MSP and Smart Parts Engines Left Engine 1872 Right Engine 1872 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

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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 Aircraft Index see Page 4

CAI 2005 Pilatus PC12 March 18/02/2014 17:33 Page 1

S H O W C A S E

2005 Pilatus PC12 Serial Number: Airframe TT: Landings:

635 2,624 1,975

• Only One Corporate Owner Since New • Flown by the same professional pilot • Maintained at Pilatus Service Center • RVSM Equipped • Dual Garmin 530 with WAAS • Increased Maximum Take-off weight 4,500 • Kg. (9,920 lbs.)

• No Damage History • Excellent Paint and Interior!

Engines PRATT & WHITNEY PT6A-67B (3,500 Hr. TBO) 873 Hours Since Hot Section Avionics COM/NAV: DUAL GARMIN GNS-530W’s AP/FDS: HONEYWELL KFC 325 XPNDR: DUAL GARMIN GTX-330 ADF: HONEYWELL KR-87SC+ DME: HONEYWELL KN-63 AUDIO: GARMIN GMA-340 RAD-ALT: HONEYWELL KRA-405B AHRS: DUAL HONYWELL LCR 92 EFIS: DUAL HONEYWELL 4-TUBE EFIS-50 MFD: HONEYWELL KMD-850 TCAS: HONEYWELL KMH-880 EGPWS: HONEYWELL KMH-820 GPS: DUAL GARMIN GNS-530W’s RADAR: HONEYWELL RDR-2000 CLR

S/SCOPE: BFG WX-500 Wx: HONEYWELL KDR-610 Features & Equipment • ONE CORPORATE OWNER SINCE NEW • FLOWN BY SAME PROFESSIONAL PILOT • MAINTAINED AT PILATUS SERVICE CENTER • RVSM EQUIPPED • FREON AIR CONDITIONING W/GROUND PRE-COOLING • LARGE CARGO DOOR • DE-ICE PKG. WITH PNEUMATIC BOOTS • ELECTRICAL HEATED WINDSHIELD, PROPELLER, AND STALL WARNING SENSORS • DUAL HEATED ROSEMOUNT A.O.A. SENSORS • POLISHED EXHAUST STACKS AND INTAKE LIP Interior & Exterior GORGEOUS INTERIOR! EXECUTIVE INTERIOR CONFIGURATION WITH EIGHT BUCKSKIN BEIGE LEATHER SEATS (CURRENT CONFIGURATION IS SIX PLACE EXECUTIVE), HIGH GLOSS BURLWOOD CABINETRY, NEW NOV. 2010 - DEEP TAN WOOL CARPET, IVORY ULTRALEATHER HEADLINER, BRUSHED BRASS PLATING ON ALL HARDWARE, THREE EXECUTIVE WRITING TABLES IN BURLWOOD FINISH, FORWARD FULLY ENCLOSED PRIVATE AIRLINE STYLE FLUSHING LAVATORY, WORK STATION AND COCKPIT PC POWER (115 VOLT AC INVERTER). EXTERIOR IS IN EXCELLENT CONDITION! WHITE UPPER HALF OVER BLUE LOWER WITH MAROON AND SILVER ACCENTS

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

Advertising Enquiries see Page 10

www.AvBuyer.com

Palm Beach Tel: Fax: Cellular: Email: Website:

(561) 433-3510 (561) 433-3842 (561) 289-3355 jp@caijets.com www.caijets.com

WORLD AIRCRAFT SALES MAGAZINE – March 2014

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AeroSmith Penny Gulfstream IVSP March 18/02/2014 17:36 Page 1

S H O W C A S E

Recently Reduced Asking Price 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 HAAP and Corporate Jet Support Maintenance Programs Standard Honeywell SPZ 8400 Cockpit Package w/NZ 2000 Navs Triple Honeywell HG1075 Inertial Reference Units Dual Honeywell FMS and Single Lasertrak Nav Display Collins Nav/Comm Package with Three Comm’s, w/Dual Collins RTU’s Collins TDR 94 Transponders with Eight Parameter Enhanced Surveillance SAT AFIS Equipped with Printer Magnastar & Honeywell SATCOM 6000, One Cockpit and Three Cabin Handsets G-Monitor Computer Heads-up Checklist Flight Data Recorder 2 Hour Voice Recorder

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

Exterior Matterhorn White base with Super Jet Black underside, Coral, Cashmere and Gray striping.

