World Aircraft Sales Magazine May-12

FC May 2012_FC December 06 25/04/2012 15:31 Page 1

WORLD

www.AvBuyer.com ™

The global marketplace for business aviation

May 2012

GLOBAL 5000 S/N 9158 Aircraft details and other inventory pages 11–13

Business Aviation & The Boardroom: pages 54 - 79 • Ten Questions for EBAA

Project2 15/05/2012 14:40 Page 1

PRE-OWNED FALCON

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

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

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Falcon 2000EX EASy

2005 • s/n 063 • 2156 h. total time • 8 passengers • Eng on JSSI, APU on MSP • Aug 2011 C check, new white paint scheme and Winglets installation • Swift 64 Sat Com

Falcon 2000LX

2008 • s/n 151 • 1163 h. total time • 10 passengers • EU-OPS1 compliant • One owner since new Under Falcon Care, Iridium Sat com, Electronic Flight Bag

Falcon 900EX EASy

2004 • s/n 128 • 3845 h. total time • 14 passengers • EASYII retrofitted • Eng & APU on MSP • One owner since new, EU-OPS1 compliant, 2010 C check, 3FMS, 3IRS, 3VHF, Aero H+ Swift 64 Sat Com

Falcon 900EX EASy

2005 • s/n 150 • 2103 h. total time • 14 passengers • FWD and AFT Lav, Sept 2011 fresh C check • Aero I Sat COM

Falcon 7X

2007 • s/n 003 • 1132 h. total time • 14 passengers • EU-OPS1 compliant • Under Falcon Care • HUD, Engines & APU under • ESP/MSP gold

Falcon 7X

2011 • s/n 128 • 140 h. total time • 14 passengers • No Crew Rest • Pristine condition, HUD, EFVS, 2EFB’s, Aero H + Swift 64 high speed Sat Com, Brakes wheel well heat modification

AC Index May2011 26/04/2012 13:22 Page 1

Aircraft For Sale AIRCRAFT

PAGE

AIRCRAFT

AEROSTAR Superstar 700 . . 34,

AIRBUS A318 Elite. . . . . . 14, ACJ . . . . . . . . . . . 164,

BOEING/MCDONNELL DOUGLAS BBJ . . . . . . . . . . . 25, 29, 31, 109, 111, Super 27-100 . . 73, Super 27-200 REW. . 73, Super 727-200 . 111, Super 727-100-REW. .14, 727-100VIP . . . . 73, 737-200VIP . . . . 111, 737-300 VIP . . . . 157, 747-400 ERF . . . 111, 757-200 . . . . . . . 73, MD 87VIP . . . . . 111,

PAGE

600 . . . . . . . . . . . 61, 111, 601-1A . . . . . . . . 34, 77, 601-3A . . . . . . . . 12, 16, 20, 61, 77, 601-3R . . . . . . . . 46, 604 . . . . . . . . . . . 12, 15, 16, 20, 21, . . . . . . . . . . . . . . . 23, 29, 32, 39, 65, . . . . . . . . . . . . . . . 67, 111, 164, 605 . . . . . . . . . . . 6, 19, 20, 25, 29, . . . . . . . . . . . . . . . 164, 850 . . . . . . . . . . . 164,

Learjet 31A . . . . . . . . . . . 41, 77, 35A . . . . . . . . . . . 19, 34, 77, 89, 40 . . . . . . . . . . . . 65, 40XR . . . . . . . . . . 41, 138, 139, 45 . . . . . . . . . . . . 16, 19, 53, 65, 77, 45XR . . . . . . . . . . 23, 41, 60 . . . . . . . . . . . . 29, 77, 60SE . . . . . . . . . . 16, 60XR . . . . . . . . . . 31, 77,

AIRCRAFT

IN THIS ISSUE PAGE

XL . . . . . . . . . . . . 164, XLS . . . . . . . . . . . 141, 157, 159, XLS+ . . . . . . . . . . 164, 500LW . . . . . . . . . 36, 525 . . . . . . . . . . . 115, 650 . . . . . . . . . . . 43, CJ1. . . . . . . . . . . . 41, 115, CJ2. . . . . . . . . . . . 12, 34, 35, 45, 59, . . . . . . . . . . . . . . . 160, 164, CJ2+ . . . . . . . . . . 163, CJ3. . . . . . . . . . . . 71, 115, 154, 160, Bravo . . . . . . . . . 34, 35, 36, 41, 59, . . . . . . . . . . . . . . . 150, Encore . . . . . . . . 59, 163, Excel . . . . . . . . . . 36, 40, 149, 163, Jet . . . . . . . . . . . . 34, 35, 59, 77, 115, . . . . . . . . . . . . . . . 144, Mustang . . . . . . . 19, 29, SII . . . . . . . . . . . . 39, 71, 111, Sovereign. . . . . . 35, 40, 63, 77, 111, Ultra . . . . . . . . . . 16, 36, 41, 111, 155,

BOMBARDIER

CESSNA

CRJ . . . . . . . . . . 29, CRJ 200XR . . . . . 164, Global 5000 . . . . 1, 13, 14, 19, 111, . . . . . . . . . . . . . . . 164, Global 6000 . . . . 164, Global 7000 . . . . 65, Global Express . 6, 14, 21, 49, 77, . . . . . . . . . . . . . . . 142, 143, 164, Global Express XRS.. 13, 29, 164,

Citation

DORNIER

ISP . . . . . . . . . . . 36, 45, 59, II. . . . . . . . . . . . . . 34, 35, 36, 39, 45, . . . . . . . . . . . . . . . . 47, IISP . . . . . . . . . . . 34, III . . . . . . . . . . . . . 36, V. . . . . . . . . . . . . . 16, 34, 35, 45, 77, VI . . . . . . . . . . . . . 21, VII . . . . . . . . . . . . 36, 45, 87, 164, X . . . . . . . . . . . . . 6, 12, 17, 21, 59, . . . . . . . . . . . . . . . 164,

Dornier 328 . . . . 157,

Challenger 300 . . . . . . . . . . . 12, 15, 19, 20, 61, 164

Aviation Companies, Inc.

1974 MU-2K S/N 285, N11SJ, 4630TT, 2350/2350 SOH, 525/525 SHSI, 230/230 SPOH, Garmin 530W, RDS-81 Color Radar, M4D A/P, New Paint & Interior (2009).

U.S. $345,000.

1981 MU-2 MARQUISE S/N 1510SA, N17HG, 3840TT, 3840/3840 SNEW, 630/630 SHSI/SGBI, 135/320 SPOH, GNS-400, Collins Pro-Line, Sandel 4” EFIS, SPZ-500 A/P, New Interior (2012). U.S. $650,000.

1980 MU-2 SOLITAIRE S/N 424SA, N82AF, 7485TT, 385/385 SOH, 75/75 SPOH, GNS 530 WAAS, Avidyne Fligh Max, 7500-hr, inspection, New P&I (2010) to customer specs.

U.S. $675.000.

1974 MU-2K Dash 10 on MSP - Price Reduced S/N 305, N50K, 6370TT, 1180/1180 since -10 (MSP), 750/750 SPOH, Dual Garmin 430’s, RDR-2000, M4-D A/P, New Paint (2009). U.S. $535,000.

1980 MU-2 MARQUISE S/N 756SA, 5Y-MUZ. 12925TT, 1990/2060 SOH, 1990/2060 SHSI, 260/220 SPOH, Collins Pro-Line, M4D A/P, New Paint (2010), Located in Africa.

U.S. $475,000.

1972 MU-2K S/N 240, N64LG, 6100TT, 4655/4655 SOH, 1100/1100 SHSI/SGBI, 920/775 SPOH, Garmin G-600, Dual GNS-430W’s, Dual GTX-320 TXP’s, TCAS, XM Weather. U.S. $295,000.

234 Air Park Blvd., Aiken, SC (USA) 29805-8921 Tel: USA +1 803-641-9999 • Fax: USA +1 803-641-4040 www.air1st.com • Email: mike@air1st.com 4

WORLD AIRCRAFT SALES MAGAZINE – May 2012

EMBRAER ERJ 135 . . . . . . . 25, ERJ 145 . . . . . . . 25, Legacy 500 . . . . 59, Legacy 600 . . . . 14, 34, 41, 59, 61, . . . . . . . . . . . . . . . 109, 164, Legacy 650 . . . . 41, Lineage 1000. . . 14,

AIRCRAFT

PAGE

Phenom 100 . . . 36, 59, 71, 77, Phenom 300 . . . 111,

FAIRCHILD Merlin IIIB . . . . . 59,

FALCON JET 7X . . . . . . . . . . . . 3, 6, 17, 40, 61, 153, . . . . . . . . . . . . . . . 164, 10 . . . . . . . . . . . . 34, 162, 20Cargo . . . . . . . 34, 20C-5BR . . . . . . 34, 20F-5BR . . . . . . . 34, 50 . . . . . . . . . . . . 15, 17, 21, 31, 34, . . . . . . . . . . . . . . . 43, 77, 162, 50EX . . . . . . . . . . 19, 147, 162, 50-4. . . . . . . . . . . 162, 900B . . . . . . . . . . 29, 40, 77, 162, 163, 900C . . . . . . . . . . 162, 900EX EASy . . . 3, 29, 40, 162, 163, 900EX . . . . . . . . . 15, 19, 141, 162, 2000 . . . . . . . . . . 13, 19, 65, 163, 2000DX EASy . . 21, 164, 2000EX. . . . . . . . 164, 2000EX EASy . . 3, 12, 15, 2000LX . . . . . . . . 3, 148,

GULFSTREAM IISP . . . . . . . . . . . 111, III . . . . . . . . . . . . . 15, 31, 47, 77, IV . . . . . . . . . . . . . 20, 25, 29, 32, 33, . . . . . . . . . . . . . . . 57, 77, 89, 111,

AC Index May2011 26/04/2012 13:17 Page 2

05.12

• AIRCRAFT • HELICOPTERS • PRODUCT & SERVICE PROVIDERS AIRCRAFT

PAGE

AIRCRAFT

IVSP . . . . . . . . . . 22, 29, 32, 61, 109, . . . . . . . . . . . . . . . 140, 164, V. . . . . . . . . . . . . . 6, 25, 29, 40, 57, . . . . . . . . . . . . . . . 156, 150 . . . . . . . . . . . 164, 200 . . . . . . . . . . . 6, 14, 17, 23, 29, . . . . . . . . . . . . . . . 57, 77, 89, 450 . . . . . . . . . . . 6, 15, 32, 67, 146, . . . . . . . . . . . . . . . 157, 550 . . . . . . . . . . . 6, 13, 14, 29, 32, 57, . . . . . . . . . . . . . . . 67, 111, 164, Twin Commander 690B. 71, Twin Commander 900. 71, Twin Commander 1000. 71,

HAWKER BEECHCRAFT Beechcraft

PAGE

800A . . . . . . . . . . 46, 158, 800XP . . . . . . . . . 16, 29, 34, 46, 61, . . . . . . . . . . . . . . . . 73, 77, 164, 850XP . . . . . . . . . 29, 45, 67, 900XP . . . . . . . . . 65, 67, 145, 163, 4000 . . . . . . . . . . 16, 97, 163,

IAI Astra . . . . . . . . . 77, Astra SP . . . . . . . 13, 57, 163, Astra SPX. . . . . . 17, 37, 39, Westwind I . . . . 39,

LANCAIR Lancair . . . . . . . . 77,

MITSUBISHI

400A . . . . . . . . . . 37, 65, Bonanza 36 . . . . 159, Premier 1 . . . . . . 34, Premier 1A. . . . . 34, 53, 67, 77,

MU-2K . . . . . . . . 4, MU-2K Dash 10 .4, MU-2 Marquise . 4, MU-2 Solitaire. . 4,

King Air 200 . . . . . . . . . . . 34, 350 . . . . . . . . . . . 17, 37, 59, 89, 97, B100 . . . . . . . . . . 34, B200 . . . . . . . . . . 37, 40, 47, 103, C90 . . . . . . . . . . . . . 34, 37, C90B . . . . . . . . . . 16, 40, F90 . . . . . . . . . . . 34, 37, 53,

AIRCRAFT

PAGE

SABRELINER 65 . . . . . . . . . . . . 34,

SOCATA TBM 700B . . . . . 34, 103, 157, TBM 700C1 . . . . 35, TBM 700C2 . . . . 103, TBM 850. . . . . . . 103, 151,

AW 109C . . . . . . 41, AW 109E. . . . . . . 105, AW 109E Power 160, AW 109S Grand 53, A119 Koala . . . . 67, 115, Power Elite. . . . . 40,

BELL

EUROCOPTER AS 332C1 . . . . . . 159, AS350BA . . . . . . 41, AS 350 B3 . . . . . 111, AS 355 N . . . . . . 40, 53, AS 365 N2 . . . . . 105, AS 365 N3 . . . . . 53,

Meridian . . . . . . . 37, Malibu Mirage . . 45, Jetprop . . . . . . . . 37,

H500D . . . . . . . . 115,

MD 600N . . . . . . 67,

PC12/45. . . . . . . 77,

PIPER

HUGHES MCDONNELL DOUGLAS

PILATUS

125-EMS . . . . . . 111, 400XP . . . . . . . . . 34, 700A . . . . . . . . . . 46,

EC 120B . . . . . . . 41, 105, 159, EC135P2i . . . . . . 159, EC135P2+ . . . . . 152, EC 135T1 . . . . . . 111, EC T135T2+ . . . 41,

AGUSTAWESTLAND

P180 Avanti . . . 77,

Hawker

PAGE

HELICOPTERS

206B . . . . . . . . . . 160, 206L3 . . . . . . . . . 53, 206L4 . . . . . . . . . 158, 212 . . . . . . . . . . . 158, 412EMS . . . . . . . 158,

PIAGGIO

AIRCRAFT

SIKORSKY S-76A+ . . . . . . . . 53, 111, S-76B . . . . . . . . . 111, 163, 164, S-76C+ . . . . . . . . 160,

CORPORATE AVIATION PRODUCTS & SERVICES PROVIDERS Aircraft Engine /Support . 81, Aircraft Perf & Specs . . . . . 83, 135, . . . . . . . . . . . . . . . . . . . . . . . . 137, Aircraft Title/Registry . . . . 91, 99, Avionics . . . . . . . . . . . . . . . . 95, 107, Finance . . . . . . . . . . . . . . . . 75, 101, Ground Handling . . . . . . . . 83, Mods-Parts-Spares . . . . . . 83, Photography . . . . . . . . . . . . 101, The Global Aircraft Market Online

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Come visit us att EBACE Booth #98 #983 83 WORLD AIRCRAFT SALES MAGAZINE – May 2012

5

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IntelliJet Stands Out In A Crowd Thousands of companies around the world are involved in corporate aviation in one way or another, but their levels of expertise can vary greatly. On the surface it can be difficult to tell how one consultant differs from the next, but true aviation professionals are in a class by themselves.

At IntelliJet International, we have a knack for shedding light on the aircraft that represents the best value – whether on the market or not. But finding the right aircraft is only the first step.

Moving a complicated transaction to a successful conclusion requires skillful navigation around the many obstacles that can crop up along the way. Not every sales organization possesses the key disciplines and innovative abilities that may be required. IntelliJet has the expertise and the experience to manage even the most complex situations, such as reconfiguring an interior to fit a client’s particular needs or importing an aircraft from one country to another.

So whether you’re searching for your next aircraft or a home for the one you currently own, call us today. When you reflect on the transaction at the end of the day, you will see why so many clients view IntelliJet in a positive light.

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Panel May12 25/04/2012 11:39 Page 1

World Aircraft Sales

iPad Edition

World Aircraft Sales EDITORIAL Deputy Editor Matthew Harris 1- 800 620 8801 editorial@avbuyer.com Editor - Boardroom Guide J.W. (Jack) Olcott 1- 973 734 9994 Jack@avbuyer.com Consulting Editor Sean O’Farrell +44 (0)20 8255 4409 Sean@avbuyer.com US Contributor Dave Higdon Dave@avbuyer.com ADVERTISING Karen Price 1- 800 620 8801 Karen@avbuyer.com Carla Kopenski 1- 800 540 3792 Carla@avbuyer.com

The World of Aviation at your finger-tips app ipad r.

S A a Our Wery popul ds a v is wnlo . o d 0 300 e launch sinc

AVBUYER.COM AvBuyer.com Manager Nick Barron nick@avbuyer.com

Web Administrator Emma Davey Emma@avbuyer.com

View jets for sale this month worldwide on your iPad

World Aircraft Sales (USPS 014-911), May 2012, Vol 16, Issue No 4 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 & Disc’s 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.

WORLD AIRCRAFT SALES MAGAZINE IS A MEMBER OF THE FOLLOWING ORGANISATIONS: Aircraft Electronics Association (AEA) - British Business and General Aviation Association (BBGA) British Helicopter Association (BHA) - European Business Aviation Association (EBAA) Helicopter Association International (HAI) - National Aircraft Finance Association (NAFA) National Aircraft Resale Association (NARA) - National Business Aviation Association (NBAA) WORLD AIRCRAFT SALES MAGAZINE – May 2012

CIRCULATION Lynne Jones 1- 800 620 8801 Lynne@avbuyer.com

Web Marketing Manager Jayne Jackson Jayne@avbuyer.com

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STUDIO/PRODUCTION Helen Cavalli/ Mark Williams 1- 800 620 8801 Helen@avbuyer.com Mark@avbuyer.com

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

Panel May12 25/04/2012 11:43 Page 2

Contents

Volume 16, Issue 5 – May 2012

Featured Articles Business Aviation and the Boardroom 54

54

An Ordinary Travel Option: When considering ways to nurture markets and expand opportunities, Boards should consider Business Aviation as a valuable option.

56

Chargebacks: Methods for allocating the cost of Business Aviation services among departments are important. As chargebacks can drive utilization, however, tread carefully…

60

Allocating Costs for Business Aviation: Just as acquisition and depreciation costs of more familiar assets are spread throughout the corporation as overhead, so should those of business aircraft.

62

Thinking Out of the Boardroom Box: Seek expert advice from your

66

existing flight department personnel when developing policy affecting company use of Business Aviation.

66

Selection of Aviation Services: Shopping for aviation services is a challenging process. Three key tangible elements for selecting the right services and resources feature here.

70

EU VAT Rules and Aircraft Importation (2): A continued look at recent revisions of EU rules pertaining to customs duties and value-added taxes for Non-EU-registered aircraft.

74

‘PUNC’ - Your Checklist for Insurance Coverage: Pilots, Use, Named Insured and Contracts capture the four most important areas of aviation insurance. Read more…

78

The Entry Level Jet Value: A look at the benefits of Entry Level Jets, and a listing of values for models built over the last several years.

74

Main Features 48

Aircraft Comparative Analysis - Falcon 2000LX: How does the performance of the Falcon 2000LX stand up against the Challenger 605?

84

Ten Questions for EBAA: Mike Vines speaks with Brian Humphries and Fabio Gamba of EBAA about some of the core issues facing Business Aviation in Europe at this time.

98

Your Green Aircraft: Lori Browning offers insight into the latest environmentallyfriendly aircraft interiors materials and paint.

102

The Pitfalls of Paperless: While there is no shortage of benefits to digital technology in the cockpit, pilots should still be mindful of the perils that can result from complacency in this regard.

108

Global Markets - Russia: A look at airport and industry developments in and

Regular Features

around Moscow over the past few months.

10

Viewpoint

Safety Matters - Collision Avoidance: Technology can only ever go so far in a cockpit environment. Your eyes are your first and last defense.

18

BizAv Round-up

80

IRS Tax Audits

Dealer Broker Market Update: How’s the economic recovery coming along?

What signs can be seen in the pre-owned aircraft market? Dave Higdon asks those with their ears close to the ground…

90

Aviation Leadership Roundtable

92

Aircraft Specs & Performance Tables

96

AIReport

112 118

122 130

Large Cabin & Ultra Long Range Jet Review 2012: A review of the aircraft in the Large Cabin and Ultra-Long-Range jet categories currently in production.

Next Month’s Issue

Hot Air?: Andrew Bradley offers his thoughts and perspectives on one of

Plane Sense on the Paperless Cockpit

Europe’s hot topics at this time: EU-ETS.

GAMA Aircraft Shipment Report & Analysis

Advertising Enquiries see Page 8

www.AvBuyer.com

WORLD AIRCRAFT SALES MAGAZINE – May 2012

9

Gil WolinMay12_Gil WolinNov06 23/04/2012 16:26 Page 1

VIEWPOINT

Who’s In Charge Here ?

by Gil Wolin n 1962 Gerald Gardner’s “Who’s In Charge Here? ” broke new ground, satirizing the political process by putting words in the mouths of political leaders via cartoon caption balloons inserted in legitimate news photos. The faux quotes questioned both the decisions and behaviors of our fearless leaders. Very funny stuff for the time.

Unfortunately the 2012 version of that question is not funny at all, as the most recent IRS definition of commercial aviation is in direct opposition to the FAA’s, with unintended and potentially dire consequences for corporate aviation.

Since 1958 the FAA has been charged with defining and regulating all aspects of private and commercial aircraft operations in the US. For more than 60 years, entire industry segments have been built based upon the FAA’s definitions of what is – and what is not – commercial air transportation.

And that includes aircraft management: Professional aviation organizations providing experience, expertise and oversight to ensure safe and cost-effective aircraft operations.

According to the FAA, owners retained “operational control” of their aircraft when flying their trips, and therefore these trips were non-commercial activities.

That all changed on March 9, 2012, with the release of IRS Chief Counsel Advice Memorandum 2012-10026 which states that aircraft owners or lessees who employ a third party professional aviation company to manage their aircraft actually are buying transportation, not simply management of their aircraft performing their non-commercial flights. Therefore the management company must collect and remit the 7.5% Federal Excise Tax on all fees and other amounts paid to that aircraft management company for the management of the aircraft. Not a 7.5% tax levied just on the direct operating costs on a trip-by-trip basis, but upon management fees, pilot salaries, maintenance, and hangar costs – virtually everything that the management company bills or re-bills to the owner or lessee - because (according to this IRS memo) aircraft owners and lessees whose

I

10

WORLD AIRCRAFT SALES MAGAZINE – May 2012

aircraft are managed by a third party professional aviation company do not have “possession, command and control” (the IRS’s determination of what constitutes commercial vs. non-commercial aviation) of their own asset.

What’s more, the Memo states, if the management company cannot collect the tax, they themselves are responsible for its payment. And this tax can be applied retroactively to all sums paid in past years – an amount few management companies can afford.

The most shocking aspect of this Memo is its espousal of a position 180 degrees from the previous IRS interpretations upon which an entire industry has been built since 1970, when the Airport and Airways Act first levied the FET ticket tax. While this Memo is not yet an official ruling, it does provide guidance for IRS personnel conducting aircraft management company audits – activities that have seen a dramatic increase in recent months.

John Hoover, Senior Counsel at Dow Lohnes and chairman of the Federal Tax Working Group of the NBAA Tax Committee, is performing yeoman’s work parsing the Memo - an analysis that will be posted on the NBAA’s site. Suffice it to say here that the Memo is not consistent with past IRS guidance. It will take time to resolve the conflicts between this Memo and previous IRS definitions of commercial air transportation, and NBAA continues to lead efforts to do so.

But time is running short. The IRS already appears to have stepped up its audit activity in pursuit of this revenue.

Management companies are scrambling to review and perhaps rewrite their management agreements to clarify and define carefully the agency relationship between themselves and their clients, guessing what the IRS might require in order to preserve their clients’ non-commercial flight status.

Until this matter is resolved, aircraft owners using management companies cannot accurately budget their own cost of operation. It becomes a potential deal-killer for prospective aircraft buyers and aircraft financiers who now must allow for an additional 7.5% in operating costs – a six-figure www.AvBuyer.com

increase in the annual budget.

That’s a tough sell in today’s economy!

Perhaps more important is the potential for collateral damage to the business jet charter industry.

According to Argus, the leading charter audit and safety company, the vast majority of the 1,231 Part 135 FAA-certificated operators are aircraft management companies. And more than 90% of the 4,787 multi-engine turbine aircraft that they operate are mixed use, managed aircraft – the aircraft flies non-commercial Part 91 flights under the owner’s possession, command and control, as well as Part 135 charter flights under the management company’s Part 135 charter certificate.

How many owners won’t want to accrue against this new potential tax liability?

How many simply either will sell the aircraft or take their operation in-house, pulling countless aircraft from the world’s fleet of aircraft available for charter?

Charter is a critical point-of-entry for new users of Business Aviation, a way to “try before you buy.” It is an important resource for existing owners, providing back-up and supplemental lift with no capital investment.

For the future health of our industry, the most important question is really… “Who’s In Charge Here? ” ❯ Gil Wolin draws on almost forty years of aviation marketing and management experience as a consultant to the corporate aviation industry. His aviation career incorporates aircraft management, charter and FBO management experience (with TAG Aviation among others), and he is a frequent speaker at aviation, travel and service seminars. Gil is a past director of the RMBTA and NATA, and currently serves on the Advisory Board for Corporate Angel Network and GE Capital Solutions-Corporate Aviation.

Gil can be contacted at gtwolin@comcast.net Aircraft Index see Page 4

Project2 15/05/2012 14:46 Page 1

Global Aircraft Brokerage, Acquisitions and Consulting Firm

The Art of the Transaction A successful aircraft transaction is truly a work of art.

There are subtle details and vast complexities that make up the big picture. If addressed with dexterity and vision, the result is a masterpiece. At J. Mesinger Corporate Jet Sales, you will experience this kind of artful, hands-on approach at every phase of your transaction. Call us today to learn how we will most positively affect your bottom line and turn your transaction into a masterpiece.

Successfully Closing the Gap Between Buyer and Seller Since 1974

+1.303.444.6766 • www. jetsales.com

Project2 15/05/2012 14:47 Page 1

2011 CHALLENGER 300 S/N 20329

1995 CHALLENGER 604 S/N 5302

CALL FOR PRICING | 75 Hrs TTAF, 92 Landings

ASKING $7,950,000 | 5838 Hrs TTAF, 2356 Landings

AIRCRAFT FEATURES: Dual FMS with V-Speeds • Datalink w/graphical weather maps • Airshow 4000 w/Worldwide package • Aircell ATG 5000 standalone high speed internet • Quiet Cabin package • Floor Plan 4: forward cabin includes a four place club seating area and the aft cabin includes a three place divan and a two place club seating area

AIRCRAFT FEATURES: Smart Parts Plus • APU on MSP • Precision Plus avionics upgrade • Triple Collins FMS 6000 • Dual Litton LN-101 IRS • Airshow Genesys • Great paint and interior • Major inspections including the 6/12/24/48/96/192 and 240 month c/w 11/11 at Duncan Aviation TEXT JM5302 TO 727-399-6059 FOR MORE INFORMATION

TEXT JM20329 TO 727-399-6059 FOR MORE INFORMATION

1989 CHALLENGER 601-3A S/N 5050

PRICE REDUCED

ASKING $2,650,000 | 8158 Hrs TTAF, 4393 Landings

ASKING $5,750,000 | 6911 Hrs TTAF, 4409 Landings, RRCC

AIRCRAFT FEATURES: Triple Collins VHF 422D COMS • Mode S XPNDR w/enhanced flight ID • Inspections c/w 10/11 at Pentastar Aviation including the 12/24/48 month and the 300 hour inspections • WSI Weather • RAAS • Triple laserefs • Dual flight bags • Airshow 400 • Sirius Satellite Radio • Aircell FFONE

AIRCRAFT FEATURES: APU on MSP • Document 11 complied with 9/11/11 • Aileron re-gearing modification c/w • Magnastar C 2000 FFONE w/3 handsets • Dual Honeywell NZ 2000 FMS w/6.0 software and CD 810 displays • Sirius Satellite Radio • Currently on a 135 certificate

1999 CITATION X S/N 93

TEXT JM93 TO 727-399-6059 FOR MORE INFORMATION

TEXT JM5050 TO 727-399-6059 FOR MORE INFORMATION

2005 FALCON 2000EX EASy S/N 57

2002 CITATION CJ2 S/N 104

DEAL PENDING

ASKING $2,850,000 | 3055 Hrs TTAF, 2000 Landings

5457 Hrs TTAF, 4090 Landings, 100% JSSI

AIRCRAFT FEATURES: One U.S. owner since new • Cessna Pro Parts program • Collins third AFD 3010E display option • Honeywell Mark VIII EGPWS • Collins IFIS 5000 system with XM Weather • BF Goodrich WX 1000E Stormscope • Freon Air system

AIRCRAFT FEATURES: One U.S. owner since new • Large corporate operator • Excellent maintenance history • EASy Step 3 • HUD • Triple FMS • FDR • 10 passenger configuration • Beautiful paint and interior TEXT JM57 TO 727-399-6059 FOR MORE INFORMATION

TEXT JM104 TO 727-399-6059 FOR MORE INFORMATION

Read our industry blog at jetsales.com/blog.

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

For full specifications and for more information, visit

JETSALES.COM

Project2 15/05/2012 14:48 Page 1

2006 GLOBAL XRS S/N 9203

1997 FALCON 2000 S/N 48 CALL FOR PRICING | 5788 Hrs TTAF, 2890 Landings, CSP

ASKING $41,000,000 | 1701 Hrs TTAF, 700 Landings, RRCC

AIRCRAFT FEATURES: HUD • Triple FMS • FDR • Great paint and interior • 10 passenger configuration • Great maintenance history

AIRCRAFT FEATURES: Always registered and based in the U.S. = easy sale process • Excellent pedigree and condition • HUD • EVS • Triple FMS • High speed data with wireless LAN • Tailwind 500 Satellite TV • CES (Collins) Software 7 upgrade • High service bulletin compliance

TEXT JM48 TO 727-399-6059 FOR MORE INFORMATION

TEXT JM9203 TO 727-399-6059 FOR MORE INFORMATION

NEW LISTING

2005 GLOBAL 5000 S/N 9158

2004 GULFSTREAM G550 S/N 5060

ASKING $33,500,000 | 1340 Hrs TTAF, 541 Landings

ASKING $35,900,000 | 3181 Hrs TTAF, 1779 Landings, RRCC

AS SEEN ON COVER

AIRCRAFT FEATURES: Dual Swift 64 High Speed Data • MCS-7000+ SATCOM • HUD • EVS • Aft galley • Fwd crew rest • 14 Passenger Configuration

AIRCRAFT FEATURES: PLACED IN SERVICE 2006 • HUD • EVS • SAT 6100 SATCOM • TRIPLE FMS • DIRECT TV • GROSS WEIGHT INCREASE • BATCH 2+

TEXT JM5060 TO 727-399-6059 FOR MORE INFORMATION

TEXT JM9158 TO 727-399-6059 FOR MORE INFORMATION

WANTED – IMMEDIATE ACQUISITION

1994 ASTRA SP S/N 71 MAKE OFFER | 5804 Hrs TTAF, 4069 Landings, MSP Gold AIRCRAFT FEATURES: Collins TTR-920 TCAS II with Change 7 • Long range fuel tank • EAR soundproofing package • Beautiful 8 passenger fireblocked interior TEXT JM71 TO 727-399-6059 FOR MORE INFORMATION

GULFSTREAM G550 • GULFSTREAM G550 WANTED FOR IMMEDIATE ACQUISITION FOR A U.S. BUYER • FORWARD GALLEY • UNDER 1000 HRS TTAF • SIGNED EXCLUSIVE ACQUISITION AGREEMENT • BUYER PAYS OUR COMMISSION • NO FINANCING REQUIREMENTS

FILE PHOTO

Read our industry blog at jetsales.com/blog.

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

For full specifications and for more information, visit

JETSALES.COM

Avpro May 23/04/2012 15:40 Page 1

Avpro May 23/04/2012 15:41 Page 2

Avpro May 23/04/2012 15:41 Page 3

AIRCRAFT SALES & ACQUISITIONS 2008 Falcon 7X s/n 033 Duncan Aviation has been assisting companies around the world with the sales and acquisition of aircraft for over 50 years.

Both our acquisition and consignment services are coordinated with our support staff, who continually watch for opportunities that benefit our clients. As one of the world’s top business aircraft service companies, our 1800+ aviation experts work daily with customers

A 10 or more worldwide charter company is also for sale!

474 Total Time. 197 Landings. Engines on ESP Gold. APU on MSP Gold.

13 Passenger Interior. Collins Satellite TV. Securaplane Security System.

Enhanced Vision System (Infrared). Airshow 4000. Cabin WiFi Data.

2001 Gulfstream 200

and prospects. For more information or a proposal, contact Aircraft Sales.

s/n 31

4,600 Total Time. JSSI Engine Program. 9 Passenger Interior.

2004 Citation X

s/n 236

2,500 Total Time. Engines on Corporate Care.

402.475.2611 800.228.4277 www.DuncanAviation.aero

2010 King Air 350i

s/s FL-706

552 Total Time. TCAS I. Electronic Charts. Sat Weather. Excellent Condition.

1996 Astra SPX

s/n 85

4,423 Total Time. 2,783 Landings. (2) UNS-1C+ FMS. Eight Passenger Interior.

1985 Falcon 50

s/n 145

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

1984 Falcon 50

s/n 146

9,560 Total Time. Dash 3D. MSP. 9 Passenger. 2011 Paint by Duncan Aviation.

1985 Falcon 50

s/n 153

Two Fortune 500 Owners Since New. 12,900 Total Time. JSSI Engine Program.

See complete specs and more listings at www.DuncanAviation.aero/aircraftsales World Aircraft Sales Ad 4_18_12.indd 1

4/19/2012 3:12:13 PM

BusAviationNewsMay12_Layout 1 25/04/2012 09:50 Page 1

BizAv Round-Up

05.12

NEWS IN BRIEF Airbus has won its first corporate jet sale in Japan, an ACJ319 model, adding a new customer and building on its widespread and growing presence in the Asia-Pacific market. / More from www.airbus.com

BizJet International recently signed a supplemental license agreement giving it status of a Boeing Approved Completion Center and making it an official member of Boeing’s BBJ completion network. / More from www.bizjet.com

Bombardier Aerospace announced that Australia’s AVWest has placed firm orders for five Global 6000s. Total value of the overall order is approximately $292.5 million US. Meanwhile, Arab Wings of Amman, Jordan became the first operator in the Middle East to take delivery of a Global 5000 recently.

Elsewhere, Bombardier’s aircraft maintenance and spare-parts unit could double revenue to $3 billion annually in the next five to seven years as the company expands in emerging markets such as Russia and China. / More from www.bombardier.com

Charlie Bravo Aviation Asia and Universal Jet Asia announced a strategic alliance to bring a complete Business Aviation acquisition and management solution to the expanding Asian market. The alliance will help newcomers to the Business Aviation market with services ranging from selecting and acquiring the best aircraft for their mission to finding pilots and scheduling maintenance. / More from www.wepushtin.com

CESSNA AND AVIC JOIN FORCES TWO-FOLD AGREEMENT PAVES CESSNA’S PATH INTO CHINA  Cessna and Aviation Industry Corporation of China (AVIC) have signed two strategic agreements to jointly develop General and Business Aviation in China. The agreements together pave the way for a range of business jets, utility single-engine turboprops and single-engine piston aircraft to be manufactured and certified in China.

The first agreement between AVIC and Cessna is an overarching one that is intended to lead to the formation of joint ventures that will pursue various activities

pertaining to the development of General Aviation businesses in China, including the establishment of an aircraft service network in China.

Within the next year, Cessna and AVIC are seeking to launch joint venture companies that will focus on implementing the initial phase of the strategic agreements.

The second is a specific cooperation agreement between Cessna Aircraft Company, AVIC Aviation Techniques Co., LTD (AAT), and the Chengdu government to enter into negotiations to

establish a joint venture to produce mid-size Cessna business jet models, as well as a potential new product for the business jet market.

Scott Ernest, Cessna president and CEO, said, "China's market potential is tremendous and therefore represents an exciting opportunity for Cessna. China recognizes that General Aviation offers the foundation to support its national air transportation needs for the future.” / More information from www.cessna.com

CIRRUS VISION SF50

Cirrus Aircraft announced recently that its Duncan Aviation recently completed an

/ More from www.cirrusaircraft.com

/ More from www.DuncanAviation.aero

18

WORLD AIRCRAFT SALES MAGAZINE – May 2012

FAA STC-certified installation of Aircell Gogo Biz in-flight Wi-Fi operation in Embraer Legacy 600 and 650 models. This allows for Wi-Fi connectivity with speeds up to 3 MBPS. The upgrade can be completed at any of Duncan Aviation’s Embraer Authorized major service locations or Duncan Aviation’s avionics installation locations. www.AvBuyer.com

Eclipse Aerospace revealed that North American Jet Charter Group, the largest operator of the Eclipse Jet in North America, has recently been approved for a paperless cockpit on Part 135 flights.

