World Aircraft Sales Magazine November-12 by AvBuyer Ltd.

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WORLD

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The global marketplace for business aviation

November 2012

Proudly presents this 2006 Legacy 600 Serial Number 974 See pages 10-11 for further details

Business Aviation & The Boardroom: pages 12 - 61 â&#x20AC;˘ Warranties & Older Jets

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AC Index November2011 25/10/2012 13:57 Page 1

Aircraft For Sale AIRCRAFT

PAGE

AIRCRAFT PAGE 601-3A . . . . . . . . 24, 37, 62, 148, 601-3R . . . . . . . . 24, 601-3A ER . . . . . 24, 604 . . . . . . . . . . . 16, 19, 23, 24, 27, . . . . . . . . . . . . . . . 41, 44, 46, 51, 62, . . . . . . . . . . . . . . 71, 93, 148, 605 . . . . . . . . . . . 6, 19, 62, 148, . . . . . . . . . . . . . . . 148, 850 . . . . . . . . . . . 62,

AIRBUS A318 Elite. . . . . . 22, ACJ . . . . . . . . . . . 62, 148, ACJ318 Elite. . . . 118, 119,

BOEING/MCDONNELL DOUGLAS BBJ . . . . . . . . . . . 21, 31, 54, 55, . . . . . . . . . . . . . . . 70, BBJ 700C . . . . . . 30, 727-100 . . . . . . . 22, 727-200 . . . . . . . 70, 737. . . . . . . . . . . . 139, 737-300-VIP. . . . 139, 737-500 . . . . . . . 139, 757-200 . . . . . . . 91, MD 87 VVIP . . . . 70, S27-200 . . . . . . . 91,

Learjet 31A . . . . . . . . . . . 37, 41, 73, 141, 35A . . . . . . . . . . . 19, 81, 89, 40 . . . . . . . . . . . . 51, 72, 40XR . . . . . . . . . . 72, 120, 121, 45 . . . . . . . . . . . . 19, 25, 51, 53, 81, . . . . . . . . . . . . . . . 95, 45BR . . . . . . . . . . 21, 45XR . . . . . . . . . . 72, 60 . . . . . . . . . . . . 25, 35, 81, 89, 60SE . . . . . . . . . . 25, 60XR . . . . . . . . . . 21, 25, 37, 89, 142,

BOMBARDIER CRJ 200 . . . . . . . 148, Global 5000 . . . . 17, 19, 72, 142, . . . . . . . . . . . . . . . 148,, Global 6000 . . . . 6, 51, Global 7000 . . . . 51, Global Express . 6, 22, 32, 41, 63, . . . . . . . . . . . . . . . 89, 122, 123, 142, . . . . . . . . . . . . . . . 148, Global Express XRS.. 142, 148,

Challenger 300 . . . . . . . . . . . 19, 23, 147, 148, 600 . . . . . . . . . . . 143, 601-1A . . . . . . . . 52, 89,

CESSNA

- IN THIS ISSUE AIRCRAFT PAGE 560 . . . . . . . . . . . 72, 73, 650 . . . . . . . . . . . 5, CJ1. . . . . . . . . . . . 35, CJ1+ . . . . . . . . . . 35, CJ2. . . . . . . . . . . . 5, 29, 46, 73, 97, CJ2+ . . . . . . . . . . 131, CJ3. . . . . . . . . . . . 52, 71, 73, 89, Bravo . . . . . . . . . 46, 143, Encore .........73, 91, 139, Excel . . . . . . . . . . 47, 52, 72, 147, Jet . . . . . . . . . . . . 29, 35, 89, Mustang . . . . . . . 16, SII . . . . . . . . . . . . 27, 89, Sovereign. . . . . . 25, 46, 49, 65, 75, . . . . . . . . . . . . . . . 89, 97, Stallion . . . . . . . . 46, Ultra . . . . . . . . . . 25, 45, 52, 128,

Aviation Companies, Inc.

PAGE

II. . . . . . . . . . . . . . 53,

7X . . . . . . . . . . . . 3, 6, 37, 72, 146, 20F-5BR . . . . . . . 46, 50 . . . . . . . . . . . . 16, 23, 41, 46, 63, . . . . . . . . . . . . . . . 146, 148, 50EX . . . . . . . . . . 46, 146, 50-4. . . . . . . . . . . 146, 900B . . . . . . . . . . 37, 46, 72, 89, . . . . . . . . . . . . . . . 146, 900C . . . . . . . . . . 146, 900EX EASy . . . 6, 16, 23, 72, 146, . . . . . . . . . . . . . . . 148, 900EX EASy II. . 127, 900EX . . . . . . . . . 5, 91, 146, 2000 . . . . . . . . . . 3, 16, 51, 125, 2000DX EASy . . 62, 148, 2000EX . . . . . . . 83, 2000EX EASy . . 3, 63, 2000LX . . . . . . . . 3, 5, 139,

CIRRUS

GULFSTREAM

SR22 . . . . . . . . . . 29,

IISP . . . . . . . . . . . 46, III . . . . . . . . . . . . . 23, 35, 37, IV . . . . . . . . . . . . . 23, 45, 71, 89, IVSP . . . . . . . . . . 22, 39, 63, 70, 89, . . . . . . . . . . . . . . . 126, 148, V. . . . . . . . . . . . . . 22, 39, 63, 148, 150 . . . . . . . . . . . 38, 79, 81, 200 . . . . . . . . . . . 6, 17, 38, 46, 81, . . . . . . . . . . . . . . . 89, 400 . . . . . . . . . . . 39, 450 . . . . . . . . . . . 6, 22, 39, 93, 93, 550 . . . . . . . . . . . 6, 17, 33, 39, 148,

Conquest

Citation ISP . . . . . . . . . . . 29, 52, II. . . . . . . . . . . . . . 29, 46, 52, 124, IISP . . . . . . . . . . . 46, III . . . . . . . . . . . . . 25, V. . . . . . . . . . . . . . 25, 52, VII . . . . . . . . . . . . 89, 147, X . . . . . . . . . . . . . 35, 41, 45, 62, 148, XLS . . . . . . . . . . . 25, 89, 141, XLS+ . . . . . . . . . . 52, 62, 130, 148, 500Eagle . . . . . . 53,

AIRCRAFT

FALCON JET

DORNIER Dornier 328 . . . . 24,

EMBRAER Legacy 600 . . . . 1, 11, 19, 22, 35, 37, . . . . . . . . . . . . . . . 71, 73, 148, Legacy 650 . . . . 35, 73, Lineage 1000. . . 22, Phenom 100 . . . 10, 35, 47,

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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.

1985 MU-2 SOLITAIRE S/N 458SA, N458BB, 3500TT, 3500/3500 SNEW, 0/0 SHSI/SGBI, 10/10 SPOH, Collins Pro-Line, MFD/RDR-2000 VP, Stormscope, TCAS, SPZ-500 A/P U.S. $725,000.

Aircraft Cost Evaluator The perfect tool for benchmarking variable & ﬁxed costs, performance and speciﬁcation data for more than 460 aircraft.

1980 MU-2 SOLITAIRE S/N 424SA, N82AF, 7485TT, 385/385 SOH, 75/75 SPOH, GNS 530 WAAS, Avidyne Flight 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.

1975 MU-2M

Life Cycle Cost A budgeting and ﬁnancial analysis tool to understand the true cost of owning and operating an aircraft.

S/N 326, N165MA, 3750TT, 3750/3750 SOH, 235/235 SHSI, 680/370 SGBI, 410/410 SPOH, GTN-750/650, Traffic, XM Weather. U.S. $395,000.

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AC Index November2011 25/10/2012 12:57 Page 2

11.12

• AIRCRAFT • HELICOPTERS • PRODUCT & SERVICE PROVIDERS AIRCRAFT

PAGE

AIRCRAFT

PAGE

HAWKER BEECHCRAFT

IAI

Beechcraft

Astra 1125 . . . . . 89, 147, Astra SP . . . . . . . 17, Astra SPX. . . . . . 27, 41,

400 . . . . . . . . . . . 47, 141, 400A . . . . . . . . . . 53, 79, Premier 1A. . . . . 93, 95,

AIRCRAFT PAGE Meridian G1000 43, PA31-P Navajo . 141,

AIRCRAFT PAGE AS 365 N3 . . . . . 99, EC 130-B4 . . . . . 21, EC135T2i . . . . . . 72,

SOCATA

MCDONNELL DOUGLAS

King Air

LANCAIR

200 . . . . . . . . . . . 53, 200XPR . . . . . . . 47, 350 . . . . . . . . . . . 17, 47, 73, 81, 89, B200 . . . . . . . . . . 35, 53, 72, 81, C90 . . . . . . . . . . . . . 46, 47, 72, 73, 143, . . . . . . . . . . . . . . . 144, C90B . . . . . . . . . . 72, E90 . . . . . . . . . . 53, F90 . . . . . . . . . . 95,

Lancair LIV . . . . . 89,

TBM 700A . . . . . 79, 129, TBM 700B . . . . . 46, 79, 89, 143, 144, TBM 700C1 . . . . 46, TBM 850. . . . . . . 47, 79, 142,

MITSUBISHI

HELICOPTERS

ROBINSON

MU-2M . . . . . . . . 4, MU-2K Dash 10.4, MU-2 Marquise . 4, MU-2 Solitaire. . 4,

AGUSTAWESTLAND

R44 Raven II . . . 144,

AW 109C . . . . . . 72, AW 109E. . . . . . . 99, AW109SP . . . . . . 72, 144, AW109SGrand . 21, A119 Koala . . . . 93,

SIKORSKY

Hawker 400XP . . . . . . . . . 46, 141, 700A . . . . . . . . . . 46, 800A . . . . . . . . . . 24, 140, 800B . . . . . . . . . . 19, 800XP . . . . . . . . . 24, 25, 46, 63, 81, . . . . . . . . . . . . . . . 89, 148, 850XP . . . . . . . . . 93, 900XP . . . . . . . . . 24, 51, 77, 93, 147, 4000 . . . . . . . . . . 77,

PIAGGIO P180 Avanti . . . 89, P180 Avanti II . . 73,

S-76A . . . . . . . . . 95, S-76A+ . . . . . . . . 95, S-76B . . . . . . . . . 63, 147, 148, S-76C+ . . . . . . . . 21,

BELL

CORPORATE AVIATION PRODUCTS & SERVICES PROVIDERS

PC12/45. . . . . . . 89, PC12/47 . . . . . . . 43, 140,

206L4 . . . . . . . . . 140, 212 . . . . . . . . . . . 140, 230 . . . . . . . . . . . 72, 427 . . . . . . . . . . . 27, 412EMS . . . . . . . 140,

PIPER

EUROCOPTER

Jetprop DLX . . . . 27, Meridian . . . . . . 53,

AS 355 F1 . . . . . 95, AS 355 N . . . . . . 72, 95,

PILATUS

MD 500D . . . . . . 144, MD 600N . . . . . . 93,

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

Aircraft Engine /Support . 59, Aircraft Perf & Specs . . . . . 68, 113, Aircraft Title/Registry . . . . 69, 85, Finance . . . . . . . . . . . . . . . . 68, 101, Ground Handling . . . . . . . . 117,, Photography . . . . . . . . . . . . 117,

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Contents

Volume 16, Issue 11 – November 2012

Featured Articles Business Aviation and the Boardroom 12

Governance: Regarding a company’s need for Business Aviation, it is logical for the Board to focus on basic objectives and seek knowledgeable assistance. Here’s how…

An Integral Element of Air Transportation: They don’t substitute the Airlines - corporations use business aircraft to augment their travel needs.

The Luxury of Time: Using time productively is not a luxury. Those employ business aircraft to achieve more productivity should feel confident they made a good decision.

Your Pilot’s Health: Safety of your company’s most valuable asset—its personnel—depends upon the health and wellbeing of your pilots. Are you keeping this in check?

Clear Vision: Boards look at the big picture, but they are often forced to use

lenses that are distorted by changing economic conditions. How do you gain a clear vision with regards to your business aircraft needs?

Entertainment, Amusement & Recreational Use (2 of 2): We conclude our examination of tax implications for personal and recreational use of company aircraft.

Practical Insurance Advice: Now is a good time for the Board to review risk mitigation moving towards 2013, if you have not already done so.

The Entry Level & Light Jet Value: A look at the benefits of Entry Level

and Light jets, and a listing of values for models built over the last 20 years.

Main Features 64

Aircraft Comparative Analysis – Citation Mustang: How does the performance of the Cessna Citation Mustang stand up against Embraer’s Phenom 100?

Safety Matters – Dangerous Assumptions: Case studies of pilots who found themselves in a sticky in-flight situation because they assumed they had their bases covered… Learn and live…

Regular Features

Dealer Broker Market Update: Is the recovery upon us? Read the consensus of opinion from various brokers and market analysts to see what they collectively think.

108

Entry Level & Light Jets Review 2012 (Part 1): Our annual review of the Entry Level and Light jet segment begins with Bombardier’s, Cessna’s and Eclipse’s in-production/in development offerings for the market.

74 76 84 86 102 134

114

Warranties & Older Jets: A look at the programs available to owners of airplanes that have out-lived their initial warranty packages. You don’t need to face maintenance alone!

Next Month’s Issue

132

MEBA Preview: A look ahead to the upcoming MEBA event, complete with its new venue and the positive indicators coming from the Middle East’s Business Aviation industry.

Advertising Enquiries see Page 8

www.AvBuyer.com

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

GAMA 3Q 2012 Shipment Report Aviation Forecast Analysis Entry Level & Light Jet Review (2 of 2)

WORLD AIRCRAFT SALES MAGAZINE – November 2012

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

YEAR OF MANUFACTURE: 2010 SERIAL NUMBER: 187 REGISTRATION NUMBER: OO-HPG • EEC Enhanced • Engines on ESP GOLD • Garmin Prodigy Flight Deck • Enhanced Take-Off Package • Chartview • TCAS I • Premium Passenger Door

AIRFRAME: Hours 186/Cycles 161 ENGINES: Manufacturer: Pratt Whitney Canada, Model: PW617F-E AVIONICS: Garmin Prodigy Flight Deck, Three 12.4-inch Active Matrix Liquid Crystal displays, FMS - Flight Management System, Dual GPS - Global Positioning System (WAAS capable) ADDITIONAL EQUIPMENT: Sunshade and Sun visor, Cockpit flood Lights, Cockpit Seats Sheepskin Cover, Premium Passenger door, Life Vest, Crew PBE, Smoke Goggles INTERIOR: XM Radio receiver, Individual headset jacks, Foldable tables, Complete hot microphone intercom system for communication between cabin/crew and for passengers EXTERIOR: Overall white with Las Vegas gold and Royal Blue stripes

All the choice you need. As well as our leading range of new executive jets, Embraer also has a sales department dedicated solely to our PreFlown models. Each jet has been expertly inspected by the people who build them, giving you total peace of mind for the best possible value. To find out more, visit embraerexecutivejets.com/preflown or call Jim Beckstein on +1 321 751 5006

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

YEAR OF MANUFACTURE: 2006 SERIAL NUMBER: 974 REGISTRATION NUMBER: N974EC • New Paint – 2012, Duncan Aviation • Interior Refresh – 2012, Duncan Aviation • 72 MO completed in August 2012 • No Damage history • Enrolled in Rolls Royce Corporate Care • Enrolled in EMBRAER Executive Care • CAMP System – 1 year complimentary • Initial pilot training included

AIRFRAME: Hours 800/ Cycles 412 ENGINES: Manufacturer: Rolls Royce, Model: AE 3007A1E AVIONICS: Cockpit Equipment – Honeywell Primus 1000, Communication Management Unit with 3rd VHF INTERIOR: 3 spacious cabin zones. Outstanding cabin comfort. Seats with full berthing capability. Largest lavatory in its class. Optional additional forward lavatory, externally serviced. Largest baggage compartment in its class, fully accessible in-flight. Spacious and fully equipped wet galley. Ideal for long flights. Low cabin noise. EXTERIOR: Overall white with Black Pearl and Platinum Pearl stripes

BG 1 Jack_FinanceSept 23/10/2012 09:46 Page 1

BUSINESS AVIATION AND THE BOARDROOM

Governance: Always Necessary and Never Easy 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

Boards are obligated to develop and oversee policies that serve shareholders, even when dealing with areas that may be outside their fields of expertise. Regarding a company’s need for Business Aviation, Jack Olcott recommends focusing on basic objectives and seeking knowledgeable assistance.

he bounds of a Board’s responsibilities extend to all aspects of a corporation’s activities. Each area, even those as specialized as Business Aviation, must be subject to oversight. Directors, therefore, are obliged to generate effective policies regarding the use of business aircraft, whether they are company owned, leased, managed or chartered. Even those companies that perceive little need for Business Aviation should understand the usefulness of this mode of transportation, since a requirement for timely and efficient travel exists with nearly every endeavor.

WORLD AIRCRAFT SALES MAGAZINE – November 2012

BUSINESS BASICS

When developing policy for Business Aviation, Directors should focus on management fundamentals. Creating an environment where employees are able to perform their best is basic to all businesses. Productive workers are more likely to be satisfied employees as well as fulfilled individuals, resulting in greater returns for shareholders and more stability within the workforce. Employees who need to travel should know that their company values their time and effectiveness—and their wellbeing—sufficiently to authorize the most efficient means of travel, and that the set of available transportation tools includes Business Aviation. Appreciating that employees are a company’s most valuable asset is another business basic that should shape a Board’s policies regarding Business Aviation. Time is also a fundamental asset. Using business aircraft to position the right person in the right place at the right time, and doing so with minimum use of travel time and maximum productivity while traveling, is a powerful policy, particularly in today’s competitive marketplace. With the ability to reach swiftly and safely 10 times the number of airports served by scheduled airlines and 100 times the locations with businessfriendly service, Business Aviation provides a dimension of travel effiWHERE’S YOUR BOARDROOM’S FOCUS REGARDING ITS NEED FOR BUSINESS AVIATION ? ciency unmatched by any other means.

www.AvBuyer.com

Aircraft Index see Page 4

BG 1 Jack_FinanceSept 24/10/2012 09:15 Page 2

What the Boardroom needs to know about Business Aviation

SAFETY FIRST In keeping with Board policy that addresses the wellbeing of its employees, Directors should know that Business Aviation is very safe and absolutely the most secure form of travel. Business jets owned or leased by a corporation for transportation of its employees and flown by twoperson, salaried crews (the segment of Business Aviation identified as Corporate/Executive) have a safety record on par with the largest, most experienced scheduled air carriers. Accidents involving fatalities are very rare, and often there are no fatalities during 12-month periods. In 2010, the most recent year with fully vetted safety data and reported by Robert E. Breiling Associates, Inc., there were no fatalities within the Corporate/ Executive segment of Business Aviation. Regarding security, no one enters a business aircraft unless he or she is known to either the aircraft’s captain or the lead passenger. Ask any safety professional: the ultimate security measure is personal recognition. More significantly, all the factors that influence safety and security are within the control of the corporation selecting Business Aviation. For company-operated business aircraft, Board policy can and should be established regarding selection and oversight of pilots and maintenance personnel. Operational policy also falls within the Board’s ability and responsibility to set parameters for safety, such as augmenting the FAA requirements for private operators (FAR Part 91) with selected elements of charter (FAR Part 135) or scheduled air carrier (FAR Part 121) regulations. Unlike public transportation where the user intrinsically delegates safety of travel to a thirdparty provider who is known by reputation and governed solely by governmental regulation, private transportation using business aircraft is subject to Board oversight at the policy level. Advertising Enquiries see Page 8

Even users of charter have the opportunity and responsibility to establish policy regarding the selection of suitable providers. Several well respected organizations vet FAR Part 135 operators, which are certified to offer business aircraft for hire. Their reports are available to Boards and should be reviewed as part of the corporation’s policy for using Business Aviation. Enhanced productivity, safety and security for a corporation’s two most valuable assets—its people and time—are well documented features of Business Aviation. Directors are fulfilling their fiduciary responsibilities to shareholders to include this form of transportation as an element in corporate travel policy.

SEEK ASSISTANCE Board Members are rarely experts in the details and nuances of Business Aviation, thus shaping meaningful and directive policy is not easy. But such difficulty is not an excuse for ignoring this form of transportation in governing a corporation. Specialists are available for consultation, and an increasing percentage of aviation professionals have management education in addition to technical knowledge of aviation. Similar to any powerful tool, Business Aviation must be used correctly to be effective and safe. To overlook or discount the use of business aircraft is irresponsible and a disservice to shareholders. Directors are encouraged to develop transportation policy that is shaped by experts, includes use of business aircraft where appropriate, is institutionalized by Board directive and receives ongoing oversight. Incorporating Business Aviation in corporate travel policy is an effort that will yield dividends.

“Enhanced productivity, safety and security for a corporation’s two most valuable assets—its people and time—are well documented features of Business Aviation.”

Do you have any questions or opinions on the above topic? Get them answered/published in World Aircraft Sales Magazine. Email feedback to: Jack@avbuyer.com Business Aviation and the Boardroom continues on Page 14

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WORLD AIRCRAFT SALES MAGAZINE – November 2012

BG 2 Nov12_FinanceSept 24/10/2012 09:19 Page 1

BUSINESS AVIATION AND THE BOARDROOM

Business Aviation: An Integral Element of Air Transportation. Business Aviation is not a substitute for the Airlines, asserts Jack Olcott. Corporations and entrepreneurs use business aircraft to augment their travel needs between locations where airline service is limited or non-existent.

usiness Aviation is a partner with the Scheduled Airlines in providing industry with safe and efficient transportation. It is not a competitor. Nor is Business Aviation at odds with the Airline industry. Both forms of transportation are vital to a nation’s wellbeing, and both share a common objective—serving a nation’s business enterprises.

BUSINESS AIRCRAFT DISTRIBUTION OF USE

SOURCE: HARRIS INTERACTIVE SURVEY 10/2009

WORLD AIRCRAFT SALES MAGAZINE – November 2012

The success model of each mode of transportation, however, differs markedly between the Airlines and Business Aviation. The former is designed to maximize profit for the air carrier; the latter is designed to maximize productivity for passengers. Airlines maximize profits when their aircraft are full of paying passengers, which drives the selection of city-pairs to locations where demand for travel is high (i.e., cities in large metropolitan areas). Furthermore, the need to fill seats places downward pressure on ticket price. Only about half of the volume of airline passengers consists of business people - who appear more influenced by schedule than price. A large percentage of Airline customers are flying for personal reasons, including vacations or visiting family members, thus ticket price is a significant factor in their selection of an airline. Consequently, Scheduled Airlines serve only about 10 percent of the United States’ public-use airports, and the vast majority of Airline flights are between about 10 percent of the locations with scheduled service. Thus finding airline flights that fit efficiently with business schedules is difficult, even between major cities. And travel between rural America via Scheduled Airlines is very time-consuming, often requiring several changes in airliners and inefficient layovers. As depicted in the pie chart (left), Business Aviation travels between locations that the Scheduled Airlines either do not serve or do not service with the frequency needed by businesses. More significantly, Business Aviation serves locations that the Airlines do not want to serve, since providing linkage between many cities and towns in the USA would be inconsistent with their business model.

www.AvBuyer.com

Aircraft Index see Page 4

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WASLemonade.indd 1

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MES121001_NovInventory_WAS_R3 copy.pdf

DEAL PENDING

10/22/12

12:10 PM

1998 CHALLENGER 604 S/N 5385

DEAL PENDING

2007 CITATION MUSTANG S/N 31

6530 Hrs TTAF, 4540 Landings, Smart Parts+

976 Hrs TTAF, 1382 Landings

AIRCRAFT FEATURES: One U.S. owner since new • Aircraft enrolled on Smart Parts Plus including avionics coverage • Engines on Smart Parts Plus including life limited components • Precision Plus avionics upgrade • Aircell ATG 5000 Wi-Fi system • Great paint & interior

AIRCRAFT FEATURES: One U.S. corporate owner with a large flight department • Beautiful paint & interior • Loaded with options including Traffic, Synthetic Vision, ADF, Jepp Chartview • High service bulletin compliance TEXT JM31 TO 727-399-6059 FOR MORE INFORMATION

TEXT JM5385 TO 727-399-6059 FOR MORE INFORMATION

DEAL PENDING

2005 FALCON 900EX EASy S/N 147

UNDER CONTRACT

1990 FALCON 50 S/N 207

3528 Hrs TTAF, 1323 Landings, MSP Gold

7683 Hrs TTAF, 4048 Landings, MSP Gold

AIRCRAFT FEATURES: EASy II Synthetic Vision with ADS-B & LPV • HUD • Triple FMS • Dual SWIFT 64 high speed data • Great paint & interior • August 2011 C-check/Gear Dimensional/Dry Bay Mod

AIRCRAFT FEATURES: Great paint & interior • APU on MSP • Collins 4 tube EFIS • TCAS II w/ change 7 • Mark V EGPWS • Iridium AirSat 1 SATCOM TEXT JM207 TO 727-399-6059 FOR MORE INFORMATION

TEXT JM31 TO 727-399-6059 FOR MORE INFORMATION

1982 FALCON 50 S/N 83

UNDER CONTRACT

ASKING $1,850,000 | 11,397 Hrs TTAF, 7998 Landings, MSP Gold

5799 Hrs TTAF, 2902 Landings, CSP

1997 FALCON 2000 S/N 48

AIRCRAFT FEATURES: APU on MSP • TCAS w/ change 7 • Airshow 400 • Alpine CD player • (2) 10” monitors

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

TEXT JM83 TO 727-399-6059 FOR MORE INFORMATION

TEXT JM48 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

MES121001_NovInventory_WAS_R3 copy.pdf

10/22/12

12:10 PM

2007 GLOBAL 5000 S/N 9158

UNDER CONTRACT

2004 GULFSTREAM G550 S/N 5060

MAKE OFFER | 1435 Hrs TTAF, 574 Landings

3332 Hrs TTAF, 1844 Landings, RRCC

AIRCRAFT FEATURES: Delivered enrolled on RRCC • HUD • EVS • SAT 6100 SATCOM • Triple FMS • Direct TV • Increased max take-off weight • Extended range • Batch 2 IAC Upgrade • Build 6 avionics

AIRCRAFT FEATURES: Placed in service 8/2005 • APU on MSP • Dual Swift 64 High Speed Data • MCS-7000+ SATCOM • HUD • EVS • Aft galley • Fwd crew rest and crew lav • 14 Passenger Configuration

TEXT JM9158 TO 727-399-6059 FOR MORE INFORMATION

TEXT JM5060 TO 727-399-6059 FOR MORE INFORMATION

NEW TO MARKET

2005 GULFSTREAM G200 S/N 115

PRICE REDUCED

1994 ASTRA SP S/N 71

ASKING $9,450,000 | 1739 Hrs TTAF, 935 Landings, ESP Gold Lite

NOW ASKING $1,695,000 | 5811 Hrs TTAF, 4077 Landings, MSP Gold

AIRCRAFT FEATURES: One U.S. owner since new • Low time • APU on MSP • Honeywell Mark V EGPWS with RAAS & Windshear • TWR 850 weather radar with turbulence detection • XM Satellite Radio • Safe Flight auto throttles

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

TEXT JM115 TO 727-399-6059 FOR MORE INFORMATION

UNDER CONTRACT

2001 KING AIR 350 S/N FL-324

WANTED – 2 IMMEDIATE ACQUISITIONS

3417 Hrs TTAF, 2916 Landings AIRCRAFT FEATURES: Collins 3 Tube EFIS • Universal UNS-1K+ • Goodrich WX1000+ Stormscope • SKYWATCH HP • Allied Signal Mark VI EGPWS TEXT JM324 TO 727-399-6059 FOR MORE INFORMATION

• SIGNED EXCLUSIVE ACQUISITION AGREEMENTS • BUYERS PAY OUR COMMISSION • NO FINANCING REQUIREMENTS

GULFSTREAM G550 2008 OR NEWER, UNDER 1,000 HRS TTAF, FORWARD GALLEY

GULFSTREAM G550 2007 OR OLDER, 4,000 HRS TTAF OR LESS, AFT GALLEY

For full specifications and for more information, visit

JETSALES.COM

BG 3 Oct12_FinanceSept 23/10/2012 10:03 Page 1

BUSINESS AVIATION AND THE BOARDROOM

The Luxury of Time How Business Aviation can make better use of your time. 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

Using time productively is not a luxury. It’s a necessity, notes David Wyndham. Those who employ business aircraft to achieve more productivity in their working day should feel confident they made a good decision.

ur firm is assisting a Fortune 500 company evaluate its flight department and the use of Business Aviation with a look toward the future. Because several of the company’s main operating locations are off the Airline-beaten path, management puts the corporation’s business jet to good use and is examining whether a newer model would be more appropriate to their needs going forward. There are many future trips between domestic plant and customer sites as well as market development efforts throughout the US that could involve Business Aviation. As part of the evaluation process I interviewed key management including the CEO, CFO, heads of their major divisions, and several Senior VPs.

WORLD AIRCRAFT SALES MAGAZINE – November 2012

www.AvBuyer.com

Three consistent themes emerged: 1. They are extremely happy with the high quality service they receive from their inhouse flight department. 2. They can’t imagine doing what they have to do without the time-efficiency and flexibility provided by the aircraft. 3. They almost feel guilty for using the company jet. The first two thoughts I hear time and time again and I understand them. I have a difficult time understanding the third comment, however. Discussions progress something like this: U

Aircraft Index see Page 4

BG 3 Oct12_FinanceSept 24/10/2012 09:22 Page 2

What the Boardroom needs to know about Business Aviation • • • •

•

“I cannot imagine getting all my travel done without the company aircraft.” “I can get work done uninterrupted while on the company aircraft.” “If I took the airlines I’d waste so much time.” “If I’m running a little late, I call the crew, and they say they are on my schedule. Last minute changes are no problem for the crew.” “I feel guilty at how much better travel is on the company jet compared to the Airlines.”

The people who make these comments are responsible for the financial success of their company. They lead employees and create jobs. They have a fiduciary duty to protect shareholders and to grow the investment that equity holders have made in the company. They appreciate their responsibility to their families to be a good spouse, a good parent, and yet still be a good business leader. These people are focused on what makes a company successful.