New April 2012 Maintenance 72 Month inspection done 2010

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

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

Aerosmith Penny Hawker 800XP February 21/02/2014 09:40 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 10

www.AvBuyer.com

Tel: +1 (713) 649-6100 Fax: +1 (713) 649-8417 Email: aspinfo@aerosmithpenny.com www.aerosmithpenny.com WORLD AIRCRAFT SALES MAGAZINE – March 2014

129

Albinati Global Express March 19/02/2014 12:09 Page 1

S H O W C A S E

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

9145 HB-JEX 3741 1308

• Aircraft scheduled maintenance performed by Innotech Aviation Montreal and Jet Aviation Geneva and Basel branches • 4C inspection performed at Jet Aviation Basel in July 2010 • 8C inspection due in July 2015 • No damage history Engines (under RR Corporate Care) Rolls Royce Deutschland BR 700-710A2-20 • LH: S/N 12405 - 3659 TSN, 1265 CSN • RH: S/N 12406 - 3741 TSN, 1308 CSN APU (under JSSI) Honeywell RE 220 (GX) S/N P-264 Time: 2845 TSN / 3405 CSN Avionics • Communications Triple Honeywell RCZ 833E • Navigation Dual Honeywell RNZ 851 • ADF Dual Honeywell P2000XP • RMU Dual Honeywell RM 855 • Transponder Dual Honeywell P2000XP, Mode S • Radar Honeywell WU 880 • IRS Triple Honeywell Laser Ref III • HF Dual Collins HF 9031A with Selcal • GPS Dual Honeywell HG2021 & GNSSU • FDR Honeywell SS FDR QAR • CVR Honeywell SS CVR • Triple Honeywell Flight System Management W/CD 820 CDU

Special Features • Aircraft under CAMP maintenance tracking service • Aircraft under Bombardier Smart Parts Plus coverage • Cabin Altitude Reduction for Passenger Comfort (4’500 Feet) • Honeywell RT 950 TCAS II, Version 7.0 • Honeywell Mark V Enhanced GPWS • Honeywell MCS 7000 SATCOM (6 Channel)/2 Channel Iridium • RVSM, 8.33 MHz Spacing and FM Immunity Certified • Heads Up Display (HUD), EVS, RAAS • BATCH 3, WAAS (SBAS-LPV), FANS 1/A performed in December 2013 • Artex ELT 110-406 Emergency Locator Beacon • Teledyne Datalink System Interior (refurbished in February 2011) • Twelve passenger configuration and a threeplace divan 9G certified (see, floor plan) in beige leather and brown nubuck • Forward lavatory and crew rest area • Fully equipped galley and annex • Aft private lavatory, storage closet and baggage compartment • Cabin entertainment system with flat screen video monitors, satellite TV for Europe and USA, WLAN Internet, DVD and an airshow • Electric window shades • EMTEQ system lighting retrofit • AIMS soundproofing system Exterior White top, light beige bottom with gold accent stripes

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

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www.AvBuyer.com

Tel: E-mail: Web:

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

Aircraft Index see Page 4

Aero-Dienst March_Heeren Cit Ultra sep 18/02/2014 17:39 Page 1

S H O W C A S E

Reduced Price: US $14,950,000

2009 Challenger 300 Serial Number: Airframe TT: Landings:

20272 819 601

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: 819 hrs TSN: 819 hrs CSN: 601 CSN: 601 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 10

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

WORLD AIRCRAFT SALES MAGAZINE – March 2014

131

Axiom Aviation March 19/02/2014 17:09 Page 1

S H O W C A S E

2010 Gulfstream G550 Serial Number: Registration: Airframe TT: Landings:

5294 VT-TMS 1193.23 433

• One owner since new • Low time, well maintained • BBML Hi Speed Internet • SAT TV • Custom Interior • Enhanced Nav • Synthetic Vision • Forward Galley • Forward Crew Comm Area • Forward Crew Lavatory Engines Rolls Royce BR 710C4-11 Enrolled on Rolls Royce Corporate Care Serial Numbers: LH: 15687 RH: 15676 Hours/Cycles: 1193.23/431 1193.23/431 APU Honeywell GRT RE 220 Enrolled on MSP Serial Number: P-627 Total Time Since New: 884 hours Avionics Honeywell PlaneView™ Avionics Suite with Certification Foxtrot including: Four (4) 13x10-inch LCD Electronic Display System Dual Autothrottle Triple Honeywell AV-900 Audio Panels Kollsman Enhanced Vision System II Triple Honeywell AZ-200 Air Data Modules Honeywell Primus 880 Color Weather Radar w/ Turbulence Detection

Dual Honeywell RT-300 Radio Altimeters Honeywell Enhanced Ground Proximity Warning System (EGPWS) -w/ Windshear Detection Honeywell MT-860 Third Nav/Comm Cabinet Triple Honeywell Navs with FM Immnunity Honeywell ADFs Triple Honeywell Epic Planeview Flight Management Systems (FMSs) Triple Honeywell LASEREF V Micro-Inertial Reference Systems (IRSs) L3 Radio Magnetic Indicator (RMI) L3 Standby Attitude/Altitude/Airspeed Indicator Dual Mason Cursor Control Devices Interior Vestibule: Forward full size RH galley with Microwave, Warming oven, Cooling compartment, Ice drawers, Aerolux Espresso/Coffee maker. LH Crew Communication Compartment with sidewall mounted phone and berthing capability. LH Crew Lavatory with fold down sink, 7” monitor Forward Cabin: Four place club seating with two fold out tables, master entertainment, lighting and heating controls at RH # 2 seat. Remote control storage, HDMI port, 7” monitor at each seat, RH and LH 20” LCD monitors on FWD bulkheads Mid-Cabin: Four place club seating with two fold out tables, 7” monitor at each seat Aft Cabin: RH Four place Divan, LH single seat with fold out table and 7” monitor, 20” LCD monitor on Aft LH Bulkhead Aft Lavatory: Full size lav, RH and LH storage closets, Bidet sprayer Options Cabin Customization. Recliner Type leg rests.