The iPad will now become an Electronic Flight Bag (EFB) for all NAJ operated Eclipse Jets. / More from www.eclipseaerospace.com

▼

Cirrus Vision SF50 personal jet program, with major investment by its new owner CAIGA, is fully funded through certification and initial production. The company anticipates the first customer delivery will take place in 2015.

Through June 30, 2012, the list price for a well-equipped Cirrus Vision SF50 is $1.72 million with list price moving to $1.96 million effective July 1, 2012.

continued on page 24 Aircraft Index see Page 4

Project2 15/05/2012 14:58 Page 1

Project2 15/05/2012 14:59 Page 1

O'Gara May 23/04/2012 15:48 Page 1

Gulfstream IVSP serial number 1420

Only Two U.S. Corporate Owners Since New Low Hours And Recent Mid�Lifes Excellent ACB/CB/ASC Status

O'Gara May 23/04/2012 15:48 Page 2

Challenger 604 serial number 5587

Smart Parts Engine & Airframe – APU MSP CMC Electronic Flight Bags W/ Charts And Moving Maps 2008 Interior Completed By Bombardier Tucson

Gulfstream G200

Learjet 45XR

serial number 143

serial number 289

Only One Owner Since New

MSP Gold Engine ‐ APU MSP

Like New ‐ Low Time ‐ Late Vintage

Meticulously Maintained

ESP Gold Engines ‐ APU MSP

Pristine Double‐Club Interior

BusAviationNewsMay12_Layout 1 25/04/2012 09:51 Page 2

BizAvRound-Up

2

Embraer’s Lineage 1000 has added hotand-high altitude to its list of operational capabilities having been certified for such missions in both Brazil and the US. The HighAltitude Takeoff and Landing Operation tests were completed in February when the aircraft achieved twin certifications from Brazil’s ANAC and the US FAA. / More from www.EmbraerExecutiveJets.com

ExecuJet marks the six month anniversary of its FBO Services in Istanbul this month.

The facility has grown significantly, now handling around 800 movements a year incorporating the full range of business aircraft from small to large cabin aircraft. / More from www.execujet.net

Par Avion is celebrating 15 years as an independent international business jet brokerage firm, stating it has “the right stuff” to survive and thrive regardless of the prevailing economic conditions. The brokerage was founded in 1997 by Janine K. Iannarelli with the aim of meeting the growing need among aircraft owners for timely and accurate market data and to provide a comprehensive and full-service approach to conducting an aircraft sale.

As a boutique aircraft marketing firm, Par Avion says it is able to be more client-focused and is best known for its

attention to detail and proactive approach to aircraft marketing. The firm specializes in the sale of preowned fixed wing aircraft with an emphasis on large cabin, intercontinental range aircraft valued upwards of $60 million. Par Avion is recognized as a leading purveyor of preowned Dassault Falcon Jets with additional expertise in representing the Bombardier, Citation, Embraer, Gulfstream and Hawker product lines.

hours was surpassed for the model, and the 100th G150 rolled off the initial-phase production line. / More from www.gulfstream.com

Hawker Beechcraft recently announced L TO R: MARK HARDMAN, OPS DIRECTOR EXECUJET MIDDLE EAST; AYCA KOCABAS, STATION MANAGER ISTANBUL; TOLGA ASAN, ASSIST GM BILEN

Gama Group, the global Business Aviation and services company, has announced the acquisition of Ronaldson Airmotive based in Oxford, UK. Ronaldson is an engine and components overhaul organisation. / More from www.gamagroup.com

Gulfstream was granted an STC from the FAA for its Elite interior package, inspired by the company’s G650. The certificate clears the way for the optional interior upgrade, which includes a streamlined passenger service unit, fully loaded electronic seats and the Gulfstream Cabin Management System (GCMS), to be installed on customer G550s and G450s.

In addition, the G150 fleet celebrated two milestones recently when 100,000 flight 24

WORLD AIRCRAFT SALES MAGAZINE – May 2012

the sale of 10 King Airs to Chinese company Avion Pacific Limited. The King Air 350i and King Air C90GTx aircraft will be used for a variety of missions, and deliveries are scheduled to begin in the fourth quarter of 2012. / More from www.hawkerbeechcraft.com

JETNET has announced its product line is now compatible with all Mac computers, and with all browsers and web-enabled devices.

The new compatibilities and login protocols for JETNET’s full suite of search products has taken effect, and all users have been ported over without interruption of service or additional cost. / More from www.jetnet.com

New Jet International, exclusive sales representative for Bombardier Business Aircraft for Italy, Monaco, Spain, Portugal and Switzerland, has opened a new sales office in Madrid located near to the Barajas International Airport. www.AvBuyer.com

JANINE. K. IANNARELLI

“Exclusive representation, acquisition on demand and the oversight of an aircraft sale transaction are the key services offered by Par Avion,” Ms. Iannarelli commented. / More information from www.paravionltd.com

To add to its sale force in this new area, New Jet International hired a new sales director, Frank Davidson, former NetJets Country Manager, to manage the development and promotion of New Jet and Bombardier FRANK DAVIDSON brands providing all necessary support for all new and existing Bombardier customers. Davidson will also be active on the pre-owned market, another aspect of New Jet’s activities. / More from www.newjet.com

Rockwell Collins’ Pro Line 4 to Pro Line 21 upgrade program has been extended to Astra SPX, G100 (formerly Astra SPX), and Lear 60 aircraft. The upgrade replaces the legacy Cathode Ray Tube (CRT) displays with the latest in liquid crystal display (LCD) technology. / More from www.rockwellcollins.com

▼

PAR AVION CELEBRATES 15 YEARS

continued on page 30 Aircraft Index see Page 4

Bristol Associates April 19/03/2012 16:33 Page 1

Acquisitions * Appraisals * Consulting * Remarketing Challenger 605 sn 5711

Gulfstream IV sn 1124

Gulfstream V sn 627

New to Market!

Boeing BBJ sn 30496

ERJ 135 and 145s Available

+1 (202) 682-4000 bristol@bristolassociates.com Www.bristolassociates.com

Project2 15/05/2012 15:00 Page 1

NOT SINCE BILL LEAR INVENTED THE LEARJET…

Project2 15/05/2012 15:02 Page 1

THE GAME CHANGER.

One Grosvenor Place, London SW1X 7JH +44 (0) 845 521 5555 | sales@thejetbusiness.com www.thejetbusiness.com

Project2 15/05/2012 15:03 Page 1

FREESTREAM FREE ESTREAM M AIRCRAFT AIR CRA FT LIMIT LIMITED TED

Welcome to the 12th Annual EBACE!

Come and meet the Freestream team located at booth #2157

FREESTREAM FREESTREAM AIRCRAFT AIRCR C AFT L LIMITED IMITED

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NEW YORK Y ORK | L LAS AS V VEGAS E GAS | LONDON L ONDON | HONG H HON GK KONG ON G | NEW DELHI MEXICO XIC O | MOSCOW M O S C O W | BERM B BERMUDA UD A DE L HI | ME

Project2 15/05/2012 15:04 Page 1

AIRCRAFT SALES & ACQUISITIONS Gulfstream G550/5063

Gulfstream GV/605

Gulfstream GV/512

Gulfstream GIVSP/1317

Gulfstream GIV/1081

Gulfstream G200/17

Global Express XRS/9195

CRJ/7159

Falcon 900EXy/171

Falcon 900B/50

Challenger 605/5704

Challenger 604/5491

Boeing BBJ/28579

Boeing BBJ/29273

Boeing BBJ/30076

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Hawker 850XP/258812

Hawker 800XP/258386

Lear 60/297

Citation Mustang/266

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BusAviationNewsMay12_Layout 1 25/04/2012 13:47 Page 3

Market Indicators

3

ARGUS VIEW

MIND THE GAP!

ARGUS TRAQPak market intelligence for March 2012 sees continuation of increases in flight activity volume. March 2012 business aircraft flight activity increased from the previous month 8.2%.

For the second month in a row, all operational categories showed an increase, with fractional activity leading the way (up 11.3% from February). Part 135 and Part 91 activity also trended up at 9.4% and 6.8% respectively.

The aircraft category results were positive across the board, led by small cabin aircraft (up 9.8%). Turboprops, mid-size and large cabin aircraft flight volumes were up 9.7%, 6.1%, and 6.0% respectively. The largest month-over-month increase came in the fractional turboprop sector, up 20.1%.

Reviewing activity year-over-year (March 2012 vs. March 2011) showed a slight drop in aircraft activity, down 1.6% overall. Comparing the operational categories Part 91 eked out a slight increase, finishing at +0.6%. The fractional and Part 135 markets both saw year-over-year declines in activity (down 5.9% and 3.6% respectively).

Year-over-year activity by aircraft category saw small declines in most groups with the exception of turboprops, which increased a modest 0.1%.

BY ROLLIE VINCENT Despite record corporate profits, a rebounding economy and a brightening jobs outlook, business jet utilization in the U.S. as measured by the number of take-offs and landings ended 2011 at a level 18% below the recent annual peak reached in 2007.

About 14% of the world fleet is listed as “for sale”, probably two percentage points above where we might expect it to be in a healthy, stabilized market. Flight departments have been closed, pilots furloughed, toolboxes emptied, and aircraft idled as companies and individuals have collectively throttled back on their activities in concert with the shocks of the recent business cycle.

The aftermath of the buoyant and, arguably, gluttonous markets we have recently experienced is not fun – expectations about the things we thought we knew (like prices, demand, job and income stability, and the availability of credit) have changed, in some cases only after considerable pains.

Economists will also tell us that recovery from synchronized financial recessions tend to be longer and more arduous, as they are often built on the back of easy credit, asset price bubbles and overheated labor markets.

With a seemingly endless stream of new 24x7 market indicators, many Business Aviation leaders are exposed to a virtual round robin of “breaking news”. Curiously, and sadly, most of this so called intelligence consists of bad news stories that capture and distract our attention from more important matters like running our businesses. We could probably all use more time away from the daily media and its distractions.

Research suggests that the vast majority of people seek stability in terms of knowing they have a steady income, a happy home, a thankful boss, loyal customers, consistent suppliers, and life’s conveniences. It may not always feel like we have terra firma under our feet, but we do seem to collectively seek it

/ More from www.argus.aero

HAWKER BEECHCRAFT 2011 SHIPMENTS

/ More from www.gama.aero

30

WORLD AIRCRAFT SALES MAGAZINE – May 2012

/ More from www.rollandvincent.com

Rest of World Latin America & Caribbean Europe North America

Business Aircraft Purchase Inhibitors % of survey respondents selec ng inhibitor as their first choice

14% Do not need additional aircraft

18%

13%

19% 14%

Uncertainty about economy/regulatory environment

14%

20% 15%

Source: Q1 2012 JETNET iQ Global Business Avia on Survey

▼

GAMA released its annual industry airplane shipments report in February without Hawker Beechcraft figures. When Hawker did release it’s specifics for 2011, it delivered 85 planes in the fourth quarter of last year (compared to 88 in the same period a year prior). Total deliveries for 2011 were 198 units, down slightly from 214 in 2010.

The new figures show worldwide General Aviation shipments for 2011 totalled 1,950, down from 2,020 the year before (a drop of 3.5 percent). Total billings were $19.64 billion, down from $19.72 billion the year before.

by eliminating waste, reducing consumption, paying down debt, and simplifying our lives, relationships and interactions.

For Business Aviation product and service providers, this can be a doubleedged sword: generally good news for incumbent organizations with large customer bases, recognized brands, and proven trackrecords in customer service, but at lower levels of business activity with a product/service mix more value-priced than before.

One of the tenets of good leadership is a reliance on fact-based measurement systems that monitor what happened, and (hopefully) provide some leading indicators as to what is about to happen. When it comes to the future, we can only do our best to analyze prior patterns, look for more or different indicators and combine this information into our own thinking and synopses.

In early 2011, we began to systematically monitor business aircraft purchase and flight utilization intentions. Quarterly JETNET iQ Global Business Aviation Surveys of more than 500 owner and operators from 50+ countries reveal considerable details about the location and momentum of Business Aviation’s recovery. Encouragingly, the percentage of respondents saying that their primary reason for not purchasing is that they have no need for additional aircraft has fallen from a range of 24-26% six months ago to 1319% in Q1 2012, with considerable regional variation (see chart below).

Uncertainty about the economy and regulatory environment remains the industry’s largest (and least controllable) barrier to recovery, with recent concerns spiking upwards in the previously more confident Latin America/Caribbean region. In North America, the outlook for new aircraft purchasing and flight utilization has begun to shift upwards, with operators planning to fly more next year outpacing those planning to fly less by a factor of almost 8-to-1.

On average, North American operators expect to increase utilization by 4.7% over the next 12 months, and by a further 6.4% in the 12-24 month timeframe. This is good news for the industry as a whole, as twothirds of the current fleet of fixed-wing turbine aircraft are North America-based.

www.AvBuyer.com

continued on page 38 Aircraft Index see Page 4

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Please allow us to match you with the perfect aircraft aircraft for your needs an and d budget. We We look forward forward to your phone ca call all or email inquiry. inquiryy.

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SpeciямБcations and/or descri descriptions ptions ar are e pr provided ovided as intr introductory oducctory information. They do not constitute c representations representations or warranties wa arranties of The Jet Collection. Y You o ou shou should uld rrely ely on your own inspection of the aircraft. aircraft.

Avjet multiple April 22/03/2012 10:57 Page 1

2005 Gulfstream 550 SN 5097

1996 Challenger 604 SN 5319

2006 Gulfstream G450 SN 4044

1995 Gulfstream GIVSP SN 1265

1999 Challenger 604 SN 5411

1987 Gulfstream IV SN 1029

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

AVJE T.COM sales@avjet.co m

Avjet - FP single April 22/03/2012 13:48 Page 1

JetBrokers May 23/04/2012 16:01 Page 1

2005 Hawker 400XP, S/N RK-411, 615 TT, Garmin GMX-200 MFD, XM Weather, Sat Phone, Like New, Airshow, Freon, One Owner, Asking $2,995,000.00

2004 Hawker 800XP, S/N 258674, 3052 TT, MSP Gold, Support Plus, JAR Ops, TCAS II, CAMP, 8 pax interior, Airshow, Asking $4,900,000.00

2001 Hawker 800XP, S/N 258503, 3159.7 TT, Engines/APU on MSP, TCAS II, TAWS-A, Dual NZ-2000’s, L/R Oxygen, Honeywell EFIS, Asking $3,500,000.00

1980 Falcon 50, S/N 010, 7977 TT, JSSI, Collins FDS-2000 EFIS, TCAS II, Dual UNS-1F w/ WAAS, C&CPCP c/w 3/09, Gear O/H in 2/12, Asking $2,200,000.00

2002 Premier I, S/N RB-48, 2620 TT, Engines on TAP Elite, TCAS 2, Dual FMS3000, 8.33 Spacing/FM Immunity, Asking $2,000,000.00

2004 Embraer Legacy 600, S/N 841, 3007 TT, Engines on JSSI Platinum, JAR Ops, Steep Approach Mod, 13 pax Interior, Asking $12,800,000.00, also available for Lease

1980 King Air F90, S/N LA-9, 4786 TT, 713/713 SMOH, Avidyne Max EX500, Raisbeck Strakes, Rudder Boost, Frakes Exhaust, Gear O/H c/w 4/12, Asking $895,000.00

2008 King Air C90GTi, S/N LJ-1902, 1356 TT, Pro-line 21 w/ IFIS, One Owner, Upgraded Transponders, Asking $2,650,000.00

Also Available Challenger 601-1A, S/N 3013 Citation V, S/N 560-0112 Citation Bravo, S/N 550B-0871 Citation II/SP, S/N 551-0039 Citation II, S/N 550-0326 Citation II, S/N 550-0216 Citation II, S/N 550-0082 Citation CJ2, S/N 525A-0016

Citation Jet, S/N 525-0063 Falcon 20F-5BR, S/N 416 Falcon 20C-5BR, S/N 142 Falcon 20 Cargo, S/N 31 Falcon 10, S/N 82 Learjet 35A, S/N 138 Premier IA, S/N RB-181 Sabreliner 65, S/N 465-67 King Air 200, S/N BB-473

King Air 200, S/N BB-263 King Air 200, S/N BB-48 King Air B100, S/N BE-9 King Air F90, S/N LA-45 King Air C90, S/N LJ-601 Socata TBM700B, S/N 232 Socata TBM700B, S/N 193 Aerostar Superstar 700, S/N 601P-472-188

JetBrokers May 23/04/2012 16:02 Page 2

2008 Citation Sovereign, S/N 680-0216, Owner Looking for a partner!, 1023 TT, JAR Ops, Pro Parts, Power Advantage, Asking $5,500,000.00 for ½ share

2004 Citation CJ2, S/N 525A-0204, 2806 TT, Engines on Power Plan, Pro Parts, Three-Tube, Garmin 530’s, UNS-1L, Skywatch, Fresh Doc 10, Asking $3,400,000.00

1994 Citation Jet, S/N 525-0063, 3490 TT, Engines on TAP Elite, Fresh DOC 10 by Cessna-MKE, KMD-850 MFD, One Owner, Asking $1,295,000.00

1999 Citation Bravo, S/N 550B-0891, 5452 TT, On Power Advantage Plus and Pro Parts, Freon Air, Phase 5 c/w 5/10, Belted Potty, Asking $2,095,000.00

1990 Citation V, S/N 560-0059, 6190.6 TT, ESP Gold, TCAS 2, 5-Tube EFIS, TAWS-A, RVSM, Fresh Phase 1-5, New Paint, JAR Ops, Asking $1,595,000.00

1979 Citation II, S/N 550-0094, 9425 TT, 2224/2278 SMOH, TCAS 2, TAWS-A, 8.33/FM Imm., JAR Ops, Delivered with Fresh Phase 1-5, Asking $599,000.00

2002 Socata TBM700C1, S/N 244, 1885 TT, KMD850 MFD, Dual Garmin GNS-530, RVSM Compliant, Mode S w/ Diversity, Asking $1,395,000.00

1980 Citation II, S/N 550-0127, 12881 TT, 1730/1941 SMOH, TR’s, TCAS II, Freon Air, 8.33/FM Immunity, Asking $600,000.00

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

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

Email: jetbroker@jetbrokers.com

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

Web: www.jetbrokers.com

Main Office

Bell Aviation West

Colorado (GJT) 970.243.9192 / 970.260.4667 cell

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

Bell Aviation Texas

Dallas, Texas 214.904.9800 / 214.952.1050 cell

Aircraft Sales & Acquisitions

Phenom 100

Phenom 100 Position

Citation 111

1983 Citation III s/n 650-0019

Citation Ultra

1996 Citation Ultra s/n 560-0366

Citation 11

1989 Citation II s/n 550-0612 Also Available: 550-0127, 550-0047

Citation 1SP

1981 Citation ISP s/n 501-0229

Citation V11

1996 Citation VII s/n 650-7074

Citation Excel

2002 Citation Excel s/n 560-5288

Citation Excel

1998 Citation Excel s/n 560-5013

Citation Bravo

1999 Citation Bravo s/n 550-0897

Citation 500LW

1975 Citation 500LW s/n 500-0274

For Full Specs & Additional Photos on Exclusive Listings by Bell Aviation, please Visit our Website at www.BellAviation.com

Main Office

Bell Aviation West

Colorado (GJT) 970.243.9192 / 970.260.4667 cell

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

Bell Aviation Texas

Dallas, Texas 214.904.9800 / 214.952.1050 cell

Aircraft Sales & Acquisitions

Astra

Beechjet

1998 Astra SPX s/n 094

King Air 350

1998 King Air 350 s/n FL-221

King Air B200

1982 King Air B200 s/n BB-1040

King Air C90

1982 King Air C90 s/n LJ-990

Meridian

2006 Piper Meridian s/n 4697217

1995 Beechjet 400A s/n RK-107

King Air 350

Also Available: RK-131

1991 King Air 350 s/n FL-36

King Air B200

1982 King Air B200 s/n BB-990

King Air F90

1982 King Air F90 s/n LA-176

JetProp

Also Available: LA-158, LA-137

1989 Piper JetProp s/n 4622054

For Full Specs & Additional Photos on Exclusive Listings by Bell Aviation, please Visit our Website at www.BellAviation.com

BusAviationNewsMay12_Layout 1 25/04/2012 12:11 Page 4

Market Indicators JP MORGAN VIEW Looking at the market as a whole, JP Morgan observes that several OEMs have been cautious as Bombardier, Dassault and Embraer have guided for ‘flattish’ deliveries for CY12, while the two new platforms (G650 and G280) are driving the anticipated delivery growth at Gulfstream.

Cessna has been more aggressive, guiding to a low double digit sales increase.

Used inventory of in-production models fell to 10.9% and has now been hovering around the 11% level for six months.

Medium jets drove the decline, falling 60 bps, while Light jets fell 20 bps and Heavy jets were flat. Inventory of the younger "toddler and pre-K" fleet (0-5 years) had been declining in recent months, but it ticked up 30 bps to an estimated 7.0%.

Average asking price declined 1.7% sequentially. Used pricing declining for a third consecutive month (and for a ninth month of the last 12). Prices fell for Medium (-2.7%) and Heavy (-1.6%) jets, partially offset by a 0.4% increase for Light jets.

Flight ops were flat excluding the impact of the leap year. Including the extra day, flight ops increased 3.7% y/y in February. FAA flight ops have essentially been completely flat since mid-year 2011. / More from www.jpmorgan.com

TEAL GROUP VIEW Richard Aboulafia of Teal Group believes the Business Aviation market is just starting to recover. “Companies are making record profits and are literally stuffing about 7% of this cash under their mattresses.”

The problem, he says, is that the Business Aviation market is “torn in half.” Companies building business jets that cost more than $25 million each have seen deliveries rise slightly since 2008, while those making aircraft below this threshold have seen shipments drop by 56.4% in the same period.

Aboulafia forecasts a 12% compound annual growth rate for business aircraft through 2017. Though he expects that the top and bottom market segments will expand at this same rate, Aboulafia said the bottom half will still be depressed in historic terms and thus “there will be too many players in this segment.”

4 JETNET VIEW Worldwide Trends Business Aircraft

February For Sale

Jet 2,567

% of Fleet For Sale 2012 % of Fleet For Sale 2011

Helicopters

T/P 1,262

Turbine 1,161

Piston 545

13.9%

9.4%

6.4%

5.9%

14.4%

10.5%

7.0%

7.0%

(-0.6) pt

(-1.1) pt

164 407

127 340

Avg. Asking Prices -$USD mil $4.053 $1.390 YTD January to February 2012 vs 2011

$1.677

$0.242

% Change - Sale Transactions Change - Avg. Days on Market

7.7% -82

-8.7% 63

-15.5% 19

-18.6% 86

% Change - Avg. Asking Prices

3.0%

19.1%

38.7%

7.6%

Change - % For Sale (-0.5) pt (-1.1) pt January to February 2012 Full Sale Transactions Avg. Days on Market

320 346

188 313

Source: JETNET

JETNET has released the February 2012 results for the pre-owned business jet, business turboprop and helicopter markets. Highlighted in the table (above) are key worldwide trends across all aircraft market segments comparing February 2012 to February 2011. ‘Fleet for sale’ percentages for all market sectors were down in the February comparisons. Business turboprops came in well below the 10% mark, clearly moving it into a seller’s market.

Business jet sale

transactions increased 7.7% YTD ending February 2012 compared to 2011. Business turboprops decreased 8.7%.

Both turbine and piston helicopters saw doubledigit declines in sale transactions YTD at 15.5% and 18.6%, respectively.

The business jet market sector was the only one to show a decline (82 days) in average days on the market YTD ending February 2012 compared to the same period in 2011.

The remaining market sectors took more days

GENEVA, SWITZERLAND

to sell. In particular, the business turboprop and piston helicopter market sectors took more than two months on average to sell.

Pre-owned aircraft categories showed increases in average asking price percentages in the YTD February 2012 comparisons to YTD February 2011. Both business turboprops and turbine helicopters continued to show double digit increases. / More from www.jetnet.com

To be successful in today's Global Business Aviation market you need the most powerful set of marketing tools available from one source.

The World Aircraft Sales Magazine/Avbuyer.com/BizJet Advisor family of marketing resources will direct your Aircraft, Products and Services to a vast audience of qualified buyers around the world.

Please visit with us at EBACE this month, Booth #958.

/ More from www.tealgroup.com

38

WORLD AIRCRAFT SALES MAGAZINE – May 2012

www.AvBuyer.com

continued on page 46 Aircraft Index see Page 4

J Hopkinson May 23/04/2012 16:06 Page 1

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

Challenger 604 SN 5364, 5903 TTAF, Engines On Condition, Collins ProLine IV, Honeywell EGPWS, Collins TCAS II w/Change 7, Dual Collins FMS-6000 FMS w/Dual GPS4000, DVD, VCR, 9 Pax

Westwind I SN 441, 5083 TTAF, Engines on MSP, TAWS, TCAS I, 8 Passenger, huge price reduction

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

Citation II SN 550-0292, 11,096 TTAF, 960/0 SMOH, Dec 2010 1-5 Inspection, P & I Done in 2007, EGPWS, TCAS II, GW Increase, Aft baggage

Citation S/II SN S550-0036, 8576 TTAF, 6755 Cycles, 1304 SMOH, Cosmetics Refreshed & Perma-guarded (08/2011), GNS-XLS, GPWS, New Windows 2007, RVSM

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

. • AVIATI ON CO NS UL TA

N LTD VIO A R PA

O ST T N

E TH

LD • PAR AVIO WOR N

Security. Trust.

LT D.

• Exclusive Representation for Buyers

and Sellers of Business Jet Aircraft • Oversight of Aircraft Sales Transactions • Pre-Owned Aircraft, Delivery Positions, Leases

1997 FALCON 50EX | S/N 265 5984 TSN, MSP GOLD, DUAL FMS & IRS, SATPHONE, INCREASED GTOW, 2C/GEAR OVH C/W MAY/2010 IMPECCABLE OWNERSHIP/MAINTENANCE HISTORY NEW INTERIOR/PAINT JULY/2010

PAR AVION LTD. HOUSTON: PHONE FAX

1 . 713 . 681 . 0075 1 . 713 . 681 . 0035

info@paravionltd.com / www.paravionltd.com AVION LTD PAR

ATTENDING EBACE? Call to schedule an appointment with one of our consultants to discuss your aviation needs.

Years as

12 1997 - 20

Confidence.

1985 CITATION 650 | S/N 0079 6710 TSN, -3C, MSP GOLD, UNIVERSAL EFIS 890R, SYNTHETIC VISION, NEXRAD SATELLITE WEATHER RADAR, GARMIN 430AW, PATS INFLIGHT APU, DOC 8 c/w APRIL/2010, NEW INTERIOR / IFE MAY/2010

ALSO AVAILABLE FALCON 50, S/N 181 CITATION 650, S/N 0059 FOR LEASE

COMING SOON EASA APPROVED CJ3, FALCON 900EX

D e d i c a t e d t o h e l p i n g b u s i n e s s a c h i e v e i t s h i g h e s t g o a l s.

While you’re following your own unique course in the air, having a business partner on the ground you can rely on is essential. Membership in the National Business Aviation Association gives you access to powerful business management tools and tax information that will save you money and help maximize your airplane investment.

So you can concentrate on what’s most important—reaching even greater opportunities.

Learn more at www.flyforbusiness.org.

Flying solo doesn’t mean you fly alone.

Eagle May 24/04/2012 18:20 Page 1

Eagle Aviation, Inc. 2861 Aviation Way, West Columbia, SC 29170 Phone: (800) 849-3245 International: (803) 822-5520 Email: sales@eagle-aviation.com or visit www.eagle-aviation.com

2006 HAWKER 850XP, S/N 258805

2000 CESSNA CITATION VII, S/N 650-7110

2002 CJ2, S/N 525A-0064

1991 CITATION V, S/N 560-0118

1982 CITATION II, S/N 550-0416

1979 CITATION II, S/N 550-0091

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

2006 MALIBU MIRAGE, S/N 4636394

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

Aircraft Sales, Maintenance, Avionics, Completions, Executive Charter, 24/7 Line Service

BusAviationNewsMay12_Layout 1 25/04/2012 13:46 Page 5

BizAvRound-Up

Chuck Collins & Associates, Inc.

5

ARRIVALS

Visit ~ www.ccajets.com E-mail ~ sales@ccajets.com Phone ~ (760) 929 0302 Fax ~ (760) 929 0304 2100 Palomar Airport Road, Suite 214, Carlsbad, California 92011

MICHAEL DONAHOE

THOMAS HUFF

Hassan Al-Mousawi - is the new CEO at Middle East and UK-based Business Aviation services company Rizon Jet.

2006 Hawker 850XP s/n 258808 1420TT, 847 Landings, No Damage, MSP, APU,TRs, LR O2, WWW /ACARS, 3D FMS Mapping, Paperless Cockpit, ST 3100, FDR, WX1000+, 2 HFs, RAAS, Airshow 410, 2nd 15" LCD monitor

Michael Donahoe, Jr – JetBrokers has created a dedicated Market Research Analysis Program to its Professional Brokerage Service, and appointed Donahoe research director.

1995 Hawker 800A

9282TT, 6,211 Landings, 1H “3D”Engine Mods, Garmin 500A GPS/FMS/WAAS IFR Long Range Navigation System fully integrated with Garmin GDL 69 WX Weather downlink. Pain and Eight Place Fireblocked Interior in Excellent condition

Gavin McKechnie - has been appointed vice president Commercial, for the Abu Dhabi Airports Company (ADAC).

Russ Meyer - Cessna Aircraft

Thomas Huff - a retired U.S. Navy test pilot with more than 25 years experience is to serve in the newly created position of aviation safety officer, Gulfstream Aerospace.

Judith Moreton - assumes leadership of Jet Aviation’s FBO and maintenance facility at London Biggin Hill Airport.

Jean-Michel Jacob - has

1980 Hawker 700A s/n NA 280

responsible for overseeing all day-to-day operations there.

Company Chairman Emeritus has received the U.S. Chamber of Commerce's prestigious Carol B. Hallett Award. "Russ's critical leadership role at the intersection of aviation, business, policy and philanthropy exemplifies the spirit of the Chamber and all it embodies," said Melissa Rudinger of the Aircraft Owners and Pilots Association.

Gary Dunn - was promoted to vice president of sales and marketing, Aviation Partners. He joined the company in the mid1990s, moving on to the sales team in 2001.

On CAMS, 9415.1 Hours Time Since New (July 6, 2011), Engines on MSP, 8,323 Landings Since New RVSM

RUSS MEYER

been promoted to the position of senior vice president of International Sales for Dassault Falcon.

He will oversee all sales activity for Dassault Falcon in Asia, the Pacific Rim and South America.

Sharon Pflieger - is the new director, Organizational Effectiveness at Gulfstream Aerospace.

Rodger Renaud - West Star

Joseph Mack - is appointed

Aviation recently announced that Renaud has joined its team as general manager at the East Alton, IL, facility.

Chief Operating Officer of Hong Kong-based Sino Jet Management. He will be

Andy Richards - has been selected for the position of vice

1994 Bombardier/Challenger 601-3R 5970TT, GE on Point Engine Program, APU MSP, S-Galley, Paint and interior 2006

Acquisition 46

v

Brokerage

WORLD AIRCRAFT SALES MAGAZINE – May 2012

v

Consultation

JUDITH MORETON

www.AvBuyer.com

ROGER RENAUD

GARY WOOD

Aircraft Index see Page 4

BusAviationNewsMay12_Layout 1 25/04/2012 11:52 Page 6

6

BizAvRound-Up

president of completions and modifications for Duncan Aviation’s Battle Creek, Michigan, facility.

Robert Wilke - Jet Support

Mike Sapanara - has joined the West Star Aviation team to lead Avionics Technical Sales.

Services (JSSI) has announced that Wilke is now vice president, Business Development for all of Asia, in addition to his current responsibilities in the Middle East.

Gary Wood - has been apLisa Troxell - was recently named by Gulfstream Aerospace as a regional sales manager for component repair, modification and overhaul in the Product Support Sales organization.

pointed as a corporate sales & marketing representative on behalf of Flying Colours Corp.

Wood will be based at the Peterborough, ON facilities.

CEPA, the three-year old Central European Private Aviation organization, announced the formation of a new Advisory Board comprising four leading Business Aviation figures.

The new Board comprises: Oliver Stone, managing director of London-based Colibri Aircraft Ltd; Alan Cunningham, asset finance partner at DLA Piper; Philippe Liénard, creator of the AELIS Group in Bratislava, Slovakia, together with Jean-Philippe Louis in 2009; and Jean Michel Bonte, CoFounder and shareholder of Aelia Assurances. The four new advisory board members join CEPA’s newly appointed Chairman for 2012 Brendan Lodge, business development director at JetBrokers Europe, and CEPA Founder Dagmar Grossmann who founded Grossmann Jet Service in the Czech Republic.

aerosmithpenny.com Dave Eickhoff or Bob Nygren 8031 Airport Blvd. Suite 224, Houston, TX 77061 Phone: (713) 649-6100 • Fax: (713) 649-8417 Email: aspinfo@aerosmithpenny.com

1990 Citation II, S/N 550-0636

Total Time: 6202, Sperry 3 Tube EDS-603 3 Tube EFIS, Global GNS XLS w/GPS, Thrust Reversers, Freon A/C. PRICE REDUCED

1986 Gulfstream III, S/N 477

EVENTS Fresh Engines Due 2017 and 2019. 72 Month done C/W Gulfstream Dallas 6/09, Excellent Interior, New Exterior Paint 2009

1982 Gulfstream III, S/N 375 EBACE: (EUROPEAN BUSINESS AVIATION CONVENTION) May 14 - 16 Geneva, Switzerland

NBAA: BUSINESS AVIATION REG FORUM June 7 Teterboro, NJ, USA

/ www.nbaa.org/www.ebace.aero

/ www.nbaa.org

HELIRUSSIA May 17 – 19 Crocus Expo Moscow, Russia

CANNES AIRSHOW June 7 – 9 Cannes, France

/ www.helirussia.ru

/ www.cannesairshow.com

AIRPORT SHOW May 22 – 24 Dubai, UAE

AVIATIONEXPO EUROPE June 22 – 24 Bitburg, Germany

/ www.reedexpo.co.uk

ASIAN BUSINESS AVIATION May 24 – 25 Macau / www.reedexpo.co.uk

Total Time: 9032.7, 13 Passenger Seating

1987 King Air B200, S/N BB -1262

/ www.expo.aero

AEROMART TIANJIN June 25 - 29 Tianjin, China / www.bciaerospace.com

AEROEXPO UK May 25 - 27 Sywell Aerodrome, UK

FISBA: (FINANCIAL SOLUTIONS FOR BUSINESS AVIATION) June 27 – 28 Shannon Airport, Ireland

/ www.expo.aero

/ www.miuevents.com

4057.6 Total Time, Engines Hours: Hours Since Overhaul left – 1166.1, right-1166.1

If you would like your event included in our calendar email: sean@avbuyer.com Advertising Enquiries see Page 8

www.AvBuyer.com

aerosmithpenny.com WORLD AIRCRAFT SALES MAGAZINE – May 2012

47

AirCompAnalysisApril12_ACAn 24/04/2012 15:21 Page 1

AIRCRAFT COMPARATIVE ANALYSIS FALCON 2000LX

Dassault Falcon 2000LX

by Michael Chase n this month’s Aircraft Comparative Analysis, information is provided on a pair of pre-owned business jets in the $18-32.3m price range for the purpose of valuing the new and pre-owned Dassault Falcon 2000LX aircraft which started delivering in 2009.

We’ll consider the productivity parameters - payload/range, speed and cabin size and cover current and future market values.

The aircraft compared with the 2000LX within this study is Bombardier’s Challenger 605.

A new feature to the 2000LX are winglets.

What benefits do winglets offer is one question that we will explore in this month’s article?

