World Aircraft Sales Magazine September-12 by AvBuyer Ltd.

FC September 2012_FC December 06 22/08/2012 09:47 Page 1

WORLD

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The global marketplace for business aviation

September 2012

proudly presents

Falcon 900EXy Serial Number 181 See pages 28 - 29 for further details

Business Aviation & The Boardroom: pages 52 - 81 â&#x20AC;˘ Plane Sense on Cockpit Avionics

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AC Index September2011 23/08/2012 12:33 Page 1

Aircraft For Sale AIRCRAFT

PAGE

AIRCRAFT

PAGE

605 . . . . . . . . . . . 6, 27, 28, 36, 51,156, 850 . . . . . . . . . . . 36, 850ER. . . . . . . . . 28,

AIRBUS A318 Elite. . . . . . 14, ACJ . . . . . . . . . . . 36,

Learjet 31A . . . . . . . . . . . 34, 77, 85, 35A . . . . . . . . . . . 19, 40, 51, 105, 40 . . . . . . . . . . . . 34, 47, 40XR . . . . . . . . . . 35, 138, 139, 45 . . . . . . . . . . . . 19, 31, 47, 51, 87, . . . . . . . . . . . . . . . 105, 45BR . . . . . . . . . . 69, 45XR . . . . . . . . . . 25, 35, 60 . . . . . . . . . . . . 17, 19, 43, 105, 60SE . . . . . . . . . . 17, 60XR . . . . . . . . . . 17, 19, 69, 85, 150,

BOEING/MCDONNELL DOUGLAS BBJ . . . . . . . . . . . 27, 28, 61, 69, BBJ 700C . . . . . . 23, 727-100 VIP . . . . 91, 727-100 REW. . . 14, 727-200 . . . . . . . 61, 737-300-VIP. . . . 148, 737-500 . . . . . . . 148, 757 . . . . . . . . . . . 27, MD 87 VIP . . . . . 61,

CESSNA BOMBARDIER

Citation

Global 5000 . . . . 13, 14, 34, 51, 156, Global 6000 . . . . 6, 47, 156, Global 7000 . . . . 47, Global Express . 6, 14, 19, 21, 37, 47, . . . . . . . . . . . . . . . 140, 141, Global Express XRS.. 13, 28, 156,

ISP . . . . . . . . . . . 30, 33, II. . . . . . . . . . . . . . 30, 33, 40, 146, IISP . . . . . . . . . . . 40, III . . . . . . . . . . . . . 17, 40, V. . . . . . . . . . . . . . 17, 19, 25, 40, VII . . . . . . . . . . . . 71, 147, 155, 156, X . . . . . . . . . . . . . 36, 43, 63, 77, 156, XLS . . . . . . . . . . . 17, 150, XLS+ . . . . . . . . . . 30, 150, 156, 500Eagle . . . . . . 31, 550 . . . . . . . . . . . 35, 560 . . . . . . . . . . . 34, 650 . . . . . . . . . . . 5, CJ1. . . . . . . . . . . . 35, 43, CJ2. . . . . . . . . . . . 33, 34, 40, 43, 149, . . . . . . . . . . . . . . . 150, 156,

Challenger 300 . . . . . . . . . . . 15, 36, 51, 85, 156, 600 . . . . . . . . . . . 61, 601-1A . . . . . . . . 19, 30, 41, 73, 601-3A . . . . . . . . 12, 16, 36, 85, 601-3R . . . . . . . . 16, 601-3A ER . . . . . 16, 150, 604 . . . . . . . . . . . 12, 15, 16, 36, 47, . . . . . . . . . . . . . . . 51, 57, 61, 63, 77, . . . . . . . . . . . . . . . 156,

Aviation Companies, Inc.

AIRCRAFT

IN THIS ISSUE PAGE

AIRCRAFT

CJ2+ . . . . . . . . . . 145, CJ3. . . . . . . . . . . . 19, 30, 34, 83, Bravo . . . . . . . . . 40, 41, 77, 142, 151, Excel . . . . . . . . . . 30, 35, 36, 155, Jet . . . . . . . . . . . . 19, 33, 43, 77, Mustang . . . . . . . 12, 152, SII . . . . . . . . . . . . 30, 61, 63, 83, Sovereign. . . . . . 19, 45, 61, 73, Stallion . . . . . . . . 41, T206H . . . . . . . . . 33, Ultra . . . . . . . . . . 17, 30, 61, 121, 143,