Manual/electric lumbar support

AXIOM AVIATION Inc. 26380 Curtiss Wright Parkway Suite 106 Richmond Heights, Ohio 44143

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Tel: +1 216-269-3631 Email: Ron@AxiomAV.com www.axiomav.com

Aircraft Index see Page 4

Aviation Advisors March 19/02/2014 15:46 Page 1

S H O W C A S E

2004 Gulfstream G550 Serial Number: Registration: Airframe TT: Landings:

5033 VP-BNR 1660 847

• 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: 1660 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

Advertising Enquiries see Page 10

www.AvBuyer.com

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 WORLD AIRCRAFT SALES MAGAZINE – March 2014

133

Florida Jet Citation X March 18/02/2014 17:42 Page 1

S H O W C A S E

2003 Cessna Citation X Serial Number: Registration: Airframe TT: Landings:

221 N256W 4828.3 3303

The following inspections are scheduled to begin March 25th at the Cessna Service Center in Orlando: Documents – MF, MG, 1, 2, 6, 8, 9, 11, 12, 16, 19, 20, 21, 22(Gear & Brake), 29, 34 and 36 Engines Rolls -Royce AE3007C/C1 On Roll Royce Corporate Care & Cessna Pro-Parts Care Engine #1: S/N 330465 Engine #2: S/N 330460 TTSN: 4674.1 TTSN: 4623.1 CSN: 3208 CSN: 3167 APU Honeywell 36-150(CX) S/N P341 TSN: 3722 APUS: 4699 Avionics Honeywell Primus II Dual MADC AZ-840 Dual COM RCZ 833E Dual NAV RNZ 850 Dual GPS HG2021GD Radar: WU 880 FMS: NZ 6.0 ELT: Sextant 406 AFIS W/Satcom DMU-400

One Owner Since New No Damage History Excellent Maintenance

Dual HF: KTR 953 SATCOM Aero I T & T 5000 CVR: FA2100 Data Loader: DL 950 Selcal AvTech CSD 714 EGPWS Honeywell Dual IAC IC 800 TCAS Bendix TPU-67A Interior The forward four place club and aft cabin four place club are done in light tan leather. The carpet is medium brown with small lighter accents throughout. The aircraft cabinetry is finished in dark brown to compliment the tan headliner and dark lower side panels. The on board entertainment center incorporates two DVD players with viewing available on either the cabin monitor or any of the 8 individual seat monitors Exterior June 2010, White with Yellow and Red stripes

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

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

Europlane SwanAviation March 19/02/2014 16:53 Page 1

S H O W C A S E

2010 Hawker 4000 Serial Number: Registration: Airframe TT: Landings:

RC-44 TC-NRN 962:10 430

Engines Engine Model: PW308A LH SN#: PCE CE-0102 LH TSN: 962:10 hrs LH CSN: 430 RH SN#: PCE CE-0101 RH TSN: 962:10 hrs RH CSN: 430 Engines and APU enrolled on JSSI APU Model Honeywell GTCP 36-150(HH) SN#: P-138 TSN: 726 Hrs CSN: 375 AVIONICS Honeywell Primus EPIC COMM: Dual Honeywell 7510763-855 w/8.33 spacing NAV: Honeywell Primus EPIC FMS: Honeywell Primus EPIC AUTOPILOT: Honeywell Primus EPIC FLIGHT DIRECTOR: Honeywell Primus EPIC RADAR: Honeywell Primus 880 Weather Radar ADF: Honeywell Primus EPIC DME: Honeywell Primus EPIC RMI: Honeywell Primus EPIC FDR: L3 Communications Corp 2100 TRANSPONDER: Dual Mode S Honeywell RADIO ALTIMETER: Honeywell RT-300 TCAS: Honeywell TCAS 2000 CVR: SSCVR HF: Collins HF-9000 w/ SELCAL

TAWS: Honeywell EGPWS ELT: Artex Aircraft 453-5000 ADDITIONAL: Messier Dowty Landing Gear Systems BE Aerospace oxygen masks Monorail Sunvisors Aft Lav Smoke Dedector Paperless Cockpit Observer Audio and Oxygen Life Raft Iridium Satalite Phone Equipment JAR OPS 1 Compliant, Airshow 4000 w/Airshow Briefer System, Cabin Audio/ Video Entertainment System, Rockwell Collins 2710-1-1501 15" Monitor w/ LCD portable monitors, Long Range Oxygen Bottle (2 x 22 cuft), External Fuel Panel, Interior Nine Place Seating w/ 3 place divan, A Belted Lavatory Seat, Seats Covered with grazed mercury Garret leather, Woodwork – wengw high gloss w/chrome satin plating, Cockpit Observer Chair with dedicated storage, Forward cabin Pocket Doors, Portable Oxygen bottle in cabin, Exterior Fuselage is Snow White with Blue and Gold Stripes,

Europlane Aviation Services

Advertising Enquiries see Page 10

www.AvBuyer.com

Maintenance Highlights Below SBs are complied with...