I

BRIEF HISTORY Dassault introduced the original twin-engine

48

WORLD AIRCRAFT SALES MAGAZINE – May 2012

Falcon 2000 as the Falcon X in 1989. First flight came in 1993 and two years later in 1995 the Falcon 2000 entered service. The Falcon 2000 is essentially a slightly smaller development of the Falcon 900 tri-jet, and offers trans-continental range. It features a large stand-up cabin, two CFE-738-1-1B engines each offering 5,918 lbst, and a Rockwell Collins Pro Line 4 integrated avionics suite.

Following on from the Falcon 2000 the 2000EX took its maiden flight in October 2001 and entered service in May 2003 offering 25 percent greater range (over 4,000nm) in a six-passenger configuration. The improvements in performance were due to new powerplants (two PW308C jets with 6,945 pounds of thrust) and increased fuel capacity.

Next came the Falcon 2000EX EASy www.AvBuyer.com

offering the new EASy flight deck. US (FAA) and European (JAA) certification was awarded in June 2004. The Falcon 2000EX EASy has the same airframe and powerplant as the 2000EX, but hosts the new EASy flight deck, based on the Primus Epic system.

In October 2005, Dassault announced yet another development on the original Falcon 2000, with the Falcon 2000DX. The 2000DX offered a 9.9% range improvement, and then in May 2006, Dassault announced the Falcon 2000LX, which includes blended winglets designed by Aviation Partners for increased fuel efficiency. The 2000LX replaced the Falcon 2000EX from 2010.

The Falcon 2000S is the next planned succession in the Falcon 2000 family of twin engine jets with certification anticipated for ❯ the end of the fourth quarter of 2012.

Aircraft Index see Page 4

LEAS May_LEAS 23/04/2012 16:53 Page 1

2002 Global Express s/n 9070 • Engines on RR Corporate Care • APU on MSP • Airframe on Smart Parts Plus • Honeywell Primus 2000XP 6-tube Color EFIS Avionics Suite w/Primus Elite Upgrade STC #ST00299BO • Heads Up Display • Office in the Sky • 8C Inspection c/w Aug. 2011 • Increased Max Take-off Weight 98,000 lbs. • One Fortune 50 Owner Since New

Specifications subject to verification upon inspection, aircraft subject to withdrawal from the market.

L E A D I N G E D G E AV I AT I O N S O L U T I O N S

Te l i n U S : 2 0 1 . 8 9 1 . 0 8 8 1

AIRCRAFTSALES@LEAS.COM

W W W. L E A S . C O M

AirCompAnalysisApril12_ACAn 24/04/2012 15:24 Page 2

AIRCRAFT COMPARATIVE ANALYSIS FALCON 2000LX

CHART A - IN-OPERATION MARKET SHARE % MARCH 2012 Total 1,005 Aircraft

Total 381 Aircraft

Challenger 605 Falcon 2000 EX EASy/LX

54%

Challenger 604/605 F 2000/DX/EX/EX EASy/LX

46%

47%

53%

SOURCE: JETNET

TABLE A - PAYLOAD & RANGE MTOW (lb)

Max Fuel (lb)

Max Payload (lb)

Avail Payload w/Max Fuel (lb)

Max Fuel Range (nm)

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

Falcon 2000LX

42,200

16,660

5,260

1,300

4,255

2,750

Challenger 605

48,200

19,850

5,085

1,535

4,145

3,010

Model

Data courtesy of Conklin & de Decker; JETNET: B&CA May and Aug. 2011 Operations Planning Guide

MARKET SHARE Chart A (top left) represents the in-operation aircraft Market Share as of March 2012 for the Dassault Falcon 2000LX (including Falcon 2000EX EASy) and Bombardier Challenger 605. There are currently 381 total aircraft in operation for these two models. However, when you combine all incarnations of the Falcon 2000 series and both Challenger 604/605 models, the Market Share percentage favors Bombardier from an aggregate 1,005 aircraft from both OEMs. Currently there are 100 Falcon 2000LX aircraft in operation. Interestingly, 24 owners/operators of the Falcon 2000EX EASy have elected to equip their aircraft with winglets and have been reclassified as 2000LX model. Both the Bombardier Challenger 604/605 aircraft have winglets as a standard feature.

PAYLOAD AND RANGE The data contained in Table A (left) is published in the B&CA, May 2011 issue, but is also sourced from Conklin & de Decker. A potential operator should focus on payload capability as a key factor. The Falcon 2000LX “Available payload with Maximum Fuel” at 1,300 pounds is less than that of the Challenger 605 at 1,535 pounds.

CABIN VOLUME According to Conklin & de Decker, the cabin volume of the Falcon 2000LX (1,024 cubic feet) is less than that of the Challenger 605 (1,150 cubic feet) as shown in Chart B (left).

CHART B - CABIN VOLUME Challenger 605

1,150

POWERPLANT DETAILS 1,024

Falcon 2000LX 0

1,000

500

1,500

Cubic Feet SOURCE: CONKLIN & DE DECKER

TABLE B - GPH CONSUMED Model

Fuel Usage (GPH)

Challenger 605

351

Falcon 2000EX EASy

305

Falcon 2000LX

295

SOURCE: ACC (www.aircraftcostcalculator.com)

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As mentioned previously, the Falcon 2000LX aircraft has two Pratt & Whitney Canada PW308C engines each offering 6,945 pounds of thrust. The Challenger 605 has a pair of General Electric CF34-3B engines with more thrust at 8,729 pounds each.

Table B (left), as sourced from the Aircraft Cost Calculator (ACC) shows the fuel usage by each aircraft model in this field of study.

The Falcon 2000LX (295 gallons per hour GPH) is more frugal than the Challenger 605 (351 gallons per hour). Also, included in the table is the fuel usage of the Falcon 2000EX EASy without the winglets. Note that the fuel savings for the Falcon 2000LX with winglets is 3.3% (or 10 gallons) per hour of usage.

Using data published in the May 2011 B&CA Planning and Purchasing Handbook and the August 2011 B&CA Operations Planning Guide we will compare our aircraft.

The nationwide average Jet-A fuel cost used from the August 2011 edition was $6.04 per Aircraft Index see Page 4

AirCompAnalysisApril12_ACAn 25/04/2012 15:16 Page 3

AIRCRAFT COMPARATIVE ANALYSIS FALCON 2000LX

gallon at press time, so for the sake of comparison we’ll chart the numbers as published.

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

COST PER MILE COMPARISONS Chart C (top right) details “Cost per Mile” and compares the Falcon 2000LX to its competition factoring direct costs and with all aircraft flying a 1,000nm mission with an 800 pound (four passengers) payload. The Falcon 2000LX shows the cost per mile comparisons at $4.92 per nautical mile, which is less expensive to operate by 13.7% than the Challenger 605 at $5.70 per nautical mile.

TOTAL VARIABLE COST COMPARISONS The “Total Variable Cost” illustrated in Chart D (right) is defined as the cost of Fuel Expense, Maintenance Labor Expense, Scheduled Parts Expense and Miscellaneous trip expense. The total variable cost for the Falcon 2000LX at $2,092 per hour is less to operate by 15% than the Challenger 605 at $2,462 per hour.

CHART C - COST PER MILE *

$4.92

Falcon 2000LX

$4.00

$2.00

$0.00

$6.00

$8.00

US $ per nautical mile *1000nm MISSION COSTS, 800LBS PAYLOAD

CHART D - VARIABLE COST

Challenger 605

$2,462

Falcon 2000LX

PRODUCTIVITY COMPARISONS

$2,092

$1,000

$0

$2,000

$3,000

US $ per hour

CHART E - PRODUCTIVITY $45.0 $40.0

Price (Millions)

The points in Chart E (right) center on the same group of aircraft. Pricing used in the vertical axis is as published in the B&CA 2011 Purchase Planning Handbook and Vref.

The productivity index requires further discussion in that the factors used can be somewhat arbitrary.

Productivity can be defined (and it is here) as the multiple of three factors.

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

$5.70

Challenger 605

F2000 LX

$35.0

CL605

$30.0

F2000DX

$25.0

F2000EX EASy

$20.0 $15.0

F2000EX

$10.0

CL604

F2000

$5.0 $0.0

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

After consideration of the Price, Range, Speed and Cabin Size we can conclude that the Falcon 2000LX is very competitive with the Challenger 605. There was a major increase in the productivity index from the original Falcon 2000 to the Falcon 2000EX EASy drawing it nearer the Challenger 604 ❯ Advertising Enquiries see Page 8

1.0000

1.2000

1.4000

1.6000

1.8000

2.0000

2.2000

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

TABLE C - COMPARISON TABLE B&CA Retail Price $m

In Operation

% For Sale

Average sold per month (past 12 months)

2,750

$32.3m New

100

3.0%

2.7

3,010

$30.8m New

174

5.7%

3.9

Long Range Cruise Speed

Cabin Volume (Cu Ft)

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

Falcon 2000LX

442

1,024

Challenger 605

425

1,150

Model

Data courtesy of Conklin & de Decker, Orleans, MA, USA; JETNET; B&CA May 2011 and Aug. 2011 Operations Planning Guide

www.AvBuyer.com

WORLD AIRCRAFT SALES MAGAZINE – May 2012

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AirCompAnalysisApril12_ACAn 24/04/2012 15:27 Page 4

AIRCRAFT COMPARATIVE ANALYSIS FALCON 2000LX

CHART F FALCON 2000LX IN-OPERATION BY CONTINENT

and now the Challenger 605. Overall, the Falcon 2000LX has a slightly smaller cabin volume than its competition, but is less expensive to operate, and its winglets have certainly helped improve the fuel savings.

Table C (previous page) contains the retail prices from B&CA May 2011 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, the Falcon 2000LX has the lowest percentage of the in-operation fleet “For Sale” at 3.1% (buyer’s market).

Over the past 12 months the Falcon 2000LX is showing Full Sales Transactions at 31 (or an average of 2.7 sold per month).

This sales activity provides many opportunities for the savvy dealer/broker specializing in the Falcon 2000LX aircraft.

Sales activity for the Challenger 605 is even better with an average 3.9 aircraft sold per month.

1%1%

South America 10% Asia 10%

North America 40%

Europe 38%

North America Europe Asia South America

BY CONTINENT

Australia

The majority of the 100 wholly owned Falcon 2000LX aircraft in operation are located in North America (40%), followed

Africa

by Europe (38%) and Asia and South America (10% each), see Chart F (left).

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

The Falcon 2000LX aircraft fares well against its competition, so those operators in the market should find the preceding comparison of value. Our expectations are that the Falcon 2000LX aircraft, which started delivering in 2009, will continue to do very well in the pre-owned market.

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

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May 2012

Aircraft Index see Page 4

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Boardroom guide 1 April12_FinanceSept 23/04/2012 14:26 Page 1

BUSINESS AVIATION AND THE BOARDROOM

An Ordinary Travel Option In this era of globalization and internet technology, companies are wise to use all available means for communicating with customers. When considering ways to nurture markets and expand opportunities, Boards should consider innovative applications of Business Aviation as a valuable option, advises Jack Olcott.

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

54

oday’s tools for connecting with business affiliates, customers and prospects are expansive and truly impressive. Cell phones provide ubiquitous access. The Internet spans the globe, providing a means to reach existing as well as new markets. Applications that began as novelties for social networking are becoming key elements within marketing programs. When all the marvels of IT have been applied, however, one fact remains—nothing will replace face-to-face.

T

A cartoon that surfaced at least a decade ago captured the importance of meeting in person, especially when so much information flows through cyberspace. It featured two canines huddled around a

WORLD AIRCRAFT SALES MAGAZINE – May 2012

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computer, one saying to the other, “What I love about the internet is that no one can tell you are a dog.”

TRUST IS ESSENTIAL Long-term success in business relies on a trust relationship between all parties, and rarely is it possible to achieve such trust without some level of personal interaction. Neither high speed internet nor smartphones have changed that dynamic. Quite to the contrary, the miracles of modern communications have quickened the pace of business, thereby accelerating the need to interact promptly and efficiently when an opportunity surfaces, and compressing the U

Aircraft Index see Page 4

Boardroom guide 1 April12_FinanceSept 23/04/2012 14:28 Page 2

What the Boardroom needs to know about Business Aviation

BUSINESS AVIATION FACILITATES FACE-TO-FACE INTERACTION, EVEN IN THE MOST REMOTE LOCATIONS

time individuals are willing to allot for such interpersonal tasks.

Developing successful programs requires people dealing with people and taking stock of relevant counterparties, promptly and efficiently. Thus there exists a great need to meet face-to-face - whether seated across a conference table, meeting in the privacy of the client’s office or over a shared meal.

The benefits of personal interaction are a significant driver behind the fact that each day about 1.7 million airline passengers board over 28,000 flights in the USA. The role that transportation plays in facilitating trust (and thus commerce) is pervasive.

The vast majority of those 1.7 million airline passengers enplane at less than 35 hub airports. Yet business requires access to the entire nation, not simply the large population centers. Business Aviation provides access to the many opportunities that originate in locations not well served by scheduled airlines. Without business aircraft, the ebb and flow of commerce would be curtailed.

To regard Business Aviation as something other than a means of transportation is failing to understand its role as a business tool. Yes, business aircraft provide a unique level of transport—one that is, in essence, an office that moves; yes, they save time and enable travel time to be used productively; and yes, being able to access a business aircraft has a certain cache - but the highest and best use of a business aircraft is moving the right person to the right place promptly, for maximum business effectiveness.

Advertising Enquiries see Page 8

EXPANDING ACCESS EXPANDS BUSINESS Board policy regarding access to Business Aviation should be based upon business opportunities, not job title or corporate hierarchy. The enlightened Board establishes transportation policy that recognizes a business aircraft provides transport to locations that the airlines either do not serve at all or cannot serve with sufficient frequency to satisfy the needs of their company.

“To regard Business Aviation as something other than a means of transportation is failing to understand its role as a business tool.”

When time is of the essence, nothing replaces the immediacy of Business Aviation. When a customer’s production line is down due to an unexpected problem, getting the appropriate technician to the site in minimum time is a particularly appropriate use of Business Aviation. Using business aircraft to transport marketing or development Teams is highly beneficial, always saving time and often reducing travel expenses.

Limiting access to the company aircraft to only a few corporate executives is failing to allocate shareholder resources effectively.

The enlightened Board regards Business Aviation in much the same way it approaches other infrastructure elements of the enterprise it governs. Just as the cost of essential services, such as legal, accounting and plant maintenance are allocated across the entire corporation, so should at least some portion of costs associated with owning a business 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

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Boardroom Guide 2 May12_FinanceSept 23/04/2012 14:30 Page 1

BUSINESS AVIATION AND THE BOARDROOM

Chargebacks Chargebacks, transfer fees or other methods for allocating the cost of aviation services among departments are important considerations in the management of a business aircraft. As chargebacks can drive utilization, tread carefully cautions David Wyndham.

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

chargeback is an attempt to allocate the cost of providing the air transportation service to the departments that use it. Whereas corporate functions such as legal, finance or human resources are more-or-less equally spread throughout the company, the use of the aircraft typically is not. In general, the business aircraft - due to its cost and the limits to its availability - is restricted to providing air transportation to high value individuals or teams of individuals.

A

How the use of the aircraft is restricted is fundamentally important in deciding on a chargeback scheme. If the aircraft is limited to a very small

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circle of senior executives, or even to one individual (e.g. the CEO), then the cost of the aircraft can be allocated 100% to the (C-level) headquarters budget. The total cost of the corporate headquarters function is then allocated to the various business units by a common method.

If the aircraft is made available to different departments, divisions or subsidiaries, then some method of charging those business units for its use may be appropriate. The general chargeback principle is that those who use the aircraft pay an equitable share for that use. Chargebacks can range from a 100% reimbursement of all costs to something less than full cost recovery. There are, U

Aircraft Index see Page 4

Gulfstream May 24/04/2012 18:32 Page 1

Gulfstream 550 S/N 5086

Gulfstream 200 S/N 164 TT on Aircraft 2034 Hours, 16 seats, JSSI Select, Fwd Lav, Aft Lav Kollsman EVS $36,950,000

Gulfstream 550 S/N 5026

450 TT,10 seats Right Hand Side Galley and Lav, Fwd Right Hand Galley and Aft Lav, APU on Honeywell MSP Program, ESP Gold Program $9,950,000 2794 TT, 16 seats, Aft galley with Fwd and Aft Lavs $34,500,000

Gulfstream 200 S/N 063

Gulfstream V S/N 634

5526 TT, 14 seats, APU, Aft Cabin, Right-hand side Galley and Lavatory: Aft Galley, Fwd Crew Vacuum Lav, Aft Vacuum Lav $26,500,00

TT 2732, 9 seats, Fwd Cabin: Four (4) Single seats, Aft Cabin: (3 seats) LH Side and (2) Seats RH Side, Fwd RH Galley and Aft Lav, Pratt and Whitney ESP $7,500,000

Gulfstream 200 S/N 050

Gulfstream V S/N 518

TT 7190, 14 seats, APU-Honeywell, Fwd Galley and Lav, Aft Lav, Rolls Royce Corporate Care

TT 3421, (10) seats, Forward RH Galley and Aft Lav, Enrolled in Pratt and Whitney ESP Gold $7,000,000

Gulfstream 200 S/N 007 Gulfstream IV S/N 1207

TT 3421, (10) seats, Forward RH Galley and Aft Lav, Enrolled in Pratt and Whitney ESP Gold $7,000,000

Gulfstream 200 S/N 233

519 TT, 9 seats, ESP Gold , APU, MSP Program, Left Hand Side, galley and Lav, Fwd right hand Galley and Aft Lav $13,900,000

5815 TT, 10 seats, right hand side Lav and Galley, fwd gallery and aft lav $6,150,00

Astra SP S/N 074

TT 5435, 8 seats, Aft Cabin: Four (4) Single Club Chairs, Forward LH Galley, Aft lav, Honeywell MSP Gold $2,475,000

Gulfstream Pre-Owned. Contact Lynn Beaudry. lynn.beaudry@gulfstream.com Tel: (912) 965-4000 • Fax: 965-4848

Boardroom Guide 2 May12_FinanceSept 23/04/2012 14:31 Page 2

BUSINESS AVIATION AND THE BOARDROOM

“ The IRS may question the aircraft chargebacks and in some cases reallocate them during an audit.“

however, three considerations pertaining to chargebacks: 1. Metering: High chargeback rates will reduce the aircraft usage, while low (or non-existent) chargebacks encourage aircraft usage.

2. Consistency: Is there an established protocol at the corporate level for distributing other centralized costs? Can an existing policy be applied to the aircraft?

3. Relevance: When using chargebacks, there must be an accurate accounting of the aircraft costs that supports the chargeback method.

in the form of an hourly cost or a seat-mile cost, also requires a clear understanding of the aircraft costs and an accurate budget.

CENTRALIZED ALLOCATION METHOD

FIRST CLASS AIRFARE

Some corporations combine all of the headquarters service costs, including the aircraft, and divide those costs among all the operating divisions. This method is the easiest to manage as the aircraft costs are combined with the other corporate functions and thus require little additional accounting.

It also accounts for 100% of the aircraft costs.

This chargeback avoids the requirements for detailed aircraft accounting and assigns a predetermined First Class Airfare cost to the use of the aircraft. This method works well for a scheduled shuttle where a business unit can buy seats versus using the whole aircraft.

This method also places essentially a zero cost to non-headquarters business units that may use the aircraft. If those business units have access to the aircraft, this method encourages use. Thus, a clear policy for who has access to the aircraft, along with some sort of prioritization, is needed.

When allocating the aircraft costs in proportion to its use, the corporation can elect to recover all, or a portion of the costs. Again, the higher the cost, the less likely a business unit is to use the aircraft.

FULLY-LOADED COST ALLOCATION A fully-loaded cost allocation is an attempt to allocate 100% of the aircraft costs among the users of the aircraft. If headquarters used the aircraft 67% of the time and sales 33%, then sales should pay 33% of the aircraft budget.

Where this gets difficult is in budgeting and setting the rate. Rates can be by the hour, mile, or seat-mile. If the actual costs exceed the budget, how are the added costs to be recovered? Or, if costs are lower than budgeted, will funds be returned to the business units? Does the full allocation include depreciation of the aircraft or just its operating costs? This method requires a clear understanding of the aircraft costs and an accurate budget.

SIFL RATES In the US, the Internal Revenue Service uses Standard Industry Fare Levels in imputing the value of private air travel for non-business/personal use. These IRS SIFL rates (which are based on distance and seats, not the actual cost of operating the aircraft) can also be used for the chargeback cost of the business aircraft.

There may be other formulas in use such as permile allocations, an allocation of the depreciation of the aircraft, or a hybrid-mix of the above formulas. Regardless of methods used, the accounting records must reflect the chargebacks to all users of the aircraft.

A final note: Business aircraft operate in the US under FAR Part 91 and are classified as non-commercial transportation, whereas Part 135 allows for commercial transportation for which compensation is collected. The IRS may question the aircraft chargebacks and in some cases reallocate them during an audit. Care must be taken to avoid any action that either suggests or creates a separate company to provide air transportation services to the corporation unless that separate company holds a Part 135 certificate. For corporations that own an aircraft for its own use, chargebacks are an acceptable way to allocate the use of the business aircraft among the company’s departments.

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

OPERATING COST ALLOCATION The operating cost allocation involves some formula to cover the Variable Operating Costs (fuel, maintenance, etc.) and the Fixed Operating Costs (crew salaries, hangar, insurance, training, etc.). The options range from a percentage of the variable costs to recovering 100% of those costs.

This chargeback method, which can be

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Aircraft Index see Page 4

Charlie Bravo May 23/04/2012 16:56 Page 1

Boardroom guide 3 May12_FinanceSept 25/04/2012 09:45 Page 1

BUSINESS AVIATION AND THE BOARDROOM

Allocating Costs For Business Aviation Cost accounting and allocation of a company aircraft is not uniform among users of Business Aviation, in part because Boards fail to treat such assets as one of many business tools available to the enterprise. Just as acquisition and depreciation costs of more familiar assets are spread throughout the corporation as overhead, so should similar costs associated with business aircraft, implies Jack Olcott. n this month’s Business Aviation and the Boardroom, David Wyndham addresses the sensitive subject of allocating costs for use of the company aircraft (see preceding article).

His research uncovered that only 44 percent of the companies owning or leasing business aircraft and belonging to the National Business Aviation Association have established policies regarding chargebacks—the term used to identify how aviation costs are allocated to the department or employee using the company aircraft. Even among larger companies (ones with assets over $5 billion) the use of charge-back allocations is less than 60 percent.

I

The chart below presents how those companies that do have chargeback policies determine what costs will be incurred by the department or executive using the aircraft.

Based upon recognition that business aircraft are highly effective tools for maximizing the value of people and time, Boards should establish policy that facilitates the use of Business Aviation where this unique form of safe and effective transportation

provides maximum benefits to the company and its shareholders.

Chargebacks that allocate to users the total cost of owning and operating a business aircraft will guarantee that only executives at the highest level of company hierarchy will employ the asset, resulting in underutilization and inefficient use of company resources. Establishing a chargeback fee that is too low also is inefficient. Having no policy for cost allocation is simply poor governance.

One additional thought: Boards are wise to establish policy for use of Business Aviation that focuses on benefits to be gained by having the right person—be he or she an executive, specialist or technician—at the right place and at the right time to maximize sales and customer loyalty. Recognizing that chargebacks have a pivotal influence on aircraft use, policy must provide for extraordinary situations where cost should not stand in the way of opportunity 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

GENERAL BASIS FOR CHARGEBACK (Among companies allocating aircraft costs)

SOURCE: NBAA OPERATOR PROFILE & BENCHMARK SURVEY

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Aircraft Index see Page 4

General Aviation May 25/04/2012 12:50 Page 1

Boardroom guide 4 May12_FinanceSept 23/04/2012 14:40 Page 1

BUSINESS AVIATION AND THE BOARDROOM

Thinking Out Of The Boardroom Box Board Members are wise to seek expert advice from their existing flight department personnel when developing policy affecting their company’s use of Business Aviation, recommends Jay Mesinger.

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

ost of our articles and topics within Business Aviation and the Boardroom have focused on discussions taking place inside the Boardroom. This is appropriate, especially to address the needs of a company seeking to understand the value proposition, create the necessary budget and develop a utilization plan for acquiring and using a business aircraft. Typically the Board reaches beyond its setting to bring in outside expertise to help in this planning, largely because the internal resources and infrastructure were not already in place for consultation.

M

As the corporate flight department develops and matures, however, there is a terrific opportunity for joint planning between the Board and the company’s aviation personnel. I like to think of this collabora-

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tion as a bridge, enabling dialogue between business units within the company, and an opportunity to redefine the role of the flight department as an autonomous and responsible unit whose job it is to carry out the “mission critical” work of Business Aviation for the company.

APPROPRIATE RECOGNITION = REDEFINITION In the past, and still in a few instances the flight department is not recognized as a business unit of the company, as are most other critical budget-driven departments. The fact is, aviation department managers really do have responsibility for critical corporate assets, the most important being the firm’s personnel.

U

Aircraft Index see Page 4

CAP May 23/04/2012 16:58 Page 1

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Boardroom guide 4 May12_FinanceSept 23/04/2012 17:19 Page 2

BUSINESS AVIATION AND THE BOARDROOM

“ Creating an environment for effective dialog between management of the company’s aviation department and Members of the Board is where real success is possible.”

DIRECTORS SHOULD BE COMMUNICATING DIRECTLY TO THE HEADS OF THE AVIATION DEPARTMENTS TO DISCUSS ANY PROPOSED CHANGES TO AIRCRAFT USE

The head of the aviation department also manages expensive equipment including the company aircraft as well as physical plants like hangars.

Understanding the magnitude of the flight department’s mission and the impact of aviation assets on sources (such as depreciation) and uses of corporate funds makes this redefinition necessary.

The industry at large is walking this road toward integrating the aviation department into the company, giving it uncompromised status as a business unit within the corporate structure. The aviation department as a business unit has annual budget responsibility, which includes understanding the depreciation component of the assets as well as the residual value of equipment.

PILOTS AS BUSINESS MANAGERS Today’s flight department managers are not just pilots flying the aircraft; they are business managers creating value in the midst of a very complex playing field.

Directors should reach out to the aviation department, a rich resource of knowledge they can use to shape the company’s Business Aviation policies.

As we have discussed in prior articles, regular review of aviation department mission, equipment and costs, based on changing priorities and utilization models, is essential to the successful fulfillment of the Board’s aviation policies. Creating an environment for effective dialog between management of the company’s aviation department and Members of the Board is where real success is possible.

As the flight department grows and matures and as utilization increases, continued questions will arise.

Does the aviation department’s existing equipment align with the company’s current and emerging mis-

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sion, and does the departmental head count meet the changing priorities of the company and its personnel?

As we discussed in last month’s article (April Issue, p56), one area of change that can greatly affect planning is allowing greater access to the aircraft. Rather than attempting to answer such questions solely within the Boardroom or seeking outside consultants, Directors should be communicating directly to the head of the aviation department and discussing any proposed changes.

Given Board direction of what to do, the aviation department manager should be tasked with determining how to accomplish the Board’s will. As head of a company business unit, the flight department manager should contact external experts, if needed, to shape the solution and recommend needed components for Board consideration.

It is appropriate for the Board to concentrate on overall governance and to task the flight department with the day-to-day responsibility of implementing corporate policy for Business Aviation, as well as serving Directors as their knowledgeable aviation experts.

Shaping the aviation department into a strong and vibrant business unit within the overall corporate structure is a measurement of Board success. Like launching a child into the world to pursue their dreams and passions, it is time to celebrate the accomplishment of the Board in creating a viable, responsible and trustworthy department.

Congratulations!

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

Get it answered/published in World Aircraft Sales Magazine.

Email feedback to: Jack@avbuyer.com

Aircraft Index see Page 4

CO M Ma AT E V y EB IS G e 14 t AC IT n Ha e ll 7 va E US !

-B

2 th 6 1 ay o M p to x 11 h Pale h 70 t

2 01

BOMBARDIER BUSINESS AIRCRAFT & SIKORSKY REPRESENTATIVE

Fro m

oo

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Fresh 4800 hr inspection EU OPS Certified

s/n 2053

2001 CHALLENGER 604

APU on MSP Gold prog.

Engines on GE on Point

AirframeT.T - 2400 hrs Fresh MPI

s/n 226

s/n 5487

Engines & APU on MSP RVSM Certified

Airframe T.T. - 3455 hrs EU OPS 1 Certified

Engine maint. prog. JSSI EU OPS Compliant

Airframe on SmartParts Int. / Ext. redone in ‘09

2001 FALCON 2000

s/n 161

Engines enrolled on CSP HUD CAT IIIA

2002 BEECHJET 400A

AirframeT.T - 2602,25 hrs RVSM Compliant

2008 HAWKER 900XP

Collins Pro Line 21 EFIS EU OPS Compliant

s/n RK-343

s/n HA-56

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WAS April 2012.indd 1

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Boardroom guide 5may12_FinanceSept 23/04/2012 17:25 Page 1

BUSINESS AVIATION AND THE BOARDROOM

Selection of Aviation Services: The Tangibles Shopping for aviation services is a challenging process. It incorporates both tangible and intangible decision elements. Pete Agur discusses the three key tangible elements for selecting the right services and resources for your company.

Peter Agur Jr. is managing director and founder of The VanAllen Group, a business aviation consultancy 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.

overnance of aviation services involves a comprehensive examination of why your company requires use of Business Aviation, and a definition of the missions to be accomplished and the resources needed to accomplish the desired results. Thus it is useful to consider the following tangible elements.

G

STRATEGIC INTENT When it comes to successfully accomplishing your company’s Strategic Intent, aircraft services are not the critical resource. Your people are. Aircraft services leverage the speed and quality of your people’s efforts. However, defining which people have access to aviation services and for what purposes you will use those services, will form the basis for a critical discussion that provides appropriate direction and clarifies its justification.

Your challenge, as a Board Member, is to assure the effective definition, acquisition and hierarchy of the use of your business’ aviation resources. Your aviation services and resources must directly support the achievement of your business’ Strategic Intent enabling the right people, to be in the right places, at the right times, to do the right things.

OPERATIONAL MISSION The next tangible element is the purpose of the aircraft service. How many people will travel, how far, and to what airports? Airplane and car seating capacity are alike. If the vehicle seats five, it is probably comfortable for four or fewer people on all but the shortest of trips.

As an example, if as many as one in ten of your trips are likely to carry seven passengers, an aircraft with a normal capacity of seven or eight is probably U a good fit. Don’t talk yourself into considering a

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Aircraft Index see Page 4

Aradian May 23/04/2012 17:02 Page 1

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2007 Hawker 850XP

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Boardroom guide 5may12_FinanceSept 23/04/2012 17:28 Page 2

BUSINESS AVIATION AND THE BOARDROOM

“The traditional metric for aircraft capacity has been flight hours, but these are not an adequate indication of an aircraft’s business capacity.”

belted potty as a normal seat. It is neither as comfortable nor as safe as the other passenger seats.

Your trip profile defines what aircraft performance you need, and includes two primary factors: Range (maximum distance you are willing to go without refueling); and Runway performance - the distance taken for an aircraft to accelerate to flight speeds and either stop on the runway or continue to fly away if an engine fails. Runway performance is significantly affected by airport elevation and temperature.

Minimum length required for landing is also a consideration since it is affected by airport elevation, temperature and wind.

QUANTITY OF RESOURCES How much flying you do defines your best aviation resource fit: -

250+ hours per year is the typical financial hurdle for whole aircraft ownership.

50–200 hours is the sweet-spot for fractional ownership.

Up to 50 hours calls for charter to be your primary resource, assuming a qualified vendor is nearby.

Remember: Even if you only need 250 hours per year from a single aircraft, that aircraft will be out of service for routine maintenance 10 to 15 days each year some years less, some years much more, so you probably won’t be able to shape your entire travel calendar around the airplane’s availability. Therefore, supplemental lift will be needed.

If that need is for only a few days each year and is mostly for out and return flights, then charter is likely the best back-up resource for you. On the other hand, if you have a need for more capacity or multiple aircraft on the same day, or significant one-way leg coverage (like Board meeting days and connections with international airline flights), then fractional aircraft ownership and charter (depending on the amount of days and hours involved) are probably your best fit.

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What may not be a great fit are charter debit cards.

First, their pricing includes a substantial premium.

Second, the quality of service on debit card flights is reported to have a higher variability (understandable since services usually are from a variety of vendors).

The traditional metric for aircraft capacity has been flight hours, but these are not an adequate indication of an aircraft’s business capacity. A better business-use metric is “days used when the aircraft is available,” which excludes days when the aircraft is down for maintenance (normally 4-6% of the time).

The math is easy. If yours is primarily a weekday company, the number of business days in a year is about 250. Since many trips take two or more days, the ability to schedule the aircraft to 100% of its availability is limited by trip request overlap or conflicts. Thus, the maximum capacity of an aircraft is somewhere around 80% of its available days or about 188 days for a highly employed aircraft (250 work days –15 maintenance days x 80% = 188 days used). Much closer to the norm for business aircraft use is a benchmark of about 160 flight days per year (~65% of available weekdays plus some weekend days).

IN CLOSING...

The first three elements in the selection of aircraft services are very tangible. Yet, anyone who has bought a car (or an airplane) realizes there are often overriding intangible components in making the final decision. Since there are numerous “buyers” (financial, user, operator, etc.) in the aircraft services selection process, the intangible side of the selection process has some very interesting nuances which will be explored next month.

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

Get it answered/published in World Aircraft Sales Magazine.

Email feedback to: Jack@avbuyer.com

Aircraft Index see Page 4

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Boardroom guide 6 May12_FinanceSept 23/04/2012 16:31 Page 1

BUSINESS AVIATION AND THE BOARDROOM

Changes To EU VAT Rules Affect Aircraft Importation (Part 2) Attorney Chris Younger continues his comments about recent revisions of European Union rules pertaining to customs duties and value-added taxes for Non-EU registered aircraft.

Chris Younger is a partner at GKG Law, P.C. practicing in the firm’s Business Aircraft Group. He focuses his legal practice on business aircraft transactions as well as issues relating to federal and state taxation and regulation of business aircraft ownership and operations. Mr. Younger can be contacted at cyounger@gkglaw.com

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A

s discussed in last month’s Business Aviation and the Boardroom section (p6062), Board Members must consider whether their company’s US-registered aircraft should be fully imported into the EU or if a duty and VAT-free temporary admission of the aircraft into a particular EU member country will be adequate.

‘SIX MONTH’ RULE

We offered a general overview of the key concepts to be considered in connection with this analysis.

Now we will take a closer look at the specific requirements for temporary admission of aircraft into the EU and the interpretation of those rules by individual EU member states.

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WORLD AIRCRAFT SALES MAGAZINE – May 2012

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There is no specific guidance in the EU Customs Code (Code) regarding the method for applying the ‘up to six months’ rule. Each EU member state therefore determines how this six month period is measured. Ultimately, this situation leads to disparate treatment of an aircraft depending on the country into which it is flown. For example:

•

Under the most restrictive interpretation, a country may determine that only one period of entry for six consecutive months is allowed for a particular aircraft.

Another country may interpret the rule less U restrictively to mean that the period is

Aircraft Index see Page 4

2009 Embraer Phenom 100 N59PW, S/N 50000081, Only 290 Hours Since New, Enrolled on EEC Enhanced Airframe Program, JSSI Premium Engine Program and Still Under Factory Warranty, TCAS I, Garmin Synthetic Vision and Belted Potty

2010 Embraer Phenom 100

Twin Commander 1000

N196EC, S/N 50000151, Still Under Factory Warranty, On Embraer’s Airframe EEC Enhanced Program and Pratt’s ESP Gold Engine Program, Garmin GTS-850 TCAS I, ChartView, GWX-68 Radar, 2nd Transponder and DME

N695CT, S/N 96096, Only 4,601 Airframe and Engine Hours Since New, Dash Ten Engines on Honeywell MSP, Dual Garmin GNS-530W’s, Hartzell Wide Chord Q-Tip Props

2008 Cessna Citation CJ3

Dash Ten Powered Twin Commander 900

N711BE, S/N 525B-0212, Motivated Seller, 575 Hours and One Owner Since New, TAP Elite, Collins TCAS-4000 TCAS II, Collins HF, Honeywell Mark VIII EGPWS, AirCell ST-3100 Iridium Phone and Jeppesen Electronic Charts

N29GD, S/N 15035, Garmin GNS-530W with WAAS, Skywatch Traffic, Wide Chord Q-Tip Props and Keith Freon Air Conditioning

Cessna Citation S/II

Dash Ten Powered Twin Commander 690B

N500ZB, S/N S550-0023, 212 Engine Hours Since Hot Section Inspections and 2,046 Engine Hours Since Overhauls, Freon Air Conditioning, Current Part 135

N690GF, S/N 11357, Garmin GTN-750 and GTN-650 Touchscreens, Garmin GTX-33 and GTX-330 Transponders, Garmin GMA-340 Audio Panel, Skywatch and 6324 AFTT

www.eagle-creek.com | 317.293.6935 | 317.297.9341 Eagle Creek Airport | 4101 Dandy Trail | Indianapolis, IN 46254

ECA236_WASAd_r1.indd 1

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Boardroom guide 6 May12_FinanceSept 23/04/2012 16:32 Page 2

BUSINESS AVIATION AND THE BOARDROOM

•

•

measured based on a total of six consecutive months in any calendar year.