Conquest I . . . . . . . . . . . . . . 33, II. . . . . . . . . . . . . . 31,

PAGE

20C-5BR . . . . . . 40, 50 . . . . . . . . . . . . 11, 15, 37, 40, 77, . . . . . . . . . . . . . . . 154, 50EX . . . . . . . . . . 40, 154, 900B . . . . . . . . . . 19, 35, 40, 154, 156, 900C . . . . . . . . . . 154, 900EX EASy . . . 1, 3, 6, 15, 28, 61, . . . . . . . . . . . . . . . 154, 900EX . . . . . . . . . 24, 154, 155, 2000 . . . . . . . . . . 3, 13, 47, 147, 155, 2000DX EASy . . 37, 2000EX EASy . . 3, 15, 2000LX . . . . . . . . 3, 5, 67,

Grand Caravan

GULFSTREAM

208B . . . . . . . . . . 151,

III . . . . . . . . . . . . . 15, 43, 85, IV . . . . . . . . . . . . . 15, 19, 22, 25, 61, . . . . . . . . . . . . . . . 103, IVSP . . . . . . . . . . 19, 37, 39, 61, 137, V. . . . . . . . . . . . . . 27, 28, 39, 156, 150 . . . . . . . . . . . 39, 79, 105, 200 . . . . . . . . . . . 6, 19, 39, 40, 105, 450 . . . . . . . . . . . 6, 15, 20, 28, 39, 57, 550 . . . . . . . . . . . 6, 13, 39, 57, 61, . . . . . . . . . . . . . . . 156, Twin Commander 690B.. 83, Twin Commander 900. . . 83, Twin Commander 1000. 83,

CIRRUS SR22 . . . . . . . . . . 33,

DORNIER Dornier 228 . . . . 16, Dornier 328 . . . . 148,

EMBRAER Legacy 600 . . . . 14, 43, 51, 61, 69, . . . . . . . . . . . . . . . 85, 156, Legacy 650 . . . . 34, Lineage 1000. . . 14, Phenom 100 . . . 43, 83,

HAWKER BEECHCRAFT Beechcraft

FALCON JET 7X . . . . . . . . . . . . 3, 6, 30, 34, 77, 85, . . . . . . . . . . . . . . . 154, 156,

400 . . . . . . . . . . . 40, 400A . . . . . . . . . . 31, Premier 1 . . . . . . 40,

Need Help Navigating Aircraft Operating Costs? Conklin & de Decker products and consulting services are like having a “GPS” for your aircraft acquisition decision or budgeting process.

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

1980 MU-2 SOLITAIRE S/N 424SA, N82AF, 7485TT, 385/385 SOH, 75/75 SPOH, GNS 530 WAAS, Avidyne Flight Max, 7500-hr, inspection, New P&I (2010) to customer specs. U.S. $675,000.

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

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 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.

1972 MU-2K

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

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

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

WORLD AIRCRAFT SALES MAGAZINE – September 2012

www.was.Conklindd.com

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AC Index September2011 23/08/2012 12:32 Page 2

• AIRCRAFT • HELICOPTERS • PRODUCT & SERVICE PROVIDERS AIRCRAFT

PAGE

Premier 1A. . . . . 57, 87,

King Air 200 . . . . . . . . . . . 31, 40, 200XPR . . . . . . . 41, 350 . . . . . . . . . . . 19, 35, 41, 105, B200 . . . . . . . . . . 31, 43, C90 . . . . . . . . . . . . . 35, 41, C90B . . . . . . . . . . 17, 34, E90 . . . . . . . . . . 31, F90 . . . . . . . . . . 79, 87,

AIRCRAFT

PAGE

MCDONNELL DOUGLAS

AGUSTAWESTLAND

MD 600N . . . . . . 57,

PIAGGIO P180 Avanti . . . 19, P180 Avanti II . . 34,

PC12/45. . . . . . . 19, PC12/47 . . . . . . . 148,

PIPER Jetprop DLX . . . . 63, Meridian . . . . . . . 31, Malibu Mirage . . 33,

SABRELINER 65 . . . . . . . . . . . . 40,

Lancair L4 . . . . . 19,

PAGE

HELICOPTERS

400XP . . . . . . . . . 19, 41, 700A . . . . . . . . . . 40, 800A . . . . . . . . . . 17, 149, 800B . . . . . . . . . . 51, 800XP . . . . . . . . . 19, 37, 40, 47, 69, . . . . . . . . . . . . . . . 105, 850XP . . . . . . . . . 28, 57, 900XP . . . . . . . . . 16, 57, 155, 4000 . . . . . . . . . . 16, 155,

LANCAIR

09.12

AIRCRAFT

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

PILATUS

Astra 1125 . . . . . 19, 155, Astra SPX. . . . . . 63, 77,

PAGE

MITSUBISHI

Hawker

IAI

AIRCRAFT

SOCATA TBM 700A . . . . . 79, TBM 700B . . . . . 40, 79, 148, 152, TBM 700C1 . . . . 40, TBM 850. . . . . . . 41, 79, 144,