SB 25-4040 Replacement of fiberglass components SB 27-4116 Aileron cable guard inspection SB 28-3850 Installation of Kit 25-102 (Amendment 102) SB 53-4057 Lower fuselage inspection rework for corrosion protection Price - Make Offer

Contact: Mehmet Yuksel Hocaoglu Cell: +90 533 966 89 01 Email: myh@europlane.com.tr www.europlane.com.tr WORLD AIRCRAFT SALES MAGAZINE – March 2014

135

Mente 2009 Gulfstream G200 & Sikorsky S-76C+ March 19/02/2014 17:06 Page 1

S H O W C A S E

2004 Sikorsky S-76C+

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

Serial Number: Registration: Airframe TT: Landings:

5P Bifilar Pulselight system Forward bulkhead sliding windows Eaton Engine Chip Detector System Maintenance Main Rotor Spindles aircraft TT:5000 Float bottles expire June 2014 12 Month due March 2014 Interior New interior installed 3/25/10 by Cabin Crafters CRS#C7QR807N So. Hackensack NJ 07606 Executive eight-passenger interior tastefully completed Exterior Aircraft repainted March 2010 by KD Aviation/Reese Aircraft, with Jet Glo Matterhorn White 00150, Aristo Blue 00412

760551 N808MM 4729.6 8567

Engines Arriel 2S1 Power by The Hour Left: S/N 20681 Hours 4384.3 Cycles 5178.4 TSO 997.9 Right: S/N 20652 Hours 4238.3 Cycles 4963.3 TSO 997.4 Avionics Honeywell ED-800 EFIS displays Collins VHF-22A receiver/transmitter LCR-92S AHRS Collins VIR-32A VOR receiver Collins ALT-55 Rad Alt. Collins DME-42 SPZ-7600 series DFCS Primus 880 Digital weather radar DB Systems 352 audio panels UNS-1FW Flight Management system

Additional Features Tail rotor pedal lube kit Baggage liner kit Boarding steps Honeywell MK XXII EGPWS Static inverter load shed C-4 Environmental System Overhead Lateral Absorber Emergency floats Keystone Door pin kit Aircell ST 3100 Satellite Phone Structural Enhancement kit 76070-20564-011 Garmin 496 Two Garmin 696 GPS with mounts GMX 200 MFD CVR 30A Cockpit voice recorder

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

J Hopkinson 2 October 18/02/2014 12:07 Page 1

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

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

P138_Layout 1 19/02/2014 09:27 Page 1

Attorneys for business aviation.

Purchase, sale, lease and finance contract support for owners and operators.

Tax structuring and compliance.

Federal regulatory compliance.

Dispute resolution.

Wiley Rein LLP

Washington, DC

Northern Virginia

www.wileyrein.com/aviation

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WORLD AIRCRAFT SALES MAGAZINE – March 2014

www.AvBuyer.com

Aircraft Index see Page 4

APRIL 15, 16, 17, 2014

BUSINESS AVIATION ON FULL DISPLAY IN SHANGHAI — MAKE PLANS TO BE THERE

WWW.ABACE.AERO

P140-144 19/02/2014 15:56 Page 1

Marketplace Citation CJ2

Deer Horn Aviation Price:

Make Offer

Year:

2002

S/N:

525A-0091

Reg:

N431MC

TTAF:

3143.0

Location: USA

Citation CJ2

Deer Horn Aviation Price:

Make Offer

Year:

2002

S/N:

525A-0129

Reg:

N98DH

TTAF:

3436

Tel: +1 (432) 561 9111 Email: airsales@deerhornaviation.com This exceptional two owner aircraft is in excellent condition, it is very well equipped with the Collins Pro Line 21 avionics suite complemented with Garmin, Universal, Honeywell and Skywatch communication, navigation, TCAS and TWAS capability. This has been owned, operated and maintained

by Deer Horn Aviation. Collins Pro Line 21 – 3-Screen EFIS Display. Dual Garmin 530 8.33 spacing comm/nav/GPS. Always Hangared. CAMP Maintenance Tracking. Int: Six passenger executive interior with LH fwd storage cabinet

Tel: +1 (432) 561 9111 Email: airsales@deerhornaviation.com Aircraft in excellent condition, equipped with the Collins Pro Line 21 avionics suite complemented with Garmin, Universal, Honeywell and Skywatch communication, navigation, TCAS and TWAS capability. Collins Pro Line 212-Screen EFIS Display. Dual Garmin 530 8.33 spacing comm/nav/GPS. Dual Garmin Mode “S” Transponders, GTX-330. Always Hangared. CAMP Maintenance Tracking.