Yet another interpretation would hold that the rule applies based on six non-consecutive months in any calendar year.

Finally, under the most liberal interpretation of this rule, a country may determine that a new six month measurement period begins each time the aircraft leaves and re-enters the EU.

Complicating this analysis is the additional requirement in the Code that the maximum overall period during which an aircraft may remain in the EU in connection with more than one temporary importation is 24 months (measured from the date of the aircraft’s first entry into the EU). Therefore an aircraft owner must ensure it complies with each EU member country’s interpretation of the meaning of the ‘up to six months’ rule and be certain not to violate the 24 month rule as well.

“Consultation with an EU customs expert who has substantial experience working with the importation of aircraft into the EU is imperative.”

PRIVATE VERSUS COMMERCIAL USE Each EU member state ultimately makes its own determination as to whether a particular flight is treated as private or commercial. Commercial use is defined under the Code as the transport of persons or of goods for remuneration, or in the framework of an economic activity of an enterprise.

The definitions of commercial and private aircraft operations created and relied on by other regulatory agencies (such as the FAA distinction between commercial (Part 135) and private (Part 91) operations) are not relevant to this analysis.

This ambiguity may lead to the potentially disparate treatment of a flight depending on the country into which an aircraft is flown. For example, the United Kingdom has adopted a very broad definition of what constitutes a ‘private flight’ that includes most corporate flight operations conducted under FAR Part 91. This interpretation contrasts sharply with customs authorities in other EU member states that have consistently applied this definition to exclude FAR Part 91 corporate flight operations from the definition of a ‘private flight’ for purposes of applying their customs duties and VAT to a particular aircraft.

CARRIAGE OF EU RESIDENTS Another important issue pertains to the carriage of European Union residents as passengers and crew members on a Non-EU-registered aircraft operating in the EU, and the effect thereof on temporary importation. The basic rule is that a U.S. registered aircraft may not carry an EU resident on board as a passenger or member of the aircraft’s flight crew with respect to flights between locations within the EU. This issue falls under the general heading of Cabotage.

Unfortunately, the application of the rule and its exceptions in each EU member country is inconsistent. For example, under the Code, EU residents are allowed on such flights provided they are employed or authorized by the aircraft owner.

However, it is not clear from existing guidance if

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employment by an affiliate of the owner will be attributed to the owner to meet the requirements of the foregoing exception or if the required authorization from an employer must be obtained in advance, be in writing and/or be carried on board the aircraft to apply.

Furthermore, certain EU countries may interpret the rule to apply not just to carriage of EU residents but also to carriage of citizens of EU member states even though they are not EU residents.

The bottom line is that Board Members must carefully consider the issues described above before flying US-registered aircraft into or within the EU (preferably as soon as flight operations in the EU are contemplated) to ensure compliance with all EU customs duty and VAT requirements.

Consultation with an EU customs expert who has substantial experience working with the importation of aircraft into the EU is imperative. Only by engaging in thorough advance planning will aircraft owners be assured that they may avoid potential major inconvenience and substantial expense associated with an improper importation of an aircraft into the EU. Do you have any questions or opinions on the above topic?

Get it answered/published in World Aircraft Sales Magazine.

Email feedback to: Jack@avbuyer.com Aircraft Index see Page 4

Wentworth May 23/04/2012 17:10 Page 1

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Boardroom guide7 April11_FinanceSept 23/04/2012 17:31 Page 1

BUSINESS AVIATION AND THE BOARDROOM

‘PUNC’: Your Checklist For Insurance Coverage ‘PUNC’ (Pilots, Use, Named Insured and Contracts) is an acronym capturing the four most important areas of aviation insurance that result in the largest percentage of claims denials, asserts Stuart Hope.

Get these four correct and 85% of your coverage will be solid.

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

I

n 2007, a corporate jet ran off the runway at the Santa Barbara Municipal Airport after aborting its take-off. The aircraft departed the end of the runway, impacted a berm and collapsed the nose landing gear, then slid on its nose an additional 100 feet before coming to a stop. None of the 15 occupants was killed, but the aircraft was heavily damaged.

The resulting insurance claim was denied by the insurer because a backup co-pilot being used that day did not meet the pilot requirements of the policy.

Although very well qualified, he had “never attended any formal training course” relative to the aircraft type and had only flown a total of 25 hours in the previous four years. This history was causal to the loss.

PILOTS Perhaps one of the easiest and most common ways to void all coverage under your aircraft insurance policy is to allow a pilot to fly your aircraft without confirming he/she meets the approved pilot clause of the aviation insurance policy. Contrary to popular belief, insurance companies do not like to deny claims but they also set mutually agreed-upon terms in the insurance contract - such as the Approved Pilots clause - that if not followed, leave little choice but to deny certain claims.

You need to know exactly who can and cannot fly your aircraft according to the requirements of the insurance policy. Aviation insurers require higher standards than required by the Federal Aviation Regulations - it is the insurance company that could shell out millions in the event of a loss, so it is in their vested interest to be completely comfortable with the pilots at the controls of your aircraft.

The insurance company will state in the policy exactU ly who is approved to act as pilot-in-command or

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Aircraft Index see Page 4

Project1_Layout 1 21/02/2012 11:33 Page 1

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Boardroom guide7 April11_FinanceSept 23/04/2012 17:32 Page 2

BUSINESS AVIATION AND THE BOARDROOM

“ If the pilot physically handling the controls at the time of a loss is not approved as pilot under the policy, there is no coverage.”

second-in-command. Typically pilots will be listed by name. Some policies include an “open pilot clause,” which stipulates broad credentials and pilot experience that, if met, would allow an aircraft owner to use that particular pilot.

Depending on how coverage is structured, many policies have additional requirements listed for the pilots that must be met to the letter of the law! Some policies require “that all pilots, whether named or meeting an open pilot clause, must have successfully completed a motion-based simulator training course specifically designed for the make and model aircraft operated within the preceding twelve months of any and all flights covered by this policy, and annually thereafter.” Some of the items required by a claims adjuster after a loss are: • Documentation that the pilot(s) flying the aircraft completed the above outlined training as required; • Proof that the training took place in the make and model (e.g. Falcon 900 doesn’t equal a Falcon 2000) aircraft being operated; • Evidence that pilots actually logged the amount of time previously reported to the insurance underwriter.

Insurance companies do recognize the need for flexibility when it comes to who is allowed to fly your airplane. If your regular pilot is ill or on vacation, it is helpful to utilize another pilot who has already been pre-approved by the insurance company. This is the intent of the “open pilot clause” found in some policies. The open pilot warranty is not designed, however, to allow you to let other pilots operate the aircraft on a regular basis. Be very careful when relying on this provision of your policy. Compliance can be very tricky, and the insurance adjuster will closely scrutinize the circumstances and credentials of a pilot flying under the open pilot warranty in the event of a claim.

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Some aircraft owners mistakenly believe it is acceptable for a non-approved pilot to receive instruction or log time in your aircraft, provided another “insurance-approved” pilot is in the cockpit acting as Pilot In Command (PIC) as defined by the FAA. However, PIC as defined by the insurance carrier is “sole manipulator of the controls,” not who is responsible for the aircraft. If the pilot physically handling the controls at the time of a loss is not approved as pilot under the policy, there is no coverage. Insurance underwriters view the practice of a non-approved pilot handling the controls under instruction as an increased hazard requiring their analysis and approval prior to flight.

Remember, a majority of accidents and incidents are attributed to pilot error. The insurance company cares greatly about who pilots your aircraft. Claims get denied when an unapproved pilot is at the controls!

Consider keeping a copy of the approved pilots section of your policy in the cockpit as a reminder.

Make certain your Flight Department ensures the required recurrent training is completed within the allotted time and that any pilot used regularly is lised on the policy by name.

Prior to using a pilot other than your regular pilot(s), ensure the Flight Department has that pilot complete a pilot form verifying his credentials, submitting it to your aviation insurance broker and receiving the blessing of the insurance carrier.

Remember and use PUNC. Next month we will address the “U” in PUNC.

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

Get them answered/published in World Aircraft Sales Magazine. Email feedback to: Jack@avbuyer.com Aircraft Index see Page 4

Jeteffect Inventory May 23/04/2012 17:12 Page 1

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Astra Astra Challenger 601-1A Challenger 601-3A Citation Jet Citation Jet Citation Jet Citation Sovereign Citation V Falcon 900B Falcon 50 Global Express Gulfstream G200 Gulfstream GIV Gulfstream GIV Gulfstream III Hawker 800XP Hawker 800XP Lancair Learjet 60XR Learjet 60 Learjet 60 Learjet 45 Learjet 35A Learjet 31A Phenom 100 Piaggio Avanti P180 Pilatus PC-12/45 Premier IA

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Boardroom guide 8May12_FinanceSept 25/04/2012 09:43 Page 1

BUSINESS AVIATION AND THE BOARDROOM

Entry-Level Jet Value When considering ownership of a business jet, the EntryLevel category offers the ‘lowest available’ from every perspective. Providing it can meet the needs of the majority of your company’s travel requirements and cabin size is not an issue, the maximum flexibility and minimum financial impact can bring the best of Business Aviation to your corporation’s doorstep.

A

colleague telephoned me to relate his recent experience as a passenger on a Large Cabin corporate aircraft. The mission had been to deliver a site-inspection team for an expanding company.

The colleague was surprised to learn that another airport than the one he’d landed at was adjacent to the inspection site. His Large Cabin business jet had in fact landed 30 miles away, and a van was required to take the group to their final destination.

The runway at the adjacent site was 3,000 feet long and 35 feet wide - enough to manage a smaller airplane, but on this occasion his larger cabin jet required more landing distance and therefore needed to use an airport further away.

Ultimately the Entry Level/Very Light Jet (VLJ) category of aircraft reviewed here offer access to the broadest selection of destinations, with runway needs that top at about 3,500 for the models in our category.

BIGGER IS NOT ALWAYS BETTER My colleague hit one of the key elements that make small business jets ideal for many business operators: smaller can be smarter. It’s a fact that small jets offer all the same capabilities as large jets, but in smaller increments – and with some acknowledged adjustments: •

Small Jets can fly anywhere the bigger models can, but they may need more stops and routing that is far from direct;

ENTRY - LEVEL JETS AVERAGE RETAIL PRICE GUIDE - SPRING 2012

What your money buys today YEAR OF MANUFACTURE

MODELS CESSNA CITATION MUSTANG

2011 US$M

2010 US$M

2009 US$M

2008 US$M

2007 US$M

2006 US$M

3.0

2.5

2.3

2.0

1.9

1.8

0.850

0.825

0.800

ECLIPSE 500 EMBRAER PHENOM 100

3.8

CIRRUS VISION SF50

1.72*

DIAMOND D-JET

1.89*

HONDA HONDAJET

4.50*

3.3

2.8

WORLD AIRCRAFT SALES MAGAZINE – May 2012

2004 US$M

2003 US$M

2002 US$M

2.5

Aircraft Bluebook Data – Carl Janssens, Editor: carl@jetappraisals.com

* APPROXIMATE COST PRIOR TO LAUNCH

78

2005 US$M

www.AvBuyer.com

Aircraft Index see Page 4

Boardroom guide 8May12_FinanceSept 25/04/2012 09:43 Page 2

What the Boardroom needs to know about Business Aviation

•

•

•

Beyond their ability to go into any airport the larger jets can visit, smaller jets enjoy access to hundreds more locations that larger models cannot access; Small Jets fly fast enough to negate speed differences on trips of 500 to 600 miles, although longer trips will take longer; and They can carry weights equal to the load typically carried on the average business aircraft mission.

WHAT THEY CAN’T DO? When one factors the cost advantages – acquisition, operating, maintaining and housing a smaller jet – it becomes easy to see why smaller jets are a dominant force in business flying: they work well.

Business jets from Cessna, Cirrus, Diamond, Eclipse, Embraer, Honda and Piper offer variations on these themes. The Eclipse 500, for example, exemplifies an effort to extend business jet access downward to a broader population of owner-pilots/businessmen.

GETTING THE JOB DONE Cruise speeds range from as low as 300 knots for the single-engine Cirrus to 370 knots for the rest— the twin-engine Citation Mustang and Embraer Phenom 100.

Fuel consumption is, of course, at the low end of the scale, and most are eligible for single-pilot operations, making them available to owner/pilots and frugal flight departments willing to tackle the additional training and qualification work needed to use them to their full potential.

When considering ownership of a business jet, the Entry Level category offers the lowest available from every perspective. Providing it can meet the needs of the majority of your company’s travel requirements and cabin size is not an issue, the maximum flexibility and minimum financial impact can bring the best of Business Aviation to your corporation’s doorstep.

The Cirrus SJ50 Vision, Diamond D-JET and PiperJet Altair – all of which are in development – mirror that same philosophy. Cessna’s Mustang and Embraer’s Phenom 100, meanwhile, occupy the lower rung in the size scale among certificated and in-production jets.

The Entry Level Jet Retail Price Guide (opposite) represents current value published in the Aircraft Bluebook - Price Digest (unless stated). Aircraft are listed alphabetically. With the reader’s knowledge of aircraft, equipment, range and performance, the following guide should allow the reader to determine the best value for consideration.

What they all share are low prices (under $4.5 million, with Diamond’s and Cirrus’ aircraft currently selling at just above $1.5 million) and capabilities that position them as significant steps-ups from the dominant Turboprop and Piston Twin options.

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

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

Advertising Enquiries see Page 8

“Fuel consumption is, of course, at the low end of the scale, and most are eligible for single-pilot operations, making them available to owner/pilots .”

www.AvBuyer.com

WORLD AIRCRAFT SALES MAGAZINE – May 2012

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IRS Tax Audits May12_Gil WolinNov06 25/04/2012 09:33 Page 1

IRS TAX AUDITS

Aircraft Tax Audits: A Game of Tomes (Part 2).

by Gary I. Horowitz s discussed last month, private aircraft owners and operators are well aware that aircraft are particular targets for federal and state tax audit, but that’s ok. Knowing that the tax audit risk is there and knowing what tax auditors are looking for is an opportunity for proper aircraft ownership and operations planning to avoid many of the audit traps.

If the trap has already been sprung, then it is important to know what the auditors are looking for and how to handle the situation.

A business aircraft tax audit is a game of tomes – a fight between the IRS and the taxpayer involving the Internal Revenue Code, Treasury Regulations, IRS rulings, court cases and the interpretation of these authorities.

Following is what we are seeing these days in aircraft tax audits.

A

BONUS DEPRECIATION What the law giveth, the IRS taketh away.

Some IRS auditors have a particular dislike for “bonus depreciation” on business aircraft based purely on the tax deduction amount permitted (“That’s a large deduction!”), and they aggressively look for ways to directly or indirectly disallow bonus depreciation deductions.

Depending upon the year, taxpayers can take a 100% or 50% “bonus” or “accelerated” depreciation deduction for new aircraft ❯

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WORLD AIRCRAFT SALES MAGAZINE – May 2012

A BUSINESS AIRCRAFT TAX AUDIT IS A FIGHT BETWEEN THE IRS AND TAXPAYERN

www.AvBuyer.com

Aircraft Index see Page 4

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IRS TAX AUDITS

purchased. The purpose of this law was to help stimulate the economy and preserve manufacturing jobs. However, the reality is that even when a taxpayer qualifies for bonus depreciation, the IRS is auditing business aircraft owners and aggressively trying to disallow bonus depreciation through various techniques.

The “indirect” methods were touched upon in Part 1 (World Aircraft Sales Magazine, April Issue, p122). The “direct” method is to scrutinize the taxpayer’s transaction under the bonus depreciation rules to find missteps.

For example, under the bonus depreciation rules, the “original use” of the aircraft must begin with the taxpayer – that is, it cannot be a used aircraft (other than certain sale/leaseback situations occurring within three months of the aircraft’s original use).

The taxpayer must also have a “written, binding contract” signed at the right time. A contract is binding only if it is enforceable under state law against the taxpayer or a predecessor, and does not limit damages to a specified amount (for example, by use of a liquidated damages provision).

However, a contractual provision that limits damages to an amount equal to at least 5% of the total contract price will not be treated as limiting damages to a specified amount.

Therefore, a contract to purchase an aircraft that has a liquidated damages provision

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of at least 5% may be considered a binding contract and the aircraft could still be eligible for bonus depreciation.

The lesson here on avoiding IRS audit disallowance of bonus depreciation is that the bonus depreciation rules, and future aircraft operations, must both be considered before signing the contract to purchase a new aircraft.

AIR TRANSPORTATION EXCISE TAXES At one time, IRS audits for Federal Excise Taxes (FET) on air transportation services were generally limited to aircraft charter operators and commercial airlines. Those days are gone. Now, private aircraft operations and charter brokers are being aggressively audited for FET. The Tax Code imposes a 7.5% FET on the amount paid for taxable transportation of any person by air, which is generally transportation by air that begins and ends in the United States.

To determine the tax base on which FET is imposed, the tax is measured by the total amount paid for transportation, but when a payment covers charges for non-transportation services (such as meals, hotel accommodations, etc.,) as well as for transportation of a person, the charges for the nontransportation services may be excluded in www.AvBuyer.com

computing the FET. However, the non-transportation charges must be separately stated from the taxable transportation charges, otherwise an IRS auditor will seek to impose FET on otherwise non-taxable non-transportation services.

The IRS’s latest invention is to claim that management fees paid by an aircraft owner to its aircraft management company are subject to FET, even when the aircraft is operated by the owner under FAR Part 91.

In recent IRS Chief Counsel Advice, the IRS examined a situation where an aircraft owner hired a management company to oversee aircraft operations, paid the management company a monthly management fee and reimbursed pilot employment and training costs. The IRS Office of Chief Counsel determined that the management company provided taxable transportation to the aircraft’s owner, and that FET was due on the monthly management fees and pilot reimbursements, neither of which (according to the IRS) were non-transportation services.

Business aircraft owners using management companies need to review and reconsider these relationships in light of the IRS’s latest effort to expand the FET, with an eye towards clearly establishing that the aircraft owner has possession, command and control over the aircraft and that the management company is an agent of the owner.

Aircraft Index see Page 4

IRS Tax Audits May12_Gil WolinNov06 25/04/2012 09:34 Page 3

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In addition to challenging the IRS’s new position during the audit and through litigation, aircraft owners should consider (a) directly employing the pilots, or (b) creating its own corporate flight department.

RESPONSIBLE PERSON TAX FOR UNCOLLECTED FET If it turns out that the company required to collect and remit FET on air transportation services to the IRS does not actually have the money to pay, that is not a problem - for the IRS, anyway. The IRS can seek to collect a trust fund recovery penalty equal to 100% of the unpaid FET from a “responsible person,” which is a person who (a) is responsible for collecting, accounting for, and paying over the FET, and (b) willfully fails to perform this responsibility.

Typically, these are high-ranking company officers who control the payment of FET to the IRS. If the IRS auditor seeks to assert this trust fund recovery penalty, a taxpayer needs to show that any failure to remit was not “willful.”

The IRS treats a responsible person as being “willful” if he (a) pays other creditors after he knows of the employer's failure to pay the withheld funds to the IRS, or (b) recklessly disregarded a known risk that the taxes were not being paid over.

If a responsible person is made aware that Advertising Enquiries see Page 8

FET has not been remitted to the IRS, such person’s investigation or correction of the mismanagement can help prove that the responsible person was not “willful”, and thus not liable for the trust fund recovery penalty.

RECORDKEEPING! Instead of fighting over deductions, the IRS has an easier time winning audits when the taxpayer has bad recordkeeping and fails to substantiate its business aircraft use.

Tax deductions are considered to be a “legislative grace” and taxpayers are required to substantiate their business use of aircraft by adequate records or by sufficient evidence corroborating the taxpayers’ own statements for (a) the amount of such expense, (b) the time, date, distance traveled and place of the travel, entertainment, amusement, recreation, or use of the aircraft, (c) the business purpose of the expense, and (d) the business relationship to the taxpayer of persons entertained that used the aircraft.

The Treasury Regulations provide more details regarding the business aircraft recordkeeping requirements, but the point here is to maintain adequate business aircraft records so as to prevent an IRS auditor from disallowing tax deductions based upon a business aircraft owner’s bad recordkeeping. www.AvBuyer.com

DON’T PANIC The best IRS audit defense occurs before the audit letter comes. Pre-plan business aircraft use and ownership, and keep good records.

When the audit examination letter comes, don’t panic. There is usually adequate time to manage the audit process and work through the issues with the IRS auditor.

If the IRS audit does not have a satisfying result, there are other opportunities to resolve the tax issues, such as the IRS Appeals Division and, if needed, the courts, both of which are impartial and will give the taxpayer a fair chance to resolve its tax problems. ❯ Gary I. Horowitz is Special Counsel with the Washington, D.C. law firm Wiley Rein LLP, representing private and commercial operators, owners, lessors and financiers in structuring the sale, acquisition, ownership and operation of aircraft, and providing federal tax and state sales and use tax planning services. Gary can be reached at Tel: +1 703-9052845, email: ghorowitz@wileyrein.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 WORLD AIRCRAFT SALES MAGAZINE – May 2012

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Ten Questions for BrianHumphries_PAMA interview November06 23/04/2012 15:34 Page 1

TEN QUESTIONS FOR EBAA

Ten Questions For EBAA:

by Mike Vines ust before EBACE, World Aircraft Sales Magazine caught up with both Brian Humphries, President of the European Business Aviation Association (EBAA), and the association’s newly-installed CEO Fabio Gamba to gage their perspectives on the key issues facing Business Aviation in Europe.

With EBACE2012 just around the corner, the following Question and Answers session offers an insight into just a few of the issues currently engaging their minds.

J

WAS: The European Union Emissions Trading Scheme (EU-ETS) has been a huge issue within Business Aviation lately. Where do we currently stand in this respect?

Humphries: EU-ETS is a complete mess and as we’ve been saying all along, it’s probably the worst law we’ve ever seen. We desperately hope that when the next revision occurs in 2014/15 we can change it. So what we’ve been trying to do is to make life as simple as possible for everyone in the meantime.

I’d like to mention our warm support for Eurocontrol in the development of its Small Emitter Tool (SET). At the moment it can only be applied to aircraft operators making fewer than 243 flights per four months over three consecutive four-month periods - with 84

WORLD AIRCRAFT SALES MAGAZINE – May 2012

BRIAN HUMPHRIES, PRESIDENT, EBAA

What should happen is that the whole of Business Aviation should be treated as a small emitter...

- Brian Humphries total annual emissions lower than 10,000 tons of CO2 per year. This effectively means that SET is only for private operators at the moment, but we have got about 101 people currently signed up for it.

SET is available for small emitters to use at a cost of €400 annually. Most of the signatories are small companies with one or two aircraft that make occasional visits to Europe. As SET is completely independent of the operator why does the operator need to have it verified in advance? The trouble is that this is a legal issue but nevertheless we’re optimistic that when the first revision of the law comes in we’ll get single point verification. At the moment we’ve got an acceptance that a simplified version of verification is possible.

The problem we’ve got currently is that www.AvBuyer.com

FABIO GAMBA, CEO, EBAA

independent verification companies are making a fortune out of our people. We are assured that if small emitters are going to use SET then they don’t need an on-site visit from a verifier.

What should happen is that the whole of Business Aviation should be treated as a small emitter and therefore whatever the size of the Business Aviation operator they should be allowed to use the SET. We’ve made a bit of progress on this - and from February 1, 2013 the SET limit will be raised from 10,000 tons to 25,000 tons. That doesn’t mean that AOC operators can go up to 25,000 tons without registering, but if they emit less than 25,000 tons - whether commercial or non-commercial - then they can use the SET. That’s a step in the right direction.

[SET: A simplified estimation method to determine aircraft fuel consumption and carbon dioxide emissions for EU-ETS monitoring and reporting purposes. The tool is based on individual flights, actual route length and statistically-sound fuel consumption relationships.]

WAS: Has the threat of EU-ETS retaliation from foreign governments caused problems for non-EU business jet operators yet?

Gamba: Whether airline or Business Aviation

operators, non-EU operators have to comply ❯ Aircraft Index see Page 4

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Ten Questions for BrianHumphries_PAMA interview November06 23/04/2012 15:34 Page 2

TEN QUESTIONS FOR EBAA

with the EU-ETS directive when operating into Europe. They have the same thresholds and we already know that most of them are in compliance with the EU-ETS Monitoring Reporting Verification (MRV) process, so that’s good news.

This has, however, been done under strong protest by a certain number of countries and operators (in particular the U.S., China, Russia and India). Their protest followed the recent Moscow Summit which predicted new laws that would forbid their airline operators from taking part in EUETS. Whether this happens or not remains to be seen but it is putting a lot of pressure on the European Commission. What we don’t want to see are distortions of competition between EU and non-EU operators.

WAS: Is there anything related to Business Aviation that you’ve heard in regard to the discussions at the Moscow Summit?

Gamba: Well honestly, no. It’s no surprise that we didn’t hear anything in regard to Business Aviation, first of all because it’s only a handful of non-European operators who operate into Europe, and most are probably below the EU-ETS threshold.

Generally corporate companies will fly to Europe on long-haul flights and for them the costs would be relatively contained with the caveat that they would still have to go through the MRV process which is a pain for everyone.

A lot of these operators are talking to us.

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WORLD AIRCRAFT SALES MAGAZINE – May 2012

They’re worried and concerned and following with interest the row that the Chinese and Americans are creating around the topic - and obviously they would happily follow any exemption granted to the non-European commercial airlines.

Gamba: There are two major things in my

have gone up around 300% in eight years.

For the airlines it used to be between 12-15% of operating costs back in 2004, whereas today it is around 30% of operating costs.

For Business Aviation it’s more difficult to say as it depends entirely on the aircraft types operated, but I would estimate it’s around 12-15% of operating costs now.

Those operating the larger long-range VIP aircraft types are in a similar position to the airlines and do bear the brunt of these increases. The advantage that the airlines have over us, of course, is their ability to hedge fuel prices.

opinion. It can mean that you are providing transport commercially between Country A and Country B without the necessary permits or traffic rights. That is typically the case of non-European carriers who come to Europe and either do have cabotage rights, or use Fifth Intra-EU Traffic rights whilst the countries they operate from do not.

We believe that even more dangerous, however, are those flights that are operated commercially without the necessary AOC. They declare that they’re non-commercial but are effectively flying commercially. This is a cause of great concern as firstly it’s a question of safety (i.e. if you don’t have an AOC you’re not subjected to the same requirements in regards to safety). The customer might not be aware of the fact that he is operating an illegal flight and is responsible if there is an accident. Insurance would not cover such a flight, so if an accident happens the insurer would simply withdraw and not cover the accident.

WAS: Another hot topic of recent times is illegal charter. Is this still a problem in Europe?

WAS: Are increasing fees and taxes still a big issue for Business Aviation operators?

Gamba: Illegal charter is still a huge prob-

Gamba: Costs are continually increasing: Single European Sky (SES), costs of the Single European Sky ATM Research Program (SESAR), oil prices and national Business Aviation taxes have, or will hit hard.

The UK APD (Air Passenger Duty) is to be applied to Business Aviation flights from ❯

WAS: Are increasing fuel costs causing problems?

Gamba: Yes and no - and it’s true that costs

lem and is estimated at 6-8% of all Business Aviation flights in Europe. Although we have to use that figure with some caution, we’re talking about a potential 45,000 illegal Business Aviation flights per year.

WAS: What exactly do you mean by ‘illegal’? www.AvBuyer.com

Aircraft Index see Page 4

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Ten Questions for BrianHumphries_PAMA interview November06 23/04/2012 15:35 Page 3

TEN QUESTIONS FOR EBAA April 1, 2013. Germany, France, Austria and Italy (where it’s known as the Solidarity Tax) are implementing this as well. Other European countries preparing to go down this route are Croatia and Bosnia-Herzegovina. We do not have any exemptions on these taxes.

Italy to date represents the only country that has tried to impose a tax only on Business Aviation on top of the Solidarity Tax. I doubt others will follow suit. This is highly discriminative and relatively easily challenged. Our understanding is that after heavy criticism, the Italian authorities are mulling over a revised tax, and not targeting business aircraft ownership anymore, as was the case under the first version of the legislation.

Overall EU governments expect to generate €4.9 billion from all airline and Business Aviation movements annually, so as Business Aviation accounts for around 7.5% of all EU movements the amount collected will be over €100 million annually.

There are a number of reforms that have been underway for the last five or six years specifically related to Eurocontrol and it’s true that some have been fruitful. Eurocontrol costs have been contained which is remarkable. It used to cost €800 million per year, but under the leadership of the current MD these costs have been contained.

However, we see that the unit rate fees in Europe and in countries like Switzerland are incredibly expensive. For example it costs €99 per movement crossing the FIR at Zurich or at Geneva which takes about 12 minutes so that’s €99 per 12 minutes of flight time.

WAS: Are EU governments’ sovereignty issues slowing the implementation of SESAR?

Gamba: It’s a complex issue but it all boils down to the creation of the functional aspect blocks between two or more countries who need to define how they want to organize themselves in shrinking the number of ATC centers. It could be two, three or even four into one Air Traffic Control center.

It’s tough because ATC has always been perceived by governments as the continuation or the guarantee of the exercise of its sovereignty. Giving this away is then a testimony of giving away part of your sovereignty. So symbolically it’s pretty strong, and that’s why Single European Sky 1, as an issue of the late 1990s has always been extremely problematic. Despite that, by December 2012 functional aspect blocks should be established, but we’re still years behind schedule.

SESAR is the technological pillar of the SES and we’re about to go into the deployment phase with the big question ‘Who is going to finance the €30 billion required for it?’

The debate oscillates between the taxpayer and the user with a strong preference 88

WORLD AIRCRAFT SALES MAGAZINE – May 2012

by cash-strapped EU Member States to put all the burden on the user - i.e. ourselves - and that clearly is a no go!

WAS: What is the latest on security standardization across the EU? Gamba: We’d got a very good and promising regulation which allowed Business Aviation to be exonerated from a few measures that were specific to our business.

However, this has been interpreted slightly differently by each member state which means there is no standardized interpretation of the rules.

discussion for Business Aviation - but we don’t yet know if the end result will be the one we’re all hoping for.

The good thing is that EASA is willing to listen to us, as well as the aircrew unions.

It’s going to be interesting to see how we can find a sustainable compromise that doesn’t endanger the specifics and flexibility of our business model. I think the unions understand this too, and we hope to have a solution within the next two years.

WAS: What exactly are you asking for in relation to FTL?

Gamba: What we’d like is more time for the WAS: Are Rulemaking regulations making progress?

Gamba: Nothing is going smoothly. We know that EASA is a relatively new-borne agency and has made some huge mistakes.

EASA is, however, getting up to speed and showing understanding to the stakeholders in a more promising way – certainly more than a year or two ago.

A major concern to us is related to aircrew Flight Time Limitation (FTL). We pleaded with EASA that Business Aviation shouldn’t be treated the same as commercial airlines as we need to be far more flexible than them. This was understood and a partial victory was won in that new FTL rules have only been published to cover commercial airline limitations. So EASA has understood the need for having separate FTL www.AvBuyer.com

crews to be available and we’d certainly like more time than is being given to commercial airline crews. The FTL needs to be more flexible to allow our pilots to fly longer hours, without of course jeopardizing safety.

The old JAR-OPS approach was a country-by-country approach within European Member States. We’re calling for standardization but we don’t want it to follow the benchmark of the least flexible Member State. We are happy that EASA has taken this on, and we’re confident that we’ll get a satisfactory result.

❯ More information from www.ebaa.org

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

Aircraft Index see Page 4

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JMesingerMay12_JMesingerNov06 23/04/2012 15:52 Page 1

THE AVIATION LEADERSHIP ROUNDTABLE

ABACE2012 Through The Rearview Mirror attended the Asian Business Aviation Convention and Exhibition (ABACE2012) in March, and I would love to share my perspective and observations from this great event. As a board member of NBAA I could not have been more proud of the enormous contributions of Ed Bolen, Kathleen Blouin, Roger Wythe and the entire staff of NBAA. There was no shortage of obstacles in preparing for this event and yet there was no obstacle too high to overcome.

Congratulations team! I should also congratulate Asian Business Aviation Association (AsBAA), the equivalent association for Asia.

As an attendee and someone who is personally trying to understand the value benefit of China and this entire emerging Asian market to my business, it helped me continue to build the right perspective and expectations.

The quality of the attendees was huge for me.

I didn’t attend thinking I would find endusers - rather I hoped to go and create regulatory relationships in the region; get sales support introductions; and develop friendships with flight operations. I was able to hit home runs on all fronts!

On the regulatory side (which is mission critical as we work here to sell planes and meet the import requirements in the region), the show was attended by many of the Directors of the region’s FAA equivalents. For sales support, many attendees as well as exhibitors were from the market’s maintenance providers. And in developing friendships with flight operations, I was able to meet most of the in-region management companies who were in attendance.

The General Sessions and the Educational Sessions were superb as well, and attendance looked great both from an exhibitor standpoint as well as the number of visitors recorded. The event took place at the Shanghai Hawker Pacific facility, and Carey Matthews from Hawker Pacific Shanghai, made a difficult event appear seamless.

Having returned, and relayed the experience to the team, we are working to develop short- and long-term strategic goals for growth in the region. Short-term finds us continuing our financial commitment to the area,

I

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WORLD AIRCRAFT SALES MAGAZINE – May 2012

and includes regular visits dedicated to relationship-development (essential to the culture of the region). You can’t expect to simply show up in a new region one day and announce: “I am here”. On the contrary, the short-term strategy could very easily roll into a long-term strategy as relationships are not forged quickly. It must become clear to the market that you are there to stay.

Also short-term, we are focused on continuing our understanding of operations in the region. I have been fortunate enough to be able to present at many China educational events - whether in the region, at NBAA Conferences, or as one of several Webinars.

The topics have all focused on the operational challenges in-and-around China.

So much is changing, and so quickly within the region that yesterday’s news is often just fresh lining for the bottom of the bird cage. One must stay on top of developments that impact regulatory, operational and airspace concerns.

It must become clear to the market that you are there to stay.

Long-term is more difficult to predict. The short answer will be to create a business base in the region that is vibrant and profitable, making sales into and out of the region. As many of you already know, the OEM’s production shows a high percentage of new aircraft being delivered into the region. Years ago the manufacturers would have said that they were delivering just thirty percent of their new deliveries out of the United States. Over the last several years that number is exactly the opposite with thirty percent scheduled to be delivered within the United States, and the balance going to the new, emerging markets.

As consultants and aircraft brokers, we must follow the inventory. Of course, we www.AvBuyer.com

should not abandon our own back yard because the majority of pre-owned aircraft transactions still take place between US Seller and US Buyer.

Boots on the ground will also be essential to brand development because working a market like this from a long distance away is just not a viable strategy. Long-term viability for people in our end of the industry will also need to involve bridging the gap culturally, between not understanding the value of consulting services and in fact paying for them, as well as assigning exclusive mandates for the buying or selling.

Just telling all brokers who call, “the first one to bring me a deal will get my business and by the way, bill the seller,” will not attract the serious broker to want to be a part of the process. The same applies to the seller: they cannot just say that whoever brings them a buyer will get paid. This would mean that no one is ever working for the seller or buyer. No one is really representing the needs of the enduser, and transparency is not a part of what is already a complicated process.