AW 109C . . . . . . 34, 152, AW 109E. . . . . . . 123, AW 109E Power 152, A109SP . . . . . . . 35, A119 Koala . . . . 57,

BELL 206L4 . . . . . . . . . 149, 212 . . . . . . . . . . . 149, 230 . . . . . . . . . . . 34, 412EMS . . . . . . . 149,

AS 350BA . . . . . 34, AS 350B3. . . . . . 35, AS 355 F1 . . . . . 87, AS 355 N . . . . . . 34, 87, AS 355 NP . . . . . 35, AS 365 N2 . . . . . 123, AS 365 N1 . . . . . 152, EC 120B . . . . . . . 123, EC 130-B4 . . . . . 69, EC135T2i . . . . . . 34,

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

C+ . . . . . . . . . . . . 55, C++ . . . . . . . . . . . 55, S-76A+ . . . . . . . . 87, 87, S-76B . . . . . . . . . 19, 37, 61, 155, S-92 . . . . . . . . . . 55,

CORPORATE AVIATION PRODUCTS & SERVICES PROVIDERS

EUROCOPTER

Find an Aircraft Dealer

SIKORSKY

Aircraft Engine /Support . 92, 115, Aircraft Perf & Specs . . . . . 50, 117, Aircraft Title/Registry . . . . 75, 107, Avionics . . . . . . . . . . . . . . . . 99, 101, Finance . . . . . . . . . . . . . . . . 50, 65, Ground Handling . . . . . . . . 115, Photography . . . . . . . . . . . . 115,

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WORLD AIRCRAFT SALES MAGAZINE – September 2012

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World Aircraft Sales EDITORIAL Deputy Editor (London Office) Matthew Harris 1- 800 620 8801 editorial@avbuyer.com Editor - Boardroom Guide J.W. (Jack) Olcott 1- 973 734 9994 Jack@avbuyer.com Editorial Contributor (USA Office) Dave Higdon Dave@avbuyer.com Consulting Editor Sean O’Farrell +44 (0)20 8255 4409 Sean@avbuyer.com

ADVERTISING Karen Price 1- 800 620 8801 Karen@avbuyer.com Karen Schaefer (USA Office) 1-386 767 8460 ks@avbuyer.com STUDIO/PRODUCTION Helen Cavalli/ Mark Williams 1- 800 620 8801 Helen@avbuyer.com Mark@avbuyer.com CIRCULATION Lynne Jones 1- 800 620 8801 Lynne@avbuyer.com AVBUYER.COM Nick Barron Nick@avbuyer.com Emma Davey Emma@avbuyer.com PUBLISHER John Brennan 1- 800 620 8801 John@avbuyer.com USA OFFICE 1210 West 11th Street, Wichita, KS 67203-3517 EUROPEAN OFFICE Cowleaze House, 39 Cowleaze Rd, Kingston, Surrey, KT2 6DZ, UK +44 (0)20 8255 4000 WORLD AIRCRAFT SALES MAGAZINE IS A MEMBER OF THE FOLLOWING ORGANISATIONS: Aircraft Electronics Association (AEA) - British Business and General Aviation Association (BBGA) British Helicopter Association (BHA) - European Business Aviation Association (EBAA) Helicopter Association International (HAI) - National Aircraft Finance Association (NAFA) National Aircraft Resale Association (NARA) - National Business Aviation Association (NBAA)

WORLD AIRCRAFT SALES MAGAZINE – September 2012

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PRINTED BY Fry Communications, Inc. 800 West Church Road, Mechanicsburg, PA 17055

PanelSept12 22/08/2012 14:45 Page 2

Contents

Volume 16, Issue 9 – September 2012

Featured Articles Business Aviation and the Boardroom 52

Distributed Wisdom: Business Aviation captures the essence of Western capitalism by enabling companies of all sizes to act independently and creatively as they pursue market opportunities.

Listen To The Crowd: Regardless of the method of ownership, the business world is saying that Business Aviation provides unique value. Just listen to the many who use it.

The Metrics of Service: Dissecting service into three components— ‘where’, ‘when’ and ‘the way’ clients travel - is a valuable measure of the effectiveness of your aviation department.

Selling The CFO: Obvious opportunities to use business aircraft are sufficient only if the numbers make sense. How do you decide which business aircraft is the best fit for your operations?

Buying New or Buying Used: The age-old question, “whether to purchase new or pre-owned,” may not be easily answered in today’s market for business aircraft. Here’s why…

Preparing For Federal Tax Challenges (Part 2): Tax Boards are well advised to structure aircraft acquisition and operations with a sharp eye toward what tax auditors want to see... Here’s how you can start...

‘Silly’ Insurance Questions: A thoughtful review of the basics in aviation

insurance makes good sense. No question is trivial when the consequences of a mistake are huge.