Int: Six passenger executive interior.

Location: USA

King Air B200

Deer Horn Aviation Price:

Make offer

Year:

1982

S/N:

BB-998

Reg:

N899MC

TTAF:

11,322

Tel: +1 (432) 561 9111 Email: airsales@deerhornaviation.com This King Air Aircraft had been meticulously maintained, always hangared. It is in excellent condition, and makes a very executive presentation. Deer Horn Aviation has hangared and operated this outstanding King Air for seven years.

Engines have Service Plan, Gold Elite, Collins Pro-Line Avionics, Many Reisbeck Upgrades, Fresh 1 thru 4 Inspections, Cruise at 280 Kts. In comfort!

Location: USA

Citation Sovereign

US Aircraft Sales Price:

Please Call

Year:

2011

S/N:

680-0305

Reg:

D-CWIN

TTAF:

1,415

Location: Germany

Tel: +1 (703) 790-1333 Email: rainer@usaircraftsales.com Landings: 997 Cycles. Certificate of Airworthiness Jan 2011 Warranty Start date Jan 2011. Engines:(2x) Pratt & Whitney 306C’s. #1: Serial No. CG0623. #2: Serial No. CG0622.

Engines enrolled on Power Advantage Plus. APU: (1x) Honeywell RE 100. TTSN: 645. APU enrolled on Aux Advantage. Maintenance: Enrolled in Pro-Parts. CESCOM Maintenance Tracking. Doc 36 c/w Sept 19, 2013 Cessna Duesseldorf. Dual Honeywell Primus Epic Avionics Suite with: Dual Honeywell FMS. Honeywell Mode S Enhanced Transponders. Honeywell EGPWS w/ RAAS

www.usaircraftsales.com

Boeing BBJ

For Sale Price:

Please Call

Year:

2010

S/N:

38608

Reg:

VP-CAE

TTAF:

207.25

Tel: +63 917 593 8781 Email: brtoppal@smg.sanmiguel.com.ph B737-700 IGW BBJ; 24 +3 Pax; CFM 56-7B27 Engines, TT: 207.25 Hrs; TC: 83 Cycles; Honeywell APU 131-9B; 1A Check on October 2013

Location: Philippines

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Aircraft Index see Page 4

P140-144 19/02/2014 12:00 Page 2

Marketplace Hawker 800A

Leonard Hudson Drilling Price:

US $3,375,000

Year:

1995

S/N:

258273

Reg:

N337WR

TTAF:

6615.3

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

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

Location: USA

BELL 206L4

Leonard Hudson Drilling Price:

US $1,975,000

Year:

2002

S/N:

TBD

Reg:

N339MC

TTAF:

1700

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

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

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

Location: USA

BELL 412EMS

Leonard Hudson Drilling Price:

US $3,875,000

Year:

1981

S/N:

33017

Reg:

N554AL

TTAF:

15265

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

Recent ‘no expense spared’ ($800,000) airframe refurbishment at Acro Helipro within the last 100 hours 15,265 total time, most components over 50% remaining. Both engines are fresh Pratt and Whitney overhauled. Immediate delivery, Meticulous records.

Current with medical interior and 13 passenger utility interior are included, aircraft is ‘turn-key’.Fresh annual / Export C of A

Location: USA

BELL 212 (Five Available)

Leonard Hudson Drilling Price:

Please Call

Year:

Call for details

S/N:

Call for details

Reg:

Call for details

TTAF:

Call for details

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

Five, Late Model, Bell 212s In 'Off Shore Configuration' Now Available.

Ask for pricing for one or all five.

Location: USA

Hawker 800XPi

Capital Jet Group Price:

$3,950,000 USD

Year:

2005

S/N:

258723

Reg:

TBD

TTAF:

4,183

Tel: +1 (703) 917 9000 Mob: +1 (703) 568 9466 Hawker 850 performance for 8 passengers in a turn-key package. HBC Winglets. Dual File-servers. 2012 paint and interior. MSP for engines and APU. Fresh 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

E-mail: sales@capitaljetgroup.com Advertising Enquiries see Page 10

www.AvBuyer.com

WORLD AIRCRAFT SALES MAGAZINE – March 2014

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P140-144 19/02/2014 15:57 Page 3

Marketplace Dassault Falcon 20E-5

Volodymyr Panchenko Price:

USD 1,200,000

Year:

1973

S/N:

293

Reg:

UR-CLF

TTAF:

16300

Location: Ukraine

Bombardier Challenger 300

TTA:16249-53
.Lain-s:13084. Eng-s:Honeywell TFE731-5AR-2C, L-TSN 6880-59,CSN 5165,TBO 1106-48.