NO REASON FOR GUILT What people who use Business Aviation have found is the ultimate luxury - time. Getting and keeping customers takes time: People who care show up in person. More can be achieved in a face-to-face meeting than in a dozen conference calls. Travel is part of the process, but it is not the goal. A business aircraft enables travel on the most efficient schedule for the executive. Airline schedules are designed to satisfy demand between major city pairs, using a frequency that fits within the commercial carrier’s route structure. Conversely, Shareholder value depends upon the company’s bottom-line performance, which is never enhanced by management waiting in line. Company personnel should be making money, not making alternative travel plans after the meeting runs late. The corporate aircraft is not a low-cost item in the budget. Neither is payroll. The value of Business Aviation lies in enabling executives, the management team, sales professionals, engineers and service specialists to fully realize their potential, and thus to have a positive impact on the productivity and profitability of the company. Time is the world’s most precious resource. You can buy luxurious cars, fine watches, and beautiful homes. But you cannot buy back wasted time. It is gone. The corporate aircraft’s ultimate luxury is enabling the unrelenting passage of time to be spent wisely, productively and efficiently. The bottom-line? There is absolutely no reason to feel guilty about using a business aircraft to save time. Time used wisely means more returns for Shareholders, more jobs for the community, and more time with your family. Do you have any questions or opinions on the above topic? Get them answered/published in World Aircraft Sales Magazine. Email feedback to: Jack@avbuyer.com Business Aviation and the Boardroom continues on Page 26

WORLD AIRCRAFT SALES MAGAZINE – November 2012

Boardroom Letters Dear Mr Agur, Excellent article in the August issue of World Aircraft Sales Magazine [p54, 56]. The top paragraph asking whether 20,000 accident-free hours were due to skill or luck is so important and so true. Unfortunately, I've found over the years that the individuals who MOST need to re-examine their behavior and/or operational approaches are the same personality types that are MOST resistant to change. It then gets worse when these same individuals are running a flight department. Any suggestion from an "outsider" regarding a new concept or system (RAT, SMS, IS-BAO, FOQA) is met with derision and suspicion… and we have all witnessed this mentality by a small number of vocal individuals on various online forums. I suppose dealing with these types is all in a day’s work for you? Best regards, - Keith Bransky, Jet Appraisal Corporation

Peter Agur responds: Hi Keith, Thank you for your kind words and support! You have hit upon one of the biggest challenges in any industry reliant upon professional performance. I have spent many hours and thoughts on addressing this very issue. I have even spent a great deal of time talking with behavioral psychologists about it. The end answer is caught up in the old joke: How m any psychologists d oes it tak e to change a light bulb? Just one, but the bulb need s to really w ant to change.

To be a little more helpful: - For ignorance-based misbehaviors: educate and set boundaries. - For deliberate misbehaviors: establish authoritybased limits from above. The miscreant then has the option of complying or opting out of the organization. Personally, I am routinely tempted to do missionary work in an effort to help those who are assuming inappropriate risks. Then I remember missionaries often end up being devoured by the natives. In other words, I made the strategic choice many years ago to work only where we are invited. When we are invited by the owner in a situation where the operator is perceived to be a problem, I clearly tell the operator we are there to help them to succeed. We will create a roadmap (the audit’s findings are a roadmap to that success). It is up to the operator whether to use the “map”. You and I look across the ramp and often wish we could help a particular operation. We cannot do it unasked. We can only hope no one gets hurt while they learn tough lessons. All my best ! Pete www.AvBuyer.com

“They appreciate their responsibility to their families to be a good spouse, a good parent, and yet still be a good business leader.”

Aircraft Index see Page 4

Jet Collection November 23/10/2012 16:58 Page 1

1455 W W.. Hubbar Hubbard d St. - 2nd Floor Chicago, IL 60642 USA thejetcollection.com P: 312.226.8541 312.2 226.8541 F: 312.226.8542 info@thejetcollection.com in fo@thejetcollection.com

Please allow us to ma match atch you y with the perfect air craft for fo aircraft or your needs We look loo ok forward forward to and budget. We your phone call or email e inquiryy. inquiry.

2014 BBJ S/N TBD

1999 Learje Learjet et 45BR S/N 45-032

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2008 LEARJET 60XR S/N 60-342

2009 A AW109S W10 W 09S GRAND S/N 22099

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1999 Sikors Sikorsky sky S-76C+ S/N 760501

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oductory information. They do not SpeciямБcations and/or descriptions escriptions ar are e pr provided ovided as intr introductory n constitute rrepreeprede o You should aircraft. craft. sentations or warranties of The Jet Collection. Y o ou shou uld rrely ely on your own inspection of the air

Avpro November 25/10/2012 14:06 Page 1

Avpro November 25/10/2012 14:07 Page 2

Avpro November 25/10/2012 14:08 Page 3

Avpro November 25/10/2012 14:35 Page 4

BG 4 Nov12_FinanceSept 23/10/2012 10:06 Page 1

BUSINESS AVIATION AND THE BOARDROOM

Your Pilot’s Health: A Bad Safety Assumption. Peter Agur Jr. is managing director and founder of The VanAllen Group, a business aviation consutancy with expertise in safety, aircraft acquisitions, and leader selection and development. A member of the Flight Safety Foundation’s Corporate Advisory Committee and the NBAA’s Corporate Aviation Managers Committee (emeritus), he is an NBAA Certified Aviation Manager. Contact him via www.VanAllen.com.

Safety and security of your company’s most valuable asset—its personnel—is dependent upon the health and wellbeing of your pilots. Relying solely on government regulations for medical certification may not be sufficient, however, warns Pete Agur.

our pilots must be physically at the top of their game. After all, their performance is critical to the wellbeing of your company’s most valuable assets: its key people. How do you know your pilots are truly

WORLD AIRCRAFT SALES MAGAZINE – November 2012

www.AvBuyer.com

healthy? How do you know they will stay that way? With aging comes the dramatically increased probability of significant health issues. Your cockpit crew is not immune to this eventuality. Establishing policy that assures effective oversight is a fundamental responsibility of the Board of Directors. Case in Point: Earlier this year the customer of a Business Aviation management company reported that a 57-year-old lead captain appeared to be in declining health. He had recently gained a substantial amount of weight and was observed to have shortness of breath while performing normal tasks, like climbing the aircraft stairs. The management company met with the captain and developed a health management plan. A short time later the captain went to his preferred Aviation Medical Examiner (AME) for his semi-annual First Class physical. He passed the physical. Even so, two weeks later the captain died in his sleep. It would be easy to assume the Federal Aviation Administration (FAA) regulates passenger safety sufficiently to cover this seemingly obvious situation. They do, but regulations alone do not ensure their intent is achieved. The FAA is very clear that anyone who acts as pilot-in-command on a scheduled air carrier must have an Airline Transport Pilot (ATP) certificate, as well as hold a current First Class physical conducted by a designated AME every six months. The Best Practice within Business Aviation is to parallel this standard. That Best Practice was in place in the case of the 57-year-old pilot mentioned above. Obviously, it was not enough. There was no practice in place to ensure the quality of the flight physical. The FAA works hard to monitor the performance of its AMEs. Yet, every major city has a few who are willing to go for volume over quality. In this case, it was reported that the new medical certificate listed the pilot’s U Aircraft Index see Page 4

J Hopkinson November 22/10/2012 15:30 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, 10 Pax

Piper JetProp DLX SN 46-8408072, 3443 TTAF, Heated Windshield STC, Ram Engine Cooling STC, Fuel Filler Cap STC, King Yaw Dampener & Altitude Preselect, 4 passenger interior

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

Bell 427 immaculately maintained VIP configured Bell 427. It has fresh 300/600hr inspections and is equipped with 5 seat club interior with soundproofing, high skids, steps, GW increase, a cargo hook as well as GNS-530 and a GNS-430

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 $995,000 John Hopkinson & Associates Ltd. 1441 Aviation Park NE, 2nd Floor, Box 560, Calgary, Alberta, T2E 8M7

BG 4 Nov12_FinanceSept 24/10/2012 09:24 Page 2

What the Boardroom needs to know about Business Aviation

weight as being dramatically below reality. What is the answer? You could wait a long time for the government to perform perfectly. It is far more effective for your company to establish a simple improvement to the established Best Practices policy: All cockpit crewmembers must maintain a current First Class medical certificate obtained from an AME approved by the company. Have someone do the research to identify a few AMEs in your area who are known to be competent and conscientious. Those AMEs should be the only ones who examine your pilots. But, is that short list of physicians enough to achieve the results you want?

GOING BEYOND THE AME There is an added step you can take to ensure the wellness of your pilots. Require your cockpit crew members to also participate in an annual executive physical. This would be paid for by the company. This examination does not need to be conducted by an AME. It is easy to see this added effort as a benefit to both the company and crew members. After all, who wouldn’t want to catch a critical health issue in its early stages when it is likely to be the most treatable? Yet many pilots view any kind of physical examination as a threat. This is because the FAA regulations clearly state that if an airman is aware of any condition that would inhibit his or her ability to perform their duties, they must not fly and must report the condition to the FAA. In other words, their livelihood is at stake. Why

WORLD AIRCRAFT SALES MAGAZINE – November 2012

else would a grossly overweight pilot seek out an AME who might rubber stamp his medical certificate? As with any other corporate policy, there needs to be equity to this expanded wellness insurance policy. What happens if there is a critical health finding? Is the company able to temporarily or permanently move the pilot to a non-flying job that allows him or her to contribute sufficiently to justify no significant reduction in compensation? Does the company have the ability (time and resources) to support the possible education or retraining process of a medically-grounded pilot? If so, put the policy and its supporting practices in place. If not, consider adding Loss of License insurance to your cockpit crew benefit package. Loss of License coverage is a special insurance for pilots. It pays medically-grounded flight crew members supplemental income temporarily or permanently. It can be acquired through the National Business Aviation Association (NBAA). The benefits of this insurance can divert pushback and encourage acceptance of your company’s policy to oversee pilots’ health. After all, you want your pilots to be physically at the top of their game. Otherwise, you may be making a bad safety assumption, and abdicating your responsibilities to shareholders as well as to employees.

“As with any other corporate policy, there needs to be equity to this expanded wellness insurance policy. What happens if there is a critical health finding?”

www.AvBuyer.com

Aircraft Index see Page 4

Eagle November 22/10/2012 15:38 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 Since 1967 Aircraft Sales, Brokerage, & Acquisitions Want Your Aircraft Sold? Put It Here. Call Today! FILE PHOTO

1998 CITATION JET

Price Reduced

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

1982 CITATION II, S/N 550-0416

2002 CJ2, S/N 525A-0064

2007 CIRRUS SR22, S/N 2470

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

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

Avjet November 24/10/2012 13:42 Page 1

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

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

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

AV VJET T.COM

Avjet November 24/10/2012 13:43 Page 2

World Headquarters M J Marc J. FFoulkrod lk d Chairman and Chief Exxecutive OfďŹ cer info@avjet.com Phone: +1 (818) 841-61990

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Global Sales & Acquissitions Andrew C. Bradley Senior Vice President, Global G Sales and Acquisitions andrew@avjet.com d @ j Phone: +1 (410) 626-61622 Charter & Managemen nt Mark H. Lefever President charter@avjet.com Phone: +1 (818) 841-61990

AVJET V T.COM

Avjet November 24/10/2012 13:43 Page 3

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

Global Sales & Acquisitionss Andrew C. Bradley Senior Vice President, Global Sales S and Acquisitions andrew@avjet.com Phone: +1 (410) 626-6162 Charter & Management Mark H. Lefever President charter@avjet.com Phone: +1 (818) 841-6190

AV VJET T.COM

Avjet November 24/10/2012 13:44 Page 4

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

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

AVJET V T.COM

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

BG 5 Nov12_FinanceSept 23/10/2012 10:12 Page 1

BUSINESS AVIATION AND THE BOARDROOM

Clear Vision: Fleet Planning in Uncertain Times. 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

Boards look at the big picture, but they often are forced to use lenses that are distorted by changing economic conditions, cautions Jay Mesinger.

ypically the considerable effort and thought that goes into fleet planning centers around mission. The trip study and allowing for the correct passenger count as well as determining annual use and cabin size make up this focus. As long as the mission does not change these studies will direct the rest of the planning and will provide the Board with budgets for operations and capital expenditures. What happens when circumstances change and uncertainty exists, however? What if the primary mission of the flight department is altered or if there becomes a need to reassess the aircraft fleet mix? How do the dynamics of the aircraft marketplace affect residual values of your existing assets as well as the options for replacing assets? What is the impact of change on the company’s balance sheet?

Sometimes the best laid plans seem imperfect and need to be revisited. Such uncertainty tasks the Board and all those involved with re-calculating plans based on new information. The Board’s ability to respond proactively to changing and uncertain business environments, as opposed to simply reacting, is paramount to the success of the outcome.

FACTORS THAT DRIVE NEW THINKING Let’s define the factors that can cause a board to rethink, recalculate and respond. If we go back to the basics of the initial planning, we see the need to establish the city-pairs to be traveled as well as the frequency of that travel. This examination establishes the annual use, and the basis for aircraft choice as well as budgets. Not all change contemplated by a Board in U

DO NOT ALLOW CHANGING ECONOMIC CONDITIONS TO DISTORT YOUR VISION

WORLD AIRCRAFT SALES MAGAZINE – November 2012

www.AvBuyer.com

Aircraft Index see Page 4

Charlie Bravo November 22/10/2012 15:47 Page 1

BG 5 Nov12_FinanceSept 23/10/2012 16:44 Page 2

What the Boardroom needs to know about Business Aviation

uncertain times will be about pairing down or cutting back. In fact this rethinking could be about accelerating upgrades or additions to a fleet. During the current economy not only are values of aircraft continuing to decline, but the ever-increasing supply may prompt the Board to consider adding to the fleet or moving up in equipment. What might have been a two-to-five-year timeline to add a second aircraft may be shortened due to historical lows in acquisition prices. This may be especially true if an addition to the fleet is being considered. Even if there is a need to sell existing equipment before acquiring a replacement aircraft, the difference in cost between the older relinquished aircraft and the newer (and possibly bigger) machine still may be favorable. Let’s not ignore in this discussion the idea that the core business of the company may be suffering, thus driving a need to sell and not replace aircraft. How does a board navigate through such turbulence? Accurate and honest discussions must take place, and hard and unpleasant decisions may need to be made. Imagine that financial modeling suggests the company should reduce fleet size incrementally or totally. Boards must consider the ramifications of fleet alteration at a time when the marketplace is characterized by over-supply and slower selling cycles. First the conversation must center on value of the fleet. Each aircraft must be analyzed carefully. It is critical that this analysis not be affected by what can be called “The Endowment Effect.”

ENDOWMENT EFFECT This characteristic is defined as an over-estimation of the value of an asset just because it is owned by you or your company. I see this all the time when someone or some company will say, “I know that is what the other aircraft’s value is, but ours is worth more simply because we own it.” This effect may owe to a sense of the strong pedigree of your aircraft compared to anyone else’s. Such thinking, however, will yield a very dangerous assessment of value and increase the selling time into what might be a period of even lower value. In summary, plan well. If there is an opportunity to take advantage of these uncertain times by capitalizing on unprecedented buying prices, consider doing so. Fully understand the market you are considering buying into, and also examine those collateral markets to the left and right of the market norm and buy smart. If the decision is to sell and not replace, the same accuracy and knowledge of the markets still is essential to a good outcome. Remember, just because you may be selling for less than what was predicted when you first bought or planned the future residual value, the outcome can still be managed and a better outcome can still be attained by pricing the aircraft correctly. Beware of overestimating residual value simply because it is owned by your company. Get into, and out of the resale market as quickly as you can.

“Such thinking, however, will yield a very dangerous assessment of value and increase the selling time into what might be a period of even lower value.”

WORLD AIRCRAFT SALES MAGAZINE – November 2012

www.AvBuyer.com

Aircraft Index see Page 4

General Aviation November 24/10/2012 10:44 Page 1

Project1 29/10/2012 16:50 Page 1

BG 6 Nov12_FinanceSept 23/10/2012 10:24 Page 1

BUSINESS AVIATION AND THE BOARDROOM

Tax Treatment Of Corporate Aircraft Use: Entertainment, Amusement and Recreational Purposes (Part 2) Troy A. Rolf, a business aviation and tax attorney, manages the Minnesota office of GKG Law, P.C. Contact him via email at trolf@gkglaw.com.

With a focus on rules for Specified Individuals, attorney Troy Rolf concludes his two-part series dealing with the tax implications of personal and recreational use of company aircraft.

ast month we assessed the IRS’s Notice 2005-45 which seeks to provide a way for owners of business jets to calculate the number of ‘recreational’ hours flown aboard a company’s aircraft versus the number of ‘business’ hours flown in order to obtain the right amount of tax depreciation for business use of the aircraft. We established that this method had attracted a large amount of criticism by taxpayers. To illustrate, assume that a corporation operates only two flights in an entire year, and each of the two flights is five hours in duration. Assume that on the first of these flights there was only a single passenger, and this passenger was traveling solely for business, non-entertainment purposes. On the second flight there were nine passengers, all of whom were Specified Individuals (or were traveling as family members or guests of a Specified Individual) traveling for entertainment purposes. In this admittedly extreme example, each of the two flights was five hours in duration, and so the costs actually incurred by the company to operate each of the two flights would likely be similar (with the second flight perhaps using a small amount of

WORLD AIRCRAFT SALES MAGAZINE – November 2012

www.AvBuyer.com

additional fuel due to the extra weight of the additional passengers). However, under the Notice 200545 methodology we explored in last month’s edition, the company would be required to allocate its operating expenses and depreciation 10% to the first flight and 90% to the second flight due to the fact that business, non-entertainment hours flown (1 passenger x 5 hours = 5) constituted 10% of the total number of passenger-hours flown while entertainment hours flown (9 passengers x 5 hours = 45) constituted 90% of the total number of passenger-hours flown. Thus, on these facts, 90% of all operating expense and depreciation deductions would be subject to the Recreational Flight disallowance even though only half of the actual aircraft hours flown related to the Recreational Flight.

EFFORTS TO SIMPLIFY In 2007, the IRS proposed a new set of regulations to implement the Jobs Act. These adopted the methodology dictated by Notice 2005-45. However, in order to address the criticisms of the methodology, the proposed regulations also recommended allowing U

Aircraft Index see Page 4

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

2009 Global Express

s /n 9 3 0 0

1,250 Total Time. Corporate Care. Like New Condition. One U.S. Owner.

1996 Challenger 604

s/n 5307

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

1984 Falcon 50

s/n 146

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

1996 Astra SPX

s/n 85

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

2004 Citation X

s /n 2 3 6

2,500 Total Time. Engines on Corporate Care.

1985 Falcon 50

s/n 145

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

1992 Learjet 31A

s/n 051

Low Total Time. Bendix 5-Tube EFIS. MSP. Universal UNS-1LW. NDH.

1985 Falcon 50

s/n 153

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

402.475.2611 路 www.DuncanAviation.aero/aircraftsales 路 800.228.4277 World Aircraft Sales Ad 10_17_12.indd 1

10/18/2012 9:13:37 AM

BG 6 Nov12_FinanceSept 24/10/2012 09:28 Page 2

What the Boardroom needs to know about Business Aviation

taxpayers the option of using an alternative methodology whereby costs could be allocated initially on a flight-by-flight basis rather than on a passenger-by-passenger basis. Returning to the previous example, under the alternative methodology, since each of the two flights accounted for exactly one-half of the total flying time for the year, all operating expenses and depreciation would initially be allocated one-half to each of the two flights, thus resolving the potential distortion highlighted. Under the alternative methodology, after expenses and depreciation are initially allocated on a flight-by-flight basis, the expenses and depreciation attributable to any specific flight may then be subdivided and re-allocated on a passenger-by-passenger basis where the flight carries more than one passenger, some of whom are traveling for entertainment purposes and some for non-entertainment purposes. The proposed regulations provide that companies may use either miles or hours as the basis for the calculations. The proposed regulations also suggest allowing a taxpayer to use Alternative Depreciation System (ADS) straight line depreciation for purposes of calculating the portion of the taxpayer’s depreciation deduction that will be disallowed due to use of the aircraft for entertainment purposes, even though the taxpayer uses Modified Accelerated Cost-Recovery System (MACRS) accelerated depreciation for all other tax purposes. However, the proposed regulations did not provide much detail concerning the mechanics of how using ADS for one purpose and MACRS for other purposes for the same asset would work.

CHOICE OF METHODOLOGY On August 1 of this year, the IRS published final regulations implementing the Jobs Act. The final regulations adopted both the methodology dictated by Notice 2005-45, and the optional alternative methodology set forth in the proposed regulations. Taxpayers therefore have a choice as to which methodology to use. The final regulations also adopted the provisions of the proposed regulations that allow a taxpayer to use straight line ADS depreciation for purposes of calculating the amount that will be disallowed due to entertainment use, even though the taxpayer uses MACRS for all other tax purposes. The final regulations clarify that disallowed depreciation cannot exceed the amount of tax depreciation otherwise allowable with respect to the aircraft in any year, and provide examples illustrating the math and mechanics of how to use ADS for calculating the disallowance while using MACRS for all other purposes. This briefing provides only an outline introduction to the aircraft operating expense and depreciation disallowance under Section 274 of the Internal Revenue Code related to use of corporate aircraft for entertainment, recreation and amusement purposes. The tax rules governing such entertainment, recreation and amusement use are too complex to be fully explored in this article, which is designed to alert readers to this convoluted issue. Boards of Directors should consult experienced aviation tax counsel for a more thorough explanation of the rules and the tax consequences of such use.

“Taxpayers therefore have a choice as to which methodology to use.”

WORLD AIRCRAFT SALES MAGAZINE – November 2012

www.AvBuyer.com

Aircraft Index see Page 4

Aircraft Sales & Service

2008 Pilatus PC-12/47 NG Reg #N988EC Serial #SN1056

»»615 TT, Honeywell Primus Apex Flight Deck with Build 8, Executive Platinum 6 seat interior, Cursor Control Device, Flight Display Moving Map in Cabin, No Known Damage.

CO CA AZ

NM TX

Contact

Matt Rule: 303.799.9999

Tempus Aircraft is an Authorized Pilatus Dealer

2010 Piper Meridian G1000 Reg # N6072J Serial # 4697417 »»665 TT »»G1000 »»Pratt & Whitney Warranty until June 2015 »»3 year extended Garmin warranty until June 2015. ND

Tempus Aircraft is an Authorized Piper Dealer

Contact

Matt Rule: 303.799.9999

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

WY CO NM

O'Gara November 22/10/2012 16:09 Page 1

O'Gara November 22/10/2012 16:09 Page 2

JetBrokers November 24/10/2012 12:16 Page 1

2007 Gulfstream G200, S/N 175, 1333 TT, ESP Gold, Autothrottles, SATCOM, Honeywell DFDR, Ten Passenger Interior, Asking $10,950,000.00

2009 Citation Sovereign, S/N 680-0276, 604 TT, Airshow 4000, JAR Ops, Ten Passenger, L/R O2, Pro Parts, Asking $12,900,000.00

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

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

1989 Falcon 900B, S/N 071, 9464 TT, MSP Gold, 4C c/w Nov 11 by Duncan, 12 pax Interior, Triple IRS’, Asking $8,695,000.00

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

2005 Hawker 400XP, S/N RK-411, S/N RK-411, 704 TT, Garmin GMX200 w/ Charts & Wx, One Owner, Like New, TAWS-A, TCAS 2, Airshow, Price Reduced to $2,695,000.00

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

Also Available Citation Bravo, S/N 550B-0871 Citation II/SP, S/N 551-0039 Citation II, S/N 550-0326 Citation II, S/N 550-0295 Citation II, S/N 550-0216 Citation II, S/N 550-0127

Citation II, S/N 550-0094 Citation II, S/N 550-0082 Citation CJ2, S/N 525A-0016 Citation Stallion, S/N 501-0317 Falcon 20F-5BR, S/N 430

Gulfstream GIISP,S/N 206 Hawker 800XP, S/N 258674 Hawker 700A, S/N 257010 King Air C90, S/N LJ-869 Socata TBM700C1, S/N 244 Socata TBM700B, S/N 232

JetBrokers November 24/10/2012 12:18 Page 2

2009 Embraer Phenom 100, S/N 500-00091, 22 TSN, Engines on ESP Gold, Entertainment Package, AFIS, Asking $2,950,000.00

2013 Embraer Phenom 100 positions, May 2013 and June 2013 delivery slots, still can choose options and materials, 2005 pricing!

1988 Beechjet 400, S/N RJ-47, 4135.5 TT, 522.8 SMOH, TR’s, Freon, Gear O/H c/w 9/10, AB c/w at 4135.5 TT (7/12), Exc Paint and Interior, Asking $875,000.00

2000 Citation Excel, S/N 560XL-5137, 8684.3 TT, Engines on ESP Silver, Ext. Lav Service, Single Pt Refueling, TCAS 2, TAWS-A, Asking $3,650,000.00

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

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

2010 King Air 350i, S/N FL-689, 450 TT, Venue Cabin Mgmt – Aircell Axxess II, TCAS 2, Hi-def Video Displays, L3 ESIS, Price Reduced to $5,900,000.000

2008 King Air C90GTi, S/N LJ-1902, 1356 TT, Pro-line 21 w/ IFIS, One Owner, Engine Fire Ext., Skywatch, Price Reduced to $2,450,000.00

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

Email: jetbroker@jetbrokers.com

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

Web: www.jetbrokers.com

BG 7 Nov12_FinanceSept 23/10/2012 10:27 Page 1

BUSINESS AVIATION AND THE BOARDROOM

Practical Insurance Advice Preparing for Insurance Renewal in 2013 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

Now is a good time for the Board review of risk mitigation, if you have not already done so. Documenting sound management of the company’s aviation function can produce benefits for the insured, advises Stuart Hope.

s 2012 draws to a close, let’s look at some steps that can be taken to prepare for aviation insurance renewal in 2013. The goal is to work with your company’s aviation insurance broker to improve coverage by achieving one or more [preferably all] of the following: lower premium, increased coverage limits, and broader coverage. The biggest mistake many insureds make at the time of renewal is failure to supply requested insurance information in a timely manner. Unlike most other lines of property and casualty insurance, aviation underwriters request a renewal application with specific data every year. This task is often viewed as a hassle to the aircraft owner and therefore is frequently put aside to deal with at a later time. The requested information, however, is vitally important! Procrastination is the enemy. Without proactively replying to the request of underwriters, you put the brakes on your broker’s ability to achieve the goals set out initially. Be sure to complete the renewal application in as much detail as possible.

WORLD AIRCRAFT SALES MAGAZINE – November 2012

www.AvBuyer.com

DETAILS MATTER Remember that the reason the questions are asked is to discover uninsured exposures, not to create busy work. If you are unsure of the question’s intent, pick up the phone and call your broker for advice. If you are working on a Safety Management System (SMS), IS-BAO certification or any other safety initiative within your flight department, attach an addendum to the application and describe it. The more documentation an underwriter has that your account is worthy of the best terms, the more likely you are to get them. Arguably the biggest influence on an underwriter’s decision-making process is the pilot(s) who will fly the aircraft and what kind of recurrent training they receive. Initial and Recurrent training in turbine aircraft at least every twelve months is a requirement by the insurance carriers, not a suggestion. The preference by most aviation insurers is that the training be conducted every twelve months in a full-motion simulator designed for the make and model aircraft being flown. They feel that the simulator training environment enables emergency procedures to be accomplished without placing the pilot, instructor or aircraft at risk. Further, a pilot can experience situations and emergencies more fully than is possible in the aircraft. There are insurance carriers that approve in-aircraft training with an approved training provider, but U

Aircraft Index see Page 4

2005 Citation

Sovereign SN 45 A perfect blend of value, comfort and performance Trans-continental range, outstanding short-field and climb performance, and a cabin designed for passenger comfort and productivity make the Citation Sovereign a true mid-size leader.

2005 Serial Number 45 offers even more. A low-time, low-cycle aircraft, it has a single corporate-owner history and has always been U.S. registered and operated FAR Part 91 by a management company that is a Citation Authorized Service Center. You’ll also feel the confidence that comes with front-to-back coverage via its enrollment in Cessna’s PowerAdvantage, ProParts and AuxAdvantage programs. Simple elegance defines the nine passenger interior. And an extended galley, extended-range oxygen system, FDR and enhanced surveillance means SN 45 was designed to maximize all the performance the Sovereign can deliver. Find out why this Sovereign’s value, comfort and performance are the perfect blend for you. Call Jim Donath at Donath Aircraft Services. Or visit donathaircraft.com

Citation Sovereign_WA.indd 1

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

8/10/12 2:17 PM

BG 7 Nov12_FinanceSept 24/10/2012 09:36 Page 2

What the Boardroom needs to know about Business Aviation

BE PREPARED. PUT YOUR PROTECTION IN PLACE WELL AHEAD OF WHEN IT MAY BE NEEDED IN THE NEW YEAR.

primarily this practice is available only on turboprop and small turbojet aircraft. In a perfect world, the flight department of an insured would consist of well qualified employee pilots, highly experienced with many hours in the make and model aircraft being insured; those who have flown the aircraft at least 200 hours in the last year and completed recurrent simulator training for the make and model aircraft insured every six months. It’s not a perfect world, however, and in the current economic environment flight departments have resource constraints that limit their ability to operate at the perfect level. The bar has been set. The closer you can get to it, the better renewal terms you will receive.

DON’T OVERLOOK OTHER OPPORTUNITIES Review the insured value of your aircraft. We’ve covered this in previous articles, but the goal is to insure your aviation assets for their current market value or lien amount, whichever is MORE. Probably your best source of information as to the true current market value of your aircraft is the aircraft sales broker who sold you the aircraft or a sales broker who specializes in your make and model aircraft.

WORLD AIRCRAFT SALES MAGAZINE – November 2012

Ask for quotes to increase your liability coverage. This represents your largest catastrophic loss exposure, the primary reason you are buying the insurance in the first place. The aviation insurance market remains very soft, and you’ll be surprised how inexpensive it is to increase this coverage substantially. If liability rates increase in the future, you can always lower the limit at that time. If you have only limited extra dollars in your aircraft budget for insurance, spend it here. Being under-insured can sink your ship. If you feel your account “shows well”, have your insurance broker request an on-site visit from the insurance company’s underwriter. In the end, insurance is a relationship business like any other. A personal connection can be worth its weight in gold in establishing trust and goodwill for your flight department. Displaying your aviation program enables your broker to negotiate better renewal terms for you.