There are many obstacles to overcome when reaching into new regions - but like the staff at NBAA in preparing ABACE2012, no obstacle is too high to overcome. ❯ Jay Mesinger is the CEO and Founder of J. Mesinger Corporate Jet Sales, Inc. Jay is on the NBAA Board of Directors and is Chairman of AMAC. He served on the Duncan Aviation Customer Advisory Board for two terms and is now on the Jet Aviation Customer Advisory Board. Jay is also a member of EBAA and the Colorado Airport Business Association (CABA). If you would like to join in on conversations relating to trends in Business Aviation, share your comments on Jay’s blog www.jetsales.com/blog, Twitter and LinkedIn. For more information visit www.jetsales.com Do you have any questions or opinions on the above topic? Get them answered/published in World Aircraft Sales Magazine. Email feedback to: editorial@avbuyer.com Aircraft Index see Page 4

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AIRCRAFT SPECIFICATIONS: ULTRA LARGE CABIN & ULTRA LONG RANGE JETS

❯ June Issue: Large Jets

❯ July Issue: Medium Jets

❯ August Issue:

Aircraft Performance & Specifications Small Jets

❯ September Issue: Turboprops

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

T

numbers for all models.

This month’s category of aircraft Ultra Large Cabin & Ultra Long Range Jets – appears opposite, to be followed by Large Jets next month. Please note that this data should be used as a guide only, and not as the basis on which buying decisions are taken.

If there are any other ways in which we

DESCRIPTION OF COST ELEMENTS

baggage volume not accessible in flight (nacelle lockers, etc.).

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

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.).

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.

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.

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

SPECIFICATIONS PERFORMANCE RANGE: • Range - Seats Full is the maximum IFR range of the aircraft with all passenger seats

92

WORLD AIRCRAFT SALES MAGAZINE – May 2012

can improve the content or presentation of this information, please let us know. ❯ Tel: +44 (0) 208 255 4000; Fax: +44 (0) 208 255 4300; Email: editorial@avbuyer.com. © 2011 Conklin & de Decker Associates, Inc., P.O. Box 1142, Orleans, Massachusetts, 02653, Tel. 508-255-5975, www.conklindd.com

occupied. This uses the NBAA IFR alternate 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 fixedwing 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 singleengine and all piston fixed-wing aircraft, this distance represents the take-off field length at Maximum Take-off Weight (MTOW).

LANDING DISTANCE (FACTORED) For fixed-wing turbine aircraft, landing dis-

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tance 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

GL OB AL BO M BA RD IE R

BO EI NG

BO EI NG

BB J

BB J2

BB J3

VI P BO EI NG

AI RB US

BO EI NG

B7 27

AC J3 20

AI RB US

AI RB US

AC J3 19

AC J3 18

SU PE R

50 00

27

AircraftPer&SpecMay12_PerfspecDecember06 25/04/2012 12:23 Page 1

$6,432.19

$6,803.39

$7,430.83

$12,471.71

$6,870.59

$7,214.46

$7,443.94

$5,199.76

CABIN HEIGHT FT.

7.3

7.3

7.3

6.9

7

7

7

6.25

CABIN WIDTH FT.

12.2

12.2

12.2

11.5

11.5

11.5

11.5

8.17

CABIN LENGTH FT.

70.14

78

90.23

92.7

79.2

98.5

107.25

42.47

CABIN VOLUME CU.FT.

5300

5900

6825

6425

5390

6695

7290

2022

DOOR HEIGHT FT.

6.08

6.08

6.08

6

6

6

6

6.17

DOOR WIDTH FT.

2.67

2.67

2.67

2.8

2.8

2.83

2.83

3

BAGGAGE VOL. INT. CU.FT.

128

128

128

10

75

-

-

195

BAGGAGE VOL. EXT. CU.FT.

-

-

-

750

565

814

1200

-

CREW #

3

3

3

3

3

3

3

3

SEATS - EXECUTIVE #

19

19

19

19

19

19

19

13

MTOW LBS

145504

168650

169785

194800

171000

174200

187700

87700

MLW LBS

126765

137790

145505

158000

134000

146300

157300

78600

B.O.W. W/CREW LBS

93720

95900

97653

115000

95040

102100

110600

50830

USEABLE FUEL LBS

45761

71930

52830

77260

71737

69982

63007

36000

PAYLOAD WITH FULL FUEL LBS

6909

1710

20117

3240

4723

2618

1093

1120

MAX. PAYLOAD LBS

26431

33070

40136

26000

30960

36200

27700

5170

RANGE - SEATS FULL N.M.

3800

6100

4950

3900

6141

5644

4790

4724

MAX. RANGE N.M.

3920

6500

5250

4050

6171

5673

4819

4954

BALANCED FIELD LENGTH FT.

-

6750

-

5550

6141

7210

7250

5000

LANDING DIST. (FACTORED) FT.

-

4000

-

3750

3837

4117

4100

3667

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

-

3300

-

2380

3300

3110

3110

3450

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

-

770

-

-

540

673

673

704

MAX. CRUISE SPEED KTAS

-

486

486

485

486

473

473

511

NORMAL CRUISE SPEED KTAS

-

470

470

465

470

454

454

488

L/RANGE CRUISE SPEED KTAS

-

445

445

455

445

438

438

471

ENGINES #

2

2

2

3

2

2

2

2

JT8D17 & 217C

CFM56-7

CFM56-7B

CFM56-7B

BR 710A2-20

ULTRA LARGE CABIN & ULTRA LONG RANGE JETS

VARIABLE COST PER HOUR $

ENGINE MODEL

CFM56-5B9 CFM56-5B7 CFM56-5B4

U

Airplane performance and specification numbers can vary depending on how they are measured.

Please note this data should be used as a guide only, and not the basis on which buying decisions are taken.

Advertising Enquiries see Page 8

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WORLD AIRCRAFT SALES MAGAZINE – May 2012

93

AircraftPer&SpecMay12_PerfspecDecember06 23/04/2012 16:52 Page 2

BO M BA RD IE R GL BO OB M AL BA EX RD PR IE R ES G S DA LO SS BA AU L EX LT PR FA ES LC EM S ON XR BR S 7 AE X R LIN EA GU GE LF 10 ST 00 RE AM G GU V LF ST RE AM G5 GU 00 LF ST RE AM G5 GU 50 LF ST RE AM G6 50

AIRCRAFT SPECIFICATIONS: ULTRA LARGE CABIN & ULTRA LONG RANGE JETS

ULTRA LARGE CABIN & ULTRA LONG RANGE JETS

VARIABLE COST PER HOUR $

$5,241.58

$5,210.33

$3,840.28

$5,480.60

$5,126.41

$4,530.56

$4,553.49

$5,112.13

CABIN HEIGHT FT.

6.25

6.25

6.2

6.56

6.2

6.2

6.2

6.4

CABIN WIDTH FT.

8.17

8.17

7.7

8.79

7.3

7.3

7.3

8.5

CABIN LENGTH FT.

48.35

48.35

39.1

84.32

50.1

50.1

50.1

53.6

CABIN VOLUME CU.FT.

2140

2140

1552

4085

1669

1669

1669

2138

DOOR HEIGHT FT.

6.16

6.17

5.6

5.97

5

5

5

6.28

DOOR WIDTH FT.

3

3

2.6

2.46

3

3

3

3

BAGGAGE VOL. INT. CU.FT.

190

195

140

323

226

226

226

195

BAGGAGE VOL. EXT. CU.FT.

-

-

-

120

-

-

-

-

CREW #

3

3

3

3

3

3

3

3

SEATS - EXECUTIVE #

13

13

12

19

13

18

18

18

MTOW LBS

95000

98000

69200

120152

90500

85100

91000

99600

MLW LBS

78600

78600

62400

100972

75300

75300

75300

83500

B.O.W. W/CREW LBS

50300

51200

35600

70844

48400

47900

47900

54000

USEABLE FUEL LBS

43158

44642

31940

48217

41000

34940

41000

44200

PAYLOAD WITH FULL FUEL LBS

1792

2408

1660

1530

1500

2660

2500

1800

MAX. PAYLOAD LBS

5700

4800

5400

9625

6100

6600

6600

6500

RANGE - SEATS FULL N.M.

5940

6055

5950

4237

6250

5620

6490

-

MAX. RANGE N.M.

6125

6226

6065

4638

6675

5991

6950

-

BALANCED FIELD LENGTH FT.

6170

6170

5505

6440

6200

5385

6200

-

LANDING DIST. (FACTORED) FT.

3667

3667

3583

3694

3750

3667

3667

4167

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

3450

3300

-

3464

3610

3950

3650

-

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

522

474

-

1153

820

707

594

-

MAX. CRUISE SPEED KTAS

505

511

-

470

508

508

508

516

NORMAL CRUISE SPEED KTAS

488

488

488

470

488

488

488

-

L/RANGE CRUISE SPEED KTAS

459

471

459

454

459

459

459

488

2

2

3

2

2

2

2

2

BR 710A2-20

BR 710A2-20

PW307A

CF3410E7-B

BR 710A1-10

BR 710C4-11

BR 710C4-11

BR 725 A1-12

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.

94

WORLD AIRCRAFT SALES MAGAZINE – May 2012

www.AvBuyer.com

Aircraft Index see Page 4

I

The Perfect Solution for Flight Deck Upgrades Flexible Options for over 50 aircraft types The Universal EFI-890R Flat Panel Display combined with the WAAS/SBAS-FMS provide the ultimate in flexibility.

Renew your flight deck with an FMS upgrade or a one, two , three or full suite of flat panel displays all certified in aircraft ranging from the Pilatus PC-12 to the Boeing 747.

Why upgrade?

• Gain access to airports without ILS • ILS-like guidance to crossing runways • Drop required RAIM computations • Preferred routing • Improved situational awareness • Increased reliability

Contact an Authorized Dealer to find the right solution for your aircraft. www.uasc.com marketing@uasc.com (800) 321-5253 (520) 295-2300

AIReportmay12_AIReport Sept08 23/04/2012 14:45 Page 1

AIREPORT

Justifying Your Business Aircraft Real-world impact on aircraft performance. by David Wyndham just purchased the new iPad. I had a first generation one and justified the upgrade because of the speed and significantly better display. For me, the iPad is my calendar, to-do list, part-time writing tool, book library, newspaper, second email application, game center, TV controller, and photo editor. I justified the expense to myself, and (more importantly) my wife!

(OK - she got one too…I'm not that stupid).

Scaling up a little - for a company, the airplane can seem to represent a small percentage of its budget, but its impact can be great.

Can you justify your aircraft?

While a majority of the Fortune 500 companies own or operate business aircraft, their reasons for having access to business aircraft may not coincide with your own company's reasons. How does your company justify the use of the business aircraft?

A rational, well-thought-out aircraft justification is a necessity. It should be clear to everyone in your company that the business aircraft is an essential business tool. You should be able to tell and demonstrate to them: "Yes, our aircraft is an essential business tool. Without it our company would be at a competitive disadvantage in today's rapidly changing economic environment."

With the inevitable change of leadership, someone new is bound to ask the question, "Why do we have and aircraft?" There needs to be an answer lined-up and ready.

There are many tangible benefits to having an aircraft. These include (but are not limited to):

I

• • • • •

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

Some or all of the above will apply to your own company’s situation. Your

96

WORLD AIRCRAFT SALES MAGAZINE – May 2012

documented aircraft justification should outline the reasons for your aircraft's (and your job's) existence. It doesn't need to be a 300page dissertation; a paragraph or two signed by the CEO is much more powerful!

TIME CAN ONLY BE SPENT WISELY You need to maintain documentation as to the effectiveness of your aircraft in the accomplishment of the company's business objectives. For example: •

•

•

•

Your recent trip from Houston, Texas to Elko, Nevada for a half-day meeting that could be made as a one-day trip with a business jet, and would otherwise have been a three day trip with the airlines: Document it.

That ability you have to fly direct to the runway five-minutes from a major plant?

Document it.

Remember the time you were able to visit 10 new prospects in five days?

Document it.

Don’t forget the time you had the ability to discuss that sensitive merger en route to a shareholder's meeting in the back of the company aircraft. Document it.

Every time the aircraft has made a positive impact, you need to document it so that when the current chairperson retires or moves on, you can brief the incoming chair with solid facts.

While a majority of the Fortune 500 companies own or operate business aircraft, their reasons for having access to business aircraft may not coincide with your own company's reasons. www.AvBuyer.com

OPERATING COSTS You also need to document and manage your operating costs.

Are you operating as cost effectively as you can? Do you understand the nature and behavior of your airplane’s costs? While you may report three cost categories to the corporate finance department, you need to have much more detail to manage your costs.

Do you understand how your company CFO looks at the aviation budget? Spend some time with your CFO and ask. They will be surprised and pleased at your interest, and it will enhance your understanding of how the aircraft fits into the corporate budget and enhance the aviation department’s reputation as a team-player.

If the answer to why your company has an aircraft doesn't fit in with the overall focus of the company, then you will have a problem. If the aircraft can be demonstrated as supporting the corporate mission, then life will be good. You ultimately will need to ask the questions and discover the answers in anticipation of the ultimate question of the need for an aircraft arising. ❯ David Wyndham is an owner of Conklin & de Decker. The mission of Conklin & de Decker is to furnish the general aviation industry with objective and impartial information in the form of professionally developed and supported products and services, enabling its clients to make more informed decisions when dealing with the purchase and operation of aircraft. With over 1,800 clients in 90 countries around the world, Conklin & de Decker combines aviation experience with proven business practices. ❯ More information from www.conklindd.com; Tel: +1 508 255 5975.

Do you have any questions or opinions on the above topic? Get them answered/published in World Aircraft Sales Magazine. Email feedback to: editorial@avbuyer.com Aircraft Index see Page 4

Hawker Beechcraft March 21/02/2012 11:17 Page 1

2011 1 BEECHCRAFT KING AIR A 350i

2011 KING G AIR 350i Factorry De emonstrator - Available e for Deliverry May 201 12

wker 4000 Upgrade & Enhan ncement Program Septembe er 2011 2009 HAWKE ER 4000 - Completed Haw

Green Aircraft Interiors_Gil WolinNov06 24/04/2012 15:33 Page 1

YOUR GREEN AIRCRAFT

nvironmental responsibility that is now a standard in other businesses and industries is coming into aircraft interior design and exterior paint. Customers are becoming increasingly curious about incorporating greener products into their aircraft, both inside and out - and enjoying the advantages that these offer.

Many textile companies have created new fabric lines to meet the “green” demands of the commercial industry and I regularly receive new samples of fabrics and materials.

In essence, materials are considered ‘green’ when they are made of renewable, recycled or natural resources. Generally speaking the fewer natural resources, and the less energy that are consumed in their production, the better.

Eco-friendly materials aren’t hard to find and new products are coming out all the time.

These products can be used throughout the cabin, thus I decided to look beyond fabrics to carpets, veneers and other materials used in corporate aircraft to find the most sustainable options customers could consider when looking to make their aircraft interior more eco-friendly.

Such fabrics and materials can be made from a wide variety of natural, rapidly renewable and more sustainable products including wool, cotton, bamboo, silk, quartz, wood and compostable yarns.

E

Your Green Aircraft:

TOXICITY & BURN TESTING

An insight into environmentally-friendly aircraft interiors and paint.

by Lori Browning 98

WORLD AIRCRAFT SALES MAGAZINE – May 2012

www.AvBuyer.com

Some of the eco-friendly collections are truly impressive, but even more inspiring is the fact that the properties that make them ‘green’ also make them suitable for satisfying aviation burn regulations.

Fabrics and materials that are treated with stain-resistant chemicals or made of synthetic fibers are more toxic and tend to have more issues passing the burn tests for aviation.

More natural materials are less toxic by comparison and thus can be more suitable for use ❯ Aircraft Index see Page 4

AIC Title February 23/01/2012 16:05 Page 1

Green Aircraft Interiors_Gil WolinNov06 24/04/2012 15:34 Page 2

Photos courtesy of Duncan Aviation

YOUR GREEN AIRCRAFT

in aircraft interiors. In addition, natural fibers won’t ‘off-gas’ (they don’t contain chemicals that will evaporate into the air like synthetic fabrics and carpets), and can thereby improve the cabin’s air quality.

U.S. organizations like the U.S. Green Build Council (USGBC), Greenguard, the Carpet and Rug Institute (CRI) and the National Science Foundation (NSF) certify many of the materials presented for use in aviation. Many materials are also certified by Leadership in Energy and Environmental Design (LEED).

DURABILITY, COST AND VARIETY As we all know, a high level of durability is required for use in a business aircraft. How a fabric is made will determine its durability more than the materials that are used to make it. With this in mind, eco-friendly materials can be just as durable as standard fabrics.

Inevitably, when working with a client and discussing the ‘greener’ options for their aircraft interiors, one of the central questions becomes how these options will affect the project’s bottom line.

As with regular fabrics and materials,

Here are my 12 favorite materials and how they might

•

1A - Seats: Green Hides Leather - processed using environmentallyfriendly, low-emission mineral tanning formulas and finished with water-based products.

•

1B - Cabinet interior: LEED-certified material for recycled content, indoor air quality and rapidly renewable resources.

•

Carpet option: 100% rapidly renewable, LEED-certified wool.

•

1C - Carpet option: 100% rapidly renewable, LEED-certified wool.

•

1D - Divan: Bamboo fiber material.

•

2A - Carpet option: 100% rapidly renewable, LEED-certified wool.

•

2B - Sidewalls: 100% natural silk.

•

2C - Countertops: quartz surface made from 93% quartz, an abundant natural resource with low levels of Volatile Organic Compound (VOC) emissions.

•

2D - Lower side wall: 100% natural silk.

•

3A - Divan pillows: bamboo and organic cotton.

•

3B - Lavatory panel and seat pillows: 100% natural silk.

•

3C - Cabinetry: rapidly-renewable wood veneer.

•

3D - Baggage compartment: natural wool and cotton, 100% compostable yarns.

be used to design an eco-friendly aircraft interior.

100

WORLD AIRCRAFT SALES MAGAZINE – May 2012

prices can vary widely. Some eco-friendly material prices are higher while others are very attractively priced. Rapidly renewable wood veneers, for example, will be less expensive because they grow more quickly.

Ultimately, however, for those who believe in corporate responsibility, the use of eco-friendly material provides an opportunity to lead by example.

Cost and durability aside, there are a wide range of colors, designs and options available to an aircraft owner interested in using ecofriendly materials - although most options do

www.AvBuyer.com

Aircraft Index see Page 4

Green Aircraft Interiors_Gil WolinNov06 24/04/2012 15:34 Page 3

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

YOUR GREEN AIRCRAFT tend to follow the natural palettes current for commercial and residential design. Carpet options are endless, while new fibers - like bamboo - are really opening the door for creative design inside the aircraft cabin.

WHAT ABOUT THE AIRCRAFT EXTERIOR? Some parts of the industry are also changing the exterior paint products used on corporate aircraft as well as the processes used to strip and apply the paint. For example, Duncan Aviation has been researching “green” paint processes for nearly four years now, committing to a new chrome-free paint process in late 2010.

A chrome-free paint process essentially uses products and processes that are safer than those traditionally used in aircraft paint systems (as outlined below).

Hexavalent chromium, generally referred to as chrome, chromate or chromium has served as the primary means of corrosion protection in the aircraft industry over the past several decades. Chromates function as “sacrificial anodes” or metals that protect an aircraft’s aluminum skin by reacting to corrosion first.

Advertising Enquiries see Page 8

While chromates serve their purpose very effectively, questions have been raised regarding their safety and possible environmental hazards. For example, traditional chromate paint systems use an acid etch to remove impurities, a chromate conversion coating to seal and protect the aluminum and its alloys, a solvent wipe and a zinc chromate primer as a second corrosion resistance barrier.

Paint processes that use chromates must capture waste streams and treat them at onsite pre-treatment facilities. All contaminated materials from waste water and exhaust filters, to masking materials must be properly disposed of as hazardous waste.

A chrome-free paint process uses safer products that can perform just as well.

Duncan, for example, worked very closely with paint manufacturer Sherwin-Williams and the FAA to develop an FAA approved chrome-free paint process that provides the high-quality look and the longevity of traditional systems, while protecting the safety of workers and the environment.

This chrome-free process includes the use of a chrome-free pre-treatment alternative and a chrome hazard-free primer. www.AvBuyer.com

NO SACRIFICES Whether you’re looking at refurbishing an aircraft’s exterior or its interior, you never have to sacrifice aesthetics to go ‘green’. Ecofriendly materials can be just as luxurious and beautiful as the conventional materials.

Their quality is certainly as good - if not better, and their benefit to the environment is certainly something worth considering.

❯ Lori Browning is an Aircraft Interior Designer at Duncan Aviation’s Battle Creek, Michigan (BTL), facility, specializing in business aircraft modification, completions and refurbishments.

Duncan Aviation is a well-known Maintenance, Repair & Overhaul facility headquartered in Lincoln, Nebraska.

She can be contacted via email at Lori.Browning@DuncanAviation.com, www.DuncanAviation.aero WORLD AIRCRAFT SALES MAGAZINE – May 2012

101

PaperlessMay12_Gil WolinNov06 23/04/2012 15:00 Page 1

THE PITFALLS OF PAPERLESS

The Pitfalls Of Paperless Minding the perils of paperless cockpits amid digital technology’s benefits.

by Dave Higdon

102

WORLD AIRCRAFT SALES MAGAZINE – May 2012

f you work in an aircraft cockpit or around a flight deck you’ve probably encountered the iPad a device well on its way to replacing the venerable E-6B flight computer as the most-ubiquitous of all cockpit tools, while simultaneously surpassing all other platforms as the dominant Electronic Flight Bag platform for displaying instrument-flight documents.

After only two years there’s no less appeal for the iPad now than the E-6B nearly 75 years ago. Every function of that E-6B - along with every need for flight planning (even for navigating) can fit into the 7.3 x 10.7-inch iPad. And while avionics makers have been putting E-6B functions into Loran and GPS navigators for nearly 30 years, that has not included graphic depictions of paper products.

I

www.AvBuyer.com

Every piece of paper you’d ever need to fly the nation or the world – maps, charts, approach plates, POH, instruction manuals, operating specifications and logbooks - can today fit within the tiny confines of a Secure Digital or Compact Flash card, along with far more within the brains of the 0.37-inch thick iPad. For some, the solution to the paperwork chore of updating and filing changes every 28 days resides not in the flight bag, but in the aircraft panel. Thanks to proliferation of software for multifunction displays (MFDs) and primary flight displays (PFDs), glass stacks increasingly provide flight crew with charts, plates and procedures conveniently, and ready for viewing.

And these navigation documents frequently function interactively with a position source ❯ Aircraft Index see Page 4

CORPORATE AIRSEARCH INTERNATIONAL, INC. PHONE: 561.433.3510 | www.caijets.com

2008 KING AIR B200GT

2006 TBM 850

S/N BY-48 Only 150 Hours Total Time Since New. Aircraft loaded with $275K in options including BLR Winglets, Raisbeck Crown Wing Lockers, HF with Selcal, Aircell ST3100 Flite Phone, and Aft Jump Seat.

S/N 351 Only 675 hours TTSN. Equipped with RVSM, 2-Tube Bendix EFIS, Dual Garmin 530’s with WAAS, Garmin GMX-200 MFD with Chartview, TAS/TAWS, WX-500, Garmin GDL-69A Real Time Weather, and Garmin GTX-327 & GTX-330 Transponders.

2005 TBM 700C2

Sale PENDING

S/N 317 1,175 hours TTSN. Equipped with RVSM, Bendix 2-tube EFIS, Dual Garmin 530’s, King KMD-850 MFD with TAS & TAWS, WX-500, Garmin GTX-327 & GTX-330 Transponders and No Damage History.

2002 TBM 700B

S/N 239 1,641 hours TTSN. Equipped with 2-Tube Bendix EFIS, Dual Garmin 530’s with WAAS, Garmin GMX-200 MFD with Chartview, Skywatch HP, Garmin GDL-69 Real Time Weather, and No Damage History. Aircraft located in Europe.

2002 TBM 700B

2001 TBM 700B

S/N 234 Only One Owner and 1,050 TTSN. Equipped with desirable Pilot Door Option, 2-Tube EFIS, Dual Garmin 530W’s, KMD-850 MFD, EGPWS, GDL-69 Real Time Wx, WX-1000E SS, Annual & Long-life Gear Insp. c/w 11/2011.

CONTACT J.P. HANLEY PRESIDENT, CORPORATE AIRSEARCH INTERNATIONAL

jp@caijets.com PALM BEACH, FLORIDA

S/N 200

1,575 TTSN, 718 SHS, 405 SPOH, Honeywell/ Garmin Avionics incl. 2-Tube EFIS, Dual Garmin 530’s, KGP-560 EGPWS, Sandel SN 3308 EHSI, WX-1000E Stormscope, Annual and 10-Year Inspection c/w January 2012 and NDH.

LIST YOUR AIRCRAFT WITH CAI CALL US FOR MORE INFORMATION ABOUT OUR PROVEN SUCCESS RECORD.

PHONE: 561.433.3510

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PaperlessMay12_Gil WolinNov06 23/04/2012 15:01 Page 2

THE PITFALLS OF PAPERLESS – typically the primary GPS navigator. It’s called “geo-referenced” when position reporting and chart view coordinate so that the MFD’s aircraft icon always accurately shows on en route charts, arrival or departure procedures, or approach plates.

In tangent with geo-referencing are Flight Management Systems (FMS) capable of guiding autopilot inputs to fly the airplane perfectly across those graphic chart and plate displays. That’s a long way from the days of depending on airspeed needles, stop watches, compass headings and deduced reckoning to help us decide where in the road atlas we were. These marvels of technology bring their own perils, however - advances aside.

MAKING DOCUMENTS EASY The proliferation of the Electronic Flight Bag (EFB) - both in terms of dedicated products and iPad applications - focused considerable attention on the revolution in use, updates and environmental impact represented by the first viable replacements for paper documents.

In fact even before the initial EFB onslaught, panels were coming into their own as the documents most used by business pilots.

Consider the historical flow of an instrument approach: •

•

•

•

ATC assigns the procedure, be it a Standard Instrument Departure (SID), Standard Terminal Arrival Route (STAR) or Approach; Flight crew finds the appropriate document for that procedure and brief the steps and limits cited in the procedure; The crew prepares to navigate the procedure, tuning in appropriate navigation aids and setting indicators; Once cleared to fly the procedure, the crew follows along with the printed document – held either on a yokemounted clamp or strapped to a knee board or lapboard.

This practice entails considerable head movement as the pilot’s eyes move from instruments, to procedure, to out the window repeatedly until completion of the particular procedure.

Now, consider the relative ease of following an aircraft icon across a display screen graphic of that same printed document; that procedure, with the navigation instrument portrayed immediately adjacent to the georeferenced procedure display… Everything is aligned at about the same focal distance and on the same plane… important flight data – airspeed, altitude, heading – is at nearly the same focal point as the procedure.

The relative ease of use makes panelmounted charts a must-have for pilots who try it. The potential for problems in interpreta-

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PANEL CHARTS ALONE: LEGAL IF UNWISE

While system certification may allow the panel to serve as the legal source of those documents, few pilots eschew back-up.

tion decrease with the graphic depiction; rather than following only a swaying needle on a Course Deviation Indicator (CDI) the pilot sees the airplane drifting from the course line on the procedure and steers back until back on the line.

But potential problems can accompany the adaptation of a system such as currency of the digital charts and plates, continuity of power, and display issues. Preparing for problems, however, brings us back to the issue of backup systems; don’t leave the hangar without at least one. www.AvBuyer.com

Unfortunately, even at the highest level of reliability there’s no known way to guarantee power and screens for crew to see the digitized versions. So, the FAA has continued to (wisely) urge pilots to ensure they have available navigation documents “appropriate to” the flight. While system certification may allow the panel to serve as the legal source of those documents, few pilots eschew back-up.

And with the wonders of the EFB, dedicated or software driven, pilots by the droves are abandoning paper, and with the paper, the 13times-a-year chore of cataloging and updating changes to charts and plates (every 28 days).

Instead the back-up charting solution of choice is either an iPad loaded with the appropriate software or one of the many options in purpose-built EFBs. Yet even then pilots share concerns over the switch to digital charts and plates on cockpit MFDs. First up is the updating issue.

Aside from the updates to the cockpit equipment (which may involve multiple databases, depending on the system and its configuration) the need to update the back-up tool continues independently of the panel-software updates.

“You can’t slough off updating both,” one chief pilot explained. “We take care of our crew’s EFB updates at the same time we load the new data in the airplanes, primarily to assure our pilots are always up-to-date.”

As another corporate pilot noted, “Failure to update the EFB is likely to cause nothing worse than some embarrassment; but failure ❯ Aircraft Index see Page 4

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PaperlessMay12_Gil WolinNov06 23/04/2012 15:05 Page 3

THE PITFALLS OF PAPERLESS to fly with updated software in the panel will have ramifications on both legality and safety fronts. “Either could cause you problems you’d prefer to avoid.”

Conversely, a contract corporate pilot confided that he’s got behind with updating his personal EFB: “You’re at home doing other things, and you can easily tell yourself you’ll get to it tomorrow…then a call comes to fly that afternoon, and you head out the door with expired charts and plates.”

In such cases, he is thrilled with his EFB’s ability to connect to his laptop computer, and the internet. “That lets me call up the service and download and install the update… It takes six, maybe seven minutes.”

His notebook already has the Wi-Fi connections memorized for the three different airports from which his trips originate. “They tell me I could do this straight off a 4G connection if I bought one of those flashy little tablets…but I’m happy with my EFB and how that works.

“It works great from home, too…as long as I don’t procrastinate.”

For the contract pilot and others, however, the prospect of a panel failing to provide charts is less daunting than the thought of using even digitized charts from an EFB if it means hand-flying and comparing navigation indicators to the procedure. “That’s another reason my EFB is so essential to me,” the contract corporate pilot noted. “The built-in GPS lets the charts geo-reference with the airplane – just like the cockpit MFD!”

TECHNOLOGY VERSUS SKILL As far back as the mid-1980s, professional air crew expressed concerns about the potential loss of good hand-flying skills in increasingly automated cockpits. A survey of high-time pilots of Boeing’s 757 during the latter part of the 1980s found that about half disagreed that their workload declined with the automation, and nearly as many felt the automation deprived them of much of the hand-flying they depended on to maintain their skills.

More recently, safety studies have found little difference in the accident rates of pilots using old analog and new glass-panel technologies. As we repeatedly find in human endeavors, while our tools may improve, our use of them doesn’t always improve in equal measure.

But not until the advent of cockpits wholly devoid of old analog gauges and indicators did pilots face the prospect of a system failure depriving them of navigation and air-data indicators – and charts and plates to follow, which brings us to the crossroads of pilots immersed in automation suddenly needing to hand-fly while searching for ways to navigate while shifting to the back-up charting system, be it paper or EFB.

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AVOIDING A CRISIS OF CONFIDENCE While not a fault of the charting itself, the issue of using ever more automation while watching an image move across a screen display of a SID, STAR or plate sets up at crisis level the prospect of needing to use the alternates and back-ups – and fly the aircraft by hand.

Practice remains the best protection against the loss of displays and the loss of skill sets: Practice at using the back-ups while hand-flying procedures; Practice at using the main displays normally – but hand-flying everything from departures to arrivals to approaches. It can be very beneficial to occasionally turn off the autopilot, or disengage the FMS. “We want our people to be adept at using their EFBs,” said the chief pilot for a corporate flight department. “The failure of the charts to load or display becomes critical only in the event of other panel problems then.”

Pilots generally need no specific training or examination to verify properly maintained paper charts and plates; they need only know the protocols of alphabetical listings - which are pretty basic. The same can’t be said for the EFB replacements that are increasingly serving as back-up charting capability in cockpits where MFDs usually show what the crew will use.

“We didn’t have this issue with paper products – at least, far less,” said the chief pilot. “But we did need to acknowledge that www.AvBuyer.com

using the EFB in the cockpit requires more familiarization and practice than finding and opening the correct set of approach plates.”

FAMILIARITY BREEDS CONTENT Each EFB and each panel-installed charting system operates by its designers’ logic and not all work similarly. That goes for the dedicated EFB devices and the adapted devices like the iPad – which, with multiple solutions available, may have several different sets of operating protocols.

So, when one chief pilot’s flight department decided to eschew further paper, the flight department shared the expense with the crew on the cost of the iPads and the software.

“We were then able to load and check them out, and spent a couple of evenings as a group learning the basics of using them - after all, the cockpit of an airplane with a panel problem is a lousy place to begin learning a new device.”

Meanwhile, the reasons for back-up systems remains consistent throughout aviation: If something can go wrong, it occasionally will go wrong. That’s when you need the assuring availability of a back-up, along with the confidence that you know how to use it and fly at the same time.

❯ 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

Banyan May12_Layout 1 24/04/2012 16:06 Page 1

Global Markets April12_Gil WolinNov06 23/04/2012 16:11 Page 1

GLOBAL MARKETS - RUSSIA

SHEREMETYEVO AIRPORT

New Dimension of Development Russian market enjoys industry development.

by Anna Nazarova espite an atmosphere that weighed somewhat heavily upon the Russian Business Aviation community towards the end of 2011 (see WAS December Issue, P68), the year did close with two positive announcements for the industry based there.

The first-fruits of a long-awaited improvement of airport infrastructure emerged: Terminal A at Moscow’s Sheremetyevo airport opened for business on December 21, 2011. In addition, SuperJet International received its first order for a converted Sukhoi SuperJet 100 regional jet – the Sukhoi Business Jet. As it unfolds, 2012 will ultimately bear witness to the extent of the impact that these two events will have on the Russian market.

D

MOSCOW’S NEW GATEWAY Certain forecasts predicted that aviation businesses would use the pause in activity spurred on by the economic crisis to improve

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the infrastructure. On the evidence, these analysts appear to have been right and construction of the first dedicated Russian Business Aviation airport based on the military airfield in Kubinka (Moscow region) is in full swing.

Airport Kubinka representatives hope that the airport will open its doors to its first passengers by the end of 2012 and expect to operate at full capacity by 2018.

According to various estimates the passenger terminal, parking area for business jets and service hangar construction will cost $25m. Moreover investments in modernization of existing facilities and construction of a new center are estimated to cost approximately $60m.

While Kubinka’s completion is still somewhere out in the near-to-mid-term, the Sheremetyevo airport project - Terminal A - is complete. At the very end of 2011 Russia’s second largest airport (based on an all-aviation passenger flow) opened its own separate Business Aviation terminal, developed and www.AvBuyer.com

managed by Avia Group. According to Vedomosti newspaper 26% of Avia Group belongs to Sheremetyevo airport with the remaining 74% owned by investment firm JSC Vega whose board of directors includes businessmen close to the companies controlled by Gennady Timchenko (co-owner of Gunvor, one of the largest oil traders in the world).

It took five years for this project to come to fruition. The Terminal area measures 3,000 square meters, and offers a capacity for handling up to 75,000 passengers per year. The construction implies world-class state-of-theart technological solutions, and offers departure and arrival halls, four spacious VIP rooms, a bar with a view onto the airfield, duty free shop and a 50-bay parking lot. Two modern hangars for business aircraft parking and maintenance are available too, while a helipad will be opened near the terminal in the future.

According to Avia Group Director General Mikhail Semyonov, five years ago 80% of all Business Aviation flights were handled at Vnukovo. Now, with the opening of this new terminal the numbers are likely to change.

“Sheremetyevo doesn’t have any plans to catch up with Vnukovo or overtake it,” Semyonov outlines. “We already have several clients, and these new facilities will make life more comfortable for them, offering them more incentive to fly from Sheremetyevo. We were guided by them when we began developing the terminal at Sheremetyevo. We aren’t going to measure success on the quantity of flights here, but the quality.”

Opening a separate terminal for Business Aviation is a logical but somewhat typically delayed move on the airport’s part - traditionally Sheremetyevo has always appeared a little more reluctant to service Business ❯ Aircraft Index see Page 4

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GLOBAL MARKETS - RUSSIA Aviation users than its cross-town rivals.

Two Business Aviation terminals have been functioning there for more than 10 years, although the number of flights to and from Sheremetyevo has been markedly lower lately, partly due to the repair works that took place on one of the runways in the spring of 2006.