R-TSN 7066-36,CSN 5380,TBO 830-03. APU:Garrett GTCP36-150(W), TSN 4816-00, TBO 2709-00, Collins EFIS86C,AHS-85,Collins APS-85,UNS-1D,Honeywell Mark VII,CAS-67A TCAS II,Dual Collins VIR 32 ,Dual Collins VHF22C,Dual Collins ADF-60A,Dual Collins DME 42,Dual Bendix/King MST 67A Mode S,Dual Collins ADC85A,Collins HF-9030,Collins RTA 858,Collins ALT55B,KANNAD-406 AF,Fairchild A100A,Fairchild F-800.

Tel: +43 (0) 676 720 4239 Email: busjetsale@gmail.com

Evgeny Tikhomirov Price:

$15,000,000

Year:

2008

S/N:

20227

Reg:

OE-HAB

TTAF:

2000

Location: Austria

Beechcraft Premier 1A

Bombardier BD100-1A-10 ( Challenger 300), Certification: Aug-2008, In Service: Dec-2008, Power by the hour Programmes: Airframe: JSSI (renewal pending), ENG: JSSI (renewal pending), APU: JSSI (renewal pending), Airframe/Engines/APU: All data as of 4-Jan-2014: AIRFRAME: TSN: 2000:08hrs and CSN: 896 cyc, ENGINE: Honeywell AS907 ( HTF7000), LH ENG- P/N:3030001-4; S/N: P118589, TSN:2008:08hrs and CSN: 903 cycles

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

Jet Sense Price:

Make offer

Year:

2007

S/N:

RB-193

Reg:

TBD

TTAF:

1425

Tel: +380 952 112 885 Email: f20-5@mail.ru

On Collins CASP and TAP Elite, US Based One Corporate Owner, Like New Condition!, No Damage History, Factory Optional Equipment: TCAS 4000 TCAS II Collins Traffic Alert and Collision Avoidance System with Dual Collins (Mode S) TDR-94Dís Transponders, Interior: High Gloss laminate cabinetry, Tan leather seats, sidewalls and carpet.

Electronic charts and XM weather.

Location: USA

www.jetsenseaviation.com

Cessna Citation Mustang

Scottsdale Hangar One Price:

Make Offer

Year:

2007

S/N:

510-0030

Reg:

N725JB

TTAF:

1343

Location: USA, AZ

Beechcraft King Air B200

AELIS Group Price:

Make offer

Year:

2007

S/N:

BB-1975

Reg:

OM-TAA

TTAF:

1,915

Location: Slovakia

Tel: +1 (480) 624-9000 Email: patrickc@sdlh1.com

This Mustang has been impeccably maintained and always hangared, with extremely detailed flight and maintenance records. It is priced to sell!! Hours indicated as of Feb 2014.

Maintenance Program Enrollment ‘CAMP’. Current Cescom 10 available. Garmin Synthetic Vision. Jeppesen ChartView.

Bose A20 headsets at crew positions.Second set smoke goggles at RH crew position. iPad 2 for backup charts and CP. Iridium 9505 portable satellite phone. SunFoil cockpit window shades. Life vests for crew/pax.

Tel: +421 232 112 610 Email: marketing@aelisgroup.com • Operated under EASA EU-OPS1 regulation • Only 111FH since HSI on both engines • Less than 2000FH • Raisbeck kits (storage Locker, lower flap fairing, improved leading edges, lower aft fuselage strakes, Ram Air Recovery System) • BLR Winglets • Priced to sell Contact: Ivana Stefancova

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P140-144 19/02/2014 12:01 Page 4

Marketplace Cessna Caravan 208 Amphibian

Tel: +90 216 645 7193 Email: cumhurkaynak@hotmail.com

Cumhur Kaynak Price:

USD 1,800,000

Year:

2008

S/N:

20800419

Reg:

TC-KSF

TTAF:

574

This Cessna Caravan Amhibian has only 574 hours total time since new and is in excellent condition. She is equipped with Garmin 530-430, Weather Radar, Traffic Advisory System and Air Conditioning. Please see W&B data for details.

Location: Turkey

Eurocopter BO 105CBS-4

UK Aviation Services (NW) Limited Price:

£400,000 excl. VAT

Year:

1983

S/N:

S.593

Reg:

G-ENVO

TTAF:

6035

Tel: +44 (0) 1253 402 396 sales@ukaviationservices.com

Comm 1: Becker AR3209, Comm 2: Becker AR2010, Nav: Becker NAV3300, Transponder: Becker ATC2000, RadAlt: KRA405B, GPS: SkymapIIIC, ELT: Kannad406AF-H. Recent No 1 & 2 turbine HMI. TT Straps due April 2020. Long range fuel tank, Ground handling wheels. Bose X Crew headsets.