The Large Cabin Jet Value Guide: A look at the benefits of Large Cabin Jets, and a listing of values for models built over the last 20 years.

Main Features 46

Aircraft Comparative Analysis - Global 5000: How does the performance of the Global 5000 stand out against the Gulfstream G550?

GAMA Shipment Analysis and Report: Mike Potts considers the latest trends and numbers and places them in the context of where we might be on the scale of an industry recovery.

Plane Sense on Cockpit Avionics 94

Future Regs & Your Cockpit: Get the retrofit right first time – select the panel upgrade that takes future flying regulations into account.

100

Development Never Sleeps: The options for upgrading the panel of just about any airplane (post WWII) are there, and continue to grow.

108

Supporting Your Equipment: After you have upgraded your airplane panel, how much time and resources should you invest in training the flight crew to operate and maintain it?

Regular Features 10 18 38 90 110 120 128

Viewpoint BizAv Round-up Market Indicators Aviation Leadership Roundtable Aircraft Specs & Performance Tables Safety Matters Medium Jet Review 2012 (Part 1)

116

Gold Service: A review of the Olympic Games from the perspectives of the various FBOs who stood braced for increased traffic and handling in late-July/August.

126

Hushkit Comparisons: An independent review of the pros and cons of the two hushkits available for older Gulfstreams – the QS3 and QTA.

Next Month’s Issue

134

Changing With The Times: Duncan’s Tammie Burns discusses the latest

Ten Questions For Ed Bolen

trends and possibilities in the aircraft refurbishment world.

Medium Jets Review (Part 2)

Advertising Enquiries see Page 8

www.AvBuyer.com

WORLD AIRCRAFT SALES MAGAZINE – September 2012

Gil Wolin Sept12_Gil WolinNov06 21/08/2012 10:27 Page 1

VIEWPOINT

Risky Business by Gil Wolin ow many aviation careers were launched during the second half of the last century while the pilot was tethered to his aircraft? Powered by a Cox Thimble Drome Super Bee .049 engine, these methane-fueled model aircraft, tethered to the “pilot” by a control line some fifteen feet long, enabled a young pilot-to-be to take-off, climb and perform a limited range of aerobatics via remote control. Each flight lasted until either the aircraft ran out of fuel, or until the “pilot” became too dizzy to continue spinning at the center of the circle defined by the control line – as was often the case for this “pilot” and his model P-40 War Hawk. While that dizzying experience had little to do with the actual physical sensation of flying, it was instructive in two very important ways:

1. Flight controls are very sensitive and 2. Single pilot operations require complete focus on the “stick and rudder” aspects of flying at all times. Our family “bone yard” (trash barrel) in the garage bore silent testimony to my lapse in concentration when flying the P-40... We’ve come a long way since those days. Radio Controlled (RC) aircraft superseded the tethered model aircraft decades ago, enabling the pilot on the ground to control as many aspects of aircraft operations as there were radio channels in the RC controller: most commonly throttle, rudder and elevators. It wasn’t quite “fly-by-wire” as we know it today, but certainly it was an Unmanned Aerial Vehicle (UAV). Now any risk of mishap in that recreational UAV usually was confined to the model aircraft and its operator – and occasionally a nearby window or passer-by. But that wouldn’t be the case with a full-size commercial UAV, which seems to be on the horizon. And this raises the question: are we headed toward single pilot commercial jet operations? As “stick and rudder” skills today are giving way to “computer and joystick” skills, as

WORLD AIRCRAFT SALES MAGAZINE – September 2012

steam gauges and instruments have been replaced by flat screen representations of aircraft operation and navigation data, only last month, a post on the NBAA Air Mail discussion board mentioned a new device which connects an Apple iPad to flight simulators, allowing pilots to use iPad moving-map apps while flying the simulator. This enables pilots to “fly” simulators with iPads just as they would in the airplane. The post sparked more than two weeks of back-and-forth among experienced aviation managers, chief pilots and consultants, all expressing similar concerns – the computers are wonderful aids to flight operations, but what happens when the crew becomes too dependent on technology, and a malfunction requires refined stick-and-rudder skills, and the ability to “keep the ball centered?” Dave: “Open the pod bay doors, please, HAL. Do you read me? Do you read me, HAL?” HAL: “Affirmative, Dave. I read you.” Dave: “Open the pod bay doors, HAL.” Now that is the way of the world – “floppy discs” stopped being floppy almost twenty years ago, and we are at least three generations of data storage removed from them. But there are no safety risks involved with a malfunctioning flash drive. While reduced pilot workload may indeed improve margins of safety, will the next generation of pilot be prepared to hand-fly the aircraft when things don’t work as advertised?