“If you have only limited extra dollars in your aircraft budget for insurance, spend it here. Being under-insured can sink your ship.”

www.AvBuyer.com

Aircraft Index see Page 4

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2012 GLOBAL 6000

s/n 9451

1999 LEARJET 45

Global Vision Flight Deck SVS, EVS, HUD, CCP Delivery 4Q 2012

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AirframeT.T - 3553 hrs Landings - 3400

s/n 13

2008 HAWKER 900XP

s/n 036

Engines enrolles in MSP Gold EU OPS Certified

s/n HA-56

ING

ND LE PE

SA Factory New EASA Compliant

2006 LEARJET 40

Engines enrolled on MSP EU OPS Certified

2002 LEARJET 45

Collins Pro Line 21 EFIS EU OPS Compliant

RVSM Compliant Delivery 2Q 2017

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

Engines & APU MSP Gold Airframe: 965 hrs (01/12)

2004 FALCON 2000

s/n 5487

Airframe on SmartParts Int. / Ext. redone in â&#x20AC;&#x2DC;09

s/n 217

NE Fresh 4800 hr inspection EU OPS Certified

Engines & APU on MSP RVSM Certified

Engines & APU on JSSI+ No damage history

EU OPS Compliant CAMP since new

NEW JET INTERNATIONAL for all your aviation needs. New aircraft sales, helicopter sales, pre-owned aircraft sales & acquisitions, flight hour packages, membership programs & on demand charter NEW SALES

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WAS november 2012.indd 1

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Main Office

Bell Aviation West

Colorado (GJT) 970.243.9192 / 970.260.4667 cell

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

Bell Aviation Texas

Dallas, Texas 214.904.9800 / 214.952.1050 cell

Aircraft Sales & Acquisitions

Citation Excel

Challenger

1985 Challenger 601-1A | 3044

Citation XLS+

2002 Citation Excel | 560-5288

Citation Ultra

2009 Citation XLS+ | 560-5060

1996 Citation Ultra | 560-0366

Citation V

1993 Citation V | 560-0208

Citation 11

1989 Citation V | 560-0026

Citation 11

1994 Citation II | 550-0732

1981 Citation II | 550-0286

Citation 1SP

Citation CJ3

2006 Citation CJ3 | 525B-0073

1982 Citation ISP | 501-0255

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

Main Office

Bell Aviation West

Colorado (GJT) 970.243.9192 / 970.260.4667 cell

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

Bell Aviation Texas

Dallas, Texas 214.904.9800 / 214.952.1050 cell

Aircraft Sales & Acquisitions

Citation 500 Eagle

Learjet 45

2004 Learjet 45 | 45-250

1973 Citation 500 Eagle | 500-0130

King Air B200

Beechjet

1992 Beechjet 400A | RK-36

King Air 200

Also Available: RK-107

1979 King Air 200 | BB-545

1983 King Air B200 | BB-1140

King Air 200

1976 King Air 200 | BB-169

Conquest

King Air E90

1976 King Air E90 | LW-186

Meridian

1980 Conquest II | 441-0116

Meridian

2008 Piper Meridian | 4697324

2006 Piper Meridian | 4697247

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

Freestream November 24/10/2012 16:11 Page 1

FREESTREAM AIRCRAFT LIMITED SALES & ACQUISITIONS

Boeing BBJ Serial Number 29273 Registration: VP-BBJ • 18 Passenger • One Owner Since New Boeing BBJ/28579

Boeing BBJ/29273 • Pats 9 Tank Configuration

• CVR/FDR • SATCOM • Heads Up Display (HUD) • Airshow Network • SFAR88 modification requirements c/w 3/12 • Basic Operating Weight: 95,096 lbs Boeing BBJ/36714 • US$35,950,000

Boeing BBJ/30076

Boeing BBJ Global XRS/9195 Serial Number 36714 Registration: VP-BFT

Gulfstream G550/5025

• 18 Passenger - Andrew Winch Interior Design • Full Factory Warranties • Very low hours • Pats 6 tank Configuration (5 aft 1 fwd) Gulfstream G450 2Q 2012

• Aft state room with private lavatory

Gulfstream GV/512

and shower • Airshow Network • Five external cameras • US$75,950,000

Hawker 850XP/258812

FREESTREAM AIRCRAFT LIMITED

FREESTREAM AIRCRAFT USA LTD

FREESTREAM AIRCRAFT (BERMUDA) LIMITED

London +44 207.584.3800 sales@freestream.com

New York 201.365.6080 aircraftsales@freestream.com

Hamilton, Bermuda +441.505.1062 sales@freestreambermuda.bm

www.freestream.com

Freestream November 24/10/2012 16:12 Page 2

FREESTREAM AIRCRAFT LIMITED SALES & ACQUISITIONS

Boeing BBJ Serial Number 28579 Registration: N920DS • 17 Passenger • 2008 Paint & Interior Boeing BBJ/28579

Boeing BBJ/29273 • Both aft stateroom's have private

lavatory & shower • Six fuel tanks installed (one in storage) • SFAR 88 tank mod c/w 4/09 • Flight Dynamics Heads Up Display (HUD) • CMC EFB's with XM Weather Boeing BBJ/36714 • High Speed wireless internet access

Boeing BBJ/30076

• Engines on GE MCPH • Fresh 36 Month/2000 Hour Inspections • US$38,950,000

Boeing BBJ Global XRS/9195 Serial Number 30076 Registration: VP-BBW

Gulfstream G550/5025

• 19 Passenger • Interior Refurbishment 2010 • Pats 8 Tank Configuration • Recent A1, B1, C1 Checks and SFR88 Mod

Gulfstream G450 2Q 2012

Gulfstream GV/512

• Airshow Network

• Basic Operating Weight: 95,096 lbs • US$42,950,000

Hawker 850XP/258812

FREESTREAM AIRCRAFT LIMITED

FREESTREAM AIRCRAFT USA LTD

FREESTREAM AIRCRAFT (BERMUDA) LIMITED

London +44 207.584.3800 sales@freestream.com

New York 201.365.6080 aircraftsales@freestream.com

Hamilton, Bermuda +441.505.1062 sales@freestreambermuda.bm

www.freestream.com

BG 8 Nov12_FinanceSept 23/10/2012 17:58 Page 1

BUSINESS AVIATION AND THE BOARDROOM

Entry Level & Light Jets: Flexibility at Lower cost Levels. Light Jets only in name, ultimately, where performance and value reign as dominant factors it is worth remembering there’s nothing lightweight about the value and flexibility of this category of corporate aircraft.

ou’ll likely notice a pattern if you spend a little time perusing the marketing materials promoting Business Aviation: As business jets increase in size from light jets to the low end of the large-cabin purpose-built models, the stated seating capacity tends to vary only slightly; six to eight seats dominates the standard configurations of many of the offerings across size-category lines. It’s true that as aircraft increase in size, headroom and leg-room similarly increase, even if available seating does not. It’s also true that for many models, full-fuel payload doesn’t seem to grow proportionally – although a model here and there does defy this typically true generality. Additionally, stillair range also seems to increase as you move up the categories - but ultimately, steps up in size and range also tend to reduce flexibility in an important,

not-to-be-overlooked way: airport access. As jets get bigger and heavier their runway needs increase – often dramatically – with no appreciable gain in how many people can fly or how much equipment the jet can carry. Does that make bigger better? Not where value and flexibility rule.

THE VALUE QUOTIENT We know many feel an emotional aversion to aircraft too small for their sensibilities; people want to equate “bigger” with “safer” in a way that the physics belie. The realities of the physics aside, however, the next step up in size seldom results in a major improvement in seating capacity, let alone in fullfuel cabin load. In reality, the larger jets need more power which means more fuel to cover the same ground at about the same speed – so cabin capacity changes minimally where maximum-range trips are concerned. That returns us to that maximum-range leg fixation: Why do we so covet range capabilities seldom, even rarely, needed?

BUSINESS AVIATION REAL-WORLD STYLE A light jet fully-fueled and flying a typical Business Aviation mission departs with fuel for the mission, including reserves – in some cases sufficient fuel to return home without adding more. And that maximum-fuel jet can often barely carry the typical passenger load of three persons making the trip – unless one or two of them also doubles as a crew member. With the average mission length under 750 miles and the nominal maximum-range of light jets around 1,200 miles, the crew enjoys the option of flying lighter, saving fuel. (Note: The lower the total weight of the aircraft, the less fuel it consumes on the mission, all other factors being equal). Fueling for the mission, with NBAA reserves, allows a larger cabin load – making three or four, plus crew, possible.

WORLD AIRCRAFT SALES MAGAZINE – November 2012

www.AvBuyer.com

Aircraft Index see Page 4

Eagle Creek November 25/10/2012 14:46 Page 1

2009 EMBRAER PHENOM 100 N59PW,, S/N 50000081, Price Reduced to $2,790,000! Only 330 Hours Since New, Enrolled on EEC Enhanced Airframe Program, N59PW JSSI Premium Engine Program and Still Under Factory Warranty, TCAS I, Garmin Synthetic Vision and Belted Potty

2008 CESSNA CITATION CJ3 2

2007 C CESSNA ESSNA AC CITATION ITATION N CJ CJ1+ 1+

N711BE, S/N N 525B-0212, 525B 5 B-0212, Only 625 Hours and One Owner Owneer Since New, New, TCAS-4000 TCAS II, Collins HF, TTAP AAP Elite, Collins C T HFF, Honeywell Honeyw well Mark VIII ST-3100 Iridium Phone and Jeppesen Electronic EGPWS, S, AirCell A ST-3100 Elecctronic Charts

N34DZ, S/N 525-0 525-0640 0640 40 14011 Airframe A and Engine Hourss Since New. New. Enrolled on ProP ProParts Parrts and TTAP A Elite. TCAS I, Mark VIII EGPW AP EGPWS, WS, Jeppesen Collins WAAS, Electronic Charts, Char Collin C ollins FMS-3000 with W AAAS, and Airshow Airshow

CESSNA CITATION S/II CE

TWIN COMM COMMANDER MANDER 1000

N500ZB, S/N S550 S550-0023, 0-0023, 212 Engine Hours Since Hot Sectio Section on Inspections Conditioning, and 2,046 Engine Hours Since Overhauls, FFreon reon Air Conditi oning, Current PPart art 135

gle Creek N695EE, S/N 96205, 962005, Special 695B Model, Fresh Fresh HSI’s HSI’s byy Ea Eagle H on Dash TTen 65 Autopilot, with 2581 SMOH en Engines, Collins APSAPS-65 Garmin GNS 530, FFreon reon Air Air,, Wide Chord Q-T Q-Tip ip Props

1995 KING AIR B200

DASH TEN P POWERED POWERED TWIN COMMANDER COMMANDER 900

N400EG, S/N BBBB-1501, 1501, Loaded B200 with Garmin G10000 Avionics and GFC 700 Automa Automatic t Flight Control System, tic System GWX-68 GWX 68 W Weather eathher Radar Radar,, TCAS I, Full Raisb Raisbeck, eck, and Winglets

N29GD, S/N 15035 15035, 5, Garmin GNS-530W with W WAAS, AAAS, Skywa Skywatch attch TTrafﬁc, rafﬁc, Wide Chord Q-T Q Tip Props and Keith FFreon reon Air Conditioning Q-Tip

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

BG 8 Nov12_FinanceSept 23/10/2012 17:59 Page 2

What the Boardroom needs to know about Business Aviation In most cases where a fuel stop is not required, the speed difference between a light, a mid-cabin and a large-cabin jet results in a leg taking only slightly longer to fly – but at the trade-off of higher direct operating costs of the larger jets. Any time gained – we’re talking a few minutes in most cases – is certainly insufficient to offset operating costs running 50 percent to 100 percent higher, or more. So for most people, the question comes down to this: is a bit of headroom for a 100-minute typical mission really cost-justifiable? That brings us to the aspect of light jets in which they not only excel but cannot be beaten on: accomplishing the needed mission at the lowest overall cost.

SIZE COSTS Five hundred to 750 miles at a maximum cruise speed of around 400 knots while carrying four passengers will generally cost less in a light jet than making the same trip in a mid-size jet at a 480-knot maximum cruise; even more so than a large-cabin jet. The time difference between heavy and light business jets on a typical mission is small – about 10 to 12 minutes, overall - and is not a large time saving for costs that may be considerably higher for the larger aircraft. Further; beyond these speed-rangepayload operational basics, airport fees tend to be larger for heavier aircraft. With airports and FBOs increasingly turning to weight-based ramp fees for revenue, a larger jet incurs a higher ramp fee; and even if a large-enough fuel purchase can bring a waiver of the fee, you’re still buying far more fuel. Additionally, the light jet crew will have the option of far more airports – often closer, more convenient and less expensive than what’s needed for the mid- and large-cabin jets. It’s hard to escape the heavyweight value edge of light jets. It should be noted, however, that ride qualities are impacted by the aircraft’s wing loading (the aircraft’s weight per square foot of wing area). The higher the wing loading, the smoother the ride in turbulence, all other factors such as the aircraft’s inherent stability being equal. Light jets achieve their lower take-off and landing distances, compared with heavy jets, by virtue of their lower wing loading. Workspace while traveling is another consideration. Decisions related to aircraft size are impacted by the needs of passengers to use their travel time productively.

WHAT MAKES A “SMALL” JET? Today we consider a Jet ‘light’ or ‘Entry Level’ when it’s Maximum Take-off Weight falls below 20,000 pounds. Up to about a decade back the Light segment represented the bottom rung of the business jet ladder… that was before the Entry Level Jets entered the market, differentiated by weights below almost everything ever built at less than 10,000 pounds. Ultimately, where performance and value reign as dominant factors, remember this: there’s nothing

WORLD AIRCRAFT SALES MAGAZINE – November 2012

lightweight about the value and flexibility of these light jets.

JET PRICE GUIDE The following Entry Level & Light Jets Retail Price Guide represents current average values published in the Aircraft Bluebook – Price Digest. The study spans model years from 1993 through Fall 2012. Values reported are in USD millions. Each reporting point represents the current retail value published in the Aircraft Bluebook by its corresponding calendar year. For example, the Citation Jet CJ3 values reported in the Fall 2012 edition of Bluebook show $4.4 million USD for a 2004 model, $4.6 million USD for a 2005 model and so forth. Aircraft are listed alphabetically. With the reader’s knowledge of aircraft, equipment, range and performance, the following Guide allows the reader to determine the best value range for consideration.

“Additionally, the light jet crew will have the option of far more airports.”

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

www.AvBuyer.com

Aircraft Index see Page 4

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Retail Price Guide Nov12_PerfspecDecember06 24/10/2012 14:11 Page 1

BUSINESS AVIATION AND THE BOARDROOM

ENTRY-LEVEL & LIGHT JETS AVERAGE RETAIL PRICE GUIDE FALL 2012 YEAR OF MANUFACTURE 2012 $ US$M MODEL BEECHCRAFT PREMIER 1A

7.106

2011 US$M 5.5

2010 US$M 4.3

2009 US$M

2008 US$M

3.3

2.8

2007 US$M 2.4

2006 US$M

13.2

11.5

8.8

7.6

6.8

BOMBARDIER LEARJET 45 BOMBARDIER LEARJET 40XR

10.838

9.1

7.1

5.5

5.0

BOMBARDIER LEARJET 40

2004 US$M

2003 US$M

1.750

1.650

1.550

2.050

BEECHCRAFT PREMIER 1 BOMBARDIER LEARJET 45XR

2005 US$M

6.2

5.5

5.3

4.8

4.2

5.2

4.7

4.4

4.1

3.7

4.4

4.0

3.6

3.9

3.6

3.2

2.9

BOMBARDIER LEARJET 31A CESSNA CITATION XLS+ 560

2.0 12.7

11.5

10.0

9.2

CESSNA CITATION XLS 560 CESSNA CITATION ENCORE+ 560

6.2

8.2 7.3

6.5

5.3

4.6

CESSNA CITATION V ENCORE 560

5.950

5.750

5.350

4.3

4.0

3.8

3.6

4.5

4.1

2.5

CESSNA CITATION EXCEL 560-XL CESSNA CITATION V ULTRA 560 CESSNA CITATION V 560 CESSNA CITATION BRAVO 550

3.1

2.9

2.7

4.4

CESSNA CITATION 11 550 CESSNA CITATION CJ4 525C

8.923

8.1

7.6

CESSNA CITATION CJ3 525B

8.174

7.2

6.5

6.0

5.4

5.0

4.8

4.6

CESSNA CITATION CJ2+ 525A

7.040

6.3

5.6

4.9

4.6

4.3

3.9

3.7

3.3

3.2

2.8

2.6

CESSNA CITATION CJ2 525A CESSNA CITATION CJ1+ 525

4.8

4.2

3.6

3.2

3.0

CESSNA CITATION CJ1 525

3.0

2.8

2.2

2.0

1.9

1.8

1.6

CESSNA CITATIONJET 525 CESSNA CITATION MUSTANG 510

3.202

2.7

2.3

2.1

ECLIPSE 500

2.0

1.9

1.8

0.800

0.775

0.599

2.2

2.0

EMBRAER PHENOM 300

8.920

8.0

7.5

7.2

EMBRAER PHENOM 100

4.055

3.6

3.1

2.7

2.5

4.4

3.4

2.7

HAWKER 400XP HAWKER BEECHJET 400A NEXTANT 400XT

1.450 4.154

4.0

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

WORLD AIRCRAFT SALES MAGAZINE – November 2012

www.AvBuyer.com

Aircraft Index see Page 4

Retail Price Guide Nov12_PerfspecDecember06 23/10/2012 18:04 Page 2

What the Boardroom needs to know about Business Aviation

What your money buys today 2002 US$M

2001 US$M

2000 US$M

1999 US$M

1998 US$M

1997 US$M

1996 US$M

1995 US$M

1994 US$M

1993 US$M

YEAR OF MANUFACTURE $ MODEL BEECHCRAFT PREMIER 1A

1.450

1.350

BEECHCRAFT PREMIER 1 BOMBARDIER LEARJET 45XR

3.3

3.1

3.0

2.9

2.8

BOMBARDIER LEARJET 45 BOMBARDIER LEARJET 40XR BOMBARDIER LEARJET 40

1.9

1.8

1.7

1.6

1.5

1.4

1.350

1.3

1.250

1.150

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

3.3

3.1

3.0

3.9

3.6

3.3

CESSNA CITATION V ENCORE 560 3.0

2.7

2.2

2.1

CESSNA CITATION EXCEL 560-XL 2.0

1.9

1.8

1.7 1.550

2.3

2.1

2.0

1.8

1.7

CESSNA CITATION V ULTRA 560 1.450

1.6

CESSNA CITATION V 560 CESSNA CITATION BRAVO 550

1.450

1.350

CESSNA CITATION 11 550 CESSNA CITATION CJ4 525C CESSNA CITATION CJ3 525B CESSNA CITATION CJ2+ 525A

2.7

2.6

2.5

CESSNA CITATION CJ2 525A CESSNA CITATION CJ1+ 525

1.8

1.7

1.6

CESSNA CITATION CJ1 525 1.450

1.350

1.300

1.250

1.200

1.100

1.000

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

1.350

1.250

1.150

1.100

1.050

1.000

0.950

0.900

0.850

0.800

HAWKER BEECHJET 400A NEXTANT 400XT

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

www.AvBuyer.com

WORLD AIRCRAFT SALES MAGAZINE – November 2012

Project1 29/10/2012 16:51 Page 1

AirCompAnalysisNov12_ACAn 23/10/2012 12:21 Page 1

AIRCRAFT COMPARATIVE ANALYSIS CESSNA CITATION MUSTANG

EMBRAER PHENOM 100

CESSNA CITATION MUSTANG

Cessna Citation Mustang by Michael Chase n this month’s Aircraft Comparative Analysis, we provide information on the Cessna Citation Mustang, an Entry Level jet. We’ll consider some of the productivity parameters - including payload, range, speed and cabin size, along with current market value. The field of study also includes Embraer’s Phenom 100.

BRIEF HISTORY

the Mustang occurred in April 2005, and FAA Type Certification was received on September 8, 2006. April 2007 marked the first retail delivery. Powered by two Pratt &

CHART A: IN-OPERATION MARKET SHARE (SEPTEMBER 2012) Total 652 Aircraft

Cessna’s Mustang is even more compact and lighter than its first-ever corporate jet, the Citation 500 model that was built in 1971. The Citation 500 model was developed to be the first affordable, Entry Level executive jet and was marketed to compete directly with the King Air. The Citation Mustang (Model 510) was first announced in 2002, and was introduced to compete with the new breed of very light jet (VLJs) from Adam Aircraft, Eclipse Aviation, Embraer and Piper. First flight of

Source: JETNET

www.AvBuyer.com

WORLD AIRCRAFT SALES MAGAZINE – November 2012

Whitney PW615F turbofan engines, the Mustang’s cockpit hosts the Garmin G1000 Avionics system. FAA Type Certification for the Mustang includes single-pilot operation. ❯

Cessna Citation Mustang Embraer Phenom 100

Total 912 Aircraft Cessna Citation Mustang Embraer Phenom 100 Eclipse 500

29%

38.0%

44.0%

62.0%

27.0% SOURCE: JETNET

Aircraft Index see Page 4

LEAS 305EJ Nov_LEAS 24/10/2012 13:40 Page 1

2006 Citation Sovereign s/n 680-0105 • Engines on ESP Gold - APU on MSP - On Cessna ProParts • Aircell Axxess II SATCOM System - XMR 100-01 Weather / Radio • All due maintenance c/w through January 2013 at Cessna Orlando • Has previously operated Part 135

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

AirCompAnalysisNov12_ACAn 23/10/2012 12:22 Page 2

AIRCRAFT COMPARATIVE ANALYSIS CESSNA CITATION MUSTANG

MARKET SHARE

TABLE A - PAYLOAD & RANGE Model

Citation Mustang

Phenom 100

Max Fuel Range (nm)

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

MTOW (lb)

Max Fuel (lb)

Max Payload (lb)

Avail Payload w/Max Fuel (lb)

8,645

2,580

1,200

600

1,068

716

10,472

2,804

1,312

580

1,124

710

Chart A (previous page) represents the in-operation aircraft Market Share as of September 2012 for the Citation Mustang (62%) and the Embraer Phenom 100 (38%) There are currently 652 total aircraft in operation for these two models. However, when you add the Eclipse 500 to the Citation Mustang and Embraer Phenom 100 equation, the Citation Mustang enjoys a 44% market share of a total 912 deliveries.

PAYLOAD AND RANGE

DATA COURTESY OF CONKLIN & de DECKER, ORLEANS, MA, USA; JETNET; B&CA MAY 2012 & AUG 2012 OPERATIONS PLANNING GUIDE

The data contained in Table A (left) is published in the B&CA, May 2012 issue, but is also sourced from Conklin & de Decker. As we have mentioned in past articles, a potential operator should focus on payload capability as a key factor. The Citation Mustang ‘Available payload with Maximum Fuel’ at 600 pounds is marginally more than that offered by the Phenom 100 (580 lbs).

CHART B - CABIN VOLUME

Phenom 100

208

CABIN VOLUME Mustang

144

100

200

150

250

In spite of its higher available payload with maximum fuel weight, according to Conklin & de Decker, the cabin volume of the Citation Mustang at 144 cubic feet is 31 percent smaller than the Phenom 100 aircraft (with measures 208 cubic feet), Chart B (left).

Cubic Feet

POWERPLANT DETAILS TABLE B - FUEL USAGE Model

Fuel Usage (GPH)

Citation Mustang

Phenom 100

126

Each of the Citation Mustang’s Pratt & Whitney Canada PW615F engines offer a thrust rating of 1,460 pounds. The Phenom 100, meanwhile, is powered by a pair of Pratt & Whitney Canada PW617F-E engines, each with a thrust rating of 1,695 pounds. Table B (left), sourced from the Aircraft Cost Calculator (ACC) shows the fuel usage by each aircraft in our field of study. The Citation Mustang - at 93 gallons per hour (GPH) - uses 33 gallons per hour (or 26.2%) less fuel than the Phenom 100 at 126 GPH.

Source ACC - www.aircraftcostcalculator.com

COST PER MILE COMPARISONS CHART C - COST PER MILE*

Phenom 100

$2.90

Mustang

$2.82

$0.00

$1.00

$2.00

$3.00

US $ per nautical mile *300 nm mission costs, 800 lbs payload

WORLD AIRCRAFT SALES MAGAZINE – November 2012

www.AvBuyer.com

Using data published in the May 2012 B&CA Planning and Purchasing Handbook and the August 2012 B&CA Operations Planning Guide we will compare our aircraft. The nationwide average Jet-A fuel cost in the August 2012 edition was $6.30 per gallon at press time, so for the sake of comparison we’ll chart the number as published. Note: Fuel price used from this source does not represent an average price for the year. Chart C (left) details ‘Cost per Mile’, and compares the Citation Mustang to the Phenom 100 factoring direct costs, and with each aircraft flying a 300nm mission with 800 pounds (four passengers) payload. The Aircraft Index see Page 4

AirCompAnalysisNov12_ACAn 23/10/2012 12:23 Page 3

AIRCRAFT COMPARATIVE ANALYSIS CESSNA CITATION MUSTANG

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 Citation Mustang at $846 has a 4.2% higher variable cost per hour compared to the Phenom 100 at $812.

PRODUCTIVITY COMPARISONS The points in Chart E (right) center on the Mustang and Phenom 100 aircraft. Pricing used in the vertical axis is as published in the B&CA 2012 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. The result is a very large number so for the purpose of charting, each result is divided by one billion. The examples plotted are confined to the aircraft in this study. A computed curve fit on this plot would not be very tight, but when all business jets are considered the “r” squared factor would equal a number above 0.9. Others may choose different parameters, but serious business jet buyers are usually impressed with price, range, speed and cabin size. After consideration of the Price (difference of $900k) and fuel savings, we can conclude that the Citation Mustang, as shown in the productivity index Chart E, is productive and has been popular with a high market share having started deliveries two years earlier in 2006 than the Phenom. For availablepayload-with-full-fuel-to-cabin-capacityratio, the Mustang offers a highly competitive value to a prospective owner for whom the smaller cabin capacity is not an issue. Both Cessna and Embraer have won additional orders as a result of the Eclipse demise in 2008. Six years after first delivery, what will the future hold for the Mustang? Cessna has developed the Citation M2 to keep its competitive edge, with an announced B&CA price (2012) at $4.395 million. Of course, ❯ Advertising Enquiries see Page 8

CHART D - VARIABLE COST

Phenom 100

$812

Mustang

$846

$500

$1,000

US $ per hour

CHART E - PRODUCTIVITY $5.0

Phenom 100

Price (Millions)

Citation Mustang cost at $2.82 per nautical mile is similar to that of the Phenom 100 at $2.90.

$4.0

Mustang

$3.0 $2.0 $1.0 $0.0

0.000

0.040

0.020

0.060

0.080

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

TABLE C - COMPARISON TABLE Long Range Speed

Cabin Volume (Cu Ft)

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

Vref Retail Price $m

In Operation

% For Sale

Mustang

319

144

716

$3.2m

405

8.4%

Phenom 100

333

208

710

$4.1m

247

8.5%

Model

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

TABLE D - AIRPORT PERFORMANCE Model

TOFL*

TOFL**

Landing

Mustang

3,110

6,600

3,683

Phenom 100

3,040

6,384

4,122

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

www.AvBuyer.com

WORLD AIRCRAFT SALES MAGAZINE – November 2012

AirCompAnalysisNov12_ACAn 23/10/2012 12:24 Page 4

AIRCRAFT COMPARATIVE ANALYSIS CESSNA CITATION MUSTANG

other competitors are on the horizon: The HondaJet is priced at $4.5 million, for example, and Eclipse is responding with an upgrade of its own - the Eclipse 550. Will Cessna be ready to announce an upgrade on the Citation Mustang any time soon to keep the model attractive to the market, and retain its leading market share for unit distribution within the Entry Level segment? Table C (previous page) represents the average pre-owned retail price from Vref for each aircraft. The last two columns of information show the number of aircraft in-operation, and the percentage “For Sale”, as per JETNET. It is interesting to note that with 405 aircraft in-operation today (30% new and 70% used), only 8.4% of the Mustang fleet is currently for sale (traditionally a seller’s market). The Phenom 100 is in a similar market position with just 8.5% of the fleet of 247 aircraft for sale.

LOCATION BY CONTINENT Table E (above), meanwhile, offers a breakdown of the location by continent for the worldwide wholly-owned Citation Mustang fleet. North America is home to the majority

TABLE E - LOCATION BY CONTINENT (WHOLLY OWNED) Location Of Aircraft By Continent Make/Model Citation Mustang Fleet Percentage

Africa

Asia

Australia/ Oceania

Europe

North America

South America

Total

11 3%

13 3%

12 3%

94 24%

228 58%

37 9%

395 100.0%

Nine (9) aircraft are in shared ownership arrangements and one (1) is in a fractional program Source: JETNET STAR Reports

of the Mustang fleet, with 228 or 58%, followed by Europe at 24% (94 units). Currently, nine Citation Mustang aircraft are in shared ownership, and there is only one in a fractional-ownership arrangement.

SUMMARY

Our expectations are that the Citation Mustang will continue to do very well in the pre-owned market for the foreseeable future, but it’s worth keeping a watch out for how the new aircraft market develops. The entire story of the Entry Level market has been remarkable as it approaches the 1,000 aircraft delivery mark.

Within the preceding paragraphs we have touched upon several of the key attributes that business jet operators value. However, there are often other qualities such as service and support that factor in a buying decision, but which are beyond the scope of this article. The Citation Mustang business jet has its advantages at its price-point - so those operators in the market should find the preceding comparison of value.