2008 High visibility paint scheme. Always hangared. No damage history. EASA Part 145 Maintained. ARC & Annual due April 2014.

Contact Matt Smith

Location: United Kingdom

Cessna Citation XLS

Beechcraft Vertrieb & Service GmbH Price:

Please call

Year:

2007

S/N:

TBD

Reg:

EU-Reg

TTAF:

3,720

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

EU Reg, EU-OPS, 8 Seats, CVR (2h), HF-1050, CMS400 Checklist, Dual FMS UNS-1ESP, AvVisor+, Aircell ST-3100, EASA German commerc. certif., CAMO+, top condition!

Location: Germany

Hawker 900XP

Beechcraft Vertrieb & Service GmbH Price:

Please call

Year:

2012

S/N:

TBD

Reg:

N-Reg

TTAF:

892

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

Pro Line 21, 2x HF-9000, 2X FMS-6000, 2X TDR-94D XPDR, TCAS II, RVSM capable, SSFDR, Aircell & Highspeed Internet, on JSSI, with several Warranties - aircraft like new!

Location: Germany

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 Advertising Enquiries see Page 10

www.AvBuyer.com

WORLD AIRCRAFT SALES MAGAZINE – March 2014

143

P140-144 19/02/2014 16:06 Page 5

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

March 2014

World Aircraft Sales (USPS 014-911), March 2014, Vol 18, Issue No 3 is published monthly by World Aviation Communications Ltd, 1210 West 11th Street, Wichita, KS 67203-3517 and has a targeted circulation to decision makers within business and corporate aviation throughout the world. It is also available on Annual Subscription @ UK £40 and USA $65. POSTMASTER: Send address changes to: World Aircraft Sales Magazine 1210 West 11th Street, Wichita, KS 67203-3517. Postage is paid at Wichita, KS and additional mailing offices.© Copyright of World Aviation Communications Ltd. Every effort is made to ensure the accuracy of material published in World Aircraft Sales Magazine. However, the publishers cannot accept responsibility for claims made by manufacturers, advertisers or contributors. The views expressed are not necessarily those of the Editor or the publishers. Although all reasonable care is taken of all material, photographs, CD & DVDs submitted, the publishers cannot accept any responsibility for damage or loss. All rights reserved. No part of World Aircraft Sales Magazine - Advertising, Design or Editorial - may be reproduced, stored in a retrieval system, or transmitted in any other form, or by any other means, electronic, mechanical, photographic, recording or otherwise, without prior written permission of the publishers.

Next Issue copy deadline: Wednesday 12th March 2014 Advertiser’s Index 21st Century Jet Corporation.................................146

Corporate Concepts ...................................................63

JETNET ........................................................................102

ABACE.........................................................................139

Corporate Fleet Services..............................................8

John Hopkinson & Associates.........................53, 137

Aero-Dienst .................................................................131

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

Lektro............................................................................107

AeroSmith/Penny ...........................................128 - 129

Donath Aircraft Services....................................36 - 37

Mente Group ..............................................................136

AIC Title Services......................................................101

Duncan Aviation ....................................................45, 91

Mesinger Jet Sales..............................................21 - 23

Albinati Aeronautics..................................................130

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

NBAA Regional Forum.............................................106

Aradian Aviation............................................................73

EBACE.........................................................................111

Northern Jet Management ...........................124 - 126

Aviation Advisors .......................................................133

Elliott Aviation................................................................31

OGARAJETS .......................................................26 - 27

Aviatrade...........................................................122 - 123

Europlane Aviation Services ...................................135

Par Avion ........................................................................99

Avjet Corporation ................................................48 - 49

Florida Jet Sales ........................................................134

PremiAir Aircraft Sales................................................61

Avpro ......................................................................12 - 16

Freestream Aircraft USA ...................................34 - 35

Rolls-Royce....................................................................93

Axiom Aviation ............................................................132

General Aviation Services..........................................41

Sojourn Aviation ..................................................58 - 59

Bell Aviation ..........................................................56 - 57

Gulfstream Pre-Owned......................................42 - 43

Southern Cross Aviation ............................................85

Bombardier....................................................................25

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

Survival Products.......................................................138

Boutsen Aviation ..........................................................65

Intercontinental A/C Group.......................................89

Tempus Jets...................................................................55

Central Business Jets .....................................145, 147

Jet Support Services (JSSI)..................................FC,5

The Jet Collection.........................................................79

Charlie Bravo ................................................................39

JetBrokers .............................................................50 - 51

Universal Avionics......................................................117

Conklin & de Decker .................................................107

Jetcraft Corporation..................................28 - 29, BC

VREF Aircraft Values ................................................138

Corporate Aircraft Photography ............................138

Jeteffect ..........................................................................47

Wiley Rein ...................................................................138