and MP3) trumped quality (cassette and vinyl). Traditionally aviation has been different – older technology normally coexists with new to provide backup and system redundancy, to improve margins of safety. When ILS came along in the mid-1960s, pilots were expected to be able to fly VOR and/or NDB approaches if problems arose with the ILS ground or aircraft systems. But today, with virtually all student pilots learning with GPS in all-glass cockpit trainers, NDB and other acronyms that have been integral to flying for generations rapidly are becoming footnotes in history books, as are their related panel instruments. Earlier this year President Obama signed a $63.4 billion FAA reauthorization bill which funds efforts to establish a new national navigation system for commercial aircraft – including commercial and civil use of UAVs in US airspace. Will this new aviation technology coexist with the old, long enough to ensure the new higher margins of safety? And will NextGen pilots be trained – and aircraft equipped – to use OldGen systems? From Thimble Drome to “nimble drone”?

HAL: “I'm sorry, Dave. I'm afraid I can't do that.” That’s one reason one aviation manager noted that, while it’s not written into his company’s SOP, their flight operation encourages everyone to hand-fly the aircraft when operating below FL20. The question seems to be, do we completely discard older technology when something new and better comes along? With music storage, even at the sacrifice of some quality (clipped highs and lows), convenience (WAV www.AvBuyer.com

❯ 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

Global Aircraft Brokerage, Acquisitions and Consulting Firm

The Art of the Transaction A successful aircraft transaction is a work of art, requiring decades of experience, discipline and the masterful coordination of a symphony of details. At J. Mesinger Corporate Jet Sales, youâ&#x20AC;&#x2122;ll experience this kind of skillful, hands-on approach at every phase of your transaction. Contact us today to learn how we will most positively affect your bottom line and turn your transaction into a work of art.

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1995 CHALLENGER 604 S/N 5302

NEW TO MARKET

ASKING $7,500,000 | 5850 Hrs TTAF, 2361 Landings

ASKING $7,500,000 | 6480 Hrs TTAF, 4492 Landings, Smart Parts+

1998 CHALLENGER 604 S/N 5385

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

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

TEXT JM5302 TO 727-399-6059 FOR MORE INFORMATION

TEXT JM5385 TO 727-399-6059 FOR MORE INFORMATION

1989 CHALLENGER 601-3A S/N 5050

NEW TO MARKET

ASKING $2,650,000 | 8230 Hrs TTAF, 4429 Landings

ASKING $2,200,000 | 960 Hrs TTAF, 1354 Landings

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

AIRCRAFT FEATURES: One U.S. corporate owner with a large flight department • Beautiful paint & interior • Loaded with options • High service bulletin compliance

2007 CITATION MUSTANG S/N 31

TEXT JM31 TO 727-399-6059 FOR MORE INFORMATION

TEXT JM5050 TO 727-399-6059 FOR MORE INFORMATION

PRICE REDUCED

1990 FALCON 50 S/N 207

PRICE REDUCED

1982 FALCON 50 S/N 83

NOW ASKING $2,850,000 | 7669 Hrs TTAF, 4042 Landings, MSP Gold

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

AIRCRAFT FEATURES: Great paint & interior • APU on MSP • Collins 4 tube EFIS • TCAS II w/ change 7 • Mark V EGPWS • Iridium AirSat 1 SATCOM

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

TEXT JM207 TO 727-399-6059 FOR MORE INFORMATION

TEXT JM83 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

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1997 FALCON 2000 S/N 48

2005 GLOBAL 5000 S/N 9158

ASKING: $8,450,000 | 5788 Hrs TTAF, 2890 Landings, CSP

ASKING $33,500,000 | 1392 Hrs TTAF, 557 Landings

AIRCRAFT FEATURES: HUD • Triple FMS • FDR • Great paint and interior • 10 passenger configuration • Great maintenance history TEXT JM48 TO 727-399-6059 FOR MORE INFORMATION

AIRCRAFT FEATURES: Available with RRCC • Placed in service 2006 • HUD • EVS • SAT 6100 SATCOM • Triple FMS • Direct TV • Increased max take-off weight • Extended range • Batch 2IAC Upgrade • Build 6 avionics TEXT JM9158 TO 727-399-6059 FOR MORE INFORMATION

NEW TO MARKET

2005 GLOBAL XRS S/N 9179

2004 GULFSTREAM G550 S/N 5060

ASKING $38,000,000 | 2472 Hrs TTAF, 738 Landings

ASKING $34,900,000 | 3308 Hrs TTAF, 1835 Landings, RRCC

AIRCRAFT FEATURES: Placed in service 7/2006 • Available with RRCC • Excellent pedigree and condition • Honeywell Primus • 2000 XP avionics system • Head-Up Display • Swift 64 high speed data • Bombardier soundproofing • 13 passenger interior • Forward crew rest area • Crew lav and crew jump seat