The downturn in capacity was compensated as traffic was diverted to Domodedovo and Vnukovo (a total of about 40 takeoff and landing operations per day). At approximately the same time, a new business terminal and hangar complex was opened at Vnukovo and proved a real attraction for its new clients who continued to utilize facilities there in the absence of top-range facilities at Sheremetyevo even after the runway re-opened.

Sheremetyevo can still become competitive again, not only because of its new terminal but also because prices at Vnukovo have been astoundingly high. According to Russian United Business Aviation Association VicePresident Yevgeniy Bakhtin, hangarage for a Gulfstream G550 at Avkom-D (Domodedovo airport) costs 400,000 euros per year; 600,000–700,000 euros per year at Terminal A, Sheremetyevo; and 800,000–900,000 euros per year at Vnukovo-3.

Additionally, over the coming years Sheremetyevo will see the improvement of transport accessibility to the airport. The tollway alternative to the Leningradskoe highway is now under construction, designed to relieve pressure on the notorious road from Moscow to St Petersburg and a third runway is scheduled to be added. A further bonus for operators flying into Sheremetyevo is that there are no “special” flights eating into available slots as is the case at Vnukovo-3.

It’s well known that supporting airworthiness of business airplanes can be problematic in Russia, and Avia Group’s plans concerning any maintenance station at Sheremetyevo are still unclear. For now, the maintenance shop at

SHEREMETYEVO TERMINAL A

Vnukovo-3 remains the only line maintenance base in and around Moscow.

GREEN LIGHT FOR SUKHOI BUSINESS JET Perhaps by 2014 the new terminal at Sheremetyevo will receive the first Russian Businessliner - the Sukhoi Business Jet (SBJ).

That’s the year first deliveries of the converted Sukhoi SuperJet 100 are to take place. The launch customer is Switzerland-based Comlux Aviation.

The order for two jets (with an option for two additional deliveries) from Comlux was announced in October 2011. The contract is worth approximately $200 million, and the aircraft will be given VIP interiors designed and installed at Comlux America.

“This contract marks a successful start for the Sukhoi Business Jet project which will soon become a new player in the segment of long-distance VIP aircraft,” outlined Carlo Logli, CEO, SuperJet International at the time of the order. The business variant of the SSJ 100 was announced during the summer of 2011 at the Paris Air Show. It will come equipped with supplementary fuel tanks helping to improve the range of the aircraft to 4,300nm, and the aircraft will occupy the niche between Embraer’s Lineage 1000 and the Airbus Corporate Jet and Boeing Business Jet. Converted regional aircraft have never

competed with long-range conventional business jets in terms of units delivered, and while the cost of conversion is not particularly high, the revenue from selling a Businessliner is far greater than that of a regional aircraft.

This first Russian regional aircraft is of world class, both in terms of the comfort inside and for the technical equipment installed (it includes a fly-by-wire system, Thales avionics (five LCD displays) and SaM146 turbofan engines created in partnership with Snecma), all for an attractive price of approximately $50 million. The only obvious drawback is the lack of operational experience of the model within the airline industry that would have virtually guaranteed a delay-free production.

Among the factors that may have influenced Comlux’s choice of the SBJ is the precedent set by JetAlliance when it entered the Russian market in 2009 via its joint venture with Aeroflot. JetAlliance exploited an opportunity though Aeroflot Plus to introduce nonRussia registered, Western-built business jets onto the Aeroflot certificate, and thus charter modern, western-built and registered equipment freely across Russian territory.

Perhaps the exceptions that JetAlliance was afforded by the Russian Aviation Authorities proved to be a draw for Comlux Aviation too. Time will tell, but regardless, between now and 2014 when Comlux takes delivery of its first aircraft, hopefully there will be plenty of other Business Aviation operators - whether charter or private - that follow Comlux Aviation’s example, and see the benefits of choosing a Russia-built Businessliner for their operations.

❯ Anna Nazarova is a freelance aviation journalist specializing in the areas of Business and General Aviation in Russia.

She can be contacted at anna.a.nazarova@gmail.com

SUKHOI BUSINESS JET

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

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Safety Matters May12_Gil WolinNov06 23/04/2012 14:52 Page 1

SAFETY MATTERS - COLLISION AVOIDANCE

Collision Avoidance Technology goes only so far.

by Dave Higdon

n adult bald eagle flashing past sparked a shot of adrenaline for the Pilot-in-Command of a Cirrus SR22 climbing off a runway at Lakeland Linder Regional Airport (KLAL).

The pilot in the right seat didn’t see the near-miss – but one of the passengers did, and grinned nervously at the sight… Not that there was anything humorous about it to the pilot still jittery after spotting the bird in barely enough time to miss him…

A

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KLAL at the time of Sun ‘n Fun is the perfect place to exercise the much-maligned Mark.II-EB System (our eyeballs) and with good reason. Even high-tech modern trafficalert and collision-avoidance technology can’t protect us against everything flying.

High technology alone is insufficient for collision avoidance not just around events like Sun ‘n Fun, however, but near airports outside more-regimented Class-B and Class-C airspace where the transponder remains optional for much flying, where www.AvBuyer.com

wildlife never squawks “1200”, and where WAAS-enabled approaches are making business-turbine traffic an increasing presence compared to the years without an LPV approach.

Regardless of location or technology, however, we still carry with us the original traffic alert and collision-avoidance system; standard equipment for every pilot, and the yardstick against which other systems are measured: Our eyeballs, the Mk.II-EB system.

Aircraft Index see Page 4

Safety Matters May12_Gil WolinNov06 23/04/2012 14:53 Page 2

That creates the exact environment in which eyeballs are the best solution for the pilot.

They work even better when we understand their limitations and actively engage to sensitize ourselves to spotting things that shouldn’t be there.

FLY-IN & AIR SHOW SATURATION Flying at Sun ‘n Fun (and Oshkosh, for that matter) entails dealing with more than the usual sensitivity to nearby traffic: First, at KLAL a taxiway north of, and parallel to the normal Runway 9/27 becomes Runway 9L/27R – equating to more traffic.

While well versed on this and keenly aware of the arrival of participant and show traffic leaving no lack of potential conflicts, the near miss outlined above was not errant Advertising Enquiries see Page 8

traffic, but a bald eagle on a reciprocal heading, only feet away from our starboard wingtip right at our departure-altitude ceiling.

Lakeland sees aircraft arriving at the pattern from the north via the Lake Parker Arrival; most of them follow the correct path…but occasionally one goes astray – and into conflict with someone else. There’s also a special arrival route for show traffic and warbirds… and the grass strip known as Paradise City on the south side of the www.AvBuyer.com

Sun ‘n Fun grounds. As home to Light Sport, light experimental and Ultralight aircraft, Paradise City employs its own pattern, as well as gates to enter and exit the pattern around the 1,400-foot strip. Again, most fly only where they should…but occasionally you’ll encounter a stray.

A scant five miles west of the departure end of KLAL’s 27L brings us to the arrival end of Plant City’s Runway 28 with its own traffic issues.

Ask yourself how helpful even the best Collision Avoidance System (CAS) is when the key component necessary for it to operate is missing? Within about 10 miles of LAL, the Notice to Airmen for Sun ‘n Fun proscribes that pilots turn off their transponders and anti-collision systems listen for transponder squawks to fix on and alert for traffic.

Even leaving Lakeland prompts a reminder: Where outbound pilots initially must keep transponders idle they may later forget to fire up their beacons.

Oshkosh has its own variations of the same issues, and so do all those increasingly popular uncontrolled airports; the fields not associated with limited-access airspace – with runways outside B- and C-Class airspace, where WAAS GPS and LPV approaches are attracting more of the highperformance traffic that normally carries some form of a collision-avoidance system (CAS), but where much of the traffic may be No Radio, No Transponder (NORDO).

That creates the exact environment in which eyeballs are the best solution for the pilot. They work even better when we understand their limitations and actively engage to sensitize ourselves to spotting things that shouldn’t be there. ❯ WORLD AIRCRAFT SALES MAGAZINE – May 2012

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Safety Matters May12_Gil WolinNov06 23/04/2012 14:56 Page 3

SAFETY MATTERS COLLISION AVOIDANCE HIGH-PROBABILITY ZONES Since the first time two aircraft occupied the sky simultaneously pilots have known they face the risk of in-flight collision every time they fly. However low that risk seems, it lingers, and seems to manifest itself most in specific areas according to safety research by the National Transportation Safety Board: Most collisions occur in daylight and in visual meteorological conditions – visibility 3 miles or greater.

En route poses the lowest risk – but some of the worst collisions in history occurred during en route segments, among them the collision over the Brazilian jungle between a privately operated Legacy 600 and a Boeing 737. Remarkably, the Legacy crew was able to land on a remote military runway, while the 737 crashed - killing 154.

The conditions: Daytime; blue skies; same altitude; reciprocal heading. A controller error and traffic missed by two different flight crews.

In reality, most mid-air collisions occur near airports, specifically uncontrolled airports, and at altitudes of 1,000 feet or less – give or take a couple hundred.

More than one-third of all collisions occurred with two people up front. And mid-air collisions - according to the board study - plague pilots of all experience levels, including senior aviators with tens of thousands of hours in their logbooks. All it takes is one airplane with a malfunctioning transponder and those eyeballs are your last hedge – if you use them to their best potential, that is...

Most collisions occur in daylight and in visual meteorological conditions visibility 3 miles or greater.

- NTSB

INVISIBLE SPOTS & CONDITIONS THAT HIDE THEM Sometime in your life you’ve surely looked right through something - your mind seeing something unrelated to what’s directly before you. You’ve looked right past something obvious, only to be surprised, maybe even startled, when that object suddenly appears.

In reality what many of us consider solid, reliable scanning habits may exacerbate the likelihood that we’ll miss traffic.

On top of that, we may be inadvertently scanning in a way that actively contributes to our brain simply making things disappear.

Many pilots practice scanning with a pattern that involves pausing and focusing for a period on a spot, then moving on…it’s the period of focus on one area, of staring, practically, that can quickly let otherwise obvious items disappear from our consciousness: the objects are there in our field of view – but the brain has stopped registering them, possibly to help us focus.

Worse still, as the distance between the

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stimulus and the point on which we fix our stare helps render invisible objects, even objects with significant motion can seem to vanish; objects outside our central point of focus simply fade away.

‘Motion Induced Blindness’, as it’s called, is an exacerbated version of something known as Troxler’s Effect. You may be like many and experience a bit of skepticism towards this, but Troxler’s Effect definitely exists as you can see for yourself here: http://www.msf-usa.org/motion.html.

There are several different steps, however, that if adopted as habits can help pilots avoid Troxler’s Effect. www.AvBuyer.com

SCANNING TIPS FOR MAXIMUM DETECTION POTENTIAL Consider the following FAA tips to help your Mk.II-EB functionality: • Start by dividing your view field into several sectors of 10 to 15 degrees (10 to 12 should cover a 210-degree field of view).

• Scan each block employing a pattern of your own, but be certain you cover your entire field of view.

• During each sector’s scan, pause. Allow your eyes to move around within each block before moving on to the next, and repeating. ❯ Aircraft Index see Page 4

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Safety Matters May12_Gil WolinNov06 23/04/2012 14:57 Page 4

SAFETY MATTERS - COLLISION AVOIDANCE •

•

Using this method enables you to detect movement within a block – and you need but seconds to focus on a single block and detect conflicting traffic.

Work to avoid ever staring at a single point at any part of your scan… otherwise you may unknowingly be missing sectors, or develop the motioninduced blindness of Troxler’s Effect.

Is there a pattern that works best?

Actually there isn’t. People vary and so does their scanning. What is important is to develop that pattern and practice diligently.

Move, pause, look…move, pause, look….

PROCEDURAL ASSISTANTS Too often, the first a corporate pilot hears of an uncontrolled airport is when an Approach or Center controller gives them permission to “change to advisory” (meaning the UNICOM or other frequency for traffic advisories). To many a pilot that’s about 15 minutes late.

Monitoring traffic at uncontrolled airports from miles out offers a window into what’s flying there, whether training traffic is doing touch-and-goes, practicing an

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WORLD AIRCRAFT SALES MAGAZINE – May 2012

instrument approach – or arriving from another direction. Listen early, and listen well – and give yourself the edge on finding other traffic by knowing before you change to advisory.

Be aware that the first and last 40 minutes of daylight make seeing traffic difficult, because the low light can be blinding or illuminate haze, either way hiding an airplane in close proximity. If the operation supports it, engage others on board to watch too; after all, their well-being is in your hands, but their eyes can be a hand that helps everyone.

No one can stay on an instrument flight plan forever, and not all airports are well seen on surveillance radar. While ADS-B may have potential of making us all traffic aware and traffic visible, 2020 is still a long way off. Yet even then, not everyone everywhere will always be in compliance.

At least, not until the FAA makes birds like bald eagles retrofit too!

Listen early, and listen well - and give yourself the edge on finding other traffic by knowing before you change to advisory.

❯ 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.

www.AvBuyer.com

Aircraft Index see Page 4

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Dealer Broker Mkt Update May12_Gil WolinNov06 23/04/2012 16:06 Page 1

DEALER BROKER MARKET UPDATE

Going...Going...Gone ?

The signs point toward recovery as memories of the bad old days dim.

by Dave Higdon

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t didn’t happen suddenly and without warning. The signs were there: Dealers and brokers handling pre-owned business-turbine aircraft called the signs of a slow decline in transactions, but by the time the economy started its tirescreeching collapse in late 2008, the slowly developing slump in pre-owned sales morphed into a fully-fledged rout.

By the time world stock markets and the American economy felt the hits of a recession beyond anything seen in decades the pre-owned market sometimes viewed those years of gradual slowdown as “the good old days,” given the stronger sales even of a slowing market.

Since those baleful times, the Business

I

www.AvBuyer.com

Aviation world takes the views of that cadre of brokers and dealers of pre-owned aircraft who freely shared the signs they saw back then even more seriously. They’re looked to for affirmation – of signs of the market reaching the bottom of a deep trough; for hints of a returning transaction growth.

Positive signs exist. Perhaps not enough to fire enthusiasm for current times, and certainly not yet enough to ease fears of worse still to come - but they are there to be read. What is certain is that no one should experience whiplash from the rate of change ahead. The positive signs for recovery today share similarities to the slow start of the decline in pre-owned sales occurring back in late 2006 and onward.

Aircraft Index see Page 4

Dealer Broker Mkt Update May12_Gil WolinNov06 23/04/2012 16:07 Page 2

THE TIP OF THE WEDGE Slowing sales of pre-owned aircraft started producing longer average times sitting around on the market before aircraft sold, which added to the pool of available aircraft and undercut values, which undercut financing, which - in turn - worsened on-market times and added to the pool (a vicious circle).

And when the markets and the banks began to chill to home and business loans and revolving credit accounts, finance options for business aircraft caught the same chill. It didn’t happen suddenly – on the preowned aircraft side, at least.

“We can only hope that’s how the whole thing reverses itself,” said one Northeast business-turbine aircraft broker at this year’s Advertising Enquiries see Page 8

Sun ‘n Fun event in Florida. Not all of the world’s market headed to Shanghai or Chile during the last week of March.

Numerous domestic players - such as our Northeastern broker - focused on prospects in what one described as “a renewed domestic market” with hopes of moving airplanes state side. And the OEMs (of jets, turboprops and pistons) were also out in force at Sun ‘n Fun, and all seemed satisfied with their activity there.

Specifically, OEMs offering piston aircraft - through which many a business operator transitions before moving into turbine aircraft - were pleased. Some reported solid sales. A couple were left sold-out for the year. Interest was brisk, and finance companies were out in strength with competitive terms.

“Here’s hoping this is the tip of the wedge,” our Northeastern broker noted.

“Give me some steady, gradual growth any day.”

His view was echoed by a West Coast dealer helping a client compare singleengine turboprops. “The last thing we need (those of us in General Aviation and the country at-large) is another boom that leads us to another bust like this last one. We are enjoying what feels like a steady, gradual resumption.”

The conversation with these two brokers, some dealers and aircraft-finance personnel didn’t produce a universal consensus on the strength and vitality of this nascent recovery – but it certainly produced a consensus that the worst is past and better times have started to arrive.

“We expect good, solid gains over last year – and we hope those will be all the way back up to 2001-2002 levels,” offered an independent business jet broker (attending with a client considering a move into a light jet from a twin propjet). “My client’s business is up for a third year straight – and now his bank is asking him to do business…needless to say, he’s been preapproved at a level that gives us some latitude in shopping and some leverage in deal negotiations.

“If that doesn’t make you smile, nothing will.” www.AvBuyer.com

SEPARATE BUT UNEQUAL REBOUNDS Pre-owned business-turbine sales started showing some renewal in 2011 – or, as one observer put it, “We stopped seeing the curve all downhill last year in the resale of existing hardware.” That observation (from an East Coast dealer) came with a caveat: “The same can not be said for new aircraft orders or deliveries.

“Companies are holding back – waiting for next year…particularly when you talk about light and medium jets.”

Others offered similar observations.

They’re struggling to close deals on new airplanes, but the time they have pre-owned aircraft in their inventory is shrinking in tangent with increases in finance availability.

Yet one aspect of finance remains an impediment to the sales of older turbine-powered aircraft: Age. Five years ago good customers with decent balance sheets could find financing for practically anything with recent engines and a half-way modern panel and cabin; for others, the so-called 30-year-rule applied for financing on more-or-less standard terms; that is, the total of the loan-term and the age of the aircraft at the start of the note could not exceed 30 years. And that sill allowed prospects to finance 20-year-old airplanes for normal seven-10 year terms.

Today the rule of thumb tops at 20 years; so the goalposts have shifted to 10 years on a 10-year-old airplane, with normal downpayment and interest rates. And according to a recent report on aircraft finance from Citi Private Bank, five years is by far preferred by many financing companies – unless the finance institution has a strong relationship with the client, one that extends beyond the realm of aircraft finance.

“We put a prospect into a 15-year-old jet last month with a nominal 15-percent down payment with a 10-year term,” explained a Southeast broker. “But that happened only because the buyer uses the same financing outfit to handle his company’s revolving credit line. They know him, they already make good money off the guy. They decided to give him a break. ❯ “Otherwise, the best we could offer was WORLD AIRCRAFT SALES MAGAZINE – May 2012

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DEALER BROKER MARKET UPDATE

5 years with 25 percent down-payment – and at two points higher on the interest.”

Some finance companies did such robust business in 2011 that they exhausted their available funds before year’s end, leaving some brokers and dealers scrambling to find alternatives. “We found that we could do business with non-traditional lenders – often the buyer’s regular banker,” said a Midwestbased attorney who handles aviation finances for a core of clients.

anywhere but here – are

GLOBAL MARKETS & BACKLOGS

helping pre-owned sales.

A variety of brokers and dealers pointed to growing international demand as a component in the reduction of the available pool of pre-owned aircraft – and that reduction as an element in the willingness of some finance companies to stick with the pre-owned market.

“There’s no question that China, India, Pacific-Rim customers, South America – almost anywhere but here – are helping preowned sales,” a California-based broker explained.

Large-cabin and long-range aircraft have been the biggest sellers in China but, as noted by analysts, small- and medium-cabin aircraft are destined to be the growth leaders over time. “As the demand in Asia for the mid-size and light jets begins to grow expect to feel some impact in the traditional markets – and the newest of those jets will be prime picking,” the West Coast broker continued. “That should help boost prices in those segments, as well as help demand for the next-older hardware.”

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There’s no question that China, India, Pacific-Rim customers, South America – almost

entire community of manufacturers, sellers and operators.

“It should also help make up the industry’s sales deficit caused by the steep fall-off in fractional deliveries,” Foley noted. But the full impact of China’s growth and transition to a private-aviation-friendly nation won’t be fully felt until the next decade. And that achievement depends on whether China develops the airport, airspace and regulatory infrastructure needed to support a more-robust growth curve and, more importantly, underpin unfettered use of private aircraft.

THE RETURN TO GROWTH But growth in China has limitations on its real market impact, noted several analysts – among them Brian Foley of Brian Foley & Associates. Foley observed that the General Aviation industry has good reason to be excited and encouraged by recent sales and future prospects for China.

He cautioned not to confuse an early spike in orders with any market's long-term character which, he stressed, may be very different. “That's particularly true in the case of China. Dreams of a limitless upside must be tempered with realism. The current order rate cannot be sustained indefinitely but there'll still be plenty of activity to keep the industry contented.”

Longer term, however, the Asian market – China, in particular – brings the potential for becoming an established market much like North America to the benefit of the www.AvBuyer.com

Brokers and dealers, analysts and observers see the recent signs – higher asking prices and lower inventories of business-turbine aircraft – as positive, remembering that the double-digit gains seen in the past few months come from a low water mark in valuations. Even new airplane orders seem to be gaining some steam – still predominantly within the larger jets arena, but with some smaller gains in the light and medium segments.

Coupled with admittedly weak operational growth (less than 1.5 percent last year by most accountings) the trends are the best seen since the downturn began four years ago…and a welcome new point of encouragement in a market ready for better days.

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

Email feedback to: editorial@avbuyer.com

Aircraft Index see Page 4

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Ultra Large March12_Gil WolinNov06 23/04/2012 15:16 Page 1

LARGE CABIN & ULTRA LONG RANGE JETS REVIEW 2012

Space, Mobility, Velocity: ize matters in some walks of life.

So does reach and variety.

Arguably, the only thing more diverse than the business jet selection on today’s market is business jet use. Beyond the common core of moving people and equipment efficiently and easily to where they are needed, the different enterprises find their own ways to fulfill their own specific needs.

Virtually any aircraft can connect any two points on the planet. How quickly, how easily and how efficiently this can be achieved can vary widely, however, across the spectrums that define cabin size and range potential.

One of the key advantages of Business Aviation is the time efficiency it offers. Time

S

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Large Cabin & Ultra-Long-Range jets remain the strength players in Business Aviation. by Dave Higdon efficiency suffers at every stop for fuel, or to stay within safe-operating guidelines. With growing needs to put people from North America across the conference-room table from counterparts in Europe and Asia, for example, efficient transportation enabling this to be done as time-efficiently as possible is becoming increasingly important.

Even small piston-single and piston-twin engine aircraft with nominal range capabilities can make the trip across the Atlantic but this will usually require stops via Eastern Canada, Greenland, Iceland, Finland, Scotland and Ireland before arrival on the continent. But in a large-cabin jet, or one of today’s ‘globe-trotting’ ultra-longrange jets, transoceanic trips can be made and time efficiency preserved, keeping the www.AvBuyer.com

busy cabin occupants as efficient as possible.

The focus on range ignores the other important element to this review of largecabin and ultra-long-range jets, however: Capacity. As noted, size does matter for many missions.

Range alone as a superior aspect of this segment fails to take into account the other major limitation of light jets: Most cannot fuel to fly maximum-range legs with anything near to full seats – or full luggage. So for longer trips, ‘larger’ assures operators of being able to transport both the people and the equipment needed, even when fueled for maximum range.

With technicians and their equipment more frequent flyers than board members and executive-suite occupants on most busiAircraft Index see Page 4

Ultra Large March12_Gil WolinNov06 23/04/2012 15:17 Page 2

BOMBARDIER GLOBAL 8000

ness jet flights, the extra space of the large cabin jet allows passengers to move about comfortably; to segregate themselves to a degree; or to collect into a group to collaborate on their mission.

The ability to fit and carry hardware and machinery, spare electronics parts and tools, passenger luggage and sundries grows with the size of the aircraft. And the jets featured over the following pages offer the flexibility to carry larger-than-typical loads with fuel for reduced trips that still exceed the average jet.

PARAMETERS AND LIMITATIONS Be aware, however, that no choice in business ever seems to come without some tradeoffs… and in aviation this is particularAdvertising Enquiries see Page 8

ly true. For example, runway length and, in some cases, weight capacity of that runway might rule out some airport destinations that would otherwise be able to receive a smaller jet.

While many a light jet can comfortably operate from runways of 3,000 or 3,500 feet – or, in a few cases, under 3,000 feet – large cabin jets more often need approximately 6,000 feet. Runway weight limitations also come into play - particularly with some of the ultra-long-range jets, primarily because of the large fuel supplies required for them to fly maximum-range legs.

The net impact is fewer airport choices than available to aircraft needing less runway and at lighter operating weights.

Otherwise, the large cabin and ultra-longwww.AvBuyer.com

range jets perform with the best in aviation.

For the purposes of this review, these jets can be as useful and capable on average business-aircraft legs – 350 nautical miles to 500 or so – while retaining the ability to go at least 4,000 nautical, our minimum range for the large cabin and ultra-long-range jet category.

As regards cabin space, the minimum area of 200 square feet sets the bar. Our lowest-case maximum take-off weight (MTOW) within the following class is just less than 50,000 pounds. All numbers quoted - from runway performance to range - are company specifications from the respective manufacturers. Take-off and landing distances are for aircraft at MTOW in standard ISA conditions. Now it’s time to meet the candidates. ❯ WORLD AIRCRAFT SALES MAGAZINE – May 2012

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CHALLENGER 605

BOMBARDIER AEROSPACE: CHALLENGER 605

GLOBAL 5000, 6000, 7000 AND 8000

Sadly Bill Lear didn’t live long enough to see the success of his second family of business jets. Mr. Lear died on May 14, 1978 after designing the LearStar 600 two years earlier.

Not quite six months after his passing, Canadair in Montreal flew the maiden voyage of the re-named Challenger CL600. From its certification in 1980, Canadair, and later Bombardier worked to advance the Challenger series in a steady stream of improvements and upgrades.

Today’s incarnation, the Challenger 605 represents the latest in that evolution with larger, better-placed cabin windows.

Bombardier didn’t neglect other important aspects of the Challenger, however, and updated the aerodynamics, installed a stateof-the-art ProLine 21 cockpit suite from Rockwell Collins, and made structural changes designed to enhance performance, range and payload.

The ProLine 21 employs four displays with dual FMS and autopilots working in concert with an auto-throttle system to enhance the CL605’s unparalleled weatherhandling capabilities.

This aircraft rather defies one of the limitations we highlighted above, and offers passengers the ability to use as little as 5,840 feet of runway for take-off while landings require less than half as much (2,775 feet).

The Challenger model brought stand-up cabin space to modern business jets, and its 6.1-foot height and 7-foot floor-level width remain hallmarks of large-cabin comfort. The 28-foot-length means that the CL605 provides just over 200 square feet of floor space.

The maximum range is shown at 4,000 nautical miles, and even with a full cabin payload (4,850 pounds) a Challenger 605 can manage legs exceeding 3,200 nautical miles.

The name alone aptly describes the ability common to these four airplanes: Their global capabilities, each one in sequence ranging

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further than the prior. The smallest of the four, the Global 5000, offers a still-air range of 5,200 nautical miles carrying a crew of three and eight people in the main cabin. The Global 5000 covers this ground at Mach 0.85.

The cabin offers 42 feet length, more than 8 feet width (at its widest), and 6.25 feet height. Space is plentiful - enough for multiple zones with accoutrements to match any operator’s need or desire, from office suite to home theater or sleeping berths.

The cockpit features the first in-service iteration of Rockwell Collins’ Vision Flight Deck version of its Pro Line Fusion integrated avionics suite. The four-screen system arranges three high-resolution displays across the panel with a fourth at the front of a pedestal.

The Vision system adds Rockwell’s certified Synthetic Vision System (SVS) imaging to the Head-Up Display (HUD) of the Global 5000 - an industry first. For the pilot the combination means seeing all the needed attitude and air data, navigation and approach guidance, against the graphics of the terrain outside, regardless of outside visibility. ❯ BOMBARDIER’S GLOBAL 6000, AND (INSET) A MOCK-UP OF THE GLOBAL 7000 INTERIOR

www.AvBuyer.com

Aircraft Index see Page 4

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Ultra Large March12_Gil WolinNov06 23/04/2012 15:19 Page 4

LARGE CABIN & ULTRA LONG RANGE JETS REVIEW 2012 The Global 5000 also works well on runways, needing 5,540 feet for take-off and 2,670 feet for landing. Power for this comes from a pair of Rolls-Royce BR710A2-20 turbofans, each making 14,750 pounds of thrust.

Stepping up, the Global 6000 offers everything the 5000 does, and more. The Global 6000 offers an additional cabin length (45.66 feet), adding a bit more available space over the 5000.

The same BR710A2-20 powerplants enable the Global 6000 to increase the range equation to 6,000 nautical miles, but this comes at the expense of a requirement for about 1,000 feet more runway for departure, but only about 300 feet more to land.

As is the Global 5000, the Global 6000 is built and equipped with remote operations in mind, with little or light support right down to the APUs. In the cockpit, the pilot will enjoy the same avionics suite as is found aboard the Global 5000.

Moving into something with even more range, and nearly 10 feet more cabin length than the Global 6000, the Global 7000 clearly offers unparalleled performance for an aerial office, work and living space with wings. As its name suggests, the range of this Global 7000 breaks into the next strata at 7,300 nautical miles - a full 1,300 nautical miles further than its next-smaller sibling.

The cockpit accoutrements mirror the systems in the Global 5000 and 6000, right down to the individual palm-filling cursor-control devices for navigating the menus of the

FALCON 900LX

Fusion panel and energizing many of its functions.

After the preceding steps up in the Global line, the Global 8000 may seem to bear a counter-intuitive name. Its cabin length of 50.6 feet is about 9 feet shorter than the Global 7000. But its maximum range lives up to the naming convention, at 7,900 nautical miles – achieved at Mach 0.85. The highspeed cruise capability will be as high as Mach 0.9.

❯ More information from www.bombardier.com

FALCON 7X AND (INSET) ITS INTERIOR

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www.AvBuyer.com

DASSAULT FALCON FALCON 900LX Still holding its own after all these years, Dassault’s venerable 900-series triple-engine jets continue with the 900LX. A trans-oceanic 4,800-nautical mile beauty, the Falcon 900LX sports the company’s own EASy variant of Honeywell’s Primus EPIC integrated-avionics platform in the cockpit, with four displays and integrated Electronic Flight Bags and docking stations.

At 7 feet 8 inches wide, 6 feet 1 inch tall and more than 33 feet long, the 900LXs cabin serves up plenty of space for work or relaxing en route. The three 5,000-pounds-thrust Honeywell TFE731-60 turbofans are flatrated to ISA +17°C to enhance the 900LX hot-and-high performance as well as its cruise capabilities.

The need for barely 5,100 feet of runway enhances the flexibility of this triple while its 2,415-foot landing distance and low approach speed serve to add to the appeal of this long-range performer. ❯

Aircraft Index see Page 4

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Ultra Large March12_Gil WolinNov06 23/04/2012 15:23 Page 5

FALCON 7X The all-new Falcon 7X loses none of what makes Falcon jets legendary in Business Aviation, while bringing in some traits that should only enhance those legends. For example, the Falcon 7X introduced fly-bywire control architecture to Business Aviation, as well as advances in Dassault’s EASy avionics.

Cabin accoutrements include a 6,000 foot cabin-altitude pressure when the jet is at its maximum certificated altitude, while the cabin itself is more than 39 feet long, 6-feet-2inches tall and nearly 8 feet wide.

Powered by three Pratt & Whitney Canada PW307A engines, the Falcon 7X manages its great runway and climb performance as well as its efficient fuel use that allows for its 5,960-nautical miles maximum range.

❯ More information from www.dassaultfalcon.com

GULFSTREAM AEROSPACE G450, G500, G550 AND G650 If there’s an airplane that the public seems to most identify as representative of the ultimate in success, using the phrase “the Gulfstream” seems to increasingly reflect that achievement. The Savannah, Georgiabased OEM offers four contenders for our group, each one a more-capable performer than its smaller sibling.

OEMs today place an emphasis on moveup customers, and the cockpits of most Gulfstreams in this group reflect that consid-

G650 AND (INSET) ITS INTERIOR

eration by sharing in panel systems. For Gulfstream, the common panel is the company’s PlaneView adaptation of Honeywell’s Primus Epic system. The first three all employ a version tailored to the airframe, while the fourth, the G650 sports a PlaneView II version with even more advances and capabilities.

Starting with the G450, the upgraded aerodynamics and system improvements work with the Rolls-Royce Tay Mk 611-8C engines to produce a jet capable of covering 4,350 nautical miles at its normal cruise of

© GULFSTREAM AEROSPACE CORP

G450

❯ More information from www.gulfstream.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

PHOTO

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Mach 0.80 after departing from a runway as short as 5,600 feet while carrying crew and eight passengers.

The G500 ups the cruise ante to Mach 0.80 for a maximum distance of 5,800 nautical miles - again with eight on board and three crew, thanks to the power and efficiency of its two Rolls-Royce BR710 engines In the G550 you get the same Mach 0.80 cruise but for a distance of 6,750 nautical.

Slow down to long-range cruise in any of the three jets and range increases considerably, of course.

The G650 takes everything extraordinary about the other three Gulfstreams including SVS (optional for G450 and G550), EVS (infrared-based enhance vision), HUD and in flight control that includes an auto-descent capability to protect against crew incapacitation.

The new Rolls-Royce BR725 powerplants deliver a new level of thrust-versus-efficiency, however, that works with the all-new wing and a sleek aerodynamic profile to give the G650 a still-air range of 5,000 miles – at “normal” cruise (a scorching Mach 0.90), making it the fastest cruise speed of the category. Pull the throttle levers back to Mach 0.85 and the G650 takes you 40 percent further - up to 7,000 nautical miles. The G650 needs a nominal 6,000 feet to operate from, an easy distance to find in the database.

Regardless of the Gulfstream model you are looking at in this segment, their roomy cabin and large oval windows provide customizable space to meet any business, government or personal need.

WORLD AIRCRAFT SALES MAGAZINE – May 2012

www.AvBuyer.com

Aircraft Index see Page 4

Hot Air May12_Gil WolinNov06 23/04/2012 15:46 Page 1

HOT AIR ?

Hot Air ?

Analyzing the EU’s Emissions Trading Scheme!

by Andrew C. Bradley s we ready ourselves for EBACE in Geneva, a hot topic for discussion at a time when our industry is beginning to emerge from the 2008/2009 global crisis will be the business and political landscape evolving to help reignite growth in the general Business Aviation sector. One of the serious detriments to our industry’s growth is the aptly named EU-ETS (European Union Emissions Trading Scheme). I can think of no better term for this misguided policy than the word “scheme”.

The EU-ETS was instituted in 2005 with the goal of one carbon allowance representing one ton of carbon dioxide (CO2) for each operator or business within the EU. Initially the aviation sector was excluded from these draconian measures. EU Government member states set caps (hence the term cap and trade) for each industry through a variety of mechanisms, including aircraft operators who - from 2012 onward - have to submit one allowance per ton emitted on flights to, from and within the EU. Non-compliance with this policy results in fines and a ban on operation within the EU. The initial legislation which included the aviation sector for Phase II of the program passed in 2008 and capped emissions at 97% of 2005 levels, to eventually level off at 95% from 2013 onwards. The goal of EU-ETS is to reduce carbon emissions at the cheapest possible cost through a system of trade allowances, which are either issued free of charge initially or through a bidding process.

Legislators claim that this allows operators of aircraft the flexibility on how they want to reduce emissions and where.

At the end of each year an operator must report the total number of emissions their flight activity has generated to the EU aviation authorities. Flight operators who either don’t meet their targets or exceed them can trade their allowances in what the EU claims will be a “free market” trade system. As this article will attest to, the system is anything but a “market-based” system and will surely ❯ do nothing to cut emissions.

A

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www.AvBuyer.com

Aircraft Index see Page 4

Goodward January 24/04/2012 16:39 Page 1

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Hot Air May12_Gil WolinNov06 23/04/2012 15:47 Page 2

HOT AIR ?

The EU recently claimed the program was finally working citing an estimated drop in emissions of around 11% in 2009. What it failed to point out is that emissions were not down as a result of the ETS program, but a 14% drop in industrial production due to the global crisis.

Maybe a coincidence? Doubtful! Industrial production rose in 2010 when the economic crisis eased, and EU emissions shot up again by nearly 4%.

WHY IT HASN’T WORKED

EXAMINING THE RESULTS OF PHASE I On paper the cap and trade system looks like an efficient way to achieve the EU’s stated goal of lower emissions at a reasonable cost.