Corporate AirSearch Int’l..................................71, 127

144

WORLD AIRCRAFT SALES MAGAZINE – March 2014

Wright Brothers Aircraft Title ....................................75

www.AvBuyer.com

Aircraft Index see Page 4

CBJ February_CBJ November06 21/01/2014 11:15 Page 1

General Offices Minneapolis / St. Paul TEL: (952) 894-8559 FAX: (952) 894-8569 EMAIL: INFO@CBJETS.COM

Mexico office TEL: 52.55.5211.1505 CELL: 52.55.3901.1055 E-MAIL: Enrique CBJets.com

FALCON 50-40 SN25 Last Falcon 50 ever to be converted, Proline 21 Cockpit, 50EX Interior New 2010, Priced Millions less than Comparable 50EX's

FALCON 20F SN470 - FALCON 900C ENGINES & APU MOD 7800 TT / 5000 Landings, MSP Gold, Collins Proline II EFIS Cockpit, Dual Collins Radio Tuning Units, Dual Universal 1L’s w/WAAS, ETC l

a De ing nd Pe

HAWKER 800XP SN258298

2005 CHALLENGER 604 SN5577

Fortune 500 owned. MSP Gold Engines. 48 Month c/w March 2012. 8 Place interior with airshow display

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

CITATION EXCEL SN5066 Everything desired in an Excel. Preferred 8 place interior, Cessna Engine/APU/Airframe Maintenance Programs, Dual FMS, TCAS II, Enhanced Surveillance, External Lav Service, 48 month inspection c/w April 2012

www.cbjets.com ALSO AVAILABLE: Gulfstream IISP SN210 • Citation II SN66 • Falcon 7X w/ only 425 Hours

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 February_CBJ November06 21/01/2014 11:16 Page 2

General Offices Minneapolis / St. Paul TEL: (952) 894-8559 FAX: (952) 894-8569 EMAIL: INFO@CBJETS.COM

Mexico office TEL: 52.55.5211.1505 CELL: 52.55.3901.1055 E-MAIL: Enrique CBJets.com

Celebrating 30 Years! al De ing nd Pe

FALCON 900EX SN8 al

a

GULFSTREAM V SN567

FALCON 900EXy SN121

Of fered by Original Fortune 100 Corporation, 35 Year History as one of Gulfstreams Largest Private Owners, Immaculate Maintenance, Rolls Royce Corporate Care Engine Program, Can Deliver w/ New Interior & Configuration

e n w/ Single MidwesternDOwner i g 30+ Year Falcon d Operator History, Over the Top List of Options n P eTail Wind 500 Direct TV including Collins

Single Owner, Former Falcon Demonstrator, Most Systems are Triple, 2476 Total Hours, 1140 Cycles, MSP Gold Engine Programs

FALCON 900B SN155 Always US Owned, 6400 TT, MSP Gold, Forward & Aft Lavs, Dual Aft Couches

FALCON 900C SN194 Single Owner, 3850 Total Hours, 2060 Cycles, MSP Gold Engine Programs, Standard Interior w/ Dual Aft Couches, FWD & AFT Lavs.

FALCON 900EXy SN238 700 Hours Since New, Available for Lease Only

GULFSTREAM G200 SN199 1800 TT / 900 Landings, ESP Gold, Meets all EASA / JAR OPS Requirements, Impressive List of Options including Aerial View Camera

www.cbjets.com ALSO AVAILABLE: Gulfstream IISP SN210 • Citation II SN66 • Falcon 7X w/ only 425 Hours

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

2011 Airbus A318 Elite

Extremely Low Time - Excellent Opportunity 27 Hours; 8 Cycles - Increased MTOW to 66 tons

2007 Challenger 300 - SN 20135

Immediately Available - Fully Programmed 1,938 Hours; 1,399 Cycles

3-2014_WAS_Back Cover_51000 ft.indd 1

2011 challenger 605 - SN 5855

1,274 Hours; 531 Cycles - 12 Passenger Configuration Engines Enrolled on GE OnPoint 2010 Agusta A109 Power 1988 Airbus A310-304 2000 Airbus A319CJ 2010 Challenger 300 2002 Challenger 604 2010 Challenger 605 2007 Challenger 850ER 2006 Citation CJ1+ 2002 CRJ 200LR 2005 Eurocopter AS 365 N3 2007 Falcon 900DX 2002 Falcon 900EX

Download the

2009 Global 5000 2014 Global 6000 2005 Global Express 2010 Global XRS 2001 Gulfstream 200 2008 Gulfstream 450 1999 Gulfstream GIVSP 1998 Gulfstream IVSP 1991 Hawker 1000B 2008 Lear 45XR 2008 Lear 60XR Q1 2015 Legacy 500

2006 Global 5000 - SN 9192

New Engines on RRCC - Fresh Pre-Buy Batch 3 Upgrade Completed Dec 2013

2003 Global express - SN 9076

RSVM Compliant - EASA/ JAR OPS1 Compliant Tastefully Appointed 13 Passenger Interior

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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

FEATURED INVENTORY

2/7/14 11:50 AM