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 • 14 Passenger Configuration TEXT JM5060 TO 727-399-6059 FOR MORE INFORMATION

TEXT JM9179 TO 727-399-6059 FOR MORE INFORMATION

WANTED – 2 IMMEDIATE ACQUISITIONS • 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

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BusAviationNewsNew 2_Layout 1 21/08/2012 17:23 Page 1

BizAv Round-Up NEWS IN BRIEF

09.12

CESSNA GRAND CARAVAN EX

Aviation Modifications Leaders developed and released its uniquely-engineered plug-and-play routers for business jets that are claimed to increase Internet speeds by 200-300%, yielding reduced operational cost of Satcom SwiftBroadband (SBB) service. The unit sends and receives data with integrated compression and acceleration services that facilitates faster data throughput and greater system flexibility. The unit is compact and fully portable. / More from www.aviationmodificationleaders.com

CESSNA’S GRAND EX

Bell Helicopter in partnership with Cessna Aircraft Company has opened a new regional service center at Seletar Aerospace Park in Singapore. The new facility offers customers a one-stop-shop for repair, completion, fulfilment, maintenance and customisation solutions for Bell and Cessna products. / More from www.bellhelicopter.com

Conklin & de Decker has released its innovative LIFE CYCLE COST 2012 Volume II. LIFE CYCLE COST provides aircraft owners, operators, flight department managers and aircraft consultants with extensive ownership and operating cost data for more than 400 jets, turboprops, helicopters and piston aircraft. / More from www.conklindd.com

The latest innovation in the Cessna Caravan product line, the Grand Caravan EX will offer increased horsepower, improving the aircraft’s performance in current mission profiles and allowing for missions to extend into regions of the world with higher altitudes and higher temperatures. Powered by the new Pratt & Whitney Canada PT6A-140 engine, the available power in the Grand Caravan EX increases almost 25%, from 675 HP to 867 HP. This improvement boosts the aircraft’s performance, including a 350 foot reduction in take-off roll, a 20% improvement in the rate of climb, and a 10-12 knot cruise speed improvement over average. For the first time since

the Grand Caravan was introduced in 1994, the Grand Caravan EX can be modified for amphibious missions with floats provided by Wipaire, Inc. The avionics suite will remain as the proven Garmin G1000 and the executive “Oasis” interior will also be available for the EX, and exterior lights are being moved to longer-life LEDs. Entry into service for the Grand Caravan EX is expected to be in the fourth quarter 2012.

VALENCIA OPENING FOR CESSNA Cessna Aircraft is planning customer festivities on September 17 to mark the grand opening of its new company-owned Citation Service Center at Valencia Airport, Manises, Spain. Offering approxi-

mately 62,400 square feet of hangar space and 38,000 square feet of office and administration space, the center will provide full line and base maintenance, warranty work, paint, small modifications and mobile support teams. “Cessna’s Valencia Service Center will meet the increasing demand from a growing number of Citation owners and operators in the region and their ranks are expected to get larger in the years ahead,” said Marcelo Casenove, Cessna manager of Customer Solutions. “…Valencia Airport is convenient to many cities popular with European and Northern Africa Citation operators.” / More information from www.cessna.com

▼

Embraer’s first Legacy 450 part has been milled, ushering in the beginning of fabrication. A component of the forward fuselage, the part was milled from a block of aluminum alloy by a five-axis, high-performance machining center. Meanwhile the Legacy 650 High Altitude Landing and Takeoff Operation (HALTO) was certified by Agência Nacional de Aviação Civil (ANAC) in Brazil, affording an increased operating envelope for the large-category business aircraft.

25% POWER INCREASE FOR CESSNA’S WORKHORSE 

WORLD AIRCRAFT SALES MAGAZINE – September 2012

www.AvBuyer.com

continued on page 26 Aircraft Index see Page 4

Jeteffect Inventory September 21/08/2012 16:15 Page 1

EXCLUSIVELY OFFERED

LOS ANGELES 562.989.8800

DALLAS 214.451.6953

PALM BEACH 561.747.2223

SAVANNAH 912.330.8797

Year

Model

Serial No.