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

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Aircraft Index see Page 4

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Gil Wolin Nov12_Gil WolinNov06 24/10/2012 09:54 Page 1

VIEWPOINT

Words Matter To some they matter greatly. by Gil Wolin t’s a phenomenon I’ve observed now for some forty years; the “executive decision paralysis” which seems to occur in virtually every US Presidential election year since the early 1970s – with the possible exception of 1984, when there was little doubt that Ronald Reagan would be re-elected. And it’s not so much that the “Head Sheds” cared which candidate was elected, or which party, Republican or Democrat (in this quadrennial political Olympics, not only the White House but also the House and one-third of the Senate is up for grabs), but rather they wanted to know what the Ground Rules might be for the ensuing four (and possibly eight) years; rules which might have a dramatic impact on major capital acquisition decisions – like depreciation schedules, and investment tax credits… Just look at the General Aviation Manufacturers Association’s (GAMA) OEM delivery numbers, as well as JETNET’s bizjet resale figures for presidential election years, and you’ll find slumps similar to 2012. The worldwide economic uncertainty that has plagued us for the last four years layers yet another level of uncertainty and investment paralysis to the C-Suite. According to a story that appeared in the Washington Post on October 9, US companies continued to cut back on employee travel plans in 2012, reducing business travel by two percent from 2011 travel activity. Michael W. McCormick, the Global Business Travel Association’s Executive Director, said, “Corporations are in a waitand-see mode and holding back on investment decisions that would help boost the economy.” And what about flight activity? Well, Argus International’s TRAQPak data shows September 2012 business aircraft flight activity down across the board by more than 7% from the previous month, and almost 3% from the previous September. Even large cabin aircraft activity, which has been the most resistant to economic vagaries in recent years, slipped by 2.2%, while its fractional counterparts fell by more than 17%, despite August being the second highest month for flight

WORLD AIRCRAFT SALES MAGAZINE – November 2012

What was so different about September, as compared with August? activity in almost four years. It seemed that things were starting to improve, given the August numbers. The world had returned from summer vacations, and business seemed poised to move forward. What was so different about September, as compared with August? Quite simply, it was that the US Presidential campaign season moved into high-gear, and with it a war of words which saturated the media with negative advertising, predicting dire consequences for all should the opponent prove victorious in November. It seems that any incipient optimism about the future was crushed by this onslaught; that both parties, rather than focus on how their respective plans and programs might help, became, in the words of a previous Vice Presidential candidate, “Nattering Nabobs of Negativity.” Add to that the fact that the incumbent, who led by significant margins in most polls throughout the month, continued his verbal attacks on business jet owners and operators, and some of the reasons for September’s slide in flight activity become apparent. Driven by questions about economy, the election and the optics of using business jets, it appears that not only did prospective aircraft buyers sit on the sidelines, but also existing owners and charter users opted to forego traveling by business jet. You see, words do matter, particularly in times of great uncertainty. And they matter to some people much more than others, thanks to the Law of Unintended Consequences. While I’m certain that it was not his intent, the incumbent’s continuing war on General and Business Aviation has affected at least one aviation organization’s ability to provide critical services to those in need – the Corporate Angel Network (CAN), whose mission is “to help cancer patients www.AvBuyer.com

access the best possible treatment for their specific type of cancer by arranging free travel to treatment across the country using empty seats on corporate jets.” Fewer units sold means fewer aircraft and/fractional hours available to perform CAN and other Lifeguard emergency patient transport flights. Lower flight activity on the existing fleet means fewer empty legs and empty seats available to fly cancer patients to needed treatment. Fewer patients transported means more lives at risk… CAN’s data highlight the problem: a year ago, in September 2011, it received 531 patient flight requests, and was able to arrange transport for treatment aboard corporate aircraft for 275 patients – it met 52% of the demand. In September 2012, CAN received an almost identical number of patient flight requests– 523 – but was able to arrange transport for only 225 patients. That’s 43% of flight requests met, an 11% decline. In real terms, 50 fewer patients transported, most likely due to the decline in industry activity – that’s 50 very ill people and their families who felt the impact of the decline in industry activity, due in part to the very public position against Corporate Aviation taken by the incumbent President. Words matter – to some they matter much more than others. ❯ 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

CAP November 22/10/2012 17:27 Page 1

Excel Owners We Will Take Your Aircraft In Trade

FAR 135 Ready/Management Options Available •2007 Sovereign S/N 680-0120 •In Service Date February 26, 2007 •3,034 Hours Total Airframe Time •2,019 Landings/Cycles •Honeywell Epic Package •Performance Database (TOLD) •Honeywell EGPWS •Enhanced Class A TAWS •Aircell ST3100 w/Three Handsets •TCAS 2000 w/change 7

•Dual Disc DVD Player •Airshow Cabin Briefing System •Nine-Passenger Executive Interior •R/H Mid-Size Refreshment Center •L/H Storage Annex •Honeywell RE100CS APU •Eight 7” Rosen Monitors •Airframe on ProParts •Engines on ESP •APU on Aux Advantage

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

About Us...

Charleston Aviation Partners was established to promote a better understanding of the overall needs and requirements of aircraft owners. The services we offer go well beyond the basic concepts of marketing and selling your aircraft or helicopter

MarketIndicators Nov12_Layout 1 24/10/2012 14:28 Page 1

Market Indicators Argus View

Business Aircraft Activity TRAQPak

September 2012 vs. August 2012 Part 91

Part 135 Fractional

Turbo Prop

-7.9%

-10.8%

-13.0%

-9.2%

Please note: August 2012 was the second highest month for flight activity over the last 45 months.

Small Cabin Jet

-6.3%

-3.3%

-7.0%

-5.4%

Mid-Size Cabin Jet

-7.3%

-4.1%

-11.3%

-7.7%

Reviewing year-over-year activity (September 2012 vs. September 2011), TRAQPak data indicates an overall decrease of -2.9%. Results by operational category were all down for the period, led by fractional activity, down -6.2% from September 2011. The Part 91 market posted a year-over-year decrease of -3.3% while the Part 135 market was mostly flat for the period, down -0.4%. Looking at activity by aircraft category; all sectors finished the period down led again by turboprops, which finished down -4.6% year-over-year. The mid-size cabin aircraft market followed the negative trend, down2.3%. The small and large cabin aircraft markets finished the period down -1.9% and -1.6% in that order. Looking at individual market segments the Part 135 mid-size cabin market posted the largest year-over-year increase, up 1.8% while the fractional mid-size cabin market showed the largest decline down -8.3%.

Large Cabin Jet

0.9%

-2.2%

-17.4%

-2.2%

-6.2%

-6.3%

-11.6%

-7.1%

All Aircraft Combined

Business Aircraft Activity TRAQPak

WORLD AIRCRAFT SALES MAGAZINE – November 2012

September 2012 vs. September 2011 Part 91

Part 135 Fractional

All

Turbo Prop

-6.0%

-2.8%

0.3%

-4.6%

Small Cabin Jet

-3.1%

1.6%

-5.5%

-1.9%

Mid-Size Cabin Jet

-0.5%

1.8%

-8.3%

-2.3%

Large Cabin Jet

-0.5%

-1.9%

-7.4%

-1.6%

All Aircraft Combined

-3.3%

-0.4%

-6.2%

-2.9%

Market Indicators - November 2012 76

All

/ More from www.argus.aero/FreeData.aspx

www.AvBuyer.com

Aircraft Index see Page 4

▼

ARGUS TRAQPak data shows September 2012 business aircraft flight activity recorded a 7.1% decrease below August 2012. The results by operational category finished down across the board, led by fractional flight activity, which finished down -11.6% from August. Part 135 and Part 91 flight activity followed, finishing September down -6.3% and -6.2% respectively. Aircraft category results ended the month on the negative side, led by turboprops, which finished down -9.2%. Mid-size cabin aircraft were closely behind, down -7.7%. Small and large cabin aircraft ended the period down -5.4% and -2.2% respectively. Looking at individual market segments the Part 91 large cabin sector posted the only month-over-month increase, finishing up 0.9% from August. However, fractional large cabin jets saw the largest month-over-month decrease, finishing down -17.4%.

PRE-OWNED 2009 Hawker 4000 Engine/apu

Equipment

avionics

interior

Engine Model: P&WC PW308A LH SN# PCE-CE0025 RH SN# PCE-CE0026 LH TSN: 732.4 RH TSN: 732.4 LH CSN: 476 RH CSN: 476 APU Model: Honeywell GTCP-36-150(HH) APU SN#: P-114 TSN: 680.5

Mfgr: Hawker Beechcraft Model: Hawker 4000 Serial #: RC-12 Landings: 480

Model Year: 2009 Reg: N400MR Total Time: 732.4

Maintenance and Service Plans

CAMP Maintenance Tracking Warranty Start Date - June 25, 2009 Warranty - (from start date above) • Airframe Structure - 10 Years or 10,000 Hours • HBC and Supplier Parts - 5 Years or 5,000 Hours • Honeywell Avionics - 5 Years • Pratt & Whitney Engines - 5 Years or 3,000 Hours Times and cycles current as of March 8, 2012

performance

Ramp Wt: 39,700 Rcmd Cruise: Max Land Wt: 33,500 Max Cruise: MTOW: 39,500 NBAA Range: MZFW: 26,000 SVC Ceiling:

Honeywell Primus Epic Comm: Dual Honeywell RCZ-833 w/8.33 spacing Nav: Dual Honeywell RNZ-850 FMS: Dual Honeywell Primus Epic FMS w/Dual GPS & Dual IRS Autopilot: Dual integrated AFCS w/Auto Throttles Flight Director: Dual integrated AFCS Radar: Primus 880 Turbulence Detection Radar ADF: Honeywell RNZ-850 ADF DME: Dual Honeywell RNZ 850 DME’s Audio Panel: Dual Honeywell AV-850 Transponder: Dual Honeywell RNZ-851E Mode S w/EHS Radio Altimeter: Honeywell AA-300 TCAS: ACSS TCAS 2000-TCAS II CVR: ACSS FA2100 CVR-2 hour HF: Collins HF-9000 w/SELCAL Phone: Aircell Axxess II Additional: 3rd VHF Comm, Honeywell CMF (AFIS), Honeywell Mark V EGPWS, Artex C406-2 ELT, FA-2100 Flight Data Recorder, Electronic Charts and Maps, Aircell ATG4000 High Speed Data (WiFi)

470 484 inspections 3,208 600 Hour Interval Inspection c/w at 573.3 Hours 45,000 1200 Hour Interval Inspection due at 1200 Hours 1800 Hour Interval Inspection due at 1800 Hours

performance

Ramp Wt: 28,120 Rcmd Cruise: Max Land Wt: 23,350 Max Cruise: MTOW: 28,000 NBAA Range: MZFW: 18,450 SVC Ceiling:

Mfgr: Hawker Beechcraft Model: Hawker 900XP Serial #: HA-22 Landings: 1362

Model Year: 2007/08 Reg: N900BF Total Time: 1527.0

Maintenance and Service Plans

Engines and APU Enrolled on MSP Hawker Beechcraft SupportPlus Parts & Labor Start date 19 Nov. 2007; Expires 18 Nov. 2012 AvTrack Maintenance Tracking Warranty Start Date - 19 Nov. 2007 • Airframe Warranty - Ends 18 Nov. 2012 • Paint & Interior Warranty - Ended 18 Nov. 2009 • Collins Avionics Warranty - Ends 18 Nov. 2012 • Honeywell Engines Warranty - Ends 18 Nov. 2012 or 2000 hours, whichever comes first No know damage history. Times and cycles current as of 13 July 2012.

exterior

Custom Demo Paint Scheme August 2011; Overall Hawker White with Bermuda Tan and Black Stripes. Dutch Blue accent stripe. Hawk Head Logo on Vertical Stabilizer and Engine Nacelles in Nevada Tan.

2007/08 hawker 900XP

402 446 2,787 41,000

P-122149 1527.0 1362 1274

avionics

Collins Pro Line 21 Comm: Dual VHF-4000 digital CNS Radios Nav: #1 NAV-4000/#2 NAV-4500 FMS: Dual FMS-6000’s with Dual GPS Autopilot: FGC-3000 Flight Director: FGC-3000 Radar: TWR-850 ADF: NAV-4000 DME: Dual DME-4000 RMI: Displayed in PFD’s Audio Panel: dB Systems Dual Model 700’s Transponder: Dual TDR-94D’s w/Enhanced Surveillance Radio Altimeter: ALT-4000 TCAS: TCAS-4000

Ed Berger Ph: +1.316.676.7065 | ed_berger@hawkerbeechcraft.com

Nov_12_World_Aircraft_Sales_HB_Resale_Ad.indd 1

Luxurious seating for 9 passengers featuring a forward club four arrangement with a 3 place divan on the aft left side of the cabin and a two place club on the right side. A large fwd right side galley. Closets are located either side of the entry door. The lav at the rear of the cabin features a flushing toilet with external servicing and a vanity with hot and cold water. New Interior Soft Goods, August 2011 Walnut Satin Finish Veneer; Galley/Vanity Counter Top Aerostone; Headliner/Window Panels - Almond Ultraleather; Upper Side Panel - Spinneybeck ES 8054 Leather; Lower Side Panel - Pindler Citadel fabric; Cabin Seating - Spinneybeck Leather; Carpet - Moresque Loop; Plating - Brushed Crescent Gold Satin.

Hawker 4000 Upgrade and Enhancement Program Completed September 2011

engine/APU

Engine Model: TFE-731-50R-1H LH SN#: P-122148 RH SN#: LH TSN: 1527.0 RH TSN: LH CSN: 1362 RH CSN: APU Model: Honeywell GTCP-36-150W APU SN#: P-998 TSN:

Long Range Oxygen External Refuel Panel Belted Lav Seat Monitors XM Radio - 4 Channel CD/DVD Player LCD Touch Screen Controllers Cockpit Observer Chair with Dedicated Storage Airshow 4000 with Dual 15 In LCD Cabin Entertainment

avionics (cont.)

CVR: Universal CVR-120 HF: Dual Collins HF-9000 w/selcal Phone: Aircell Axxess II System Additional: Dual FSU-5010 File Servers-Paperless Cockpit, AirCell ATG 4000 w/WiFi, United States Weather with ACARS In-Flight Communications Services, Honeywell Runway Advisory System (RAAS), Honeywell Mark V EGPWS w/windshear, Goodrich WX1000+ Stormscope, Artex C406-2 ELT

inspections

“B” Check due at 2327 HRS “C” Check due at 3127 HRS “D” Check due at 3200 HRS “E” Check due 16 Aug. 2013 “F” Check due 16 Aug. 2013 “G” Check due 16 Aug. 2015

Equipment

Boom Beam Taxi/Landing Lights, Precise Flight Pulselight System, Long Range Oxygen, 115 VAC Outlet in Cockpit, Airshow 4000 with Flight Deck Controller, Cabin Audio/ Video System w/CD and DVD, Dual 15” Monitors, 4 Channel XM Radio

interior

Eight place seating, 5 cabin chairs with drop down armrests and a 3 place divan, belted lav., dual panel cockpit doors. 4 under seat storage drawers in forward club seating. Seats and divan are covered in beige leather. Carpet is beige and the woodwork is high gloss waterfall bubinga. Lower sidewall panel is covered in beige. Headliner and window panels are covered in light beige. 29-inch wide galley has two heated Prepco units and a microwave.

exterior

Custom paint scheme; Overall Matterhorn White with Tibetan Gold, Light Burgandy and Maroon Metallic accent stripes.

10/15/12 11:17 AM

MarketIndicators Nov12_Layout 1 24/10/2012 14:30 Page 2

Market Indicators

EBAA View Oxford Economics, one of Europe’s foremost global forecasting and research consultancies, has just released a report that provides a wealth of statistical analysis and case studies, demonstrating how Business Aviation delivers substantial benefits to not only its clients, but also to local governments and communities. Commissioned by the European Business Aviation Association (EBAA), the study outlines the significance of Business Aviation in Europe and quantifies how the sector’s activities directly and indirectly contribute to European economies. •

The report confirms the fact that business aircraft primarily carry key corporate decision-makers on high value-added trips. It deduces that each additional passenger flown on a Business Aviation flight generates the same GDP as nine business passengers on a scheduled flight.

•

Europe’s economic recovery is very much dependent on the region’s ability to remain competitive in the global marketplace and stimulate investment. “It has been shown that two-thirds of executives declare face-toface contact to be crucial in deal-making,” outlines Brian Humphries, EBAA President. “Business Aviation facilitates such meetings like no other form of transport, thanks to the flexibility of its service. If you consider Oxford’s finding that 96% of city pairs served by Business Aviation in 2011 had no scheduled connection, it is little wonder that business aircraft passengers place a value on Business Aviation flights that is between eight to fifteen times higher than those made on scheduled airlines.” The Oxford Economic Study also underlines the importance of Business Aviation to the local economy (employment) and its contribution to physical investment in the local economy (facility upgrades, etc.) – outlined in more detail within the study.

Market Indicators - November 2012

FABIO GAMBA

BRIAN HUMPHRIES

“What this study clearly points out is that Business Aviation is playing a key role in facilitating Europe’s recovery,” adds Fabio Gamba, EBAA CEO. “This importance should be recognized in policy formulation, with legislators developing regulations and mechanisms that bolster Business Aviation activity in order to further stimulate the growth of our region, rather than ignore it (as was evidenced with the European Commission’s proposed recast on slot allocation), or penalize it (as the Italian government has done by introducing a double tax on owners and passengers, resulting in dismal traffic figures in that country).” / More from www.ebaa.org

JP Morgan View

EARNINGS AND NBAA MAKE FOR A BUSY MONTH: TXT kicked off earnings October 17, followed by HON October 19. JP Morgan expected GD October 24 and COL to report on October 26. BBD/B should report November 7. As usual, JP Morgan focused mostly on changes in backlog, as they are typically-best

indicators of current demand. With the NBAA’s annual meeting from October 30November 1, manufacturers were expected to emphasize the potential for rising deliveries beyond 2012; pockets of demand strength; and the products they are developing. However, with US and European flight ops flat-to-down YTD; Chinese demand facing pressure; and OEM backlogs yet to turn up decisively, optimism should be muted.

USED INVENTORY DOWN, YOUNG JET INVENTORY UP: Used inventory of in-production models ticked down 10 bps to 10.5% during September and has remained in the 10.4%-10.7% range for six months. JP Morgan did, however, see a significant jump in inventories for the “toddler and pre-K” fleet (aircraft 0-5 years old), which are the aircraft that compete most directly with new jets. This data lags by a month, so it reflects the change during August, but the absolute increase of 25 jets was the largest since March 2009. Cessna accounted for about half the increase, with notable contributions from Bombardier

WORLD AIRCRAFT SALES MAGAZINE – November 2012

AVG. ASKING PRICE FALLS 2.5% IN SEPTEMBER: September dampened hopes for stabilization with the steepest sequential decline since April 2011. Heavy and Medium jets saw material declines of 2.8% and 2.5%, respectively, while Light jet prices ticked up 0.4%.

ARE FLIGHT OPS READY TO TURN? US bizjet flight ops increased 1.7% year-overyear in August. This is anemic by most standards, but it is the best result since January (adjusting February for the leap year), and JP Morgan will be watching for momentum when September data comes out around October 20. See ARGUS figures page 76, European flight ops were down 2.4% year-over-year in August, roughly consistent with the decline. / More from www.jpmorgan.com

Market Indicators - November 2012 78

(Challengers) and Eclipse. JP Morgan estimates that 7.5% of the “toddler and pre-K” fleet is now for sale. This represents a 60 bp increase YTD and compares to an average of 6.6% since 2005.

www.AvBuyer.com

Aircraft Index see Page 4

▼

Some large cabin metrics are deteriorating: Heavy jet demand has been a Relative bright spot amid ongoing weakness across the industry, but this is changing. Heavy jet inventories increased 70 bps in Q3 versus flat inventories for Medium jets and a 50 bp decline for Light jets. Heavy jet backlogs have not grown this year for Gulfstream, Bombardier (ex NetJets) or Dassault either. Gulfstream’s President recently noted that Chinese demand was falling from elevated levels in 2011, and China was a key driver of large jet performance out of the downturn. JP Morgan views the introduction of the G650 as a mitigating factor for Gulfstream, but is increasingly concerned about a correction in demand for larger jets overall.

CORPORATE AIRSEARCH INTERNATIONAL, INC. PHONE: +1 (561) 433-3510 | www.caijets.com

2008 GULFSTREAM G150

1991 BEECHJET 400A

This Gulfstream G150 has only 299 Hours TTSN. Offers a Wide Cabin with Maximum Range of 2,950 nm with 4 Passengers, 2 Crew, NBAA IFR Reserves at 430 KTAS (Mach .75) or Normal Cruise of 459 KTAS (Mach .80). Universal 7 Passenger Interior.

2006 TBM 850

Only 725 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.

1995 TBM 700A

jp@caijets.com PALM BEACH, FLORIDA

S/N 239 1,825 Hours TTSN, 472 SHS, 380 SPOH, 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.

1991 TBM 700A

S/N 107 2,983 TTSN, NEW PAINT AND INTERIOR Feb 2011, EFIS, Garmin 530W, KMD-850 MFD, XM Real Time Wx, Skywatch, Landing Gear on Long Life Program, Annual Inspection complied with Jan. 2012.

PRESIDENT, CORPORATE AIRSEARCH INTERNATIONAL

9,579 Hours TTSN, 2703/1745 SMOH, 764/1745 SHS, Collins Proline IV Avionics, Freon Air, Thrust Reversers, RVSM, New Pant & Interior 2006, On CAMP and No Damage History. Owner is requesting offers and will consider a trade for a Citation III.

2002 TBM 700B

S/N 351

CONTACT J.P. HANLEY

S/N RK-19

S/N 003 Only Two Owners and 3430 Hours TTSN, 350 Hours SMOH, Garmin 530/430, Sandel EHSI, Gear on Long Life Program, NEW Windshields and De-ice Boots Fitted March 2012, Gear Actuators Overhauled March 2012, Located in Belgium, always Hangared, and No Damage History.

LIST YOUR AIRCRAFT WITH CAI CALL US FOR MORE INFORMATION ABOUT OUR PROVEN SUCCESS RECORD.

PHONE: +1(561) 433-3510

www.caijets.com

MarketIndicators Nov12_Layout 1 24/10/2012 14:31 Page 3

Market Indicators

JETNET View JETNET has released August 2012 and YearTo-Date (YTD) 2012 results for the preowned business jet, business turboprop and helicopter markets. Highlighted in the table opposite are the key worldwide trends across all pre-owned aircraft market sectors, comparing August 2012 to August 2011 as well as YTD numbers. The fleet for sale percentages for all market sectors were down in the August comparisons, with the largest drop in business turboprops, from 10.1% in August 2011 to 8.8% in August 2012.

WORLDWIDE TRENDS Business Aircraft

AUGUST

Helicopters

Jets

Turbos

Turbine

Piston

For Sale

2,556

1,192

1,173

573

Fleet % For Sale 2012

13.7%

8.8%

6.3%

6.2%

Fleet % For Sale 2011

13.8%

10.1%

6.7%

6.5%

% Change For Sale

(-0.1)pt

(-1.3)pt

(-0.4)pt

(-0.3)pt

January to August 2012 KEY METRICS (AUGUST 2012 VS. AUGUST 2011):

Full Sale Transactions

1,465

881

816

619

372

339

418

384

$1.264

$1.400

$0.230

•

For Sale inventories continue to decline.

Avg. Days on Market

•

Business jet inventory for sale is at 13.7%

Avg. Asking Price - $USD M $4.588

(down from 13.8%). •

YTD January to August 2012 vs 2011

Business turboprop inventory for sale is Turbine helicopter inventory for sale is at

-3.2%

-9.5%

-11.9%

-8

-1.1%

-5.2%

12.9%

2.7%

Change - Days on Market

6.3% (down from 6.7%). •

6.6%

Change - Transactions

at 8.8% (down from 10.1%). •

Change - Asking Price

Piston helicopter inventory for sale is at 6.2% (down from 6.5%).

FULL SALE TRANSACTIONS HAD MIXED RESULTS:

AVERAGE DAYS ON THE MARKET:

•

Business jets were up 6.6%.

•

Business turboprops were down -3.2%.

•

Both turbine and piston helicopters were

All market sectors show aircraft on the market more than a year on average before sale, except business turboprops (at 339 days).

•

In August, all market sectors showed increases in average days on the market, except for business jets which took eight fewer days before being sold.

•

Piston helicopters took two months (61 days average) longer to sell than a year ago.

down (-9.5% and -11.9% respectively).

AVERAGE ASKING PRICES SHOW MIXED RESULTS: •

Business jets down -1.1%.

•

Business turboprops down -5.2%.

•

Turbine helicopters up 12.9%.

•

Piston helicopters up 2.7%.

While the pre-owned market continues to show improvement, all market metrics have been slow to recover, though are much improved compared to the lows recorded over the past three years. Historically, Business Aviation has done well when the U.S. GDP growth is 3.0% or greater. The U.S. Bureau of Economic Analysis (BEA) has reported through September 2012 that the real gross domestic product— the output of goods and services produced by labor and property located in the United States—increased at an annual rate of 1.3% in the second quarter of 2012 (that is, from the first quarter to the second quarter), according to the "third" estimate released by the Bureau of Economic Analysis. In the first quarter, real GDP increased 2.0%. / More from www.jetnet.com

Market Indicators - November 2012

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

avbuyer.com/dealers 80

WORLD AIRCRAFT SALES MAGAZINE – November 2012

www.AvBuyer.com

Aircraft Index see Page 4

Southern Cross November 22/10/2012 17:35 Page 1

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JMesingerNov12_JMesingerNov06 23/10/2012 10:58 Page 1

THE AVIATION LEADERSHIP ROUNDTABLE

When Is A Deal REALLY Over ? ntil the papers are time-stamped and the money is in the bank, the deal is not done. I have heard aircraft sales professionals say they have a Letter of Intent (LOI) on the aircraft they are selling and feel good about it, but the reality is that nothing is contracted yet. Likewise, I’ve heard comments to the effect that “we’ve just finished the contract on an airplane so it might as well be considered sold…hopefully”; or “our airplane just entered its pre-buy inspection, so it is just wrapping up and on track to close”. What we have begun to learn today, however, is that a deal can fall apart throughout the process, no matter what stage it is at. In today’s environment of strong supply, buyers have options to move on, while sellers suffer added anxiety about getting the most they can for their airplane and keeping the deal they have in hand. There are, however, ways to mitigate the risks and maintain the focus and integrity of a deal structure to make sure it gets done – really. The LOI is typically considered by our industry a non-binding document. Although it is non-binding, we believe in our office that there should be great deal of thought and focus placed on the LOI as it lays the foundation of business points for a future purchase agreement. I have said many times that the correct time to bring the aviation attorney into a buying or selling process is at the creation of, or the response to an LOI. We always suggest that this document be comprehensive and outline fully the deal we are trying to create. If done this way, the creation of the contract seems to always flow better. If a seller starts to see significant changes to the business deal outlined in the contract compared to the initial LOI, they will feel the deal is being repurposed. There can no doubt still be added clarity between the LOI and the contract but there should be no significant business changes. The pre-purchase inspection work scope is one area that can dramatically change a deal if it is reconsidered between an LOI and a Purchase Agreement. The buyer may claim not to have realized the proximity to the X, Y

WORLD AIRCRAFT SALES MAGAZINE – November 2012

or Z inspection, so now wants to do all three rather than the technical survey mentioned in the LOI. This is a significant change and can take thousands of dollars from the seller’s bottom line, potentially causing what everyone thought was an understanding of an accepted deal to fall apart. No deal finality yet, then... Next, even with very clear delivery conditions memorialized in the contract, once the pre-buy inspection is finished the buyer may still look at the list, and in a soft deal (where the deposit is refundable until a technical acceptance following the inspection) present the seller with a list of things they want fixed. The seller may claim that some of the items the buyer expects to be fixed are not qualified under the contracted delivery conditions, leading the buyer to insist that if the seller wants the deal to proceed, the seller should correct them regardless.

The sale/purchase of an airplane is a very emotional time for all parties involved. Alternatively, a seller may simply refuse to spend the additional cost to correct the items identified by the buyer, and present a “take it as is, or leave it” offer to the buyer. Neither scenario seems fair, however both can be the end of what everyone thought was a deal. If your seller has a limit to what they will spend on corrective action, state it in the contract rather than create factors in the deal that later may seem like a new position. It seems to happen every time we experience a downturn: Sellers feel they are at the end of their rope by having to accept prices that - in many cases - have them coming to the table with money to sell their airplane, rather than selling for more than they owe or paid for it originally. Meantime, buyers question daily if they are paying the right price for the airplane or whether it’s worth less today than www.AvBuyer.com

when it was contracted just weeks before. Thus, the buyer may be working to better their deal based on added requirements for inspections or items corrected. The sale/purchase of an airplane is a very emotional time for all parties involved. The examples above are just some of the reasons a deal can be hard to steer across the finish line. The aircraft sales professionals need to work hard to manage their respective sides and not create any manufactured – or unnecessary - tension in a deal. Artificial deadlines or lines in the sand are all difficult positions to try to take. I can assure you that as much as we all want to claim that the bad times are over and that only sunny days are ahead, this is not the case yet. We are still all learning to deal with a recovery that will be slow like the proverbial tortoise, not quick like a hare. Each day we will come to work and keep the emotions of the players in line with the reality of the day. We will all need to be equipped to help our clients know when to say “yes”, even in the most difficult of times and we must be capable of helping our clients to say “no” when that may be the toughest answer. We all need to work harder than ever to create a deal that can really be claimed as done! ❯ 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. More information visit www.jetsales.com Aircraft Index see Page 4

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

AIReportNOV12_AIReport Sept08 23/10/2012 10:53 Page 1

AIREPORT

Tips For Your Next Budget by David Wyndham hit 50 this year and, as my Doctor has been warning me for several years, it will be time for the baseline colonoscopy. That is a very important test in the prevention of cancer. I know of no one who looks forward to a colonoscopy. The test is painless, but it is the preparation work that is uncomfortable. It seems like for most organizations, the budget process is the same way. There is a lot of discomfort getting ready and you hope no one finds anything wrong. Budgeting is a very important tool for planning an organization’s use of its most limited resource - cash. Managing the cash is critical for any business, or individual. Failure to plan for the incoming and outgoing cash has ruined many a business. And it can limit your aviation operation's ability to carry out its mission. A budget is just an estimate of the future showing the peaks and valleys of cash flow. A budget can also serve as a benchmark for evaluating actual, versus planned-for expenses. Every organization must budget whether it goes through a formal or an informal process. Like any tool, used correctly it can be an asset in managing your aviation cash rather than a once and done exercise. As an aviation manager, the budget should be more than just filling a square for your upper management reporting. It is a very useful tool that can enable you to track the effectiveness of your aviation operation. It can also alert you to the future peaks in expenses, such as scheduled major maintenance or an aircraft upgrade. For an aviation operation, maintenance is one of the largest expenses, and one in which the aviation organization can have the most control. However, in order to effectively manage those expenses, you need to know what is expected and be able to measure and track them during the year. Planning for your maintenance may take the most time in your budget preparation. As part of your budgeting process, I'd like to offer three tips to help you get started.