Proponents of cap and trade espouse of the virtues of a system they claim is not open to manipulation by politicians and businesses, doesn’t require repeated voting by politicians on new taxes, and guarantees reduction in levels of emissions. What these proponents fail to realize (or in some cases blatantly misrepresent) is that cap and trade, particularly with regard to aviation, will become a very cumbersome, inaccurate, complex and costly endeavor. In fact one of the main arguments from proponents of the EU-ETS scheme centers on the low possibility of manipulation by polluters and politicians. This is simply wrong.

Couple that with the economically inefficient means with which the EU plans to administer and establish carbon prices, and which will prove disastrous not only with regards to reducing emissions efficiently but also place a huge burden on our industry.

The main fallacy with any cap and trade system including the EU-ETS system is the notion that those enforcing the system will not be open to manipulation and that some higher central planning authority will price the carbon permits accurately. This flies in the face of recent evidence. Overall the first phase of the EU-ETS, which ran from 2005 to 2007 (but did not include aviation) proved a dismal failure.

Open Europe, a UK-based think-tank found the EU’s initial attempts at carbon reduction an embarrassing failure. Somehow the EU managed to issue more pollution permits than actual pollution taking place. Prices for carbon permits plunged nearly 95% to almost zero in

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value, thereby defeating any incentive by polluters to cut emissions gasses. The price of carbon during this period fell from i 33 to less than i 0.20 per ton. In fact emissions actually rose nearly 1% during the first phase of the program across Europe, and in some countries 4% (as in the UK) according to the same report.

Part of the problem is that the main thesis of the plan—namely that such a plan constitutes a free market—doesn’t pan out. The EU granted each member state the task of issuing free permits to companies based on arbitrary parameters of perceived need. This in fact created not a free market but a political market where those firms—mainly the larger ones— proved more effective at lobbying each respective member state’s government at the expense of the smaller firms.

This should be evidence enough that the scheme is a failure - but to go one step further some of these larger firms actually reaped huge profits from the sale of excess permits while at the same time INCREASING their emissions.

The second phase which runs from 2008 through the end of this year, and now includes the aviation sector is likely to provide the same embarrassing result. In fact the same Open Europe report finds that instead of creating a mechanism free from political influence, the EU has in fact created the perfect blueprint for establishing what it calls, “…a web of politically powerful vested interest groups, massive economic distortions and covert industrial subsidies.”

The same report points out that traders and large firms within the EU will reap tens of billions of Euros in profits from trading these emissions permits. www.AvBuyer.com

There are many other drawbacks to the EUETS system with regard to industry as a whole and to aviation specifically. Chief among them is that the aviation sector itself is a growth sector and the main proponents of the system namely the Europeans - are mired in a deep cycle of never-ending debt crisis that has brought Europe to the verge of long-term recession.

Aviation is one of the sectors of any modern economy that helps to spur growth and pull countries out of recession. Even though aviation only contributes a paltry 2% of all man-made CO2 emissions, costs to the aviation industry of EU-ETS are estimated at 3.5 billion euros per year according to recently published statistics from OAG. Cash-strapped consumers in Europe facing additional tax burdens to bail out the likes of Greece, Spain and Italy (among others) are now facing additional surcharges for commercial travel at a time when businesses are attempting to jump-start growth. A recent article in Flight Global noted that several large carriers both EU, based and outside the EU have already hiked fares to pass these costs on to consumers rather than the polluters themselves. This, in effect, means consumers are indirectly subsidizing the polluters, including the aviation industry which makes no economic sense at all.

One of the main issues I have with cap and trade is that it doesn’t require any emissions reductions at all, which allows companies to trade permits and allowances that represent reductions elsewhere. Carbon Trade Watch, an environmental group points out that most cap and trade programs are written with numerous loop holes. Additionally “offset” credits allow operators to get past the limits of scarce or finite numbers of trading permits by building less regulated and cheaper projects elsewhere, thereby outsourcing pollution.

However, the most crucial factor that no one seems to have an answer for is the pricing mechanism for pollution permits. EU officials claim that carbon markets will set stable pricing signals to encourage polluters to switch to cleaner technologies but this ignores the fact that carbon prices have been extremely volatile and hard to track.

Aircraft Index see Page 4

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HOT AIR ?

WHAT IS THE TRUE PRICE OF CARBON? A key component of most cap and trade systems is a stable price which sends clear signals to the effected party on how to best deal with the issue, at the most efficient price. It’s hard to see how this will work in the face of recent price swings in the value of carbon.

Trade Watch estimates that Phase III (intended for 2013 to 2020) won’t cut emissions either, due to a World Bank estimate of 970 million permits expected to be issued.

This suggests that polluters won’t need to cut emissions until around 2017 or 2018 allowing operators to simply sell their permits at excess profits over the next five years. These estimates come not from pro-business interests but staunch anti-business environmentalists.

It seems even the left doesn’t like this plan.

The main goal of cap and trade is to allow operators such as the aviation industry to use carbon pricing as a signal to assist them to make long-term investments to reduce emissions. Current volatile pricing does anything but achieve this aim, however.

Imagine the nightmare of your flight department not only having to budget and forecast a real commodity like oil, but needing to hire a few laid-off Wall Street quants to get their hands around a non-tangible commodity such as carbon permits. Equate for a few more traders who want to create a future market and you can quickly imagine the havoc caused to the general Business Aviation community.

If United Airlines couldn’t accurately forecast the price of oil during the reign of CEO Glenn Tilton (who ran Chevron Texaco previously), what chance does anyone else stand at predicting the price of either oil or carbon credits in their yearly aviation budget.

FREE VS. AUCTION Another hotly-debated issue is the question over whether to issue permits for free or through an auction-type system. Recent support by EU-member states to charge for permits comes at a time when these states are bleeding money and need cash desperately.

As already proven, the free system issues both the incorrect number of permits and also skews the pricing of each carbon permit.

However, while it may seem that an auction would be more efficient in creating a true market, the EU and its member states have shown no commitment to earmark any funds for specific programs to cut emissions.

While EU regulators may claim that an auction system will fund emissions cuts, none have been willing to outline specific plans.

The UK government even went as far as to publicly state that such funds would not be used for environmental initiatives. An auction system appears to be nothing more than a

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cash cow for inefficiently managed government coffers.

Lastly, concern exists that an auction system would favor large operators or firms who could manipulate the market to bid up the price of carbon permits and put smaller competitors out of business by raising their cost of business.

SES AND NEXTGEN A proven way to cut carbon emissions in the aviation industry would be the implementation of NextGen and in Europe the Single European Skies (SES) proposals. Modernizing inefficient air traffic control systems could eliminate 41 million tons of CO2 and save the aviation industry over $21 billion over the next fifteen years alone.

Bernard Gustin, chairman of the Association of European Airlines (AEA) correctly points out that launch of the proposed SES program would slash emissions in the EU by over 12% over the next few years—more than the past seven years of EU-ETS phases combined.

Simply put, we are focusing on the wrong structural initiative to combat carbon emissions when a proven system is available to implement if only government (US and EU) would yield to private industry to speed up implementation of advanced air traffic control systems. Cap and trade may be the best—or only—initiative for industries such as power generation or other smoke stack industries but it is ill suited for aviation when better alternatives exist at a cheaper cost.

A PLAN ONLY POLITICIANS COULD LOVE Several years ago when two prominent US www.AvBuyer.com

environmentalists, Ted Nordhaus and Michael Shellenberger, completely debunked the feasibility of the EU-ETS cap and trade program arguing that the EU-ETS program was doomed to failure because it attempted to make inefficient energy more expensive rather than make alternative energy cheaper, other ardent environmentalists were in an uproar.

Now, several years later the majority of environmentalists agree with Nordhaus and Shellenberger that the EU-ETS program and other cap and trade programs have little chance of succeeding, begging the question that if operators and businesses don’t like the program and the anti-business environmentalists don’t like the program - who really benefits from EU-ETS cap and trade?

The answer is simple and should give everyone food for thought. Politicians seem to be the only ones who like the scheme, which should send out clear warning signals. ❯ Andrew C. Bradley is senior vice president, Global Sales & Acquisitions at Avjet Corporation, an international provider of aircraft charter and management solutions.

The company is headquartered in Burbank, California, and maintains a global presence in Washington D.C., Seoul, Dubai, Abu Dhabi, Moscow and other locations around the globe. To learn more about the company, visit www.avjet.com ❯ Do you have any questions or opinions on the above topic? Get them answered/published in World Aircraft Sales Magazine. Email feedback to: editorial@avbuyer.com Aircraft Index see Page 4

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Northern Air N412ET May 24/04/2012 12:45 Page 1

S H O W C A S E

2007 Learjet 40XR Serial Number: Registration: Airframe TT: Landings:

45-2083 N412ET 2134 1827

• Extended Range Fuel Airframe Factory Warranty Through Sept. 2012 Smart Parts Engines Both Engines 2134 hours TT \1827 Cycles Enrolled on MSP 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 Black and Platinum Stripes.

Interior Fire-blocked Seven passenger executive interior in a center club configuration with an aft belted seat for a eighth passenger. Two Left and one Right executive tables with Elm Burl gloss inlays in the center club. Seating is finished in Balsam leather with Milkweed lower sidewalls, and finished Elm Burl wood gloss laminate.

Optional Equipment • Freon Air Conditioner • AOA w/Indexer • Iridium Satellite Flight Phone • Cabin/Cockpit Fire Extinguishers • Interior 110V AC • Lead Acid Battery • Tail Cone Flood Lights • RVSM Capable • Airshow Cabin Audio/Video System • XM Satellite Radio • Extended Range Fuel

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

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WORLD AIRCRAFT SALES MAGAZINE – May 2012

www.AvBuyer.com

Tel: 800 262 4953 Tel: +1 616.336 4737 Cell: +1 616 648 2656 Fax: +1 616 988 4164 mserbenski@northernair.net www.northernair.net Aircraft Index see Page 4

Northern Air N959RP May 24/04/2012 12:52 Page 1

S H O W C A S E

2008 Learjet 40XR Serial Number: Registration: Airframe TT: Landings:

40-2100 N959RP 1895 1538

• Extended Range Fuel Airframe Factory Warranty Smart Parts Engines Left Engine 1907 / Right Engine 1899 MSP Gold Avionics • Honeywell Primus 1000 Integrated Flight • Director & Autopilot System • 4-tube 8x7” EFIS • Dual Universal UNS1 L FMS • Dual Comm radios with 8.33 Capabilities • Honeywell HF 1050 Comm • Dual Nav and RMI • Dual Mode S Transponders • Dual DME • Single ADF • Honeywell TCAS II • Honeywell Mark VII EGPWS • Honeywell Primus Radar 660 • ARTEX 406 Emergency Locator Transmitter • Cockpit Voice Recorder

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

Northern Air, Inc. Mark Serbenski Gerald R. Ford International Airport 5500 - 44th Street, SE • Grand Rapids, MI 49512 Advertising Enquiries see Page 8

www.AvBuyer.com

Tel: 800 262 4953 Tel: +1 616.336 4737 Cell: +1 616 648 2656 Fax: +1 616 988 4164 mserbenski@northernair.net www.northernair.net WORLD AIRCRAFT SALES MAGAZINE – May 2012

139

Mente GIV 1227 March 24/04/2012 14:17 Page 1

S H O W C A S E

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

1993 Gulfstream IV‐SP Serial Number: Registration: Airframe TT: Landings:

1227 N600VC 7490.9 3616

Engines Engines: Rolls Royce TAY 611‐8 Engines enrolled in JSSI Platinum at 87% Left: S/N 16570 7397.6 Hours 3549 Cycles Right: S/N 16550 7405.6 Hours 3559 Cycles APU Honeywell GTCP 36‐100 4742.0 Hours SN P‐618 Last HSI c/w @ 4614 Hours Avionics Honeywell Pro Line 4 Dual Honeywell SPZ‐8000 Digital IFCS/Pro Line 4 Honeywell MCS‐6000 SATCOM Triple Collins VHF ‐422D Comm's w/8.33 MHz Spacing Dual Honeywell AA‐300 Radar Altimeter Dual Collins VIR 432 Nav's w/FM Immunity Honeywell TCAS II w/Change 7 Dual Collins ADF‐ADF 462 ADFs Honeywell Primus 870 Color Radar System w/Turbulence Detection Dual Collins DME‐ 442 DMEs Honeywell LASERTRAK Dual Collins TDR‐94D Enhanced Mode "S" Transponders w/Flight ID Dual Collins HF 9032 HF Radios Dual Honeywell NZ‐2000 FMS with 6.0 Software CSD‐714 SELCAL Dual Honeywell GR‐550 GPS Allied Signal Mark V EGWPS w/Windshear

Triple Honeywell Laseref II IRS Honeywell VHF/Satellite AFIS Magnastar C‐2000 Flight Phone Fairchild F1000 Flight Data Recorder Artex 406 ELT Fairchild A100A Cockpit Voice Recorder Additional Features AFT galley, FWD crew lav and refreshment center VCR, DVD, & Cassette Players RVSM/RNP‐5 & RNP‐10 Certified Dual DVD Players Airshow 400 Sony 10‐Disc CD Changer Electric Window Shades High Temp Oven Facsimile Machine Microwave Portable Halogen Fire Extinguishers Coffee Maker Forward 15" LCD Bulkhead Monitor Devore Vertical Recognition Lights 15" Pop‐Up Monitor in Credenza JSSI Platinum Engine Program Details Interior Eleven (11) passenger executive interior featuring a forward three (3) place divan opposite a two (2) place club. ALL NEW VENEER by Duncan Aviation BTL in June 2011 ‐ Owner spent over $500K replacing all the cabin veneer Exterior Overall Matterhorn White with Black & Gray Accent Striping. New Paint January 2010 – Duncan Aviation BTL. Specifications Subject To Verification. Aircraft Subject To Prior Sale or Withdrawal from Market. Spec last edited: 1/16/2012 Mente Group, LLC 15303 North Dallas Parkway Suite 1320, Addison, TX 75001

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WORLD AIRCRAFT SALES MAGAZINE – May 2012

www.AvBuyer.com

Tel: 1 214 351 9595 www.mentegroup.com

Aircraft Index see Page 4

Mente G550 & Citation XLS May 24/04/2012 14:19 Page 1

S H O W C A S E

2004 Cessna Citation XLS

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

Serial Number: Registration: Airframe TT: Landings:

Interior Six premium light taupe leather executive seats are complimented by a side facing seat and belted seat opposite the lav. Burl cabinetry, almond headliner, beige sidewalls and neutral carpeting, extended galley with ample storage and extra ice cooler. Three 110-volt outlets Exterior Matterhorn white with black, brown, platinum and metallic red striping Inspections/Maintenance CESCOM PHASE 1-4 due August 2012 Phase 5 due August 2013

560-5534 N424HH 3927 2972

Engines Engines: PW545B L/H Engine: 3927 HRS TSN, 2971 HRS CSN R/H Engine: 3927 HRS TSN, 2971 HRS CSN APU: Honeywell RE100XL 1910 HRS TSN, 2972 HRS CSN Avionics Honeywell Primus 1000 Dual XS-852 Honeywell Primus 1000 A/P Dual Honeywell RCZ-833 Comms Dual Honeywell NV-850 Navs Honeywell DF-850 ADF

Dual Honeywell DM-850 DME Dual UNS-1Esp w/ GPS Mode “S” Enhanced XPDR Honeywell Primus 880-Color Radar Honeywell Lightning Sensor TCAS 2000 w/ change 7 Honeywell Mark V TAWS A EGPWS King KHF-1050 w/SELCAL AirCell ST-3100 Satcom Phone Features/Equipment RVSM Artex C406-N ELT 8.33KHz & FM-Immunity L3 FA2100 CVR Precise Pulselites No known damage SAFT 43 Amp NiCad Battery Cockpit Speaker Mute Switch

Two Corporate Owners Since New

1998 Dassault Falcon 900EX

Chad Collins Tel: +1 972-955-6779 E-mail: ccollins@mentegroup.com

Serial Number: Registration: Airframe TT: Landings:

Dual Collins DME-442 Dual AA-300 Honeywell Radio Altimeter FM Immunity Comms@ Navs Aircraft Programs HAPPS Avionics Program CAMP Maintenance Tracking Program MSP Engine Program RVSM Certified Interior 12 Passenger configuration with Aft Lavatory-Soft goods completed Nov. 2010.

Forward 4 Place club seating w Mid Cabin double club and dinning group. Private aft cabin with 3 place couch across from club seating. Fwd Jump Seat.

Exterior New paint in December 2009. White base overall with black and yellow stripes. Slant style Eng. Markings.

35 N913SN 6912.4 3302

Engines MSP Engine Program APU Allied Signal GTCP 36-150F 3967.1 hours since new Last HSI – 2558.8; Next Due: 7058.8 Avionics/ Additional Equipment Pimus Elite Cockpit Upgrade ($800K) XM Graphical Weather Flight Dynamics Cat III HUD Dual Collins TCAS 94-TCAS II w Change 7 Airshow Genesys

Electronis Charts w Dual Honeywell Servers Lightening Sensor DC-820 FMS Upgrade (120k Option) Honeywell MARKV EGPWS Honeywell SSCVR CVR (32 Parameter) Honeywell SSFDR Flight Data Recorder (120 Minute Recording) MagnaStar UHF/Satcom Phone w/fax Triple Collins VHF-422/A Comms w 8.33 Spacing Dual Collins: TDR-94D Transponders w Mode S Dual Bendix-King KHF-950s Cabin DVD Player with 4 Rosen monitors Triple Honeywell Lazeref III Selcal Coltech CDS-714 Decoder One EICAS Multi-Function Display Dual Baker B1045 Audio Control Pannels Triple Honeywell FMZ 2000 w dual GNSSU GPS

Mente Group, LLC 15303 North Dallas Parkway Suite 1320, Addison, TX 75001

Advertising Enquiries see Page 8

www.AvBuyer.com

Tel: 1 214 351 9595 www.mentegroup.com

WORLD AIRCRAFT SALES MAGAZINE – May 2012

141

2000 Global Express April 24/04/2012 14:25 Page 1

S H O W C A S E

2000 Bombardier Global Express Serial Number: Registration: Airframe TT: Landings:

9067 N67RX 7160 2125

As owner, Japat AG offers for sale its 2000 Bombardier Global Express, Serial Number 9067.

This aircraft features: • Honeywell Avionics • 8C-Check and Landing Gear Overhaul in April 2012 • Buyers Choice of new Interior and Paint Colors

Airframe Empty Weight: 49,696 Lbs, Max Gross Weight: 96,000 Lbs, Max. Landing: 78,600 Lbs. . No Known Damage History.

Engines BR710A2-20 on Corporate Care.

Left: S/N-12235, TT: 7160.1 Hrs, TC: 2,125 Cycles.

Right: S/N-12246, TT: 7160.1 Hrs, TC: 2,125.

All Inspections Current.

APU: RE-220(GX). On MSP Avionics DU-870 EFIS, Honeywell FMS, Honeywell IC800 Flight Director & Autopilot, GPS-550 GPS, RNZ-850 NAV, ADF, & DME, RCZ-833K VHF, HF-9000/Selcal HF, RCZ-833 Mode S Enhanced Transponder, Primus-880 Radad, TCAS, FDR, CVR, ELT

Interior Original, 14 seat interior. Baker Cabin Management System. Electric Window Shades. 4 Club Seats in Forward Cabin, 2 Club Seats plus 4-Seat Dining Group in Mid Cabin, 2-Seat Divan plus 2 Club Seats in Aft Cabin.

Fwd and Aft Magair Toilets. DVD, CD, & VCR. 6-6.5” Seat Monitors. Crew Rest has built-in PMAT plus 10” Monitor. Fax. TIA Oven. Freezer.

Chiller. Microwave. Aircraft will be delivered with fresh soft goods in April 2012. Color can still be decided by buyer.

Exterior July 2003 Paint. Overall White with Blue and Gold Stripes. Aircraft will be delivered with new, April 2012 Paint. Color can still be decided by buyer.

Aircraft Located in Morristown, New Jersey Price: Please Inquire

Japat AG Daniel Stieger

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WORLD AIRCRAFT SALES MAGAZINE – May 2012

www.AvBuyer.com

E-mail: daniel.stieger@novartis.com

Aircraft Index see Page 4

2001 Global Express March 24/04/2012 14:27 Page 1

S H O W C A S E

2001 Bombardier Global Express Serial Number: Registration: Airframe TT: Landings:

9086 M-MNAA 6370 2229

As owner, Japat AG offers for sale its 2001 Bombardier Global Express, Serial Number 9086.

This aircraft features: • Honeywell Avionics • 8C-Check and Landing Gear Overhaul in October 2012 • Buyers Choice of new Interior and Paint Colors

Airframe Empty Weight: 49,545 Lbs, Max Gross Weight: 96,000 Lbs, Max. Landing: 78,600 Lbs. Engines BR710A2-20 on Corporate Care.

Left: S/N-12287, TT: 6370.19 Hrs, TC: 2,229 Cycles.

Right: S/N-12286, TT: 6370.19 Hrs, TC: 2,229. All Inspections Current.

APU: RE-220(GX). On MSP Avionics DU-870 EFIS, Honeywell FMS, Honeywell IC800 Flight Director & Autopilot, GPS-550 GPS, RNZ-850 NAV, ADF, & DME, RCZ-833K VHF, HF-9000/Selcal HF, RCZ-833 Mode S Enhanced Transponder, Primus-880 Radad, TCAS, FDR, CVR, ELT. Interior Original, 14 seat interior. Baker Cabin Management System. Electric Window

Shades. 4 Club Seats in Forward Cabin, 2 Club Seats plus 4-Seat Dining Group in Mid Cabin, 2-Seat Divan plus 2 Club Seats in Aft Cabin.

Fwd and Aft Magair Toilets. DVD, CD, & VCR. 6-6.5” Seat Monitors. Crew Rest has built-in PMAT plus 10” Monitor. Fax. TIA Oven. Freezer.

Chiller. Microwave. Aircraft will be delivered with fresh soft goods in October 2012. Color can still be decided by buyer.

Exterior July 2002 Paint. Overall White with Blue and Gold Stripes. Aircraft will be delivered with new, October 2012 Paint. Color can still be decided by buyer.

Aircraft Located at Basel-Airport, Switzerland Price: Please Inquire

Japat AG Daniel Stieger

Advertising Enquiries see Page 8

www.AvBuyer.com

E-mail: daniel.stieger@novartis.com

WORLD AIRCRAFT SALES MAGAZINE – May 2012

143

Albinati Citationjet 2+ February 24/04/2012 14:29 Page 1

S H O W C A S E

2008 Cessna Citationjet 2+ Serial Number: Registration: Airframe TT: Landings:

525A-0385 HB-VOP 1439 1409

Engines on TAP Elite Williams International FJ-44- 3A-24 FADEC Controlled LH: S/N 216179 1439 TT / 1409 CSN RH: S/N 216178 1439 TT / 1409 CSN Avionics Collins Proline 21 Avionics System with 3 (8x10 inc) color, active matrix liquid crystal displays.

AHRS 2 Collins AHC-3050 ADC 2 Collins ADC-3000 IFIS 1 Collins IFIS-5000 FMS 2 Collins FMS-.3000 (incl. DME II) GPS 1 Collins GPS-4000A w/12-Channel RTU 2 Collins RTU-4200 NAV 2 Collins NAV-4000 and NAV-4500 ADF 1 Collins ADF DME 1 Collins DME-4000 VHF 2 Collins VHF-4000 w/8.33KHz spacing XPDR 2 Collins TDR-94 Mode S TCAS II 1 Collins TTR-4000 TCAS II EGPWS Mark V EGPWS with RAAS Radar 1 Collins WXR-800 ESIS GH-3000 ESIS CVR Provisions for installation of L3 connection FA 2100 CVR ELT 1 Artex C406-N w/3 freq. ELT MDC 1 Collins Maintenance Diagnostic System

Additional Equipment Gnd Com Dispatch Switch (powers 1Radio, 1 RTU and both audio panel) Pulselight System with interface to TCAS II Tail Log Lights Nose Landing Gear in/protection boot Installation Jeppesen Electronic Charts on MFD Crew Seat Sheepskin Slipcovers 110V Ac Universal Electrical Outlet w/500W Inverter Monorail Sunvisors – Entry Step Upgrade to Airstair Style Steep Approach Option Interior Two (2) Cockpit, six (6) Cabin passengers seats.

Four executive club chairs with two fold-out executive tables.

RH Fwd Refreshment Center.

Aft Divider Assembly with sliding door Aft Low Boy storage cabinet with drawer One Aft Potty Belted Seat.

Townsend Leather Satin finished wood veneer – Australian Walnut Brushed Aluminium Hardware Finish.

Exterior Overall white with dark grey stripes JAR OPS 1

Asking Price: Make Offer

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

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WORLD AIRCRAFT SALES MAGAZINE – May 2012

www.AvBuyer.com

Tel: Mob: E-mail: Web:

+41 (0) 22 306 1060 +41 (0) 79 2005265 info@albinati.aero www.albinati.aero Aircraft Index see Page 4

Albinati Hawker 900XP Nov 24/04/2012 14:35 Page 1

S H O W C A S E

2008 Hawker 900XP Serial Number: Registration: Airframe TT: Landings:

HA-0038 HB-VPJ 1158 1043

Engines on MSP Gold HONEYWELL / TFE 731-50R LH: S/N P122180 1158 T SN / 1043 CSN RH: S/N P122181 1158 TSN / 1043 CSN APU on MSP HONEYWELL / GTCP36-150 W S/N: P-1018 1253 TSN Avionics Collins Proline 21 Integrated flight control System with 4 EFIS LCD Displays Collins IFIS-Paperless Cockpit Integrated Electronic Checklist Enhanced Map Overlays AHRS Dual Collins AHC-3000 Autopilot Dual Collins FGC 3000 ADC Dual Collins ADC-3000 FMS Dual Collins FMS-6000 GPS Dual Collins GPS-4000A with WAAS NAV Dual Collins NAV-4000 and NAV-4500 ADF Collins ADF DME Dual Collins DME-4000 VHF Dual Collins VHF-4000 w/8.33KHz spacing HF Dual Collins HF-9000 High frequency Radio XPDR Dual Collins TDR-94D Mode S TCAS II Collins TTR-4000 TCAS II EGPWS Mark V EGPWS with Runway Awareness and Advisory System (RAAS) RADAR Collins TWR 850

SSFDR Honeywell solid state FDR CVR Universal Cockpit Voice Recorder CVR-120 ELT Artex C406-N w/3 freq.

ESIS Meggitt Electronic Standby Instrument System MK.2 MDC Collins Maintenance Diagnostic System Selcal Additional Equipment Airborne Telephone Systems: AirCell ST3100 iridium phone with cordless cockpit & cabin handsets Cabin Information & Entertainment Systems: Collins Dual Digital Video Disc Player with 2nd 15” LCD monitor Airshow 4000 w/ Flight Deck Controller Outlets 220 VAC power Interior Height (8) Cabin passenger’s seats, featuring 5 individual seats with two fold-out executive tables and a 3-place divan Belted lavatory seat Beige colored carpet. White ultrasuede headliner.

Leather beige color seat Exterior Top fuselage and upper wing Matterhorn white color Belly and bottom wings granite color with two stripe granite colors On CAMP & Support Plus JAR OPS 1 Asking Price USD $8,950,000

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

www.AvBuyer.com

Tel: Mob: E-mail: Web:

+41 (0) 22 306 1060 +41 (0) 79 2005265 info@albinati.aero www.albinati.aero

WORLD AIRCRAFT SALES MAGAZINE – May 2012

145

Florida Jet May 24/04/2012 14:38 Page 1

S H O W C A S E

2012 Gulfstream 450 Serial Number: Airframe TT: Landings:

4236 125 42

Engines Rolls Royce Tay MK 611-8C On Rolls-Royce Corporate Care Engine 1 Engine 2 Serial Number: 85489 85490 Engine time hrs: 119 119 Cycles: 35 35 APU Honeywell 36-150 on MSP G450 Optional Equipment Installed • Synthetic Vision – Primary Flight Display • PlaneView Enhanced Navigation Package • PlaneView XM WX Weather • Category II Instrument Landing System • Runway Awareness Advisory System • Data Link Recording • 88 Parameter Flight Data Recorder • Emergency Vision Assurance System • Aircell High Speed Internet System • Aircell Axxess II Iridium Satellite Telephone • Part 135 Certified Interior & Exterior Fourteen passenger executive interior with an aft galley. Single seats are 28” with recliner leg rest on the forward facing single seats and each single seat has a 9” widescreen LCD monitor mounted in the outboard armrest, one additional 24” flat screen monitor is located on the forward bulkhead and a 19” monitor is located above the

credenza, the forward cabin features a four place club, the mid cabin area features a right side four place divan opposite a two place club arrangement and the aft cabin features a four place left side conference group opposite a credenza which incorporates the Cabin Entertainment System, facsimile machine and miscellaneous storage. The aft galley features a High-Temp and Microwave oven as well as a Coffee & Espresso maker, counter tops are quartz polymer material. Forward crew lavatory and aft passenger lavatory. The cabin Entertainment System features an Airshow 4000 System with three external cameras as well as an Enhanced Vision System Video Interface Installed to enable passengers to view FLIR camera images. There are also two Multi-Region DVD players and a five Disc CD Player. Eight 115V/60Hz power outlets located throughout the cabin. The cabin interior was completed with Enhanced Soundproofing and features a high gloss QTR comp ebony walnut wood cabinetry complimented by light satin almond champagne gold colored plating and patterned carpet.

Exterior Matterhorn white with royal blue, blue haze and gray stripes, Teflon Coated Asking: Make Offer All Trades Considered

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

Dassault Falcon 50EX May 24/04/2012 14:41 Page 1

S H O W C A S E

1999 Falcon 50EX Serial Number: Registration: Airframe TT: Landings:

283 N223HD 5007 2772

Engines #1 Eng: s/n P115199: 5007 hrs Cycles: 2772 #2 Eng: s/n P115200: 4916 hrs Cycles: 2712 #3 Eng: s/n P115201: 4958 hrs Cycles: 2740 AlliedSignal TFE731-40 (engines to be enrolled on MSP at time of delivery) APU s/n P392. Garrett GTCP 35-100A (on MSP) Maintenance OCIP A&B program. CAMP. 3C and Landing Gear Dimensional Corrosion inspection due December 2017.

Exterior Overall white fuselage with medium blue accent stripes (repainted November 2011–Duncan Aviation) Interior Tan leather seats, Natura Chenille Agate fabric divan, Wicker color leather lower sidewall, Almond Ultra-leather headliner, Maple burl wood cabinetry Seating Nine Passenger; 4 fwd club seats, 2 aft club seats, aft 3-place divan, aft lavatory, folding jumpseat Avionics Flight Director Dual Collins EFIS-4000 Autopilot Collins APS-4000 Flight Management System Dual Collins 6100 GPS Dual Collins GPS

Communication (VHF) Transceivers Triple Collins VHF-422C Navigation (VHF) Receivers Dual Collins VIR-432 Automatic Direction Finders Dual Collins ADF-462 Distance Measuring Equipment (DME) Dual Collins DME-442 ATC, Transponder Dual Collins TDR-94D mode S Color Weather Radar Collins TWR-850 with dual controllers TCAS II Collins TCAS-94 (change 7) Radar Altimeter Dual Collins ALT-55B with dual controls High Frequency Communication Dual Collins HF-9000 Iridium Telephone System Aircell ST-3100 Inertial Reference System Dual Honeywell LASEREF III Attitude Heading Reference System Collins AHS-85E Flight Data Recorder AlliedSignal SSFDR (15 parameter) Cockpit Voice Recorder AlliedSignal (2 hour recording) Air Data Computer Dual Collins ADC-850F Selcal Coltech Selcal (2 channel) AFIS AlliedSignal SATAFIS Enhanced GPWS AlliedSignal Mark V with Windshear ELT Socata ELT-97A (satellite; no Nav. interface) Additional Equipment Entertainment system: CD & DVD player, two 14” LCD monitors, high temp. Oven, Airshow 400, 115VAC outlets, Devore tail lights, Pulse landing lights, Stand-by Horizon, Davtron clocks, coffee maker, microwave, Emteq LED indirect cabin lighting system, Goodrich Stormscope WX-1000.

COMPLIANT: RVSM, FM Immunity (Nav), 8.33 kHz, B-RNAV, MNPS

www.falconjet.com/preowned

Advertising Enquiries see Page 8

www.AvBuyer.com

USA Tel: + (1) 201 541 4556 E-mail: preowned@falconjet.com FRANCE Tel: +33 1 47 11 60 71 dominique.cruchon@dassault-aviation.com WORLD AIRCRAFT SALES MAGAZINE – May 2012

147

JetFlight Ltd May 25/04/2012 15:11 Page 1

S H O W C A S E

Photo: Natalie Bruggemann

2000 Falcon 2000LX Serial Number: Registration: Airframe TT: Landings:

141 G-WLVS 1275 675

New to market EASA certified Main features • 10 Seats • Delivered April 2008 • 1275 hours only, 675 landings • No damage history • Engines on ESP • Immaculately maintained • Range 4000nm at MO.8 and 6 pax • Lowest DOCs in class • Full specifications Cockpit • 3rd Honeywell TR866B VHF Voice and AFIS Data Comms System • 3rd Honeywell AV-900 Audio System • Aircell ST3100 Iridium Satcom • Honeywell “EASy” Comms Management Function • Miltope Flightdeck printer • Honeywell DFDR Flight Data Recorder • KGS Electronics Auxiliary 115VAC 60Hz Power • Teleflex Tail Recognition Light System • Al Electroluminescent Entertainment Controls • Honeywell 20 inch monitor

• Rosen Plug-In 8.4 inch seat monitors • 3rd Flight Crew Seat Cabin • Sony Stereo Headsets • Airshow 410 Cabin Display System and Worldwide maps • Custom wood veneer side ledge • 30 inch LH entryway closet “rounded styling” • DASC increased height seating with hidden headsets and electrical lumbar • 2 Recliner type leg rests Galley • 46 inch galley “rounded styling” • 15 inch galley annex “rounded styling” • 3 Atlas Tray Carriers and 3 Storage Drawers • Extra-wide high temperature oven plus TIA microwave oven • Ice drawer, trash drawer, cold storage drawer • Galley pocket sliding door Other • 115 cubic feet oxygen bottle • Telescopic towbar Price US$23.75m Subject to contract / Subject to prior or withdrawal from sale

JetFlight Ltd

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Tel: +44 (0) 1353 661636 or +44 (0) 7785 245400 Email: JetSalesUK@aol.com

Aircraft Index see Page 4

MillionAir April 24/04/2012 14:45 Page 1

S H O W C A S E

2001 Cessna Citation Excel Serial Number: Registration: Airframe TT: Landings:

5173 N560JF 3,152 2,634

Engines Total Time: Cycles: APU:

Left 3,152 2,617 1,318

Right 3,152 2,617

Interior Shortly after the aircraft was purchased from its fortune 500 original owner, Cessna Aircraft Company installed new dark gloss wood veneer, added a forward two place divan replacing a single seat, installed new carpet, increased the ice bin capacity, recovered the side walls, refur-bished the leather seats, installed a new cabin display system with moving map processor, and applied new paint stripes. This eight place interior shows very well and can be enjoyed for years to come.

Exterior Matterhorn White with Black and Gold accent stripes.