1988

Astra 1125

012

1983

Challenger 601-1A

3010

1995

Citation Jet

525-0122

1997

Citation Jet

525-0198

1998

Citation Jet

525-0243

2008

Citation CJ3

525B-0263

1994

Citation V

560-0252

2005

Citation Sovereign

680-0015

1995

Falcon 900B

153

2003

Global Express

9085

2001

Gulfstream G200

015

1987

Gulfstream GIV

1006

1988

Gulfstream GIV

1057

2000

Gulfstream GIV/SP

1433

2004

Hawker 400XP

RK-370

1997

Hawker 800XP

258313

1999

King Air 350

FL-226

2006

Lancair LIV

566

1981

Learjet 35A

392

1999

Learjet 45

052

1996

Learjet 60

085

2002

Learjet 60

244

2007

Learjet 60XR

320

2002

Piaggio Avanti P180

1050

1996

Pilatus PC-12/45

156

1994

Sikorsky S-76B

760416

Avjet September 20/08/2012 15:48 Page 1

SERIAL NUMBER 4044 AIRFRAME Total Time: 1,965.1 hours • Landings: 857 ENGINES Rolls Royce TA Y611-8C

Serial Number Total Time Total Cycles Ten Year Calendar Due

Engine #1 85094 1,935 hours 842 2016

Engine #2 85095 1,935.8 hours 843 2016

APU Honeywell GTC P36-150 S/N P-168, 1,449 TT , 1,750 Cycles. Honeywell MSP. Serial Number 4044 entails an extensive options list which includes: • Honeywell Primus Epic Cockpit – Certified “F” Foxtrot • Low total time • Gulfstream Broadband Multilink (BBML ) • 14 passenger interior/Aft Galley Configuration

Avjet September 20/08/2012 15:48 Page 2

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

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

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

AV VJET T.COM

Avjet September 20/08/2012 15:49 Page 3

A Unique 50% Ownership Opportunity With No Cash Down

987 GU

Avjet is pleased to offer 50% ownership of one of the greatest business jets ever made, the Gulfstream IV. This aircraft is expertly managed and operated by Avjet. This is a turn-key VIP air travel solution that leverages all the benefits of private jet ownership without the complexities of staffing a flight department. U 50% ownership opportunity for potentially no cash down! U Partner will pay value difference in loan to fair market value.

U Buyer must assume an existing loan. U Aircraft presently generates almost $2,000,000 per year in charter revenue.

To learn more about this unique opportunity contact us at: sales@avjet.com

+1 (818) 841-6190

AVJET.COM

Avjet September 20/08/2012 15:50 Page 4

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

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

AV VJET T.COM

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

O'Gara September 21/08/2012 15:32 Page 1

O'Gara September 21/08/2012 15:33 Page 2

BusAviationNewsNew 2_Layout 1 21/08/2012 17:24 Page 2

BizAv Round-Up Certifications from the European Aviation Safety Agency (EASA) in Europe and the Federal Aviation Administration (FAA) in the U.S. are expected shortly. The Legacy 650 will now be able to serve airports located at altitudes up to 13,800 feet. / More from www.embraerexecutiveJets.com

Gulfstream made delivery of the 600th Gulfstream business jet aircraft equipped with the innovative PlaneView cockpit, achieving the milestone just nine years after the flight deck was first delivered. Additionally, the company has installed more than 250 synthetic vision systems and enhanced navigation systems. / More from www.gulfstream.com

its Technical Publications and Customer Support Directory are now available in the Apple App Store. Both applications will further enhance the GCS network by providing world-class customer service and support at the customer’s fingertips. / More from www.hawkerbeechcraft.com

JetCorp Technical Services started work on the latest in its series of executive conversions of the Bombardier CRJ-200 regional airliner. The airplane will be transformed into an ExecLiner executive VIP configuration destined for a private Indonesian client. This is the first ExecLiner to be readied for Indonesia, and during the conversion process Flying Colours will work closely with the client and Bombardier to achieve Indonesian type certification for the aircraft, which will be transformed from its high-density regional jet layout to an executive jet featuring a 22-seat configuration. / More from www.jetcorp.com

NBAA membership has topped 9,000 companies, a new record reflecting a growth rate of 25 percent in recent years. NBAA was established in 1947 with 19 charter Members. Today, the Association represents a diverse composite of 9,103 companies. / More from www.NBAA.org

Pacific Aerospace, manufacturer of the P-750 XSTOL, has appointed Xi'an Yanliang National Aviation Hi-tech Industrial Base (CAIB) as its partner and exclusive sales representative for the P-750 XSTOL in China as it seeks to break into the growing Chinese market. Under the deal, CAIB has ordered five of the short take-off and landing, single-engined P-750 XSTOL aircraft. / More from www.aerospace.co.nz

WORLD AIRCRAFT SALES MAGAZINE – September 2012

FIFTH FLYING COLOURS GLOBAL EXPRESS LATEST COMPLETION REITERATES ASIAN INTEREST IN SERVICES  Flying Colours Corp. completed and delivered its first Global Express refurbishment and maintenance project for a Malaysian customer recently. It is the fifth Global Express refurbishment project Flying Colours has completed in the last twelve months and reflects the company’s developing focus on this aircraft type. The latest project, reinforces the continued interest in Flying Colours’

services from the Asian market. The completed interior underwent a full refurbishment of all interior soft goods, woodwork, and numerous IFE upgrades which focused on modernizing the aircraft with iPad holders, and a Honeywell iPod dock. A particularly unique element of the refurbishment was the modification of the aft cabin to enable the installation of a permanent custom-

made bed in the aft cabin, located opposite two new single seats and next to a customized side-ledge. This was the first time such a modification was undertaken by Flying Colours on a Global Express and was accomplished under a new STC which will be validated by the Malaysian authorities. / More information from www.flyingcolourscorp.com