Tip 1: Ask for Information This information flows two ways. Ask upper management about their intended aircraft usage for the next year, or ideally several

WORLD AIRCRAFT SALES MAGAZINE – November 2012

years. Will there be more or less flying, any new destinations, etc. If you are budgeting any optional maintenance items or upgrades, ask if next year or the year after works better for the financial goals of the company. If you have an aircraft replacement plan in place, that part of the budgeting process may well run several years out. Due to your company's finances, they may wish to accelerate, or delay the aircraft replacement. For your maintenance, do you want to do a re-paint and an interior refurbishment just before selling the plane? Maybe, or maybe not – either way, you'd better have a plan.

As a bonus tip, try to visit with the person that you submit your budget to. Tip 2: Document Your Assumptions Things will be different in January than they were the previous September and there will be changes as you go through the year. Your budget is a best-estimate of the future costs for your aviation operation. As flight activity occurs, are you ahead or behind in the hours flown? How will that change when major maintenance is due? Did you correctly anticipate the magnitude of parts price increases, fuel costs, training costs, etc.? By documenting your assumptions, it will refresh your memory when the actual costs do not equal what was predicted. If and when conditions change, these recorded assumptions will guide you on revising the budget better than relying on your memory. Tip 3: Explain the Nature of Maintenance Costs These costs can occur in significant amounts (engine overhaul) and be unpredictable (unscheduled maintenance). These two behavwww.AvBuyer.com

iors of maintenance costs are often difficult for a financial manager or CFO to understand. These folks tend to favor stable, predictable cash flows - hence the popularity of a guaranteed maintenance program. You may not be able to change the behavior of your maintenance costs, but you can explain how the engine overhaul expense took 2,500 hours over five years to accrue. Remember, most non-aviation people have automobile maintenance as their reference point. Let them in on the issues well before they occur. Budgeting for a 75% increase in maintenance for next year may never go over well, but communication is the key. Bonus Tip As a bonus tip, try to visit with the person that you submit your budget to. Try to understand how your aviation budget fits in with the overall corporate budget. Help them to also understand the process that you went through to come up with the budget. Ask questions and ask for advice. By letting senior management know that you take the budget seriously, you will let them know that you have the organization's best interests at heart. Budgeting is important to the health of your organization. However, to be truly useful, all parties involved need to understand the process. Best of luck to you! ❯ 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

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Safety Matters Nov12_Gil WolinNov06 23/10/2012 12:39 Page 1

SAFETY MATTERS - DANGEROUS ASSUMPTIONS

Time-Pressed Plans vs. Timeless Wisdom Risks arise from ignoring forecasts and voices questioning the “Go” decision.

by Dave Higdon he light-jet flight crew flew together so often. They had done for so long that their colleagues called them “The Couple,” as in, an old married couple. They reminded some of a long-linked couple; for others, twin-siblings, because they regularly finished one another’s sentences, seemed to read each other’s thoughts and often anticipated actions by a margin great enough to complete the task almost before the speaker uttered the instruction or ticked off the check-list item. They were, co-workers concurred, a little spooky to watch when they worked. They also shared some questionable attitudes. Both harbored significant skepticism

WORLD AIRCRAFT SALES MAGAZINE – November 2012

for weather forecasts and weather briefings – particularly those from “our Friendly Aviation Agency’s” Flight Service System (FSS). Their attitude sometimes bordered on jaded – marked then by their collective hubris in claiming that their own short- and long-term forecasts proved more accurate than those of “that bureaucracy-bound product of FSS.” Yet when the forecast for their flight west of the Rockies, into a high-elevation airport, called for solid Visual Flight Rules conditions all the way in to their departure time they agreed, unusually, that everything else looked good. “Time to go”, the Captain declared. “Time to go”, the First Officer concurred. www.AvBuyer.com

As the First Officer told an unseen FSS briefer that he was ready to file, everyone in the FBO overheard him say rudely and abruptly, “No, that’s OK…we’ll pick up an updated forecast en route; now, here’s what I’m filing…” Updated forecasts arrived just after the top of the hour – about 20 minutes out; the flight crew expected the passengers in 45 minutes – leaving plenty of time to update weather and revise the plan… but they personally did not anticipate needing to do so. That was the only moment that went according to procedure, correctly and on schedule. The entire plan began to unravel the very next moment when the passengers returned early – and agitated. They had left for their ❯ Aircraft Index see Page 4

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Safety Matters Nov12_Gil WolinNov06 26/10/2012 09:51 Page 2

SAFETY MATTERS - DANGEROUS ASSUMPTIONS

“The superior pilot uses their superior judgment to avoid getting into situations requiring their superior skills to survive.” – Anonymous pilot

WOULD YOU FLY BLINDLY INTO THIS ?

meeting riding a buoyant mood, but the meeting went badly for them and now the passengers audibly grumbled frustrations, expressed their outright anger and verbalized their emotions with the tone used to tell the flight crew “to get us out of here…right now!” Just as the lead passenger button-holed the Flight Officer while his colleagues swept through the FBO toward the jet, the Captain overheard the following exchange: Lead Passenger: “Hope you’re ready to go, because we certainly are!” First Officer: “I’ll inform the Captain and we’ll be on our way shortly.” Lead Passenger: “Shortly…? Shortly?! Let me reframe this: You start the pre-start countdown or whatever it is that you do, and you start the engines and get us on our way home… Now!” The Captain quietly herded his charges into the aircraft, told the First Officer to “blow it off” regarding the boss’ verbal abuse, and soothed his attitude with the statement, “We’re fueled, filed and prepped – the sooner we get home the sooner we’re rid of them.” In near-record time the jet was climbing out, headed west. There was only one thing missed in the departure: The weather update.

WORLD AIRCRAFT SALES MAGAZINE – November 2012

In the midst of heeding the passengers’ demands, neither crewman called up FSS for the latest Terminal Area Forecast at the destination…and worse, neither picked up the METAR. Instead they flew to plan while simultaneously tending to a steady flow of calls from the cabin.

THE IMPACT OF THE UNEXPECTED Neither crewmember scrolled down the TAF weather page of the cockpit Multifunction Display to actually see what to expect, or pulled up the datalink-delivered weather images to actually see what was happening until well into their descent, when the Center controller asked the crew to confirm they had the latest weather. By then they were down to the last 200 miles – 200 unavoidable miles – and beginning to experience the impact of the unexpected. They lied, affirming they had “Information Kilo”, while finally dialing up data they’d neglected to consult for several hours. While clear weather prevailed behind them on their way down to the Initial Approach Fix they began to encounter their first problem – available as information they didn’t know they needed – and forgot that they’d missed. Suddenly they dipped into the top of a solid overcast from a fast-moving front that swept through in the hours since the crew’s prior briefing – when they neglected to ask for anything more than currents for their deswww.AvBuyer.com

tination. Now the METARs read with some hostility: cloud cover scattered at 500, broken at 1,500 and 3,000, with an overcast layer from 6,000 to 10,000 – and another layer at 13,000 to 18,000. With no Pilot Reports to help fill in the picture, the Captain and First Officer concurred; this shouldn’t be anything the anti-ice system can’t handle. It’s sad to say, but here we have two seasoned professionals going so wrong, and by so much of an error margin. ATC stepped down the flight, first to 17,000 foot for sequencing, then to 14,000 to set up the approach. Meanwhile, the anti-ice system worked where it existed, but the rest of the aircraft continued to accrue ice – and at a discomforting speed. The crew asked for, and got “lower for ice avoidance” – 11,000 feet…but for barely long enough to gauge how much ice the fuselage carried before Approach told the Captain, “I need you at 9,000, quickly.” With all the anti-ice equipment functioning at their highest settings the aircraft started down – and began to act like an airplane with ice accretion in excess of an acceptable level. Fortunately, the Captain later related, “No other idiots were dumb enough to be there, and the controller was able to expedite our arrival.” And a good thing that was, too. The light jet was accumulating ice at a rate that raised questions as to whether the aircraft could ❯ climb. Aircraft Index see Page 4

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Safety Matters Nov12_Gil WolinNov06 23/10/2012 12:40 Page 3

SAFETY MATTERS - DANGEROUS ASSUMPTIONS “The landing was more like an ‘arrival’ than a touchdown,” the First Officer later related. “The only thing missing from a carrier landing was the arresting wire – and we would have welcomed that.” For the want of ten added minutes of preparation - for the ease of pacifying a passenger/boss - this crew found itself “up here wishing they were down there” (as the old pilot adage goes). “I had a feeling we should have taken more time,” the Captain muttered at one point on the approach…. “Well, the boss is always the boss,” the First Officer reasoned, “even if the boss isn’t always right.” Perhaps they could have done with reading the sign at Davis-Monthan – AFB Arizona that reads “There is no reason to fly through a thunderstorm in peacetime.”

“For the want of ten added minutes of preparation - for the ease of pacifying a passenger/boss - this crew found itself “up here wishing they were down there” (as the old pilot adage goes).

THE NON-AVOIDANCE TACTIC OF ASSUMPTION The young corporate pilot relished the new light jet his company bought to replace a perfectly suitable, slower-but-less-expensive propjet single. Higher cruising altitudes, faster cruise speeds and the maximum sophistication of three-screen flight deck that integrated every weather-avoidance option available onto whichever screen the pilot desired. That meant digital weather radar, spherics (lightning detection), access to nationwide Terminal Area Forecasts (TAFs), METARs and the entire country’s digital Doppler weather radar feed delivered via satellite datalink. After more than 2,500 hours flying for this company its promise to put him in its first jet was realized. And so it was with particular relish that he accepted a flight that would enable him to stop by at his hometown airport en route to picking up passengers for his company. Finally: A chance to show the old gang what he does for a living – surrounded by the new jet for which he was the new and only pilot. Two weeks out of initial training, passing his ATP and earning his Type Rating, he found himself en route from Colorado to Louisville, with lunch and a fuel stop in St. Louis, on the way. The route eastbound posed little trouble – but the opposite became true after his stop in Missouri. Stretching northeast from just northwest of Evansville, Indiana (EVV) to just northwest of Indianapolis a line of weather grew – actually dozens of isolated storm cells grew in intensity and progressively merged, trending into one lush green line on the weather datalink display. Descending from FL230 the pilot could ❯ visually track the line that stretched right

WORLD AIRCRAFT SALES MAGAZINE – November 2012

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Aircraft Index see Page 4

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Safety Matters Nov12_Gil WolinNov06 23/10/2012 12:53 Page 4

SAFETY MATTERS - DANGEROUS ASSUMPTIONS across where he had to pass – and across his descent line for landing at Louisville’s Bowman Field (LOU). “No problem,” he told himself. He could see the system visually; his onboard radar painted some heavy precipitation nearer to Indianapolis – and the datalink radar images showed nothing serious happening south of EVV near Paducah, Kentucky. Due to a configuration mistake the lightning-strike icons didn’t pop up on the images the pilot watched. But deep in the avionics locker the little Cessna’s lightning detection logged strikes that when replayed later resembled the furious and wide-ranging footwork of a Flamenco dancer. Our intrepid pilot opted to penetrate the line of clouds where it seemed weakest, without visible lightning and little precipitation – and while descending to 10,000 msl to position for landing at LOU. Eight, maybe 10 minutes going through the clouds saves 35-40 minutes of deviating, it’s soft…what could be the harm? The harm comes when a little bit of convection becomes a lot of convection, followed by a bit of turbulence that grows into visible lightning. All of a sudden the pilot found himself hearing the voices of old-timers in his head – the pilots who had opted to avoid even the proximate encounter with convective weather. Where nothing like lightning had showed five minutes earlier when he was still in the clear, lightning now appeared on his 12 O’Clock – and his 3, his 9 and his 6 O’Clock! Each nearby flash illuminated the bubbles tucked inside the cloud cover – and sent the pilot scrambling to take up a different heading. Ninety degrees left off course; 180 degrees right of the new course…then another 90, pointing the plane back toward Illinois – then south toward Kentucky, north toward Indiana again, and finally taking up a circling hold thanks to some verbal hand-holding by an Evansville Approach controller. Higher was no better; lower was even more frightening. ATC could offer no help on finding a heading that avoided lightning; only the observation that by going east or west one should eventually get out of the weather. Thankfully, another jet painted the east side of the line while climbing out of LOU for points west and painted thinning parts of the storm for relay to the pilot. Pointing the airplane east-southeast, our new jet pilot first seemed headed into the mouth of notoriety. “I expected to be a statistic and a bad accident report,” he later admitted. Instead the weather finally thinned before giving way to CAVU conditions; a final heading adjustment and a high-speed run to LOU got the pilot on the ground barely ahead of the pilot’s need to visit a stationary lavatory.

WORLD AIRCRAFT SALES MAGAZINE – November 2012

“Why it ever seemed sane to try to fly through defined convective weather you can write off to experience,” he noted. “I’d got away with worse.” “Learn from the mistakes of others. You won't live long enough to make all of them yourself.” - Pilot Adage The common denominator for the two flights featured above should be easy to spot: The pilots were all trained, experienced and seasoned, and presumably were capable of some solid judgment skills. But at a critical

moment in each mission the crew of two and the solo pilot each ignored well-established practices and indulged in behavior they all knew increased the odds of disaster. The odds are that making significant mistakes like these would leave them too little time in life to learn all the wrong things to do on their own time. Both cases provide solid example of why it’s so much smarter, safer and easier to learn from the mistakes of others. One last cliché closes this article. “Never trade luck for skill.” – Pilot Adage

“There’s no telling where a storm can begin – and if you’re in the same place, woe is you.” – Pilot who survived inadvertently flying into a thunderstorm

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Aircraft Index see Page 4

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Dealer Broker Mkt Update Nov12_Gil WolinNov06 23/10/2012 13:37 Page 1

DEALER BROKER MARKET UPDATE

It’s Here: Say “Hello!” to the slow, steady, lengthy recovery. by Dave Higdon he busy West Coast broker verbally smiled as he relayed his views of the business turbine aircraft sales market. “It’s something of a rebound,” he remarked. “It’s slow; it’s steady; it has taken forever catching a hold and we’re far, far from where we were… but it’s something of a recovery, and it’s trending the way we want it – upwards!” The broker’s phones are ringing a little more and he’s seeing more prospects. “Make that quality, qualified prospects,” he stressed. Amid a recent series of counter signals, the market seems to have found a bit of a toehold and now it’s inching upward in pre-owned and new jet sales activities, he believes.

WORLD AIRCRAFT SALES MAGAZINE – November 2012

Several other dealers and brokers consulted for this story echoed much of the same, with some variation. They credited their tepid enthusiasm less to changes in aviation activity and more to a boost in several economic numbers. “You’ll note a slight slowdown in business aircraft flying activity,” noted a Southeast-based U.S. dealer. If you look at operational numbers, the flight hours and such for the past couple of months are all ebbing slightly. A northeastern broker believes that we should “look beyond the slowing in hours flown and you can see signs of improvements in pre-owned aircraft sales.” As mentioned, that growth is not only in pre-owned, but in new aircraft sales also, www.AvBuyer.com

albeit rather unevenly by geographic region. So if flight activity, wear-and-tear, and the urge to replace airplanes aren’t solidly underpinning the growth in new and used aircraft sales, what is?

THE REFERENCE POINT “Remember from where we started,” observed Brian Foley, president of Brian Foley Associates, a Business Aviation analyst and consultant active in the community. This great recession officially began in December 2007 and ended 18 months later. Business jet deliveries began plummeting later, in part because of the order-build-deliver cycle of business aircraft sales, and in part because of the huge backlogs business aircraft makers built up during a six-year boom period. ❯ Aircraft Index see Page 4

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Dealer Broker Mkt Update Nov12_Gil WolinNov06 23/10/2012 13:38 Page 2

DEALER BROKER MARKET UPDATE

In 2007 OEMs delivered nearly 1,100 business jets, in 2008 the number edged above 1,100, even as millions of the nation’s workers lost their jobs and the stock market fell precipitously. Shipments of light- and medium-category jets fell by more than 56 percent from 2008 to last year. Shipments of Large Cabin jets actually edged up. Meanwhile, the inventory of pre-owned business-turbine aircraft reached record highs in both the percentage of the fleet ‘for sale’ and the sheer numbers – furthering the pain. Despite the uneven distribution of the pain, the net impact on the business jet community was devastating, with an estimated 18,000 jobs lost in aircraft manufacturing. At the same time flight hours took a dive as companies responded as much to their emotions as to their finances. Activity in flight support and maintenance took uneven hits; fuel sales dropped and maintenance work dropped, both due to reduced flight hours. But refurbishment and upgrade work held on, partly because operators were holding on to their existing aircraft rather than buying new or trading up to newer pre-owned. But with flight hours on a running 18month average edging up, pre-owned sales edging up, and new-airplane sales edging up, people seem less edgy about the economy – and that, according to our analysts, is key.

IT’S NOT HOURS BUT DOLLARS… Flight hours have gone up, flattened, and gone down. The impact on aircraft sales has been negligible-to-nil - both for new and pre-owned jets. Flight hours and pre-owned sales growth do, however,benefit the FBOs, the MRO shops, the avionics shops, and the population of pilots paid to fly. “Those are all good,” said an analyst for

WORLD AIRCRAFT SALES MAGAZINE – November 2012

a major financial house. “We like to see business improving at all levels”. Brian Foley echoed that observation. “First, some of those indicators – flight hours and such – have become somehow ingrained in our psyche as an indicator of new jet sales.” Those numbers do offer a strong reflection of how the economy is doing, he outlined. “If people are feeling more confident and using the plane more, or going to new cities, it means to me not that they’re about to run out and buy a new plane, but that they’re confident, and exploring or expanding business. “Another old-wives’ tale,” he observes, “is the pre-owned inventory…that when the inventory is high people won’t buy new because prices are down with so many good used airplanes available at low prices.” He and our financial analyst offered similar views: People who buy new tend to always buy new, while people who generally buy pre-owned almost always buy preowned. “The new plane buyers won’t go out and buy pre-owned when the economy is doing badly,” Foley added. “They’ll wait until things are better, when they’re more confident, when their portfolio is doing better. “When used jets sell more, it’s because more people are buying pre-owned and the new-buyers are likely coming on, too.” So how does one weight the potential for the business jet market? You’ll find those indicators outside of aviation and hovering squarely above Wall Street.

MARKETS INDICATE BETTER FEELINGS “When jet sales are increasing, as now, you’ll also see more of a positive indicator of consumer confidence,” Foley explained. “You’ll see the Dow doing better – or at least less volatile. Flight activity is a www.AvBuyer.com

secondary indicator.” As the markets closed in New York on October 16 and this article was finalized, the Dow Jones Industrial Average rose 0.7 percent, ending the day at 13,424.23 – within striking distance of the record high of 14,164.53 set on October 9, 2007, just as the recession was kicking in. Other, broader indexes also gained, as has been the trend more days than not this year. Standard & Poor’s index of 500 companies (the S&P 500) edged up 0.8 percent to 1,440.13 while the technology heavy NASDAQ Composite Index gained 0.7 percent to end at 3,064.18. “That’s a good sign that the finances are there,” said Foley. “But we also need to watch what’s called the VIX – an indicator of market volatility.” Described as a “feargauge,” the Volatility Index of the Chicago Board Options Exchange, serves as a gauge of traders’ confidence-level in the economy and current conditions. The day we spotlighted the market the VIX dropped by 5.4 percent to settle at 15.27, a number far below the levels of five years ago. “That’s another positive sign,” noted our financial house analyst – a western-U.S. operation. “We’re seeing a lot of positive indicators gaining in the face of a political campaign with one side attempting to paint the economy as worse than it really is.”

THOSE DARNED PROFITS… The most-important indicator, our sources agreed, is not an individual market yardstick, but the gauge of aircraft sales. “The markets’ gains, the VIX improvements they all point toward a more-confident business climate in many ways,” the financialhouse analyst added. “Sure, lately corporate profits have been at historic levels – but the industry is just starting to come off its heels,” Foley ❯ Aircraft Index see Page 4

Heliasset_FullPage-205x270_V10h_GABuyer1112_print.pdf

04/10/12

09:56

Dealer Broker Mkt Update Nov12_Gil WolinNov06 23/10/2012 13:39 Page 3

DEALER BROKER MARKET UPDATE

observed. “You have to have need and confidence - so even with record profits, sales don’t happen. “The third leg we need is the confidence factor – and we’re seeing that starting to come around,” he continued. Some will argue that point because they’re not back at their old business level; back to the pre-recession record levels. Our analysts stressed that their businesses may not get back to that level as quickly as in the past. “If and when it gets there it will be more of a gift,” Foley said. “…We were fortunate during the downturn that there were some pockets doing well – China, Latin and South America, Asia. They weren’t sufficient to fuel the growth, but they helped keep the lights on and the lines running. “Now, what we’re seeing is a return to activity in North America and, surprisingly, Europe.” The figures bear him out. New jets deliveries in the first half of 2012, compared with the first half of 2011, were up 20 percent in North America; in Western Europe the gain was 34 percent, according to Amstat. “Maybe that’s a sign that things are looking up and the economy is starting to get back on its feet.” Corporate profits are running at or above record levels, overall, and have been through most of the recession and most of the post-recession slump in aircraft sales. “Corporate profits are good; historically, that’s true,” Foley conceded. “But you need other things to go with that. That is what we are beginning to see happen – confidence, financial gains, people more comfortable that the economy is steadily delivering gains.” So where should the observant seek out the results in business jet sales? A consensus was elusive, but there were some common observations. “The growth of the different categories in the next few years could be very telling,”

100

WORLD AIRCRAFT SALES MAGAZINE – November 2012

Corporate profits are good; historically, that’s true... But you need other things to go with that. That is what we are beginning to see happen – confidence, financial gains, people more comfortable that the economy is steadily delivering gains. - Brian Foley

Foley said. Weighing the large-cabin models, “Their day will come – again – but we won’t see the same growth in big cabin sales because they weren’t significantly impacted to begin with. The big cabin guys could be looking at three, perhaps 3.5 percent over the next few years… they did fairly well during the downturn, thanks largely to the markets overseas. That market is starting to slow and it’s looking like it’s time for the light and medium jets to start to percolate a little, he notes – and that should continue through next year. “As the light and medium guys start to come back they should start to see double-digit growth for the next few years.” That should be welcome news to all but the companies lacking light and mediumcategory jets – but there is a caveat. With www.AvBuyer.com

deliveries so far off their peak the doubledigit growth will be starting from such a small number that it will take most of the next six years to get back to decent numbers, all the analysts predict.

NEW-JET COATTAILS FOR THE PRE-OWNED MARKET What’s good news for the OEMs should translate into better news for the pre-owned market, to an extent. Better availability of financing will help a little; others can finance their airplanes out of their own cash accounts – and America’s businesses are flusher with cash now than at any time in decades. New airplane deliveries will help the pre-owned market’s “churn”, the turnover of units available. For the pre-owned-only buyer that ultimately means an influx of highly attractive late-model aircraft, particularly in the light- and medium-categories. For the pre-owned bargain-hunter some of the best deals will continue to evaporate, most because of better sales performance, some due to the finance companies’ reluctance to underwrite jets older than 10, 15 and 20 years old. As more older jets head for the boneyard or salvage disassembly, the pool of available aircraft will shrink proportionally – at least until that distant day when business jet makers grow back to four-figure deliveries. “It should happen - just not soon,” Foley predicted. Orders are up; interest is resuming; past stigma, unwarranted as it was, has largely disappeared. Considering from where we’ve come, the Business Aviation community should smile at the current trend and cheer for its continuation.

❯ 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

Project1_Layout 1 23/10/2012 11:22 Page 1

– and more

1st Source Bank has more than 25 years of experience as a leading national aircraft lender, and almost 150 years as a full service bank. We know aircraft financing – and we know banking. The aviation lenders at 1st Source – experts in aircraft financing – can give you the right advice and the right financing to get you airborne fast. Our service is outstanding, and we have the full array of financial products and services to keep you coming back. Whether you are a first time buyer, trading up or refinancing your current aircraft, give us a call. Strong, stable and personal, we’ll keep your best interests in mind. Contact us at 574-235-2037 or by e-mail at marketing 1stSource.com.

ACSpecs IntroNov12_AC Specs Intronov06 23/10/2012 13:46 Page 1

AIRCRAFT SPECIFICATIONS: LIGHT & ENTRY-LEVEL JETS

DECEMBER ISSUE: Turboprops JANUARY ISSUE: Large Cabin Jets FEBRUARY ISSUE: Medium Jets

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

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

102

WORLD AIRCRAFT SALES MAGAZINE – November 2012

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

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

BO MB AR DIE RL EA RJE T3 1A BO MB AR DIE RL EA RJE T3 1A BO /ER MB AR DIE RL EA RJE T4 BO 0 MB AR DIE RL EA RJE T4 0X BO R MB AR DIE RL EA RJE T4 5 BO MB AR DIE RL EA RJE T4 5X CE SSN R AC ITA TIO NJ ET CE SSN AC ITA TIO NC J1

AircraftPer&SpecNov12_PerfspecDecember06 23/10/2012 13:52 Page 1

LIGHT & ENTRY-LEVEL JETS $2,346.54

$2,347.07

$2,173.48

$2,089.10

$2,223.75

$2,132.89

$1,547.74

$1,461.18

CABIN HEIGHT FT.

4.35

4.92

4.8

4.75

CABIN WIDTH FT.

4.95

5.12

4.83

CABIN LENGTH FT.

12.9

17.67

19.75

CABIN VOLUME CU.FT.

271

261

368

363

410

186

198

DOOR HEIGHT FT.

4.16

3.75

4.8

4.25

DOOR WIDTH FT.

2.5

BAGGAGE VOL. INT. CU.FT.

BAGGAGE VOL. EXT. CU.FT.

CREW #

SEATS - EXECUTIVE #

MTOW LBS

17200

17700

20350

21000

20500

21500

10400

10600

MLW LBS

16000

19200

9700

9800

B.O.W. W/CREW LBS

11203

11247

13718

13950

13890

14144

6950

7050

USEABLE FUEL LBS

4124

4653

5375

6062

3220

PAYLOAD WITH FULL FUEL LBS

1873

2000

1507

1925

798

1544

330

430

MAX. PAYLOAD LBS

2297

2253

2282

2050

2110

1856

1450

1350

RANGE - SEATS FULL N.M.

1211

1480

1573

1547

1423

1679

750

775

MAX. RANGE N.M.

1337

1600

1707

1684

1968

1939

1130

1161

BALANCED FIELD LENGTH FT.

3800

4330

4680

4350

5040

4010

4220

LANDING DIST. (FACTORED) FT.

4200

4033

4060

4063

4105

4333

4407

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

5110

4890

2820

2800

2630

3311

3230

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

1610

1515

710

394

590

589

868

850

MAX. CRUISE SPEED KTAS

462

465

377

381

NORMAL CRUISE SPEED KTAS

441

436

364

381

L/RANGE CRUISE SPEED KTAS

417

428

433

416

436

302

307

TFE 731-2

FJ44-1A

VARIABLE COST PER HOUR $

ENGINES # ENGINE MODEL

TFE 731-20AR TFE 731-20BR TFE 731-20AR TFE 731-20BR

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 – November 2012

103

AircraftPer&SpecNov12_PerfspecDecember06 23/10/2012 13:53 Page 2

CE SSN AC ITA TIO NC J1+ CE SSN AC ITA TIO NC J2 CE SSN AC ITA TIO NC J2+ CE SSN AC ITA TIO NC J3 CE SSN AC ITA TIO NC J4 CE SSN AC ITA TIO NB RA VO CE SSN AC ITA TIO NE NC OR CE E SSN AC ITA TIO NE NC OR E+

AIRCRAFT SPECIFICATIONS

LIGHT & ENTRY-LEVEL JETS $1,490.63

$1,546.22

$1,650.20

$1,755.44

$1,999.25

$1,782.74

$2,121.60

$2,082.01

CABIN HEIGHT FT.

4.75

4.8

4.7

4.75

CABIN WIDTH FT.

4.83

4.8

4.83

CABIN LENGTH FT.

13.58

15.67

17.3

15.75

17.33

CABIN VOLUME CU.FT.

198

248

283

311

278

307

DOOR HEIGHT FT.

4.25

DOOR WIDTH FT.

BAGGAGE VOL. INT. CU.FT.

BAGGAGE VOL. EXT. CU.FT.

CREW #

SEATS - EXECUTIVE #

MTOW LBS

10700

12375

12500

13870

16950

14800

16630

16830

MLW LBS

9900

11500

11525

12750

15500

13500

15200

B.O.W. W/CREW LBS

7035

7900

8000

8585

10242

9375

10525

10460

USEABLE FUEL LBS

3220

3932

3930

4710

5828

4824

5400

PAYLOAD WITH FULL FUEL LBS

545

668

695

775

1000

801

905

1170

MAX. PAYLOAD LBS

1365

1400

1700

1925

2118

1925

2075

2390

RANGE - SEATS FULL N.M.

895

1075

1192

1374

1802

1290

1410

1494

MAX. RANGE N.M.

1245

1530

1626

1891

2142

1720

1736

1792

BALANCED FIELD LENGTH FT.

3990

3820

3810

3440

3430

4160

3920

LANDING DIST. (FACTORED) FT.

4135

4628

4702

4203

3957

4295

4195

4182

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

3290

3870

4120

4478

3945

3190

4740

4620

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

906

1160

1004

1090

1270

845

1440

1400

MAX. CRUISE SPEED KTAS

389

413

417

454

405

430

NORMAL CRUISE SPEED KTAS

389

413

417

454

405

430

L/RANGE CRUISE SPEED KTAS

307

344

351

348

373

335

372

FJ44-1AP

FJ44-2C

FJ44-3A-24

FJ44-3A

FJ44-4A

PW530A

PW535A

PW535B

VARIABLE COST PER HOUR $

ENGINES # ENGINE MODEL

104

WORLD AIRCRAFT SALES MAGAZINE – November 2012

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Aircraft Index see Page 4

CE SSN AC ITA TIO NX LS+ EC LIP SE AE RO SPA CE EC LIP SE EM 50 BR 0 AE RP HE NO M 10 0

CE SSN AC ITA TIO NU LTR A CES SN AC ITA TIO NX LS

CES SN AC ITA TIO N

MU STA NG

AircraftPer&SpecNov12_PerfspecDecember06 23/10/2012 13:54 Page 3

LIGHT & ENTRY-LEVEL JETS $1,033.00

$2,310.23

$2,333.24

$2,403.60

$2,373.43

$871.82

$1,153.33

CABIN HEIGHT FT.