Avionics • 2 Universal UNS 1CSP+ FMS • 3 Tube Honeywell Primus 1000 EFIS • 2 Universal 12 Channel GPS • 2 Honeywell TR-833 Comms • 2 Honeywell NV-850 Navs

• KHF-950 HF Radio • Honeywell DF-850 ADF • 2 Honeywell DM-850 DME • 2 XS-825B Mode S Transponders • Primus 880 Radar • TPU 76A TCAS II Change 7 • Primus 1000 Auto Pilot • Honeywell EGPWS • 2 AZ-850 ADC • WSI Weather Data Link • Dual AHARs Features/Options • Allied Signal RE100 APU • Double Wide Pedestal • Magnastar C-2000 Airphone • Two Place Forward Divan • Externally serviceable Lav • R/H Gear Control • Pulselite Precise Flight • Concord Lead Acid Battery • 76 CU FT O2 System • Cockpit Voice Recorder • BD Cabin Display with External View Camera

Make Offer

Million Air Salt Lake City 303 North 2370 West Salt Lake City, Utah 84106

Advertising Enquiries see Page 8

www.AvBuyer.com

Mike Parker V.P. of Sales Office: 801-933-7509 Cell: 801-910-6920 Email: mparker@maslc.com www.millionairslc.com WORLD AIRCRAFT SALES MAGAZINE – May 2012

149

Flight Partner Ltd May 24/04/2012 14:48 Page 1

S H O W C A S E

2000 Citation Bravo Serial Number: Registration: Airframe TT: Landings:

550B-0917 G-IDAB 2701 2289

• On Power Advantage & ProParts • EASA Ops Compliant • Fresh Phase I through V just completed Engines Eng 1 (L) : 2,701 SNEW - 4,000 TBO - 2,277 CSN Eng 2 (R) : 2,701 SNEW - 4,000 TBO - 2,277 CSN Avionics Avionics Package: Honeywell P-1000 Flight Director: Primus 1000 Autopilot: Primus 1000 FMS: Honeywell GNS-XLS Communication Radios: Dual King With 8.33 Spacing Navigation Radios: Dual King DME: Dual King ADF: King CNI-5000 Transponder: Honeywell MST-67A Mode S enhanced TCAS: Honeywell CAS-67A TCAS-II TAWS: Honeywell Mark VIII EGPWS Hi Frequency: Bendix/King KHF-950 Weather Radar: Collins RTA-800 CVR: Fairchild FDR: Fairchild

Additional Equipment and Options Rosen Monorail sun visors EROS Crew Masks 50 Cubic Foot Oxygen Bottle Large SAFT 43 Amp Battery Overwater Life Vests Honeywell Mark VIII EGPWS Artex ELT w/triple channels Camino window inserts Exterior Matterhorn with navy blue & burgundy stripes Interior Attractive lightly appointed interior features grey leather seating with Elite style tailoring and high gloss laminate cabinetry.

Full LH Galley with hot liquid and storage cabinet Executive writing tables.

Non belted flushing lavatory.

Indirect lighting, and an aft divider. $2,495,000 USD

Current owners trading up Excellent aircraft for either private or charter purposes In exceptional condition

Flightpartner Ltd

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Tel: +44 (0) 1452 856222 Fax: +44 (0) 1452 856333 Email: sales@flightpartner.co.uk

Aircraft Index see Page 4

CAI Socata TBM 850 April 24/04/2012 15:05 Page 1

S H O W C A S E

2006 Daher Socata TBM 850 Serial Number: Registration: Airframe TT:

351 N351CK 675

Engine Pratt & Whitney PT6A-66D (3,000 Hr. TBO) 675 TTSN Propeller Hartzell 4-Bladed. 675 TTSN Avionics Garmin/King NAV/COMM: Dual Garmin GNS-530s w/WAAS AP/FD: King KFC-325 w/altitude preselect XPNDR: Garmin GTX-327 & GTX-330 ALTIMETER: Dual AM 250 Encoding (RVSM) DME: King KN-63 w/output to EHSI R/ALT: King KRA-405B AUDIO: Garmin GMA-340 EFIS: King EFS-40 TWO-TUBE GPS: Dual Garmin GNS-530s w/WAAS RADAR: King RDR-2000 displayed on GMX-200 MFD: Garmin GMX-200 w/Chartview TAS/TAWS: King KMH-880 displays on GMX-200 S/SCOPE: WX-500 displayed on GMX-200 Wx: Garmin GDL-69A XM Wx/Radio Features RVSM Data Package – Certified to FL 310 Advanced Position and Traffic Package Electric pitch and rudder trims on co-pilot yoke Pulse light anti-collision system Shadin ETM 700 Engine Monitor

Full Co-Pilot Instruments Freon Air Conditioning Jeppesen Chart view - Electronic Approach Charts Gaseous oxygen system XM Satellite Entertainment Package Known Icing Co-pilot side map light & approach plate holder Interior Platinum Edition Six Leather Chairs in Beige Leather Adjustable backrests & Folding Armrests Front and rear 24V DC power outlets Upper cabin panels in ultra-suede Lower cabin panels in in leather Wool carpeting Individual fresh-air vents & reading lights Pilot and Co-pilot sunvisors Bose X ship-powered headset jacks Baggage compartment behind aft seats 220 lbs.

Executive Writing Table and Storage Cabinet Exterior Overall White Over Platinum Bottom with Burgundy and Metallic Gold Accent Stripes Maintenance Annual Inspection Complied with March 2012 by Image Air Controls Dual flight controls Electrical pitch and rudder trims on pilot control wheel Elevator, rudder, and aileronelectric trim Electrical pre-select flaps with integrated asymmetry detection system

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

Advertising Enquiries see Page 8

www.AvBuyer.com

Palm Beach Tel: Fax: Cellular: Email: Website:

(561) 433-3510 (561) 433-3842 (561) 289-3355 jp@caijets.com www.caijets.com

WORLD AIRCRAFT SALES MAGAZINE – May 2012

151

Jetsales May 24/04/2012 14:51 Page 1

S H O W C A S E

2007 Eurocopter 135P2+ Serial Number: Registration: Airframe TT:

0561 SP-KOT 300

• Immaculate and VIP configuration • Lowest time on market • One owner • This as new beautiful Eurocopter EC135P2+ has black paint with matching gold stripes.

• Since new it has one owner and was only for private use. The SPKOT has a dedicated hangar in which it is kept and taken care of.

• All inspections are to date and all SB are complied.

• This helicopter is configured for single pilot VFR day and night as also IFR Flights.

• There are 7 seats (5+2) in a VIP configuration.

• This EU registered helicopter is located in EPPO (Poznan, Poland)

Avionics Glass cockpit Autopilot Stormscope WX500 2xGarmin GNS430 NAV/COM/GPS 10” copilot instrument panel Garmin GTX Mode S Transponder DME DMS44A Other features Bleed air heating, safe battery, 450W landing and search light, copilot flight controls, windscreen wipers, standby horizon, AL804DC with backup Passenger comfort VIP Interior Air conditioning 7 Bose X Headsets Enhanced sound proofing Other options include Ground power plug, Hydraulic handling

Engines 2x Pratt & Whitney

Jetsales Ltd

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Tel: +44 (0) 777 14 33 999 Email: sales@jetsales.pl

Aircraft Index see Page 4

Boutsen May 25/04/2012 17:09 Page 1

S H O W C A S E

2009 Falcon 7X Serial Number: Registration: Airframe TT: Landings:

042 OE-IVA 850 390

Engines Pratt & Whitney 307A on ESP APU Honeywell GTCP36-150 on MSP Avionics COM Triple VHF Communication Honeywell TR-866B NAV Dual Honeywell NV-875X ADF Dual Honeywell DF-855 DME Honeywell DM-855 RADALT Dual Honeywell KRA-405B RADAR Honeywell Primus 880 FMS Triple Each Honeywell FMS Functions TXPDR Dual Honeywell XS-875A HF Dual Honeywell KHF-1050 EGPWS Honeywell Easy TCAS II ACSS TCAS 3000 w/Change 7 FDA Triple Honeywell AV-900 FDR Honeywell Quick Access Recorder CVR Dual Honeywell AR- COMBI SELCAL Honeywell LSS Honeywell LSS-860 ELT Honeywell RESCU 406AF MIRU Triple Honeywell LASEREF V FRS Dual Honeywell AR-COMBI Equipment Electronic Jeppesen Charts Honeywell EASy –

Enhanced Flight Vision System (EFVS) CMC “2600” Suresight – Electronic flight bag (efb) w/side console mount - Head-Up Guidance System (CAT 1) Rockwell Collins HGS-5860 - Autothrottle Honeywell EASy – Air Data Goodrich Smartprobes – Central Maintenance Computer Honeywell EASy – 230 VAC 50HZ 2000VA Inverter KGS Electronics SB200 Exterior White w/Bordeaux and Black Waving Stripes Interior 14 Pax Floor Plan (Option 1) - Flight Deck Cabinetry w/13” Convertible Crew Closet - 25" Forward Right-Hand Lavatory - 78" Right-Hand Crew Rest Area with Storage – 44" Left-Hand Galley/Bar - Forward Double Club w/20" Individual Seats 16G w/Electrical Lumbar – HI/LOW Dining Group w/20” Double Seats 16G w/Electrical Lumbar – Dining/Conference Table Right-Hand Credenza (Multi-Purpose Storage Cabinets - Two (2), Three 80” Place Divans (Electrical Berthing) separated to Mid Cabin with a Divider – Aft Lavatory Cabinetry – Aft Baggage Compartment & Aft Equipment Bay Additional 9 Each Rockwell Collins 3.8" Color LCD Touch Screen Entertainment Controls - 2 Each Rockwell Collins A-Type Mechanical Entertainment Controls - 11 Each Sony MDR-V500DJ Lightweight Stereo Headsets (supplied as loose equipment) Remarks EASA/JAA – EU OPS 1 – Under FalconCare - NDH - One Owner

GENEVA, SWITZERLAND

US$41,925,000.00 + VAT if Applicable

Boutsen Aviation 41, rue Grimaldi MC-98000 Monaco

Advertising Enquiries see Page 8

ON DISPLAY

www.AvBuyer.com

Tel: +377 93 30 80 02 Fax: +377 93 30 80 05 aviation.sales@boutsen.com www.boutsen.com WORLD AIRCRAFT SALES MAGAZINE – May 2012

153

Aero-Dienst CJ3 April_Heeren Cit Ultra sep 24/04/2012 14:56 Page 1

S H O W C A S E

Clean records – comprehensive equipment – ready to go

2005 Cessna Citation CJ3 Serial Number: Airframe TT: Landings:

525B0011 2053 1799

Airframe, Avionics & Engines enrolled on Cessna ProAdvantage ELITE Program. Aircraft enrolled on Cessna Computerized Maintenance Tracking Service CESCOM. Inspection Documents 19/22/36/38 complied with in 10/2011.

EU-OPS 1 Equipped – Steep Approach - RVSM and MNPS Approved – Enhanced Surveillance Mode S – Non Smoking Aircraft - All Maintenance up-to-date - ADs and Mandatory SBs Completed – Seven Passengers Seating No Damage History Engines 2 Williams FJ44-3A L/H: S/N 141025 TSN: 2053 hrs CSN: 1799 R/H: S/N 141026 TSN: 2053 hrs CSN: 1799 Avionics and Other Features Collins Pro Line 21 Integrated Avionics System with 3- Tube EFIS COM: Dual Collins VHF-4000 Transceivers w/ 8.33 kHz spacing HF COM: HF-9000 w/ SELCAL SATCOM: AirCell ST-3100 Iridium Satphone NAV: Dual Collins Navigation Receivers (NAV-4000 & NAV-4500) w/ FM Immunity DME: Dual Collins DME-4000 ADF: Single ADF

ADC: Dual Collins ADC-3000 Air Data Computers AHRS: Dual Collins AHC-3000 AHRS A/P: Collins APS-3000 Autopilot ALT: Collins ALT-4000 Radio Altimeter FMS1: Collins FMS-3000 w/ Collins GPS-4000A and Performance Database FMS2: Garmin GPS-500 GPS XPDNR: Dual Collins TDR-94 Mode-S Diversity Transponders w/ Enhanced Surveillance capability WXR: L3 Communications WX-1000E Stormscope TAWS: Honeywell Mark VIII EGPWS (Class A) TCAS: Collins TTR-4000 TCAS II w/ Change 7 CVR: L-3 Communications CVR FA2100 ELT: Artex C406-N ELT w/ 406 MHz and Nav. Interface Additional Equipment RVSM certified Jeppesen Electronic Charts Collins Broadcast Graphical Weather Cockpit Speaker Mute Switch Precise Pulselite System Interior Executive fireblocked interior is configured with 4-place center-club arrangement, two aft fwd facing seats and aft L/H belted flushing toilet.

Tastefully finished in Earthtone shades of Beige, Tan, and Oatmeal with high gloss wood veneer cabinetry and trim. Carpet new in 2011.

Aero-Dienst GmbH & Co. KG, Flughafenstrasse 100, 90411 Nuernberg, Germany

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Exterior Overall Snow White with Deep Red, Carter Gold, and Arista Blue accent striping.

Price: Make Offer All Specifications subject to verification upon inspection.

Aircraft available subject to prior sale or withdrawal from market.

Tel: +49-911-9356-120 Fax: +49-911-9356-401 E-mail: armin.hoehnemann@aero-dienst.de

Aircraft Index see Page 4

John Hopkinson Ultras April 24/04/2012 15:00 Page 1

S H O W C A S E

Cessna Citation Ultras Avionics Honeywell Primus 1000 3 - Tube EFIS Honeywell GNS-XLS FMS Honeywell MKVII EGPWS Honeywell TCAS II w/Change 7 L3 Cockpit Voice Recorder Global-Wulfsberg AFIS Interior Seven Passenger Interior & Belted Lav Seat Aft Tailcone Baggage w/Ski Tube.

Zephyr Air Conditioning.

Recently refreshed Interior Exterior Recently completed Permaguard sealed Exterior Maintenance Fresh Phase 1 - 5 completed by Landmark, Scottsdale One Year Cescom Enrollment Zero Engine Option

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

Advertising Enquiries see Page 8

www.AvBuyer.com

Tel: (403) 291 9027 Fax: (403) 637 2153 sales@hopkinsonassociates.com www.hopkinsonassociates.com WORLD AIRCRAFT SALES MAGAZINE – May 2012

155

Carolinajets May 25/04/2012 17:16 Page 1

S H O W C A S E

1999 Gulfstream V Airframe TT: Landings:

4463 1487

Engines Manufacturer: Rolls-Royce Deutschland Ltd & Co KG Model: BR-710 Total hours: 4240.5 (LH) and 4379.5 (RH) Total cycles: 1349 (LH) and 1375 (RH) Engines on Rolls-Royce Corporate Care program APU Manufacturer: Honeywell Model No. RE220-G-V Total hours: 3201 APU on MSP Program Avionics 6 Honeywell DU-880 Display Units 3 Honeywell SG-884 Symbol Generators 2 Honeywell DC-884 Display Controllers 1 Honeywell DP-884 Dimming Control 2 Honeywell FC-S80 Fault Warning Computers 2 Honeywell DA-800 Data Acquisition Units 1 Honeywell GBC-2020 Head Up Display System (HUD) Completion installed equipment: Enhanced Vision System (EVS) with HUD Wide Combiner, with display capability on Copilot’s Universal UCD Display 2 Honeywell IC-800E Integrated Avionics Computers(IAC) 2 Honeywell CD-810 Control Display Units 1 Honeywell DL-900 Data Loader 1 Honeywell GP-500 Flight Guidance Panel

3 Honeywell AZ-840 Micro Data Computers Completion installed equipment: 1 Honeywell IC-800E Integrated Avionics Computer (third unit) 1 Honeywell CD-810 Control Display Units (third unit) Ethernet/CD-ROM FMS Nav DB update feature activated 2 Universal Cockpit Display (UCD) Electronic Flight Bag systems; Display Jeppesen approach charts and aircraft position Communication Systems 3 Collins VHF-422D VHF transceivers 2 Collins HF-9000 HF Radio Systems 3 orbit Cockpit Audio Control Systems wi integral Selcal 2 Collins RTU-4280 Radio Frequency Management Units Completion installed equipment: 1 Magnastar C-2000 Multi-Channel Radio Telephone System 1 Honeywell MCS-6000 6 Channel Satcom System 1 AlliedSignal AFIS System with VHF and Satcom Link 1 Danka MFP-6000 Fax/Printer/Copier/Scanner 3 RJ-11 modern ports (Cockpt, Fwd VIP seat, Aft Divan) Additional Equipment Long Range Navigation Sensors, Short Range Navigation Sensors, Pulse Systems, Hazard Avoidance Systems, Exterior Lights - Precise Flight Pulselite Visual Contact System

Carolina Corporate Jets

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Tel: +1 (0) 704 662 8680 info@carolinajets.com www.carolinajets.com

Aircraft Index see Page 4

Marketplace MAY12 25/04/2012 14:36 Page 1

Marketplace Boeing 737-300 VIP

European Skybus Ltd Year:

1990

S/N:

24570

TTAF:

53457

Reg:

N470AC

Location: United Kingdom

Tel: +44 (0) 1531 633 000

This Boeing 737-300 has recently undergone extensive maintenance and engineering work and has been converted to a VIP configuration in February 2011. The aircraft has been completely refurbished to the highest standards. The new owner will benefit from the millions of dollars and thousands of man hours that have gone into completing this VIP conversion. Winglets have been fitted to improve the aircraft performance and range. Price: Please call

✈

Dornier 328

EPSN Year:

1998

S/N:

3095

TTAF:

2011

Reg:

PH-EVY

Location: Netherlands

Tel: +31 629 560 272 Aircraft in Executive lay-out 12 pax. Exceptionally wide corporate cabin arrangement with forward kitchen and aft Wardrobe/Lavatory room (wider then e.g. G V or Falcon 900).

Kitchen with oven, coffeemaker, wash bin, ample stowing cabinetry. Cabin with moving map display, video/audio system. Wardrobe / lavatory area with large wardrobe space.

With access to the aft baggage compartment. Fresh Phase V inspection, Fresh LG Overhaul. EASA JAR/OPS1 equipped.

Dual S-Transponder. RVSM mod c/w. Price: Please call

✈

Gulfstream G450

Email: hwac@kpnmail.nl

Doysa VIP Aviation Year:

2011

S/N:

4212

TTAF:

298

Reg:

TC-DYO

Location: Turkey

Tel: +90 212 426 3003 Engines: Rolls Royce Tay MK 611-8C Left Engine: S/N: 85429, Total Time: 298 hours, Cycles: 223, Right Engine: S/N: 85430 Total Time:298 hours Cycles: 223, Honeywell Primus Epic System, Redundancy by Triple Honeywell Avionics, Engines enrolled on Rolls-Royce Corporate Care, G-CMP Maintenance Tracking, Excellent Maintenance Status. Please e-mail for further details.

Price: Make offer ✈

Citation XLS

Email: trevorw@euroav.com

Email: yikilmaz@doysaair.com

Beechcraft Vertrieb & Service GmbH Year:

2007

S/N: TTAF:

2,350

Reg:

EU-Reg

Tel: +49 821 7003 100

EU-Reg., EU-OPS, CVR (2h), HF-1050, TCAS II, CMS-400 Checklist, Dual FMS UNS-1 ESP, AvVisor+, Aircell ST-3100, EASA German Commercial Certificate.

CAMO+, Top condition!

Location: Europe ✈

Socata TBM 700B

JT Air Ltd Year:

2002

S/N:

230

TTAF:

1426

Reg:

N324JS

Location: United Kingdom

Tel: +44 (0) 7957 106 952 An extremely well presented and cared for Example of a Socata TBM 700 B with recent Hot Section Inspection, Socata Service Centre Maintained, Annual Inspection Completed Dec 2011.

Complete and Original Logs. No Exceedences. Always Hangared.

VAT paid in Europe. Garmin 530, KMD 850 MFD, EFIS-40 EHSI & EADI, Annual 31 Dec 2012, Gear Inspection & Long Life Enrolled, Garmin 330 Mode S, Prop 260SN, Interior Flawless, 2 Drink /Storage Cabinets, 6 Place Bose, Crew/Pac Music. Full Detail www.jtair.net/n324js. Price: Please Call

✈ Advertising Enquiries see Page 8

www.AvBuyer.com

Email: sales@beechcraft.de

Email: mail@jtair.net WORLD AIRCRAFT SALES MAGAZINE – May 2012

157

Marketplace MAY12 25/04/2012 14:37 Page 2

Marketplace Hawker 800A

Leonard Hudson Drilling Year:

1995

S/N:

258273

TTAF:

6615.3

Reg:

N337WR

Tel: +1 806-662-5823

Exceptional Hawker 800A "Built for the speed of business".

Full true worldwide capability with NAT/MNPS, RNP-10 Approval, 8.33MHz, dual KHF-950 w/SELCAL onboard Magnastar fax option, and galley. All this with a 2,600 nautical mile range, offered at US $3,975,000.

Location: USA jetphotos.net

✈

Bell 206L4

Leonard Hudson Drilling Year:

2002

S/N:

TBD

TTAF:

1700

Reg: Location: USA

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. US $1,975,000.

1981

S/N:

33017

TTAF:

15265

Reg:

N554AL

Location: USA

Email: ronfernuik@hotmail.com

Leonard Hudson Drilling Year:

Tel: +1 806-662-5823

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. Price US $3,875,000 ✈

Bell 212

Email: ronfernuik@hotmail.com

Leonard Hudson Drilling Year:

Tel: +1 806-662-5823

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

✈

Bell 412 EMS

Email: ronfernuik@hotmail.com

Tel: +1 806-662-5823

Seven, Late Model, Bell 212s In 'Off Shore Configuration' Now Available.

Ask for pricing for one or all seven.

S/N: TTAF: Reg: Location: USA

✈

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Email: ronfernuik@hotmail.com

Aircraft Index see Page 4

Marketplace MAY12 25/04/2012 14:37 Page 3

Marketplace Eurocopter AS 332C1

Europavia (Suisse) SA Year:

1982

S/N:

2033

TTAF:

13,595

Reg:

HB-XVY

Location: Switzerland

Eurocopter EC 135P2i Executive

Beautiful as New, G-Inspection in 2011, number of inspection on various equipment, complete documentation and maintenance, new perfect paint, provided with large number of spare parts and equipment, Immediately available ready for Operation, Transferable Turbomeca Engine Service Support Agreement. Contact directly Swiss Official Eurocopter Distribution www.europavia.ch Price: Make offer ✈

www.europavia.ch

Tel: +41 (0) 31 310 41 13

Email: gtsilalidis@europavia.ch

Europavia (Suisse) SA Year:

2011

S/N:

0938

TTAF:

Ferry fly

Reg:

HB-ZTJ

Tel: +41 (0) 31 310 41 13

BRAND NEW EC135P2i Executive Immediately available, perfect configuration, Exceptional Price.

Price: Make offer

Location: Switzerland ✈

www.europavia.ch Eurocopter EC 120B

Europavia (Suisse) SA Year:

2001

S/N:

1248

TTAF:

5200

Reg:

HB-ZDS

Location: Switzerland

Beechcraft Bonanza 36

Tel: +41 (0) 31 310 41 13

Owned Since New, Perfectly maintained by certified Eurocopter Maintenance station, Immediately available!

Price: Make offer Contact: WWW.EUROPAVIA.CH Swiss Official EUROCOPTER Distributor. ✈

www.europavia.ch

gtsilalidis@europavia.ch

Zaher Deir Year:

1998

S/N:

E3220

TTAF:

1460

Reg:

N 536K

Location: United Kingdom

Tel: +44 (0) 7711 806 585 Matterhorn white w/ Spruce Adobe and Concord Blue Accent Stripe Club seating with 4 position Leather seats KMA 26 Audio Panel w/ 6 Place Intercom KX-155 Nav/Comm Garmin GLX Transponder Mode S KN-63 DME Garmin 530W GNS KR-87 ADF WX-500 Stormscope (Displayed on Garmin 530W GNS)Dual Glide SlopeAutopilot: King KFC225 Automatic Flight Control Sys Altitude Pre Select and Yaw Damper KCS Slaved HIS Air conditioner G&D Tinted window inserts JPI 800 Engine monitor Dual Pressure Auxiliary Fuel pump Fuel Tip Tanks. Price: USD 319,000 no VAT

✈

Cessna Citation XLS

Email: gtsilalidis@europavia.ch

Email: zaherdeir@hotmail.com

High Flite International Year:

2007

S/N:

TBA

TTAF:

1,698

Reg:

TBA

Tel: +49 (0) 9126 4528

APU, EU OPS / EASA, Pro-Parts, Power Advantage Plus & Aux. Advantage. 8.33 spacing, FM-Immunity, RVSM, EGPWS, TCAS II w/ chge 7, enhanced Xpndrs., CVR, FDR, ELT Price: USD $6,549,000.00

Location: Germany ✈ Advertising Enquiries see Page 8

www.AvBuyer.com

Email: abardon@aol.com WORLD AIRCRAFT SALES MAGAZINE – May 2012

159

Marketplace MAY12 25/04/2012 15:54 Page 4

Marketplace Bell 206B

Apple International Year:

1973

S/N:

1153

TTAF:

10117.5

Reg:

C-GBSP

Location: United Kingdom

Tel: +44 (0) 1508 533 180 This JetRanger has been carefully maintained, recently refurbished interior to include leather seats. Comes complete with Logs & Records. Export C of A is available at additional cost. Ext: 8/10, Int: 8/10, Cream, Black & Tan high quality leather seats with Tan thick pile wool carpets. Black & Silver with Gold Metallic paint. Recently imported from Canada.

Requires certification. In excellent condition and sold “as iswhere is”

Price: USD 395,000 ✈

Agusta A109E Power

Email: sales@206Bell.com

East Midlands Helicopters Year:

2008

S/N:

11721

TTAF:

940.9

Reg:

G-EMHC

Tel: +44 (0) 1509 856 464

Always hangared, maintained to the highest standard for CAT flights. Immediately available with lease back/aircraft management available.

Price: Make offer

Location: United Kingdom ✈

Sikorsky S76C+

Email: sales@helicopter-services.co.uk

K-R Aircraft Year:

1997

S/N:

760470

TTAF:

4805

Reg:

N241KK

Tel: +1 909-783-1718 Available for immediate sale with the best market price, #1 EG: 1088, #2 EG: 1250 TSO, FLIR 2000 HP Ultra Media Camera, 4 Tube Honeywell EDZ 705 EFIS, Cabin Audio, 12 PAX Seats, Trimble GPS, 406AF ELT, KFS-576A Transponder, RDR-1400C WX Rader, NDH Excellent records with Fresh Annual /Export C of A.

Location: USA ✈

Cessna Citation CJ2

Email: KAZKRAIR@aol.com

American Jet Managment Year:

2000

S/N:

525(A)-0002

TTAF:

3300

Reg:

N400WD

Tel: +1 (810) 232 4443

UNS-1k RVSM capable Belted lav 110v outlets PROPARTS TAP ELITE Price: USD 3,150,000

Location: USA ✈

Cessna Citation CJ3

Miss A. Angerer Year:

2009

S/N:

525B-0314

TTAF:

400

Reg:

OE-GPD

Location:

Tel: +43 (0) 664 8513233 Engine Time: 400 Engines on TAP Elite, Avionics:Pro Line 21 3-Tube, Dual NAV 4500, DME NAV 4500, Dual FMS 3000, AFIS Datalink XMWR 1000, EGWPS Mark V, Cockpit Voice Recorder. Other Equipment: RVSM, MNPS, 8,33, FM Immunity, Aircell Iridium. Additional Info: On TAP Elite, On Pro Parts, On Cescom, JAR OPS I, No Damage History.

Price: US-$ 6,290,000 millions, immediately available. ✈

160

WORLD AIRCRAFT SALES MAGAZINE – May 2012

www.AvBuyer.com

Email: mkarnowski@aol.com

Email: a.angerer@palfinger.com Aircraft Index see Page 4

Marketplace MAY12 25/04/2012 14:41 Page 5

Marketplace Par Avion Ltd

+1 832 934 0055

Alberth Air Parts

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

Find an Aircraft Dealer

and brokers - find one today

Business Aviation

avbuyer.com/dealers

Whether buying or selling an aircraft our directory can help you find a dedicated sales professional with a global network of relationships and resources to secure you the best deal.

The World’s leading aircraft dealers

Next Issue copy deadline: Wednesday 16th May Advertiser’s Index 1st Source Bank ........................................................75

Corporate Concepts.....................................109, 111

John Hopkinson & Associates.......................39, 155

21st Century Jet Corporation ...............................162

Dassault Falcon Jet Europe ..........................2-3, 147

Leading Edge Aviation Solutions............................49

Action Aviation ............................................................87

Duncan Aviation..........................................................17

Lektro ............................................................................83

Aero-Dienst ...............................................................154

Eagle Aviation..............................................................45

MEBA.........................................................................133

AeroSmith/Penny .......................................................47

Eagle Creek Aviation .................................................71

Mente Group ...................................................140-141

AIC Title Services ......................................................99

ExecuJet Aviation........................................................19

Million Air-Salt Lake City........................................149

Air 1st Aviation ..............................................................4

Flight Partners ..........................................................150

MIU Events................................................................129

Albinati Aeronautics SA ................................144-145

Florida Jet Sales ......................................................146

Multiservice ....................................................................5

AMSTAT .....................................................................135

Freestream Aircraft USA....................................28-29

NBAA Business Aviation Forums ........................127

Aradian Aviation ..........................................................67

General Aviation Services ........................................61

NBAA Corporate........................................................44

AviationExpo – Bitburg...........................................121

Goodwood Aviation Exhibition .............................131

New Jet International .................................................65

Avjet Corporation.................................................32-33

Gulfstream Pre-Owned.............................................57

Northern Air......................................................138-139

Avpro ......................................................................14-16

Hawker Beechcraft ....................................................97

O’Gara Aviation Company.................................22-23

Banyan .......................................................................107

Heliasset.com ...........................................................105

Par Avion................................................................42-43

Bell Aviation...........................................................36-37

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

PremiAir Global Aircraft Sales ................................53

Bombardier..................................................................69

J. Mesinger Corporate Jet Sales ..............FC, 11-13

Q1 Jets.......................................................................117

Boutsen Aviation ........................................40-41, 153

Japat AG ...........................................................142-143

Rolls-Royce .................................................................81

Bristol Associates ......................................................25

Jet Sales Ltd .............................................................152

Southern Cross Aviation ..........................................89

Carolina Corporate Jets .........................................156

JetBlack Aviation ........................................................85

Survival Products .......................................................83

Central Business Jets .............................................163

JetBrokers..............................................................34-35

The Jet Business ..................................................26-27

Charleston Aviation Partners ...................................63

Jetcraft Corporation...................................20-21, 164

The Jet Collection ......................................................31

Charlie Bravo Aviation...............................................59

Jeteffect ........................................................................77

Universal Avionics ......................................................95

Chuck Collins & Associates ....................................46

JETFINA SA..............................................................115

VREF Aircraft Values ...................................................4

Conklin & de Decker ...............................................137

Jet Flight Ltd .............................................................148

Wentworth & Affiliates...............................................73

Corporate Aircraft Photography...........................101

JETNET ......................................................................125

Wiley Rein .................................................................101

Corporate AirSearch Int’l .............................103, 151 Advertising Enquiries see Page 8

Wright Brothers Aircraft Title...................................91

www.AvBuyer.com

WORLD AIRCRAFT SALES MAGAZINE – May 2012

161

21st Century May 24/04/2012 18:08 Page 1

Copyright of Leor Yudelowitz

When you own one of the Tri-Jets, you own the best built business jet In the sky; and the Federal Aviation Adminstration has certified them with no life limits for any part of the airframe structure. They exhibit noteworthy handling manners, superb poise throughout the operating envelope, and light but not oversensitive control feel. In addition, Tri-Jets have set world and national records for distance, speed, time to climb and sustained altitude.

With efficient space management the Falcon 900 Series aircraft have a larger passenger seating area than the Gulfstream IV. These Tri-Jets weigh 15 tons less and are 22 feet shorter than the Gulfstream IV and provide a more beneficial ramp presence.

The 900EX can speed across the Atlantic with all seats full at 0.84 IMN; and has 300 NM greater range than the Gulfstream IV-SP. Furthermore, the 900EX can fly from London to Kansas City, Buenos Aires to New Orleans and Anchorage to Seoul at 0.75 IMN, with eight passengers and NBAA IFR reserves.

Revolutionary and the world’s first purpose built fly-by-wire (FBW) business jet, the Falcon 7X capitalizes on Mach 2 technology. FBW enables a MMO of .90 and enhanced low-speed handling, pitch and roll stability characteristics.

The 7X can climb directly to FL 410 at ISA + 10° conditions.

Two Hundred (200)+ very high speed, ultra long range Falcon 7X business jets have been ordered!

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

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

INTERNET: WWW.TRI-JETS.COM

E-MAIL: sales@tri-jets.com

CBJ May_CBJ November06 24/04/2012 18:10 Page 1

General Offices

Vienna Office

Minneapolis / St. Paul

Austria

TEL: (952) 894-8559

TEL: +43 660 549 1099

FAX: (952) 894-8569

FAX: +44 20 7900 2890

WEB: WWW.CBJETS.COM

WEB: www.cbjets.com

EMAIL: INFO@CBJETS.COM

EMAIL: erich@cbjets.com

2004 FALCON 2000 S/N 217

FALCON 900EX EASy S/N 121

US & EASA Certified, 10 PAX Interior, 100% JSSI, Less than 400 Hours since C Inspection

Former Falcon Demo, Only 2400 Hours TT, Most Systems are Triple, Satcom/HUD, Over $3M worth of Options, US & EASA Certified, Owners New 7X Has Arrived

FALCON 900EX EASY S/N 170

FALCON 900B S/N 110

Single US Owner Aircraft, 1175 Hours TT, MSP Gold, Honeywell EVS, Triple IRS and FMS, 13 PAX with Fwd and AFT lav

Meets All EASA / Transport Canada / FAA Approvals; 3C Inspection completed 2010, Owners 900EX Easy has Arrived, MSP Gold, Forward Galley or Normal Galley with Forward Lav.

1125 ASTRA SP S/N 49

2007 CITATION CJ2+ S/N 349

3322.1 TT; Fresh C Check, new paint & refurbished interior by Astra Service Center 08/11, MSP, CAMS, Dual Universal UNS-1E FMS w/ GPS, Increased Weight Mod

Owners New CJ4 Has Arrived, 724.6 TT, William Rolls Royce Tap Elite Engine Program, Cescom, Citation Serviced Exclusively Since New

SIKORSKY 76B S/N 344

2008 HAWKER 900XP S/N 033

Fortune 100 Owned, 8 Place Executive, Fully Loaded EFIS Cockpit, Freon Air -conditioning

853.31 Hours, MSP Gold, EASA / JAR Ops / FAA Certified, Standard 8 Place Interior, Dual FMS, Dual GPS, Dual AHRS, Etc…

CITATION ENCORE+ S/N 756

CITATION EXCEL S/N 5220

Single US Owner Aircraft, Power Advantage Plus with Pro Parts, No Damage History

Single Owner, Fresh Engine Overhauls, Power Advantage Engine & APU Program, Spectacular Cockpit including Dual NZ-2000’s and Honeywell RAAS, Aircell Access, XM Sat Weather… 9 PAX Interior

CITATION ENCORE S/N 646

2009/2010 HAWKER 4000 S/N RC-35

Single US Owner Aircraft, Power Advantage with recent Engine Overhauls, Pro Parts, No Damage History

Upgrade and Enhancement Program Already C/W, HBC support plus program pre-paid up to 2000 Hours or 5 Yrs; Fully transferable 5 year warranty expires 12/23/2014, no damage history

As anyone in aviation knows,

TURBULENCE is an art.

Buying and selling aircraft can be a bumpy business. But for nearly 50 years, we’ve earned a reputation for delivering the smoothest ride, as well as the best deal. We did it by building our business entirely around our customers’ needs. With transaction specialists who really know aircraft and markets, and an unmatched global network of partners. The result? Faster, easier transactions and lots of repeat clients. So call us and relax. You’ve got the best navigator around. www.jetcraft.com I info@jetcraft.com I Headquarters +1 919-941-8400

I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I

FEATURED INVENTORY

2013 Challenger 605 - Q1 2013 Newest Challenger 605 On The Market

2008 Citation XLS+ - SN 560-6006 Pristine Condition Aircraft All Serious Offers Considered

BackCoverAd_5.2012.indd 1

2009 Falcon 7X - SN 55

Excellent Falcon 7X Opportunity HUD/EFVS/Satcom

2012 Airbus ACJ 2011 Challenger 300 2005 Challenger 604 2012 Challenger 605 2008 Challenger 850 2005 Citation CJ2 2000 Citation XL 1994 Citation VII 2001 Citation X 2008 Falcon 2000DX EASy 2003 Falcon 2000EX

2010 Falcon 7X 2013 Global 5000 2012 Global 6000 2001 Global Express 2006 Global XRS 2007 Gulfstream 150 2003 Gulfstream 550 1998 Gulfstream GIVSP 2005 Hawker 400XP 2008 Legacy 600 1996 Sikorsky S-76B

2007 Challenger 300 - SN 20152 Priced to Sell - Only 700 Hrs MSP Gold & Smart Parts Plus

2003 CRJ-200XR - SN 7755

New VIP Completion - Numerous Upgrades

I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I

AVOIDING

4/18/12 9:18 AM