4.5

4.8

5.7

4.16

4.92

CABIN WIDTH FT.

4.58

4.83

5.5

4.66

5.08

CABIN LENGTH FT.

9.8

17.33

18.5

7.6

CABIN VOLUME CU.FT.

144

292

461

160

208

DOOR HEIGHT FT.

3.8

4.25

4.54

3.9

4.86

DOOR WIDTH FT.

1.96

2.04

BAGGAGE VOL. INT. CU.FT.

BAGGAGE VOL. EXT. CU.FT.

CREW #

SEATS - EXECUTIVE #

MTOW LBS

8645

15900

16300

20200

6000

10472

MLW LBS

8000

15200

18700

5600

9766

B.O.W. W/CREW LBS

5550

9400

9950

12800

3834

7132

USEABLE FUEL LBS

2580

5770

5771

6740

1698

2804

PAYLOAD WITH FULL FUEL LBS

600

930

779

860

502

580

MAX. PAYLOAD LBS

1200

1800

2250

2300

1088

1312

RANGE - SEATS FULL N.M.

716

1220

1259

1539

1528

574

926

MAX. RANGE N.M.

1068

1644

1651

1989

1976

964

1124

BALANCED FIELD LENGTH FT.

3380

3740

3510

3940

4376

LANDING DIST. (FACTORED) FT.

3683

3750

3833

4738

5015

4122

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

3010

3684

4230

3500

2665

3061

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

870

1139

728

800

826

852

MAX. CRUISE SPEED KTAS

340

397

400

433

440

390

NORMAL CRUISE SPEED KTAS

340

397

400

433

440

370

390

L/RANGE CRUISE SPEED KTAS

319

350

372

373

333

PW615F

JT15D-5A

JT15D-5D

PW545B

PW545C

PW610F-A

PW617F-E

VARIABLE COST PER HOUR $

ENGINES # ENGINE MODEL

Advertising Enquiries see Page 8

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WORLD AIRCRAFT SALES MAGAZINE – November 2012

105

EM BR AE R

PH EN OM

30 0

AIRCRAFT SPECIFICATIONS

HA WK ER BEE CH CR AFT BEE CH HA JET WK 40 ER 0A BE EC HC RA FT HA WK HA ER WK 40 ER 0X BEE P CH CR AFT HA WK ER HA 40 WK 0X ER PR BE EC HC RA FT PR EM HA IER WK I ER BE EC HC RA FT PR EM NE IER XTA IA NT AE RO SPA CE 40 0X T

AircraftPer&SpecNov12_PerfspecDecember06 23/10/2012 13:55 Page 4

LIGHT & ENTRY LEVEL JETS $1,745.42

$2,344.93

$2,220.53

$1,845.33

$1,673.54

$1,649.86

$1,775.63

CABIN HEIGHT FT.

4.92

4.8

5.4

4.8

CABIN WIDTH FT.

5.08

4.9

5.5

4.9

CABIN LENGTH FT.

17.17

15.6

13.6

15.6

CABIN VOLUME CU.FT.

325

305

315

305

DOOR HEIGHT FT.

4.86

4.16

4.2

4.16

4.167

4.2

DOOR WIDTH FT.

2.38

2.41

2.4

2.125

2.4

BAGGAGE VOL. INT. CU.FT.

BAGGAGE VOL. EXT. CU.FT.

CREW #

SEATS - EXECUTIVE #

MTOW LBS

17968

16100

16300

12500

16300

MLW LBS

16865

15700

11600

15700

B.O.W. W/CREW LBS

11783

10915

10985

10900

8565

8600

10531

USEABLE FUEL LBS

5353

4912

3611

3670

4912

PAYLOAD WITH FULL FUEL LBS

942

473

603

688

414

320

1057

MAX. PAYLOAD LBS

2216

2085

2015

2100

1435

1400

2469

RANGE - SEATS FULL N.M.

1692

1180

1344

850

1852

MAX. RANGE N.M.

1937

1519

1951

1340

2108

BALANCED FIELD LENGTH FT.

3474

4600

4180

4650

4600

LANDING DIST. (FACTORED) FT.

3741

5083

5025

4045

5208

4045

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

4050

4020

5000

4000

5000

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

1026

560

620

948

995

MAX. CRUISE SPEED KTAS

453

458

450

461

454

471

NORMAL CRUISE SPEED KTAS

453

449

450

426

460

L/RANGE CRUISE SPEED KTAS

383

410

425

370

405

PW535E

JT15D-5

JT15D-5R

FJ44-4A-32

FJ44-2A

FJ44-3AP

VARIABLE COST PER HOUR $

ENGINES # ENGINE MODEL

106

WORLD AIRCRAFT SALES MAGAZINE – November 2012

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Aircraft Index see Page 4

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

Alex Ayling 0044 208 549 3917 alex avbuyer.com

Astrid Ayling 0044 208 549 5024 astrid avbuyer.com

L Jets Oct12_Gil WolinNov06 23/10/2012 14:32 Page 1

ENTRY LEVEL & LIGHT JETS REVIEW 2012 (PART 1)

Entry Level & Light Jets Review 2012: (Part 1) by Dave Higdon

oday, five decades into their existence, the Light Jet segment and the Entry Level jet strata (down one notch in weight) remain the most-prolific in terms of generating new models and new efforts to break into Business Aviation. Aircraft in this segment laid the foundation for an industry that quickly embraced ‘larger, higher, faster’ as its operational mantra – but also an industry that never outgrew the broad practicality, utility and economy of the smallest jets in the fleet. Starting this month, World Aircraft Sales Magazine examines several products in this category from Bombardier and Cessna before concluding our review in the year’s final edition. While it’s been just more than a year since we last visited this segment, considerable change has still come to the field. Over the two parts to this

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story, we’ll check in on the developing models and bid “Farewell” to a few others who’ve ceased production. They collectively make up a luminous constellation of jets suitable for personal users, owner/pilots and company entities in search of the biggest bang they can obtain for the smallest money they can spend. For many an operator the flexibility and utility of the light and entry-level jets are the ultimate. They can use the largest number of airports and they can often put as many people in seats as larger aircraft. Also, over the typical Business Aviation mission they suffer only slightly in the time contest; for legs 350 to 500 nautical miles the time differences between 370 knots and 460 knots amounts to minutes. At the same time, the fuel needed to fly one of the smaller jets pales compared to what’s needed for jets in the medium catewww.AvBuyer.com

gory and up. And in general, the availability of useable runways declines in reverse proportion to size: the bigger the plane, the fewer the runways available. All things taken into account, the Entry Level and Light jet aircraft are capable of helping any individual or company fulfill their travel needs across a broad spectrum of the landscape and, indeed, the world. You may need a bit more time and an extra stop or two – but you’ll be able to afford those inconveniences on the savings in fuel you didn’t buy and the price of the larger airplane you didn’t spend. There are still limitations; limitations that are bound largely by cabin volume. There’s no standing tall in most light jets – unless you stand tall at under 5 feet, 6. And weight can become a limiting factor with the airplane fueled for maximum range. But for the frugal flyers, the smallest jets also require the lowest commitAircraft Index see Page 4

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AMONG THE NEW JETS TO THIS YEAR’S REVIEW – THE CESSNA CITATION M2, ABOVE & INTERIOR BELOW

ment of capital – to buy, to own, to fly. Starting at under $3 million and rising to about $10 million, these light and entrylevel jets deliver all the best of business flying on the smallest budgets you can imagine. Jets weighing up to 20,000 pounds maximum take-off weight form the Entry Level and Light Jet category – with the split between Entry Level and Light falling at the 10,000 pounds MTOW mark. We do make a couple of small exceptions for some on-the-border deviations to the 20,000 lbs upper limit, where a couple of models came about as Light Jet members but through improvements and enhancements slowly gained weight enough to edge them slightly beyond 20,000 pounds. So, moving ahead, let’s examine what’s available today in the Entry Level and Light Jet segment. This is a diverse cluster ❯ with their own interesting histories. Advertising Enquiries see Page 8

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ENTRY LEVEL & LIGHT JETS REVIEW 2012 (PART 1) BOMBARDIER AEROSPACE: IN DEVELOPMENT: LEARJET 70 AND LEARJET 75 Followers of Business Aviation will surely remember the fanfare and enthusiasm with which then-Learjet president Brian Barents unveiled the launch of the Learjet 45 some 20 years ago. After three decades of developing models that spun off earlier Model 23, 24, 25 and 30 Learjets, the Business Aviation community heralded the arrival of the Learjet 45 and later it’s lighter, smaller cousin, the Learjet 40 as the company’s first all-new design since the original Learjet 23 flew in 1963. The Learjet 40 and 45 begat the Learjet 40XR and 45XR, as the company pursued its practice of continuous product improvement. It’s out of this same philosophy that the company brings us the new Learjet 70 and Learjet 75 – arguably the next step-up for the pioneering Learjet 45. These two models differ very little except in the length required to seat six passengers in the shorter Learjet 70 and eight in the longer Learjet 75. Both otherwise sport cabins 5.12 feet wide and 4.92 feet tall, both sport Garmin’s G5000 integrated touchscreen controlled flight deck package in the cockpit offering three high-resolution 14inch-tall displays arranged across the panel. Both models employ Honeywell’s frugal TFE731-40BR turbofans making 3,850 pounds of thrust each – and, it’s important to note, are flat rated to ISA + 23°C. Likewise, both share the same high-lift, low-drag wing with new canted winglets designed to improve climb and cruise while reducing overall drag. So what, other than the cabin length and seating capacity in the cabin, are the differences? All of 500 pounds MTOW: 21,000

LEARJET 70 EXTERIOR & INTERIOR

pounds for the Learjet 70 and 21,500 pounds for the Learjet 75 (both happen to represent full-fuel with full seat capabilities). Empty weight differs by a mere 175 pounds – strikingly little for their 2-foot difference in cabin length. Ultimately, the Learjet 70 offers a maximum range of 2,060 nautical miles (with NBAA reserves), and the Learjet 75 can cover 2,040 nautical miles. Due to enter the fleet next year, the company is already flying the Learjet 75 with the Learjet 70 due to enter the test-flight phase soon.

❯ More information from www.bombardier.com

CESSNA AIRCRAFT IN DEVELOPMENT: CITATION M2 Something always seems to be in the pipeline at Cessna Aircraft, and 2012 has not been an exception - not with two new

LEARJET 75 EXTERIOR & INTERIOR

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medium jet models, and last year’s surprise announcement of a new model to replace the retired CitationJet/CJ1/CJ1+ model – the Citation M2. Thanks to that launch timing – and the desire to keep something in the gap between the Citation Mustang and the rest of the CJ line-up, the six-place Citation M2 will be the first to reach the market. The M2 - a followon to the popular Mustang Entry Level model - made its first flight in March and the feedback has been outstanding. Structural tests of the wing with its new winglets were completed earlier in the year, while development of the aircraft's Garmin G3000 touch-screen controlled flightdeck continues to advance, keeping the M2 on a pace to enter service in the second half of 2013. With three high-resolution displays, independent touch-sensitive controllers, and advances like integrated synthetic vision for the PFD, the G3000 goes well beyond the capabilities found in the Mustang’s threescreen G1000 system. The M2 inherits its power from the CJ line, with a pair of Williams FJ44 fanjets producing 1,965 pounds thrust each. It also largely inherits the cabin dimensions of the CJ1 that it replaces – hence the CJ-style windows instead of the Mustang’s distinctive ovals. And the M2 exceeds the speed and range capabilities of the Mustang, with a cruise capability of 400 knots and a maximum range of 1,300 nautical miles. Runway capabilities are nearly as good as the smaller Mustang, however, and 3,250 feet are needed for take-off. Like its predecessor, the M2 offers these capabilities in a single-pilot airplane (with altitude limitations) that continues a tradition set as far back as the early Citation 500s and the original CitationJet. Aircraft Index see Page 4

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CITATION MUSTANG The smaller Citation Mustang fits into the Entry Level part of our category, and can load up 1,200 pounds of passengers and luggage in the cabin and fly in excess of 700 nautical miles; or if the passenger/luggage load is reduced to 900 pounds the range stretches to 900 nautical miles. At gross weight with full fuel and four on board, however, the Mustang will cover 1,000 nautical plus. Clearly there’s nothing lightweight about this Entry Level jet’s capabilities. Indeed, there’s a lot of appeal for owner/pilots and small companies. Like the upcoming M2, the Mustang can fly as high as FL410 (or to FL370 single pilot) while cruising comfortably at 340 knots. Maximum range tops out at 1,150 nautical miles, while runway needs can come in at as little as 3,200 feet. Garmin’s three-screen version of the G1000 integrated avionics system does yeoman service in the Mustang and lends itself to pilots who may be moving up from flying the same basic system on Cessna’s propellerdriven models. In the Mustang the G1000 employs a pair of PFD screens sandwiching a huge MFD capable of configuring for everything from monitoring navigation, mentoring engine data, air and systems information – all while keeping tabs on traffic, terrain and weather. For power, Cessna tapped Pratt &

CESSNA CITATION MUSTANG EXTERIOR & INTERIOR

Whitney Canada for its PW615F engine making 1,460 pounds of thrust. In this package the dual FADEC engine management eases the pilot’s workload with intuitive simplicity and functionality. Ultimately, you pick your setting according to the phase of flight and from there the FADEC handles the workload. The Mustang’s balance of speed, climb and excellent single-engine handling traits give it a sense of balance with little to parallel it.

CESSNA’S CITATIONJET CLAN: THE CJ2+, CJ3 AND CJ4 Given the progress of more than 20 years of development and evolution, few product lines have thrived to the extent of Cessna’s highly successful line of CJ-designated models. After growing to four models with the last year’s arrival of the newest and

THE CJ4 INTERIOR

largest - the CJ4, the company ultimately decided to drop the CJ1+ in favor of the M2 (above). But still with us are the three evolutionary step-up airframes - each a further stretch adorned with avionics updates and engine revisions, leaving Cessna with the widest selection of light jets ever simultaneously produced, still. Since the start, all CitationJets have flown on variations of Williams’ FJ44 powerplant; they also share flight deck systems – the well-respected Rockwell Collins ProLine 21 package. And in the hallmark of the CJ line the three remaining members excel in performance, efficiency and cost-effectiveness. For many, the 1,600 nautical-mile range of the CJ2+ represents a good step up from either the M2 or the much-smaller Mustang. For other operators, the 1,875 nautical mile range of the CJ3 will click, while still others will need all 2,000 nautical miles from the CJ4. Cruise speed also differentiates the trio of CJs, but not by a lot – and they are incremental gains over the M2’s 400 knots. Both the CJ2+ and CJ3 can hit 415 knots, but the CJ4 can push the meter all the way to 440 knots, comfortably in the company of all but the fastest light jets. Incidentally, these three also share another excellent stat: They need barely more than 3,100 feet of runway, again keeping the majority of the nation’s airports accessible. ❯

THE CJ3 EXTERIOR & INTERIOR (RIGHT)

Advertising Enquiries see Page 8

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ENTRY LEVEL & LIGHT JETS REVIEW 2012 (PART 1) CITATION XLS+ Another name that evolved with the aircraft but left intact the traits that underpin its continuing appeal can be found with the Citation XLS+. The balance of outstanding performance, size, runway performance, range and price stand out here. Those where the sales points for the original Excel back at its launch in 1994 – and they remain as solid as ever 18 years later for today’s XLS+. Over those years Cessna’s engineers and designers infused the original model with small tweaks to the engines, an improved panel and systems upgrades that won rave reviews from pilots and owners alike. The XLS+ model evolved through the addition of dual FADEC controls for the improved PW545C powerplants, accompanied by a redesigned nose-cone strikingly similar to those used on Cessna’s Citation Sovereign and Citation X. Cessna made the Citation XLS+ the first of the XL line to employ Rockwell Collins’ Pro Line 21 avionics, a significant departure from the original three-tube Honeywell displays or the Excel. The airframe proportions that established the Excel remain the key trait in the jet’s appeal to both passengers and owners, alike. The XLS+ continues to deliver the sense of space Cessna wanted when the designers decided to mirror the Citation X cabin (on which the original Excel was based), with the 5.7-feet of height, width of 5.5 feet and length of 21 feet. The Excel was the original “super light” with a light jet cost and operational flexibility, but with the cabin feel of a mid-size jet. The XLS+ has incrementally improved on all fronts, however, with a maximum cruise speed at 440 knots, the ability to cruise as far

CESSNA CITATION XLS+ EXTERIOR & INTERIOR

as 1,850 nautical miles, and operate from runways as short as 3,560 feet. You can credit this well-balanced performance package to the improvements from Cessna’s engineers and those of Pratt & Whitney Canada, where the PW545Cs are built to deliver 4,119 pounds thrust at excellent fuel specifics. Someday Cessna will undoubtedly move beyond the XLS+ into something that (for want of a better word) ‘excels’ it in capability. But for now, approaching the end of its second decade, this XLS+ continues to win customers and remains a value leader.

❯ More information from www.cessna.com

ECLIPSE AEROSPACE: ECLIPSE 550 With new owners with ambitions still to fulfill, the Eclipse Aerospace saga is evolving into a follow-on model that fixes some complaints – and offers something unavailable anywhere else: a true Entry Level jet in the Eclipse 550. The original Eclipse 500 managed to

struggle through major developmental issues, foreseeable and unforeseeable, financial disruptions and problems in execution – and still produce 261 units bridging multiple variations in equipment and certification. But from a program that ultimately exceeded its resources and failed, a new entity has come back to support the old models flying and step toward a second iteration – the coming Eclipse 550. The Eclipse 500 was the smallest twin of the batch of Entry Level jets that have flown, boasting a 375-knot top speed, 1,125 nautical mile range, under-3,000-foot runway needs and the ability to cruise up in the same altitudes as other jets – as high as FL410, while consuming less than 50 gallons of fuel an hour with the PW610 engines. Progressively the new Eclipse Aerospace Inc., with an asset infusion from Sikorsky, is moving toward building the airframes in Europe, with upgraded systems and improved capabilities. In September, the company announced the option of anti-skid braking for both new-production Eclipse 550s and, later, for retrofit to the original 500s. The Eclipse 550’s promised cruise speed comes consuming a mere 59 gallons an hour while its two PW610 turbofans will each make 900 pounds of thrust. The Avio IFMS flight deck is like no other integrated avionics system, employing displays and hardware from IS&S, satellite weather, radar and even auto-throttles, along with WAAS GPS and ADS-B Out to give the pilot the added benefits of the FAA’s TIS-B and FIS-B datalink feeds. Lightning detection and both synthetic and enhanced vision-system technologies are part of the new 550 flight deck, as well as TAWS - and all this in a five-place cabin aircraft weighing in at 6,000 pounds MTOW.

❯ More information from www.eclipse.aero

ECLIPSE 550 EXTERIOR & INTERIOR

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That’s this month’s collection of light and entry level jets. We’ll be back next month to complete our review of light businessturbine aircraft. Aircraft Index see Page 4

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Warranties _FinanceSept 23/10/2012 13:31 Page 1

WARRANTIES & OLDER JETS

Who Better Knows Your Plane? OEM Maintenance, Repair & Overhaul. by Dave Higdon

he five happiest words a business-aircraft owner hears after learning the bad news of a needed repair, airworthiness directive or for added service in a maintenance hangar might be “It is still under warranty”. Those words are expected by owners of the newest jets – ones still covered by factory warranties – but these programs don’t last forever. A less popular phrase takes over at that point: “Sorry, it’s out of warranty”. This depressing situation inspires images of cash flying out of company accounts and into the jet at a speedy pace, leaving us hoping that the pace of outgoing money peaks well beneath the aircraft’s financial viability ceiling. For those financially able and operationally savvy, most Original Equipment Manufacturers (OEMs) offer continuing service programs similar to the original warranty programs, albeit for some form of fee(s). The

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upside is, who better could cater for this need than the very same OEM who so efficiently serviced your jet for everything from fluid changes to engine swaps? The degree of service available through these programs generally slides in proportion to the extent of the program’s coverage, itself a choice of the customer, based on need and budget. Prospects for such financially smart asset protection are generally as close as the customer service line to the company that built your airplane – and those OEMs will welcome you with spread wings if you enroll in one of their aftermarket service plans.

MEMBERSHIP BENEFITS Business holds few items less useful than a grounded aircraft – even when it’s not needed immediately. That aircraft is costing you money, even when it’s sitting still. Storage fees, property taxes, hull and liability insurance – they all continue even when the aircraft is grounded. So working with an OEM’s www.AvBuyer.com

after-warranty plan to quickly get your airplane flying again will typically provide the operator with tangible benefits on multiple fronts. Consider the following: Cost Predictability: Programs like these, whether from the aircraft’s home factory or via a third party, in general work on a perhour basis. Working from a stated annual average-hours number, the provider levies a monthly per-hour charge based on a month of flight time. The operator thus enjoys the benefit of cost consistency and predictability, and avoids the potential for rapid fluctuations in maintenance spending. Maintenance Predictability: The best of these programs work with operators to lay out a schedule for preventive and routine maintenance needs and pair the operator with a staffer to manage your airplane. One benefit of this approach is the likely improvement in dispatch availability and mission completion – again helping with managing operating costs. Aircraft Index see Page 4

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WARRANTIES & OLDER JETS airframe, for the powerplants and for the avionics on the flight deck. Benefits Greater than the Sum of Parts: If you can place a price on peace of mind, and calculate the value of knowing the airplane is always cared for and up-to-date, then you begin to get an idea of the emotional value of knowing that even when it’s down, someone is making the airplane’s recovery their Number One priority.

THE BREAKDOWN ON AVOIDING BREAKDOWNS The best of these after-warranty programs typically break down the options according to airframe and powerplant, with different levels of participation (and benefit) for each. Coverage for the airframe, for example, can come on different forms and levels. Aircraft are moving, dynamic machines that endure savage swings in ambient conditions. In a few minutes a business jet can go from stationary in triple-digit temperatures at sea-level atmospheric pressures to nearly 10 miles up at a frigid minus 40 degrees. The fuselage swells and shrinks; heats and cools, with every flight cycle. Gear cycle and engines fire up and heat up only to face the same bone-chilling negative temperatures as the rest of the aircraft – at least, on the inlet end. Out, a blasting rush of exhaust air, the residual from the internal blue fire will strip meat from bones bursts forth. Understandably, parts wear out. OEMs generally offer a parts-purchase plan with discounts that make prices consistently better than through dealers. They also offer a maintenance plan for the wrenching work involved in replacing parts, rotables and all.

usually gets its own coverage – mainly for the reasons that (a) not all jets or turboprops have APUs and (b) they don’t necessarily get used at lockstep rates along with engines and flight cycle items like landing gear or pressurization valves. And if the aircraft uses turboprop engines, don’t forget to inquire about coverage for the propeller that may be linked with other programs or stand-alone – though the former is by far the most common arrangement. Ultimately, the point to focus on when weighing these programs is the extent to which they provide cost planning and predictability. The goal is always the same: longterm budget stability for maintenance and service needs, eliminating the crunch of costly, unanticipated maintenance needs.

NON-OEM PARTS (& THEIR OEMs) We can’t neglect the rest of the airplane – those components and systems without which the business jet would be merely a powered metal tube without actual navigation capabilities. Specifically, we refer here to avionics and electronics for the front office and the back. In some cases the airframe OEM’s program will cover the mainline avionics, navigation and communications, GPS, and display screens; options can include in-flight entertainment systems, in-flight phones and a second FMS, wheels, brakes, tires, valves practically everything except the wear items in the interior (e.g. seating upholstery, carpets, belts and bright works). When the program covers normal wear, scheduled and unscheduled maintenance, line maintenance, new, repaired or exchange ❯

THE POWER INCENTIVE Should one of those dreaded, unanticipated events befall the aircraft, that partner (or a knowledgeable colleague) stands ready to expedite work to meet your airplane’s needs as quickly as possible. Residual Value Retention: Just as there’s real-time value from after-warranty maintenance programs in reliability, availability and cost predictability, a long-term association between the OEM’s maintenance and upkeep programs carries such value that participating aircraft regularly attract higher valuation during resale. Some claim that the gain in residual value can occasionally return to the operator the costs of participating in the maintenance program from the start. Continuing Coverage: The highest value comes in making sure no gap exists between the expiration of warranty coverage and the onset of the OEM’s value-added program. The benefits become more pronounced when the program includes full coverage for the Advertising Enquiries see Page 8

Engine makers usually offer their own programs through their own facilities, even as the airframe builder offers its own spin-off of the same services – sometimes in cooperation with the powerplant company. The powerplant company itself may offer coverage, alone or through airframe partners. Engine manufacturers Honeywell and GE, Pratt & Whitney Canada and Williams International generally are available at different levels, with the higher levels covering more at higher hourly fees, naturally. But at the top end you can usually find a program that includes everything from interim inspections, as-needed borescope examinations and full-powerplant overhauls. The program may have a parts-only level as well, plus another for specialized components, depending on the main coverage, to encompass starter/generators, igniters and their related wiring and firing sources. The auxiliary power unit (APU), if any, www.AvBuyer.com

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WARRANTIES & OLDER JETS

parts, you may be in line for a bonus if use comes in under a pre-determined level. Your avionics maker may offer its own extended service plans that go beyond new-equipment warranty - model dependent, of course. Some programs go so far as to guarantee you won’t be hit with unexpected charges by absorbing overages in the program. At the end of the discussion, that’s the very point of enrolling in a long-term maintenance and support agreement: Budget stability and the comfort of having a single-point-of-contact system to keep the equipment paying its way.

TREAT YOURSELF TO A BREAK Aspects of programs you want in your corner includes a myriad of points. ‘Transferable’, for example would suggest the program holds far more worth if it can be transferred to a new owner upon the sale of the aircraft. It’s in transferability that the residual-value enhancement is at its best. Look for limits on what you are obligated to pay – so that if work or parts use go above a pre-determined threshold you can’t be required to up your investment. Conversely, watch for language that promises to return some of your investment if program use – and hence its cost to the provider – come in at below what you’ve spent once the program has run its course. Flexibility in where any required work can be done is a major benefit. Though the company behind an OEM program is obviously going to prefer that you employ its own service network and partners, you don’t want to find yourself faced with an inability to have work performed within the program at the location where the need arose. And if the OEM has a mobile-maintenance capability, consider adding it to the program you choose. That means the company will

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send to your location a team with parts and equipment to handle almost any contingency – from an engine overhaul to replacing a pressurization valve or overhauling the brakes. Finally, the program needs to work for you with your airplane, and impose as few limitations as possible. For some OEMs that means your older models may be orphaned, while others that are still-old-but-youngenough can qualify – as is often the case when variants of the original type remain in production under newer names. Cessna’s ProAdvantage Program, for example, will sign up variants starting with later models of the original Model 550 Citation II through the Bravo, or the 560series models… That’s covering a lot of years. Gulfstream’s PlaneParts program has its own limitation, meanwhile, but is available for most models, and Bombardier offers its own variant on pre-owned support services, including computer-supported maintenance management and scheduling. Other companies impose their own limitations and constraints, but the benefits are often a good value compared to going it alone in the maintenance world – and can be competitive with third-party support providers, although these companies often offer programs covering a wider array of aircraft. For later-model aircraft in particular, there remain options for warranty-like support and service once the original-equipment warranty expires – just so that you don’t have to face the dreaded news: “Sorry, it’s out of warranty…”

Other companies impose their own limitations and constraints, but the benefits are often a good value compared to going it alone in the maintenance world...

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

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Aircraft Index see Page 4

P117_JMesingerNov06 23/10/2012 17:50 Page 1

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Aviatrade October 23/10/2012 12:14 Page 1

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Northern Air N412ET September 23/10/2012 14:54 Page 1

S H O W C A S E

2007 Learjet 40XR • Extended Range Fuel Serial Number: Registration: Airframe TT: Landings:

45-2083 N412ET 2255 1931

Airframe Factory Warranty Through Sept. 2012 Smart Parts Engines Both Engines 2255 hours TT \1931 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 Six passenger executive interior in a center club configuration with an aft belted seat for a seventh passenger. Two Left and one Right executive tables with 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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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 June 23/10/2012 14:58 Page 1

S H O W C A S E

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

40-2100 N959RP 1895 1538

• Extended Range Fuel Airframe Factory Warranty Smart Parts Engines Left Engine 1907 / Right Engine 1899 MSP Gold Avionics • Honeywell Primus 1000 Integrated Flight • Director & Autopilot System • 4-tube 8x7” EFIS • Dual Universal UNS1 L FMS • Dual Comm radios with 8.33 Capabilities • Honeywell HF 1050 Comm • Dual Nav and RMI • Dual Mode S Transponders • Dual DME • Single ADF • Honeywell TCAS II • Honeywell Mark VII EGPWS • Honeywell Primus Radar 660 • ARTEX 406 Emergency Locator Transmitter

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

Northern Air, Inc. Mark Serbenski Gerald R. Ford International Airport 5500 - 44th Street, SE • Grand Rapids, MI 49512 Advertising Enquiries see Page 8

www.AvBuyer.com

Tel: 800 262 4953 Tel: +1 616.336 4737 Cell: +1 616 648 2656 Fax: +1 616 988 4164 mserbenski@northernair.net www.northernair.net WORLD AIRCRAFT SALES MAGAZINE – November 2012

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2000 Global Express Oct 24/10/2012 10:37 Page 1

nd e e a th m at n 0 Co us A o & 21 e se BA 205 N ic at

S H O W C A S E

Immediately available, make offer! 2000 Bombardier Global Express Serial Number: Registration: Airframe TT: Landings:

9067 N67RX 7,592.4 2,264

• Immediately available • New paint • New soft goods • 8C-Check completed in June 2012 • Landing gear overhauled in June 2012 • Only one owner since new • Complete and clean maintenance records • Engines on Corporate Care • APU on MSP • Airframe on Smart Parts • Contact us for complete details and specifications

Engines and APU Left Right 12235 12246 7,592.4 hrs 7,592.4 hrs 2,264 cycles 2,264 cycles Current On Condition Current On Condition APU RE-220 (GX) on MSP Serial Number P-166 Total Time 3,006 hours Total Cycles 4,253 cycles Weights Last weighed June 2012 Empty 49,970 lbs BOW 51,559 lbs Max Zero Fuel 56,000 lbs Max Landing 78,600 lbs Max Take-Off 96,000 lbs Max Gross 96,250 lbs Serial Number Total Time Total Cycles Inspection Status

Exterior Painted June 2012 Paint Overall white Interior • Refurbished June 2012 • Cabin Layout 14 Seats • Baker cabin management systems • Electric window shades Forward Cabin • 4 club seats Mid Cabin • 2 club seats plus 4-seat dining group Aft Cabin • 2-seat divan plus 2 club seats Toilets • Fwd and aft Magair toilets Entertainment: • 2 x DVD/12 CD Player & VCR • Fwd and aft 18” monitors • 6 x 6.5” seat monitors • Crew rest has built-in PMAT plus 10” monitor • Fax • Galley • TIA Oven • Freezer • Chiller • Microwave Avionics EFIS • 6 x DU-870 FMS • 3 x Honeywell Flight Director • Honeywell IC800 Autopilot • Honeywell IC800 GPS • 2 x GPS-550 NAV • 2 x RNZ-850 ADF • 2 x RNZ-850 DME • 2 x RNZ-850 VHF • 2 x RCZ-833K HF • 2 x HF-9000/Selcal Selcal • 1 x Coltech CSD-714 Transponder • 2 x RCZ-833 Mode S Enhanced

Japat AG Daniel Stieger

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www.AvBuyer.com

E-mail: daniel.stieger@novartis.com

Aircraft Index see Page 4

2001 Global Express Oct 25/10/2012 14:03 Page 1

nd e e a th m at n 0 Co us A o & 21 e se BA 205 N ic at

Immediately available, make offer! 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: • Immediately available • New paint • New soft goods • 8C-Check completed mid-November 2012 • Landing gear overhauled mid-November 2012 • Only one owner since new • Complete and clean maintenance records • Engines on Corporate Care • APU on MSP

Airframe Empty Weight: 49,545 Lbs, Max Gross Weight: 96,000 Lbs, Max. Landing: 78,600 Lbs. Engines BR710A2-20 on Corporate Care. Left Right Serial Number 12287 12286 Total Time: 6370.19 hrs 6370.19 hrs Total Cycles: 2,229 Cycles 2,229 Cycles 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 • 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 deliver with fresh soft goods mid-November 2012 Exterior • Aircraft will deliver with all new white paint mid-November 2012 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

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S H O W C A S E

AeroSmith Penny August 23/10/2012 15:04 Page 1

S H O W C A S E

Price Reduced

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

550-0636 N50NF 6343 4898

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

Additional Features RVSM Thrust Reverse Fairchild A100 CVR AFT Baggage Freon Air Conditioning No Damage History Gross Take Off Weight Increase Exterior Overall Matterhorn White with blue stripes. New paint in June 1997 Interior Interior has seven passenger center club configuration. Also included is a left hand deluxe refreshment center. Seat belted flushing potty. New leather seats and carpet 2009

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

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

New Jet International November 23/10/2012 15:07 Page 1

S H O W C A S E

2004 Dassault Falcon 2000 Serial Number: Airframe TT: Landings:

217 3708 2251

• Engines & APU on JSSI+ • EU OPS Compliant • No damage history • CAMP since new

Engines CFE 738-1-1B JSSI+ Engine 1: T.T. 3583 CYC. 2178 Engine 2: T.T. 3583 CYC. 2178 APU Garrett GTCP 36-150 (F2M) T.T. 2969 All AD’s (EASA, FAA) and mandatory S/B & SL c/w, Camp since new, all log’s available, no damage history Avionics Collins Pro line 4 • DUAL IRS HG2001GD03 • Single Attitude / Heading Reference System (AHRS) Collins AHC-85E • Data Acquisition and Maintenance system • Dual Air Data System Collins ADC-850C • STBY Compass KCA0105W • Electronic Flight Instrumentation System Collins EFIS-4000 (V6.1) • Integrated Avionics Processor System (IAPS) Collins (V6.X) • TCAS-4000 TTR 4000 • Autopilot System Collins APS-4000 (V6.X) • RA ALT-55B • DUAL Transponder MOD”S”, Elementary &

Enhanced Surveillance TDR-94D • Weather Radar Collins TWR-850 RTA858 • DUAL Collins DME DME-442 • Dual Flight Management System Collins FMS-6100 ( FMC-6000) • DUAL Collins ADF-462 system • DUAL Collins VIR-432 system ( VOR / ILS / MARKER ) • Airborne Flight Information System (AFIS) Allied signal • ELT 406 (Portable) ELT97 • Selcal Decoder Coltech (2 channel) • High Frequency Com. System (DUAL) Collins HF-9000 • DUAL Collins VHF-422C system (8.33kHz switching) • CVR • FDR • FM immunity • DUAL GPS GPS-4000 • MK-V W / Wind shear Detection and terrain display EGPWS • 2 digital clock M877-24HR Additional Options Entertainment system with CD-Player / DVDPlayer / AirShow / Galley Master System Paint and Interior Exterior (Paint 2004): Overall white with gold stripes, good general condition. Interior : • Configured for 10 Passengers • 4 Seat Club Version • 2 double Seats •2 Single Seats • Upholstered in light brown leather • Auxiliary Power in Cabin 115V/60Hz 1200VA - KGS electronics New Jet International

Advertising Enquiries see Page 8

www.AvBuyer.com

Tel: +377 97 70 10 20 E-mail: sales@newjet.com www.newjet.com

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ACI November_Guardian Jet Chall 1076 oct 23/10/2012 15:12 Page 1

S H O W C A S E

Fully Equipped G-IVSP with Corporate Care

1998 Gulfstream IVSP Serial Number: Landings:

1331 2755

The Gulfstream G-IVSP is an ideal high altitude, high speed, twin turbofan, jet aircraft. It builds on all of the technology and improvements, incorporated into the G-IV and its predecessors with increased take-off/landing weights which allow for greater range and increased payload. The G-IVSP offers great performance and sets the standard among comparable large cabin jets. Two Rolls-Royce TAY 611-8 engines each offer 13,850 pounds of thrust to provide exceptional performance under a variety of conditions. The TAY 611-8 is renowned for its reliability, economy, and low noise levels. It has proven to be a very durable engine in demanding short-haul operations as well as long-range point-topoint services.The Honeywell GTCP36-100 APU provides bleed air for cabin heating/cooling and engine start while also generating electrical power for other aircraft systems while on the ground and in flight. This aircraft is WiFi equipped, EU-OPS/EASA compliant, and is on a MSG-3 Maintenance Plan. Engines Rolls-Royce TAY611-8 Rolls-Royce Corporate Care Engine Maintenance Service Program Left Right Serial Number 16779 16780 TBO: 8000.0 hrs 8000.0 hrs TTSN: 5495.1 hrs 5406.9 hrs TCSN: 2667 2631 Hrs Since Mid-Life: 2077.0 hrs 1989.0 hr APU Honeywell GTCP36-100 APU

Features • Rolls-Royce Corporate Care • On MSG-3 Maintenance Plan • Honeywell GTCP36-100 APU on MSP Maintenance Plan • WiFi equipped • Forward and Aft lavatories • Landing Gear Inspection Completed on 11/11/2011 by Gulfstream Aerospace • Triple Honeywell Laseref II IRS • Triple Honeywell NZ-2000 FMS Flight Management Systems with Dual 12-Channel GPS • Honeywell GEC-2020 HUD • Honeywell SAT-AFIS Satellite Airborne Flight Information System with Cockpit Printer Interior New 2007 by Gulfstream Aerospace, Appleton, Wisconsin. This beautiful aircraft is equipped with seating for three crewmembers and up to twelve passengers. The spacious cabin is designed with an arrangement consisting of a forward fourplace club, mid-cabin three-place divan with an opposite single-seat and workstation, and an aft four-place conference group with an opposite credenza. The cabin is fully berthable and includes mattress pads for the aft conference group and forward group club, providing comfortable overnight sleeping accommodations for passengers. The cabin is decorated with Elan Blue leather chair upholstery and Morca Apoise blue and gray tweed divan fabric. The neutral, low loop carpet is complimented with beautiful Makore woodwork and satin chrome hardware.

Aviation Consultants Inc William R. Borgsmiller, President 945 Airport Drive San Luis Obispo, CA 93401 126

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Exterior Overall Snow White with Metallic Light Blue, Metallic Dark Blue, and Cumulus Gray accent strips. New September 2005 by Gulfstream Aerospace, Appleton, Wisconsin Additional Features L3 Communications F2100 CVR Cockpit Voice Recorder (120 Minutes / 4-Channel) Honeywell DL-900 Data Loader Price: Make Offer

Tel: +1 805-548-1310 Cell: +1 805-801-5047 Fax: +1 805-888-2818 E-mail: bill@acijet.com www.acijet.com Aircraft Index see Page 4

Dassault Falcon 900EX Easy 24/10/2012 14:52 Page 1

S H O W C A S E

2006 Falcon 900EX EASy II Serial Number: Registration: Airframe TT: Landings:

159 VH-MQK 3303 1459

• API Blended Winglets installed per STC at Duncan Aviation • (EASy II including; WAAS/LPV GPS, RNP .03, TOGO Mode, RAAS, and Pentium M Processors)

Engines Honeywell TFE731-60 (On MSP) #1 Engine (s/n P112606): 3234 #2 Engine (s/n P112607): 3124 #3 Engine (s/n P112608): 3234 APU (s/n P-489 ): Honeywell GTCP36-150(F) (on MSP) Maintenance CAMP. C Inspection complied with January 2012 (Duncan Aviation). B and 3B Inspection due at 4628 hours. Exterior Overall Matterhorn White with FAA Blue custom accent stripes (Repainted by Duncan Aviation January 2012) Interior Beige leather seats, Tan color carpet, Quarter Figured African Mahogany veneer, 24 karat gold plating (Refurbished by Duncan Aviation January 2012). Seating 12 passengers; 4 forward club seats, 4-place

mid-cabin dining group with opposing credenza, aft 3-place divan (tracks out 5 inches), forward and aft lavatories, ERDA third crew seat Avionics Flight Display System: Honeywell EASy (four 14-inch LCD’s, two Cursor controls & two keyboards) Flight Management System: triple Honeywell EASy (FMS 7.1) Global Positioning System: dual Honeywell VHF Communication Systems: triple Honeywell TR-866B VOR/ILS/Marker Navigation System: dual Honeywell NV-875A DME Systems: dual Honeywell DM-855 ADF Systems: dual Honeywell DF-855 Mode S Transponder System: dual Honeywell XS-857A TCAS II System: Honeywell TCAS-2000 (change 7) Color Weather Radar System: Honeywell Primus 880 Heads-Up Guidance System: Flight Dynamics HGS-4860 Additional Equipment Honeywell: Uplink Weather capability, 15 and 20 inch LCD monitors, two (2) DVD-C players, three (3) AV-900 Flight Deck Audio, Satellite (XM) radio (2 channel), Selcal. Honeywell EASy: Electronic Jeppesen Charts. Collins Airshow 4000, Flight Deck Printer, Meggitt MK2 Secondary Flight Display, ELTA ADT-406 (tri-frequency), 7 and 8.4-inch LCD monitor with five (5) Rosen plug-in receptacles

www.falconjet.com/preowned

Advertising Enquiries see Page 8

www.AvBuyer.com

Mark Verdesco: Director, Pre-owned Aircraft Sales USA Tel: + (1) (201) 541-4556 Tel: + (1) (201)-541-4620 E-mail: preowned@falconjet.com

WORLD AIRCRAFT SALES MAGAZINE – November 2012

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John Hopkinson Ultras July 23/10/2012 15:01 Page 1

S H O W C A S E

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

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

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

CAI Socata TBM-700A November 24/10/2012 15:16 Page 1

S H O W C A S E

1991 Socata TBM-700A Serial Number: Registration: Airframe TT:

3 OO-TBM 3430

• Two owners since new • Always hangared • No Damage History • Only 350 Hours Since Overhaul • Garmin 530/430 • All maintenance up to date Engine PRATT & WHITNEY PT6A-64 ONLY 350 HOURS SINCE OVERHAUL! (OVERHAULED IN 2008) Propeller HARTZELL 4 BLADED 91 Hours SPOH – December 2010 Avionics GARMIN GNS-530 and GNS 430 AP KING KFC-275 W/PRESELECT KING KFC-275 KING KN-63 DME KING KR-87 ADF RADAR BENDIX RDS-81 SANDEL EHSI SN3500 GTX 330 MODE 'S' TRANSPONDER GMA 340 AUDIOPANEL FULL CO-PILOT PANEL (BATTERY BACK UP GYRO ATTITUDE INDICATOR) Features SECOND OWNER SINCE NEW, ALWAYS HANGARED AND NO DAMAGE HISTORY.

KNOWN INCING (BOOTS, ELECTRIC PROPELLER, WINDSHIELD HEAT, PITOT/STALL AND INERTIAL SEPARATOR, DIGITAL CHRONOMETER, EMERGENCY LOCATOR TRANSMITTER, LEAD-ACID BATTERY, OAT GAUGE, FUEL FLOW INDICATOR & TOTALIZER. AIRCRAFT IS HANGARED AT EBLG IN BELGIUM Exterior UPPER FUSELAGE COMPLETED IN WHITE WITH LOWER FUSELAGE IN GREY AND RED AND GREEN ACCENT STRIPES Interior PARTIALLY REFURBISHED 2007! 6-PLACE CUSTOM SEAT DELUXE INTERIOR IS COMPLETED IN GRAY LEATHER WITH RED BORDEAUX CARPET AND DUAL STORAGE CABINETS Maintenance UNDER EASA’S CAMO SMETS AVIATION (EBZW) AIRWORTHINESS CERTIFICATE VALID FOR VFR/IFR FLIGHT TILL JANUARY 2013. LANDING GEAR ON LONG-LIFE PROGRAM FOLLOWING OVERHAUL IN 2007 ACTUATORS OVERHAULED MARCH 2012 NEW WINDSHIELDS FITTED MARCH 2012 NEW DE-ICE BOOTS FITTED MARCH 2012 MODIFICATIONS T700A512005000001 (REINFORCEMENT CADRE C2) AND T700A532045900100 (REINFORCEMENT CADRE C10) COMPLETED IN 2008.

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 – November 2012

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James Vancil October 23/10/2012 14:52 Page 1

S H O W C A S E

2009 Citation XLS + Serial Number: Registration: Airframe TT: Landings:

560-6017 N7877D 1570 895

• Aircell High Speed Wi-Fi Onboard • Aircraft, APU, Engines on JSSI tip to tail program

Engines Left Engine: 1570 TT/ 895 Cycles Right Engine: 1570 TT / 895 Cycles APU 417 Hours Times as of: July 13, 2012 Exterior White, Dark Chocolate, and Black Interior The interior is an overall modern scheme with passenger seats done in a frosted pearl colored leather, window reveals in tapis ultra-suede, lower sidewalls covered in a rich chocolate patterned fabric, and a deep brown custom carpet stripped with a beige “lost wave” pattern. Cabinetry is finished in Dark Cherry with a high gloss wood veneer Seating and Options Seating for eight passengers in a center club configuration with six passenger seats and a forward side-facing seat. There is a left-hand side-facing seat in the lavatory for an eighth passenger. Furnishings include dual navigation chart cases, a forward left-hand refreshment center, and a right-hand closet. The lavatory

contains a non-belted flushing toilet (externally serviceable) with sink and hot water, a side facing seat and an aft centerline closet. Additional amenities include: Convection oven, an Aircell phone system and high-speed Wi-Fi internet, Airshow 4000 with 10.4” monitor, Auxiliary audio/video input jack, XM Radio, and Dual DVD Package DVD player, Cabin Surround speakers, and four 110 V outlets Primary Avionics This avionics package features a Collins ProLine 21 Avionics Suite with Four 8" x 10" Active Matrix Liquid Crystal Panel Displays. Engine functions are monitored on the Engine Indicating and Crew Alerting System FLIGHT DIRECTOR/AUTOPILOT: Collins ProLine 21 EFIS: Four Screen EFIS consisting of 2 Primary Flight Displays and 2 Enhanced Multifunction Displays COMMS: Dual Collins VHF-4000 w/8.33 spacing NAVS: Dual Collins NAV-4500 DME: Single DME-4000 TRANSPONDERS: Dual Collins TDR-94D Mode S w/Enhanced Surveillance FMS: Dual Collins FMS-3000 w/Performance Database (WAAS enabled) TCAS II: Collins TCAS-4000 w/change 7 EGPWS: Honeywell Mark V RADAR: Collins TWR-850 Turbulence Doppler System STORMSCOPE: WX1000E James Vancil

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BROADCAST WEATHER: Universal interactive Graphical Weather (displayed on MFD) ELECTRONIC CHARTS: Jeppesen Charts (displayed on MFD) CVR: L3 Communications FA 2100 ELT: Artex C406-N Aircraft can be shown in Atlanta, GA or see us in Orlando during the NBAA Tel: +1 (808) 250-1026 E-mail: Oahuflyer@yahoo.com

Aircraft Index see Page 4

Albinati Citationjet 2+ September 24/10/2012 13:58 Page 1

S H O W C A S E

2008 Cessna Citationjet 2+ Serial Number: Registration: Airframe TT: Landings:

525A-0385 HB-VOP 1533 1515

Engines on TAP Elite Williams International FJ-44- 3A-24 FADEC Controlled LH: S/N 216179 1533 TT / 1515 CSN RH: S/N 216178 1533 TT / 1515 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 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

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MEBA Preview Nov12_FinanceSept 23/10/2012 13:01 Page 1

MEBA PREVIEW

Showtime for the Middle East Dubai prepares for a bigger MEBA at Al Maktoum Int’l Airport. by Matt Harris ake no mistake, just because of its title – Middle East Business Aviation – MEBA’s appeal is not restricted to within the region specifically. More than 7,000 visitors are expected to attend the event this year, up sharply compared with the 6,200 attendees recorded for the 2010 event. Approximately 40% of those attendees were from outside of the United Arab Emirates, and 16% hailed from the Far East and Indian subcontinent, according to Alison Weller, MD of F&E Aerospace which organizes MEBA. “We are fortunate as Dubai offers a resounding amount of multi-cultured visitors,” she outlined. “In just five years, MEBA

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ALISON WELLER

has achieved recognition as the third largest Business Aviation event in the world, offering value to the Middle Eastern region and beyond. Business Aviation is recognised around the world, and this is definitely reflected within our exhibitors and visitors as many are from outside of the region.” It shouldn’t come as a surprise that the mix of visitors is so diverse. Aside from its convenient positioning with respect to many of the regions of the world, “every sector of industry has been affected over the past few years by the global economy,” Weller notes. But the Middle East marketplace she adds, although it has slowed somewhat, is still growing. MEBA itself remains unchanged in www.AvBuyer.com

its upward pace of growth. “We are extremely confident the show will exceed all expectations. Not only was the floor plan already showing an increase on the 2010 event in the build-up, but Dubai is the aviation hub of the Middle East, making access easy for exhibitors and visitors alike to come together.”

NEW HUB, NEW FEATURES Al Maktoum International Airport, Dubai World Central is the new location for MEBA this year and is located in Jebel Ali, which can be accessed from both the Emirates Road and Sheikh Zayed Road, and is within just 20 minutes’ drive of Dubai Marina, 35 minutes away by car from Downtown Dubai, and 45 Aircraft Index see Page 4

MEBA Preview Nov12_FinanceSept 23/10/2012 13:02 Page 2

minutes from Dubai International Airport. The entirety of the Passenger Terminal – Duty Free-and-all – will be taken up by the footprint of MEBA, and at its new venue the organizers expect the show to achieve a growth to 375 exhibitors from an estimated 35 countries, which will be approximately 10% more than were at the 2010 event. This, Weller predicts, will be helped by some of the new features offered at the new venue. “MEBA 2012 will not only develop in size, but will also include focused areas of Business Aviation: we’re launching areas such as VIPinteriors@MEBA; Business Airports@MEBA; Helicopters@MEBA; and Luxury@MEBA,” she outlined. “The demand for these products and services are strong, and as anticipated we have generated a lot of interest in all focus areas. “We will also be launching a US Pavilion, organised by Kallman Worldwide. With the US presence it will not only showcase American Business Aviation and values at its best, but will also demonstrate how far MEBA has come in just five shows,” Weller predicted.

PLATFORM TO INFORM AND EXPLORE With its increased focus on specific interest areas of Business Aviation providers within this region, other issues exist that should not be overlooked by any prospective buyer or current operator within the Middle East. MEBA will provide a platform for attendees to address many of the challenges and opportunities that affect operators and suppliers within the region.

Advertising Enquiries see Page 8

Chief among the issues affecting Business Aviation here (and several other regions for that matter) remains how to reduce grey market activity – a highly dangerous practice that is sadly prevalent. Essentially it involves the provision of charter flights by an aircraft owner who has not obtained an Air Operators’ Certificate to do so. Grey market operators often attract business by advertising considerably cheaper hourly rates. Quite apart from the issue of such flights being illegal, such operators are not insured to charter their aircraft out and can offer no guarantee of certified safety, posing a significant safety risk to those who fly charter trips with them. “This initiative will be tackled by the Middle East Business Aviation Association (MEBAA) at a conference held during the show,” Weller promised. “There will be numerous summits and networking events over the course of the show to help address key issues, and to ensure everyone gets together for collective thinking and hopefully develop solutions that MEBAA can implement to help resolve those issues. “Another key element in the region is the importance of Business Aviation as a business tool. If you charter, lease or own an aircraft, you already understand that Business Aviation is as essential as your mobile phone,” she added. In fact, even for those who don’t fully understand the necessity of Business Aviation to their own entrepreneurial or business activities, and the knock-on effect on their personal life, including more time at home with the

www.AvBuyer.com

family and for leisure pursuits, MEBA is a good event to find out more. “Attendees come to a show like MEBA to not only view the aircraft they could possibly lease, manage, purchase or fly, but also to just find out about the benefits of Business Aviation,” Weller explained. “Here, visitors can see the entire supply chain, from the operating companies to the interior suppliers and insurance brokers. “They can use the show as a place to research and/or source the best the industry can offer to satisfy their requirements, and they can do this all in one place over three days. Because of the wishes and requirements of those who come to view the exhibits, MEBA has developed over the years to include more of the supply chain and not just the OEMs.” Charter Brokers and Aircraft Brokers make up a combined total of 25% of the industry break-down at this event, while owner/ operators add another 9% to that total.

GROWTH SPOT? With Honeywell Aerospace forecasting sales and delivery of new business jets worldwide to reach approximately $230 billion from 2011 through 2021, Asia, Africa and the Middle East regions rank among the highest in ‘purchases expected’, in spite of the present economic environment. “This provides us with a particularly buoyant outlook on the region,” Weller summarised – hinting at why MEBA would seem to have a particularly bright future moving forward.

❯ More information from www.meba.aero

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BusAviationNewsNew Nov12_Layout 1 24/10/2012 09:07 Page 1

BizAv Round-Up NEWS IN BRIEF

11.12

FROM LEFT: J.J. CHOI, SAMSUNG ELECTRONICS, BBJ CHIEF PILOT RENE GONZALEZ, PILOT CAPT. MATT COLEMAN AND BBJ PRESIDENT STEVE TAYLOR

Asian Sky Group (ASG) and AVIC International Aero-Development Corporation (AVIC ADE) have reached a strategic agreement to source pre-owned business aircraft, both fixedwing and rotary, from various key global markets for resale into China to meet growing demands. The agreement also covers the re-sale of Mainland Chinese owned aircraft into the global market. / More from www.asianskygroup.com

offer high-quality information of four key areas of private aviation that focus on their client’s most common aviation questions and needs. Guests access an easy-to-navigate main page linking them to four main topics - Acquisitions, Private Aircraft, Aviation Finance and Aviation Business - each offering an introduction to understanding private aviation’s benefits. Available from the site is a free eBook, Private Aircraft – Ownership, Fractional, Jet Card or Charter?, offering an impartial, executive level comparison of the alternatives available when accessing private aircraft travel. AMS also plans to offer more information to aircraft owners on the social media outlets such as Facebook, LinkedIn, Twitter and Google+ as it continues to be a recognized Business Aviation advisor and industry leader, and seeks to continuously improve the way in which it communicates and present current information to both existing and prospective clients. / More from www.amsinc.aero

NEW BBJ WORLD RECORD Boeing Business Jets set a new world record for "Speed Over a Recognized Course" when a BBJ flew non-stop from Los Angeles, California to Auckland, New Zealand for installation of its VIP interior. The BBJ made the 5,658 nautical mile trip in 13 hours, 7 minutes and 54 seconds. The record-setting trip was monitored by the National Aeronautic Association based in Washington, D.C. When the airplane left Los Angeles with full fuel, it was 21,000 pounds below MTOW meaning that the customer can add a full VIP

interior, fill all the seats, and still carry full fuel and enjoy remarkable range. The airplane had 7,800 pounds of fuel remaining when it landed in Auckland. The BBJ, owned by Samsung Electronics, is equipped with seven auxiliary fuel tanks, giving it the extended range capability. It also features lower-cabin altitude, which differentiates it from its competitor. The option provides a 6,500-foot cabin altitude instead of the standard 8,000-foot cabin, allowing passengers to travel in greater comfort.

Bombardier Aerospace received orders for a total of five Global business jets from an undisclosed customer recently in a transaction valued at approximately $300 million, based on the 2012 list price. The firm orders consist of four Global 6000 aircraft and one Global 8000 aircraft. The customer has requested to remain unidentified 134

WORLD AIRCRAFT SALES MAGAZINE – November 2012

www.AvBuyer.com

The airplane was flown to New Zealand for the first interior completion of a new BBJ by Altitude Aerospace Interiors, an Auckland-based company which was launched in 2008. Boeing delivers the BBJ to the customer "green" (no interior or paint) so it can be customized to suit the specific needs and taste of the customer. The completion center of the customer's choosing installs the VIP interiors, which typically takes nine months to a year. / More information from www.boeing.com/ commercial/bbj

at this time. In addition, a Learjet 45 XR became the first jet to Land at the newly dedicated Rooks County Regional Airport, Kansas. Governor Sam Brownback was on hand to inaugurate the new airport which was built to accommodate business jet travelers. / More from www.bombardier.com

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Aviation Management Systems, Inc. (AMS) has redesigned its website to

Aircraft Index see Page 4

con

THE MIDDLE EAST’S PREMIER BUSINESS AVIATION EVENT

11-13 DECEMBER 2012

DUBAI WORLD CENTRAL, UAE

MEBA 2012

WHERE BUSINESS SHINES

VISITOR REGISTRATION OPEN NOW AT WWW.MEBA.AERO

Organised on behalf of:

www.meba.aero

BusAviationNewsNew Nov12_Layout 1 24/10/2012 09:08 Page 2

BizAv Round-Up Cessna, in conjunction with Innotech-Execaire has announced an agreement with AirSprint Private Aviation, based in Calgary, Alberta, for a minimum of nine Citation CJ2+ aircraft. At a current retail price of $6.695 million per unit, this agreement represents a total retail value of approximately $60.255 million. The addition of the CJ2+ is positioned to support AirSprint's focus on ‘boutique customer service’ and regional private air travel. / More from www.cessna.com

Aircraft Cost Evaluator Volume II for 2012, delivering the most up-to-date operating, benchmarking and ownership cost data available to the aviation industry. In addition, Conklin & de Decker is introducing its new AircraftPedia online reference collection that is now available with a subscription to the Aircraft Cost Evaluator and will be available to Life Cycle Cost and Aircraft Performance Comparator subscribers as well. / More from www.conklindd.com

Eclipse Aerospace has formally announced the addition of an Anti-Skid Braking System (ABS) as a new option for the new production Eclipse 550 jets, and as a retrofit to the existing fleet of Eclipse 500s. In-aircraft testing is complete with certification and availability expected within six months. ABS allows for maximum braking energy and skid control without the need for a conventional hydraulic system. / More from www.eclipse.aero

Gama Aviation announced, just ahead

TRUENORTH STYLUS HANDSET SALES SURGE Since its debut at NBAA in 2011, TrueNorth Avionics states that demand for the TrueNorth Stylus Handset has grown. TrueNorth identifies itself as the only company to offer aircraft operators and owners truly customizable handsets.

Its Stylus handset can be configured to operate in any language, and offers high definition voice, for face-to-face quality calls while in flight. The company says that a number of TrueNorth’s international partners have also

world’s only FAA-certified remanufactured business jet. All 10 Nextant 400XTs will be delivered over a period of three years, with a portion outfitted as air ambulances and others as business jet aircraft. Asia Pacific Jets also will serve as a sales agent in Asia for the 400XT, and has announced a new partnership with Hong Kong-based AirMed Asia, a subsidiary of AirMed International. / More from www.nextantaerospace.com

of the recent Jet Expo in Moscow, the addition of two brand new aircraft - a Bombardier Challenger 850 and a Boeing BBJ2 - to its established portfolio of aircraft managed on behalf of Russia-based customers. Gama Aviation’s worldwide portfolio now exceeds 80 aircraft.

Association), accepted Eurocopter and Nextant Aerospace to full membership recently. These new members bring GAMA’s worldwide membership to 82. / More from www.gama.aero

Nextant Aerospace recently announced that Asia Pacific Jets has placed an order for 10 Nextant 400XT aircraft, the 136

WORLD AIRCRAFT SALES MAGAZINE – November 2012

/ More information from www.truenorthavionics.com

Switzerland and making stops in Prestwick, Scotland; Reykjavik Iceland; Kangerlussuaq, Greenland; Iqaluit, Nunavit; Thunder Bay, Ontario; and finally to his destination just outside Denver. / More from www.pilatus-aircraft.com

Rizon Jet is planning for future growth at its London-based facility at Biggin Hill Airport, which was named Best Handling Agent/FBO in the aviation industry’s leading Excellence Awards last month. The Awards are organized by the Baltic Air Charter Association (BACA), the world’s largest network for air charter professionals. / More from www.rizonjet.com

/ More from www.gamagroup.com

GAMA (General Aviation Manufacturers

selected the Simphon Open Cabin system with Stylus handsets, for installation on larger VVIP aircraft such as Boeing 747-8s and Airbus ACJ330s.

Pilatus Business Aircraft honored company ferry pilot Roger Engel on achieving his 200th (and final) PC-12 delivery flight to Broomfield, Colorado-based Pilatus which handles all completions work for new aircraft being prepared for customers in North and South America. Engel’s flight path followed a routine quite familiar to him: 22-hours of total flight time over three-days, starting in Stans, www.AvBuyer.com

Universal Aviation UK, located at London Stansted Airport (EGSS), recently officially inaugurated its completely renovated, 10,712 square foot FBO at a celebration attended by clients, and airport officials. The refurbishment included all-new crew and passenger lounges, a state-of-the-art business center and video conferencing facility, two client meeting rooms, private screening facilities and ultra-modern showers and changing rooms. / More from www.universalaviation.aero

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Conklin & de Decker has released the

Aircraft Index see Page 4

BusAviationNewsNew Nov12_Layout 1 24/10/2012 14:08 Page 3

BizAv Arrivals Robert K. Ortberg - has been named president of Rockwell

Collins. He joins Clayton M. Jones, who continues as chairman and chief executive officer, in the newly formed Office of the Chief Executive.

Jack J. Pelton - former chairman, president and CEO of Cessna Aircraft, has been named vice chairman of the Bye Aerospace Board. Michael Grana

Daniel Hulme

Jack Pelton

Grant Boast - has been appointed regional sales manager for BBA Aviation Engine Repair and Overhaul (ERO) and will provide sales coverage for Sub-Saharan Africa where he has worked as a field service engineer with ERO for the past three years.

John Bullis - has been appointed by Universal Avionics as regional sales manager of Northern Europe. Mr. Bullis is based out of London, U.K. and responsible for the overall growth and development of Universal Avionics’ product sales in Northern Europe. Greg Byrnes - has been named senior vice president, sales, at West Star Aviation, while Rick Brainard, previously vice president, sales, has been assigned to the new position of vice president, business development.

Luke Chiang - has joined BBA Aviation Engine Repair and Overhaul (ERO) as regional sales manager. Chiang will be responsible for sales of Business and General Aviation (B&GA) engine services throughout Asia Pacific and for non-B&GA markets such as Government/Business services for the Southern Asia Pacific region.

Susan Sheets Brogan - a Business Aviation industry veteran and former president of the National Aircraft Resale Association (NARA), has joined the JetNet iQ team as director of special programs. With 20 years at the helm of NARA providing industry knowledge and market expertise, Susan has been a leading advocate for Business Aviation in Washington DC. Her aviation career began in 1980 with the French aerospace manufacturer Aerospatiale (now EADS). Actively involved in the General Aviation community, Susan has worked in collaboration with NBAA, GAMA, NATA and AOPA to advance issues of concern to aircraft owners and operators. She served as president of the International Aviation Club in 1998, president of the Aero Club of Washington in 2008, and secretary of the International Aviation Women’s Association in 2011.

George Tucker - recently joined Banyan Air Service as the director of Banyan Pilot Shop. He is responsible for the leadership and growth of the Pilot Shop and banyanpilotshop.com including marketing strategy, supply chain, inventory and management.

Glen Golden - has joined Superior Air Parts as vice president of sales and marketing. Golden brings more than 30 years of General and Business Aviation aftermarket parts sales and marketing experience to the Dallas-based company.

BizAv Events

Michael Grana - recently joined Banyan Air Service as aircraft sales associate. In his new role, he will be responsible for aircraft research and aircraft brokerage listings. Joe Hertzler - CEO of the Teton Aviation Group, formerly Avtrak, announced his retirement. Hertzler, along with his brother Glenn, co-founded Avtrak in 1996. Replacing Hertzler as Teton Aviation’s CEO is John Cuseo.

Daniel Hulme - managing director of executive jet in-flight dining provider Alison Price On Air, has been selected to vice-chair at the newly formed European Flight Attendant’s Committee which has the full backing of NBAA and EBAA.

Robert Johns - managing principal of Summit Growth Solutions has joined the Board of Directors of Bye Aerospace. As managing principal of Summit Growth Solutions, Johns now assists firms with discovering new, innovative and profitable growth.

Dolores Johnson - has been appointed director of sales and marketing at Million Air Interlink. Johnson will be responsible for collaborating with current and future customers while working with the individual FBOs to support growth and business development.

Scott McKenzie - moves to the new position of avionics technical representative, Duncan Aviation. He recently worked as an avionics line crew leader. In this new position, he will provide technical service and troubleshooting in support of avionics and instruments. 138

WORLD AIRCRAFT SALES MAGAZINE – November 2012

2012 HELISHOW DUBAI Nov 6 – 8 Dubai, UAE / www.dubaihelishow.com

AIRSHOW CHINA 2012 Nov 13 – 18 Zhuhai Guangdong, China / www.airshow.com.cn

CENTRAL EUROPE PRIVATE AVIATION EXPO (CEPA) Nov 29 – 30 Prague, Czech Republic / www.cepa.aero

AEROMART TOULOUSE Dec 4 – 6 Toulouse, France / www.bciaerospace.com

AIRCRAFT ACQUISITION PLANNING SEMINAR Dec 5 – 6 Scottsdale, AZ,USA / www.conklindd.co

GENERAL AVIATION IN THE MIDDLE EAST Dec 5 – 6 Dubai, UAE / www.miuevents.com

MEBA 2012 MIDDLE EAST BUSINESS AVIATION Dec 11 –13 Dubai, UAE / www.meba.aero

2013 U.S. SPORT AVIATION EXPO Jan 17 – 20 Sebring, FL, USA / www.sport-aviation-expo.com

Events in RED indicate Business Aviation related. If you would like your event included in our calendar email: sean@avbuyer.com

www.AvBuyer.com

Aircraft Index see Page 4

Marketplace Nov 24/10/2012 11:46 Page 2

Marketplace Boeing 737-300 VIP

Tel: +44 (0) 1531 633 000 Email: trevorw@euroav.com

European Skybus Ltd Price:

Please Call

Year:

1990

S/N:

24570

Reg:

N470AC

TTAF:

53457

This Boeing 737-300 has recently undergone extensive maintenance and engineering work and has been converted to a VIP configuration in February 2011. The aircraft has been completely refurbished to the highest standards. The new owner will benefit from the millions of dollars and thousands of man hours that have gone into completing this VIP conversion. Winglets have been fitted to improve the aircraft performance and range.

Location: United Kingdom

Boeing 737-500

Price:

Please Call

Year:

1991

S/N:

24645

Reg:

EI-EOE

TTAF:

36,946

Location: United Kingdom

Boeing 737

Tel: +44 (0) 1531 633 000 Email: trevorw@euroav.com

European Skybus Ltd

This Boeing 737-500 has recently undergone extensive maintenance and engineering work including a “D” check and has been converted to a VIP configuration in November 2010. The aircraft has been completely refurbished to the highest standards. The new owner will benefit from the millions of dollars and thousands of man hours that have gone into completing this VIP conversion which can include optional Winglets to improve the aircraft performance and range.

Tel: +852 39752959 Email: EdenJET@SCIAsiaLimited.com

SCI Asia Limited Price:

$7.5 M

Year:

1998

S/N:

TBC

Reg:

TBC

TTAF:

TBC

Luxury VIP Private Jet available as low as US$7.5M, Versatile Interior : 29 pax standard configuration, Superb Entertainment and Communications Facilities i.e. Kaleidoscape & Four 40” Flat TVs, Rockwell-Collins Air Show 4000, 4 Distinct seating areas & one 8-person Conference Table, Spacious cabin & Massive storage, Fwd & Aft Galley, Aft VIP Lav & Fwd Crew Lav, State of the Art Engineering, New Personalized Exterior Paint.

Location: USA

EdenJET@global.com

Dassault Falcon 2000LX

FortAero Business Aviation Corp Price:

$23,500,00 no VAT

Year:

2009

S/N:

160

Reg:

OY-CKH

TTAF:

2220

Tel: +31 629 560 272 Email: da2000lx@fortaero.com

EASA Ops compliant, JAR OPS1 Regulation. Up to date maintenance service, Airshow 4000. The crew and the operator are ready to continue the operation of the aircraft. A simple change transaction of business jet ownership.

Location: Denmark

Citation Encore

Ambassador Aircraft Sales Price:

Make offer

Year:

2004

S/N:

560-0661

Reg:

N591CF

TTAF:

2980

Location: IL, USA Advertising Enquiries see Page 8

www.AvBuyer.com

Tel: +1 (309) 825-1700 Email: rick@ambsales.com

This 2004 Citation Encore has been owned and operated by the same corporation since new in a Part 91 corporate flight department. The aircraft has been maintained by Citation Service Centers and the Phase 1-5 inspection was performed by Duncan Aviation in February 2012. This Encore is on ProParts and Cescom. Allied Honeywell P-1000 Digital Flight Guidance Display System with Multi-Function Features. Eight passenger interior with four place center club arrangement.

WORLD AIRCRAFT SALES MAGAZINE – November 2012

139

Marketplace Nov 24/10/2012 11:49 Page 3

Marketplace Hawker 800A

Leonard Hudson Drilling Price:

US $3,975,000

Year:

1995

S/N:

258273

Reg:

N337WR

TTAF:

6615.3

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

Exceptional Hawker 800A "Built for the speed of business". Full true worldwide capability with NAT/MNPS, RNP-10 Approval, 8.33MHz, dual KHF-950 w/SELCAL onboard Magnastar fax option, and galley. All this with a 2,600 nautical mile range, offered at US $3,975,000.

Location: USA

BELL 206L4

Leonard Hudson Drilling Price:

US $1,975,000

Year:

2002

S/N:

TBD

Reg: TTAF:

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

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

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

1700

Location: USA

BELL 412EMS

Leonard Hudson Drilling Price:

US $3,875,000

Year:

1981

S/N:

33017

Reg:

N554AL

TTAF:

15265

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

Recent ‘no expense spared’ ($800,000) airframe refurbishment at Acro Helipro within the last 100 hours 15,265 total time, most components over 50% remaining. Both engines are fresh Pratt and Whitney overhauled. Immediate delivery, Meticulous records. Current with medical interior and 13 passenger utility interior are included, aircraft is ‘turn-key’.Fresh annual / Export C of A

Location: USA

BELL 212 (Seven Available)

Leonard Hudson Drilling Price:

Please Call

Year:

Call for details

S/N:

Call for details

Reg:

Call for details

TTAF:

Call for details

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

Seven, Late Model, Bell 212s In 'Off Shore Configuration' Now Available. Ask for pricing for one or all seven.

Location: USA

Pilatus PC-12/47

Avia Source, Inc Price:

USD$2,675,000

Year:

2006

S/N:

732

Reg:

M-ZUMO

TTAF:

1600

Tel: +1 626-584-8170 Email: jason@aviasource.aero This excellent PC-12/47 is equipped with the Second Battery, Large Oxy System and Additional Air Conditioning. It has the 8 passenger interior with the 6 seat BMW Platinum Upgrade and two additional standard seats. Delivered with: 0 time since Hot Section Inspection, 0 time since Prop Overhaul and we will paint stripes to your specifications.

Location: United Kingdom

140

WORLD AIRCRAFT SALES MAGAZINE – November 2012

www.AvBuyer.com

Aircraft Index see Page 4

Marketplace Nov 25/10/2012 14:25 Page 4

Marketplace Learjet 31A

Tel: +44 (0) 7747 011 642 Email: sales@jameslovett.com

James Lovett Price:

1.495 million USD

Year:

1996

S/N:

31A-115

Reg:

ZS-NYV

TTAF:

1,937.7

1937.7hrs TT, Engine TSO 1937.7/1834.6 RVSM Compliant

Location: South Africa

Beechcraft Beech Jet 400

Tel: +44 (0) 7747 011 642 Email: sales@jameslovett.com

James Lovett Price:

795,000 USD

Year:

1989

S/N:

RJ-59

Rohr thrust reverser system Branson long range tank RVSM compliant Painted 2009

Reg:

ZS-MHN

3997.7hrs TT, Engine TSO 1590.6/512.2

TTAF:

3,997.7

Location: South Africa

Piper PA31-P Navajo Commanchero

Tel: +44 (0) 7747 011 642 Email: sales@jameslovett.com

James Lovett Price:

925,000 USD

Year:

1974

S/N:

31P-7400227

Reg:

N900TB

Pratt and Whitney PT6A-135 750hp engines flat rated to 620hp Standard Airworthiness Certificate in normal category 22nd may 2012 Dual purpose aircraft passenger or aerial survey with dual camera ports

TTAF:

8,499

8,499hrs TT, Engine TSO 877.5/117.7

Location: UK

Hawker Beechcraft 400XP

Tel: +1 (843) 452 5591 Email: ttharris1113@gmail.com

BMC Aviation, Inc. Price: US$ 2,450,000 Year:

2006

S/N RK-455 Hot Sections Done Aug 2012 AB Inspections Done Aug 2012

S/N:

RK-455

TT Airframe/Engines: 1750, Cycles: 1538

Reg:

N915TB

TTAF:

1750

Aircraft is on CAMP and currently on 135 certificate. Please call for spec sheet.

Location: SC, USA

Cessna Citation XLS

Beechcraft Vertrieb & Service GmbH Price: Year:

2007

S/N:

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

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

Reg: TTAF:

2,600

Location: Advertising Enquiries see Page 8

www.AvBuyer.com

WORLD AIRCRAFT SALES MAGAZINE â&#x20AC;&#x201C; November 2012

141

Marketplace Nov 24/10/2012 11:56 Page 5

Marketplace Bombardier Global Express

Tel: +34 (0) 618 637 666 Email: jmespinosa@aeromarformula.com

AEROMAR Price:

Make Offer

Year:

2000

S/N:

9016

Reg:

EC-KVU

TTAF:

EU-OPS1, Part 21, and Eurocontrol. Airworthiness Review Certificate issued by ES.MG.070.RA.001, next due December 04th 2012. TAG Aviation España has capability to issue the ARC of any Bombardier Global Express. Aircraft not involved in operational incidents or major repairs. Honeywell Primus 2000 6-Tube. Triple IC-800 Integrated Avionics Computers. Triple NZ-2000 FMS. DL-950 Data Loader. SELLER MOTIVATED

Location:

www.aeromarformula.com

Global Express XRS

Tel: +34 (0) 618 637 666 Email: jmespinosa@aeromarformula.com

AEROMAR Price:

Please Call

Year:

2006

S/N:

9XXX

Reg:

EC-XXX

TTAF:

1,758.50

Location:

Date of Completion: June 2007, TTSN: 1.758:50 Hrs, Landings: 731, Fresh 1A; 2A; 1C; 2C & 4C (May 2012), Both ETSN: 1.758:50 Hrs, Both ECSN: 731 Cy. Rolls Royce Corporate Care Enrolled, APU TSN: 1.769 Hrs, CSN: 1.735 Cycles, Honeywell MSP Enrolled, Fresh 500 hrs. inspection (May 2012) Thales-Sextant Head-Up Display System, Bombardier 2nd gen. Enhanced Vision System as per SB 700-34-002/700-34, Six exterior video cameras connected to Airshow Securaplane 500 Option (Incl. UHF transceiver and Solar Panel for Battery) RVSM, BRNAV, RNP-10 & MNPS Qualified EU-OPS 1 Qualified.

www.aeromarformula.com

Bombardier Global 5000 Vision

Galveston Maritime, S.L. Price:

Please Call

Year:

2013

S/N:

TBD

Reg: TTAF:

Tel: +7 (0) 495 222 2022 Email: galvestonmaritime@gmail.com

* Limited Edition * EASA EU-Ops1, BRNav; RVSM; MNPS * Quick Access Recorder * Operations at Airports with Max. Weight Restrictions * Second Data Link * EVAS * 19 inch pop-up monitor in credenza * RCA Jack port * Two iPod Cradle installation * Electronic Floor Tracking * Cabin Crew Seat LH Galley * Main entry door with handrail extension * Enviroclean system * Universal outlets * Bulkheald Deco Panels in Silk * Sideledge Transition cap

Location: Panama

Learjet 60 XR

Aviation Advisors Int’l, Inc Price:

$7,500,000

Year:

2008

S/N:

338

Reg:

TBD

TTAF:

218

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

The Learjet* 60 XR easily outpaces the competition in time-to-climb performance and operating altitude without compromising a class-leading low operating cost. With its cutting-edge cockpit technologies and stylishly redefined cabin space, the Learjet 60 XR across distances of up to 2,405 nm. with ease.

Location: USA

Socata TBM 850

Aviation Advisors Int’l, Inc Price: Year:

2006

S/N:

360

Reg:

N874CA

TTAF:

1,475

Location:

142

WORLD AIRCRAFT SALES MAGAZINE – November 2012

www.AvBuyer.com

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

Jet speeds with single engine turboprop economy. That is what you get with this superbly maintained TBM 850. Climb to 31,000 in 5 minutes and fly 1585 NM in economy cruise. Slip into 2100 foot strips. That is the versatility of this marvelous plane. The panel and maintenance history of this aircraft is proof of exceptional pride of ownership. The panel includes the IHAS 8000 TCAS/TAWS and the WX500 stormscope and RDR Radar displayed on the KMD 850 MFD for utmost safety and comfort. Maintenance has been performed by the book and only by factory authorized technicians.

Aircraft Index see Page 4

Marketplace Nov 24/10/2012 11:57 Page 6

Marketplace Beechcraft King Air C90GT

Tel: +49 (0)7403-914 04 66 Email: detlef.keinath@basjets.com

Business Aviation Services Price:

$2,150,000

Year:

2007

S/N:

LJ1800

Reg:

N37200

TTAF:

675

YOM 2007, SN LJ1800, TT675 hrs, Reg. N37200, Automatic Flight Control System with 2-tube EFIS-84, Garmin GPS-400, Collins FME-42, TDR-94, KMD-850, Artex ELT, no Damage History, all times hangared, one owner since new, Maintenance at Beech Service Center, Price US $ 2,150,000

Location: Germany

www.basjets.com

Cessna Citation Bravo

Tel: +49 (0)7403-914 04 66 Email: detlef.keinath@basjets.com

Business Aviation Services Price:

$1,950,000

Year:

2000

S/N:

550-0927

Reg:

PH-DYE

TTAF:

3281

YOM 2000, SN 550-0927, TT 3281 hrs, Reg. PH-DYE, EASA, EU-OPS1 compliance, Engines on JSSI, CESCOM, RVSM, B-RNAV, Steep Approach, CVR, JAA FDR, TCAS II, FMS UNS1K, EGPWS Mark VII, Artex ELT, no Damage History, Seats & Sidewalls new in 2010, Price: US $ 1,950,000

Location: Germany

www.jtair.net/n324js www.basjets.com

Socata TBM 700B

Tel: +49 (0)7403-914 04 66 Email: detlef.keinath@basjets.com

Business Aviation Services Price:

$1,390,000

Year:

1998

S/N:

0137

Reg:

D-FIRE

TTAF:

951

YOM 1998, SN 0137, TT 951 hrs, Reg. D-FIRE, Garmin 530, Garmin 430, TCAS, Garmin GTX-330 Mode S, Stormscope, dual EFIS, Weather Radar King RDR2000, Garmin GMX 200 multifunction Display w/moving map, always hangared, Cargo Door, RS heated windshield, Price US $ 1,390,000

Location: Germany

www.basjets.com

Cessna Citation Bravo

Tel: +49 (0)7403-914 04 66 Email: detlef.keinath@basjets.com

Business Aviation Services Price:

$1,900,000

Year:

2000

S/N:

550-0928

Reg:

PH-DYN

TTAF:

2455

YOM 2000, SN 550-0928, TT 2455 hrs, Reg. PH-DYN, EASA, EU-OPS1 compliance, Engines on JSSI, CESCOM, RVSM, B-RNAV, Steep Approach, CVR, JAA FDR, TCAS II, FMS UNS1K, EGPWS Mark VII, Artex ELT, Exterior repaint in 2006, Seats & Sidewalls new in 2010, Price US $ 1,900,000

Location: Germany

www.basjets.com

Bombardier Challenger 600

Inflite Engineering Services Ltd Price: Make Offer Year:

1982

S/N:

1067

Reg:

M-IFES

TTAF:

8183.13

+44 (0)1279 837 919 Email: alan.barnes@inflite.co.uk

Fine and very well equipped example. Privately operated and in prestine condition. Engines & APU enrolled on MSP Gold. Gear overhauled 2009 and exteror paint renewed in 2007, along with new Interior. Aircraft always parked inside and maintained by UK based Part 145 Organisation. Record set in first class order. Aircraft available for immedaite viewing and sale.

Location: United Kingdom Advertising Enquiries see Page 8

www.AvBuyer.com

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143

Marketplace Nov 24/10/2012 11:58 Page 7

Marketplace Beechcraft King Air C90

Tel: +33 (0) 6 126 168 83 Email: kingselling@futura-trading.com

Futura Trading Price:

Make offer

Year:

1977

S/N:

LJ-717

Reg:

F-GFHC

TTAF:

13407

TSN: 13417. CSN: 12935 ENGINES: PT6A-21: TSN 13017 / 13022 TSO 4717 / 3127 CSO 4196 / 2783 MORE Program on Left Engine

Location: France

Socata TBM 700B

Tel: +44 (0) 7957 106 952 Email: mail@jtair.net

JT Air Ltd Price:

Please Call

Year:

2002

S/N:

230

Reg:

N324JS

TTAF:

1426

Location: United Kingdom

AW109SP “Grand NEW”

Aerolineas Ejectivas Price:

$7,440,000 USD

Year:

2013 Delivery

S/N: Reg: TTAF:

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.

Tel: +5215 5414 05052 Email: m.toledo@aerolineasejecutivas.com Brand New. May 2013 delivery, Best price on Market, VIP 6 places Configuration, Wheather Radar RDR 2000 Bendix/King (Presented on the EFIS), 8.4” Cockpit Central Display, Digital Map Euronav V Euroavionics interfected to FMS, 221 USG Fuel system (in Lieu of 160 USG), Baggage compartment extension. External paint and color of interior could be spec by final purchaser.

Location: Mexico

www.aerolineasejecutivas.com

McDonnell Douglas 500D

HELIOS Hubschraubertransport GesmbH Price: Eur 300,000 excl VAT Year:

1977

S/N:

770166D

Reg:

OE-XHE

TTAF:

13110

Tel: +43 (0) 622 32 994 Email: office@helios.at

1977 Hughes 500D, Dual Controls, Cargo Hook, High Skid, Transponder Mode S, ELT 406, Bendix King KX-155, Garmin 496.

Location: Austria

Robinson R44 Raven II

International Aircraft Brokers Price: US$ 419,000 Year:

2011

S/N:

13006

Reg: TTAF:

Tel: +1 (704) 602 5155 Email: blair@internationalaircraftbrokers.com

Only 35 hrs Total Time, IFR Trainer Exterior - Black Metallic, Interior - Cream Leather Seats Avionics - GPS/COM/NAV Garmin 430 W COM1 Equipement - Dash 7 Blades, Turn Cordinator, Horizon with Slip Skip Indicator, Direcitonal Gyro, Altimeter, Vertical Compass, Air Speed Indicator, Dual Tach Meter, Digital Clock, Tansponder Garmin GTX 330, RHS Fire Extinguisher, 2 Sets of Ground Handling Wheels.

Location: USA

InternationalAircraftBrokers.com 144

WORLD AIRCRAFT SALES MAGAZINE – November 2012

www.AvBuyer.com

Aircraft Index see Page 4

Marketplace Nov 31/10/2012 12:57 Page 8

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 The World’s leading aircraft dealers and brokers - find one today

avbuyer.com/dealers World Aircraft Sales (USPS 014-911), November 2012, Vol 16, Issue No 11 is published monthly by World Aviation Communications Ltd, 1210 West 11th Street, Wichita, KS 67203-3517 and has a targeted circulation to decision makers within business and corporate aviation throughout the world. It is also available on Annual Subscription @ UK £40 and USA $65. POSTMASTER: Send address changes to: World Aircraft Sales Magazine 1210 West 11th Street, Wichita, KS 67203-3517. Postage is paid at Wichita, KS and additional mailing offices.© Copyright of World Aviation Communications Ltd. Every effort is made to ensure the accuracy of material published in World Aircraft Sales Magazine. However, the publishers cannot accept responsibility for claims made by manufacturers, advertisers or contributors. The views expressed are not necessarily those of the Editor or the publishers. Although all reasonable care is taken of all material, photographs, CD & DVDs submitted, the publishers cannot accept any responsibility for damage or loss. All rights reserved. No part of World Aircraft Sales Magazine - Advertising, Design or Editorial - may be reproduced, stored in a retrieval system, or transmitted in any other form, or by any other means, electronic, mechanical, photographic, recording or otherwise, without prior written permission of the publishers.

Next Issue copy deadline: Wednesday 14th November Advertiser’s Index 1st Source Bank......................................................101

Corporate Concepts ...........................................70-71

Jetcraft Corporation .....................................62-63,BC

21st Century Jet Corporation ...............................146

Dassault Falcon Jet Europe ...........................2-3,127

Jeteffect ........................................................................89

AeroSmith/Penny.....................................................124

Donath Aviation ..........................................................49

JETNET ......................................................................113

Albinati Aeronautics SA ........................................131

Duncan Aviation..........................................................41

John Hopkinson & Associates.........................27,128

AIC Title Services.......................................................85

Eagle Aviation..............................................................29

Leading Edge Aviation Solutions............................65

Air 1st Aviation ..............................................................4

Eagle Creek Aviation .................................................57

Lektro..........................................................................117

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

EMBRAER Pre-Flown..................................FC,10-11

MEBA-Mid East Business Aviation .....................135

Aviation Consultants ...............................................126

European Helicopter Show ...................................107

New Jet International ........................................51,125

Aviatrade ...........................................................118-119

ExecuJet Aviation........................................................19

Northern Air......................................................120-121

Avjet Corporation.................................................30-33

Freestream Aircraft USA....................................54-55

O’Gara Aviation Company.................................44-45

Avpro ......................................................................22-25

General Aviation Services ........................................37

Par Avion.........................................................................5

BAM ..............................................................................97

Gulfstream Pre-Owned ......................................38-39

PremiAir Global Aircraft Sales ................................95

Bell Aviation...........................................................52-53

Hawker Beechcraft ....................................................77

Rolls-Royce .................................................................59

Bombardier ..................................................................87

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

Southern Cross Aviation...........................................81

Boutsen Aviation...................................................72-73

Int’l General Aviation-India Expo...........................137

JAPAT AG .........................................................122-123

Central Business Jets .............................................147

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

Tempus Jets.................................................................43

Charleston Aviation Partners ...................................75

J. Mesinger Corporate Jet Sales ......................15-17

The Jet Collection ......................................................21

Charlie Bravo Aviation...............................................35

James Vancil .............................................................130

VREF Aircraft Values.................................................68

Conklin & de Decker ....................................................4

JetBlack Aviation ..................................................82-83

Wentworth & Affiliates...............................................91

Corporate Aircraft Photography ...........................117

JetBrokers..............................................................46-47

Wiley Rein....................................................................68

Corporate AirSearch Int’l .................................79,129 Advertising Enquiries see Page 8

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

www.AvBuyer.com

WORLD AIRCRAFT SALES MAGAZINE – November 2012

145

21st Century May 24/10/2012 11:01 Page 1

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 worldâ&#x20AC;&#x2122;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 + 10Â° 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 November_CBJ November06 24/10/2012 11:02 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

2009 CHALLENGER 300 S/N 20264

2008 HAWKER 900XP S/N 033

1185 TT, Iridium SAT Phone w/ Swift Broadband, MSP GOLD, 2nd IFIS FSU (Paperless Cockpit), Sliding cabin/galley Pocket Door, Deluxe Galley w/ sink, Maintained to Part 135 Standards

853.31 Hours, MSP Gold, EASA / JAR Ops / FAA Certified, Standard 8 Place Interior, Dual FMS, Dual GPS, Dual AHRS, Etcâ&#x20AC;Ś

CITATION VII S/N 7048

CITATION VII S/N 7004

Two Fortune 500, Midwestern, United States Owners Since New, Impeccable Maintenance by Both Factory Service Centers and in-house Factory Trained Personnel. Below Market Priced

CITATION EXCEL S/N 5248

1125 ASTRA SP S/N 49

Power Advantage Engine Program, Pro-Parts Airframe Program and on Cescom Since New; Dual Universal UNS-1ESP FMS; Aircraft can be delivered anywhere in the world

3562.3 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

SIKORSKY 76B S/N 344 Fortune 100 Owned, 8 Place Executive, Fully Loaded EFIS Cockpit, Freon Air -conditioning

Just because you no longer have connecting flights

you no longer need connections.

The right aircraft can turn up anywhere—which means you need to know the right people everywhere. We’ve been cultivating worldwide connections for over 50 years, from legal and financial resources to the top aviation experts. Today our unmatched global network gives you eyes, ears and business savvy around the planet. A larger inventory of options. And fast, smooth, face-to-face transactions. Want the best value in the business? Just connect the dots. 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

FEATURED INVENTORY

2007 Legacy 600 - SN 1451016

New to Market - 1,125 Hours TTAF & 490 Cycles EASA Compliant / JAR-OPS 1 Certified

2006 Bombardier Global XRS - SN 9181 Increased Max Take-Off Weight to 99,500 Operations at Airports with Max Weight Restrictions

WAS_10.2012_back cover_Connections.indd 1

2007 Global 5000 - SN 9214

13 Passenger Attractively Completed Interior Airframe Enrolled in Bombardier SmarParts 2012 Airbus ACJ 2007 Challenger 300 1988 Challenger 601-3A 1998 Challenger 604 2002 Challenger 604 2007 Challenger 605 2013 Challenger 605 2001 Citation X 2008 Citation XLS+ 2003 CRJ - 200

2008 Falcon 2000DX EASy 2004 Falcon 2000EX EASy 1990 Falcon 50 2000 Global Express 2001 Global Express 2003 Gulfstream 550 1997 Gulfstream GIVSP 2002 Gulfstream V 2000 Hawker 800XP 1996 Sikorsky S-76B

2012 Challenger 605 - SN 5876

Lowest Time 2012 Challenger 605 Available Tastefully Completed Inside & Out

2012 Challenger 605 - SN 5895

Factory New Completed Delivery Early Dec 2012 LX/LE Package Plus Many More Options

I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I

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10/11/12 9:36 AM