Rizon Jet was granted a number of new approvals, allowing it to increase the range of services it offers to its international clients. The Bermuda Department of Civil Aviation has granted approval to Rizon Jet’s Doha facility, allowing both the company’s bases in the Middle East and London Biggin Hill Airport the ability to maintain and repair Bermuda-registered aircraft under an AMO Certificate.

difference between the hours the owner flies each year and the maximum hours they have set for their plane. With TWC RevenueMax, at the beginning of each month a client commits to a certain number of days to make their aircraft available for charter. TWC then generates guaranteed charter revenue on the dates the owner has selected. The rest of their schedule is open to fly whenever they wish.

/ More from www.rizonjet.com

/ More from www.twcaviation.com

TWC Aviation announced two guaranteed charter revenue solutions for aircraft owners who wish to reduce their operating costs while their aircraft is idle. With its TWC RevenueFlex, if a client’s aircraft is underutilized, TWC Aviation will make up the

Universal Avionics will open a new European satellite sales office, strategically located in London, UK to support the region’s growing avionics sales activity. The office is slated to open this month.

www.AvBuyer.com

/ More from www.uasc.com

▼

Hawker Beechcraft Global Customer Support (GCS) announced

continued on page 32 Aircraft Index see Page 4

Bristol Associates September 20/08/2012 17:38 Page 1

Acquisitions * Appraisals * Consulting * Remarketing Challenger 605 sn 5711

Gulfstream IV sn 1124

Price Reduced

Gulfstream V sn 627

Price Reduced

New to Market! Boeing BBJ sn 30496

Boeing 757 sn 29306

Price Reduced

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

Freestream L/H page Sept 23/08/2012 12:20 Page 1

FREESTREAM AIRCRAFT LIMITED SALES & ACQUISITIONS

Boeing BBJ/28579

Boeing BBJ/29273

Boeing BBJ/30076

Boeing BBJ/36714

Falcon 900EXy Serial Number 181 • Airframe: 2490.3 Hours • Landings: 949 Global XRS/9195 • Engines on Trend Monitoring Program • Engine on Honeywell MSP Gold Program • Fresh Engine MPI's • APU on Honeywell MSP Gold Program • Honeywell Primus Epic EASy 4-tube • Honeywell "EASy" Communications Management Function (CMF) Gulfstream G450 2Q 2012 • Triple Honeywell FMS • EGPWS w/Windshear • Thrane & Thrane Aero HSD+ SATCOM w/EMS Antenna • Airshow 410 Cabin Display System • 14 passenger interior • Fwd & Aft lavatories Hawker 850XP/258812

Gulfstream G550/5025

Gulfstream GV/512

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 R/H page Sept 23/08/2012 12:21 Page 1

FREESTREAM AIRCRAFT LIMITED SALES & ACQUISITIONS

Boeing BBJ/28579

Boeing BBJ/29273

Boeing BBJ/30076

Boeing BBJ/36714

Global XRS/9195

Hawker 850XP/258812

Gulfstream G450 2Q 2012

Gulfstream GV/512

Challenger 850ER/8051

Challenger 605/5704

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

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

Falcon

Challenger

2011 Falcon 7X | 111

Citation Excel

1985 Challenger 601-1A | 3044

Citation XLS+

2002 Citation Excel | 560-5288

Citation Ultra

2009 Citation XLS+ | 560-5060

Citation S11

1996 Citation Ultra | 560-0366

Citation 11

1985 Citation SII | S550-0041

Citation 11

1994 Citation II | 550-0732

Citation CJ3

1979 Citation II | 550-0047

Citation 1SP

2006 Citation CJ3 | 525B-0073

1981 Citation ISP | 501-0229 Also Available: 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

Beechjet

1995 Beechjet 400A | RK-107

King Air B200

Also Available: 31A-086

1992 Beechjet 400A | RK-36

King Air 200

1983 King Air B200 | BB-1140

King Air 200

1979 King Air 200 | BB-545

King Air E90

1976 King Air 200 | BB-169

Conquest

1976 King Air E90 | LW-186

Meridian

1980 Conquest II | 441-0116

2008 Piper Meridian | 4697324

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

BusAviationNewsNew 2_Layout 1 22/08/2012 12:26 Page 3

BizAv Arrivals Scott Fera – moves to senior vice president, marketing at FlightSafety International. Fera has served FlightSafety’s customers in sales and marketing since joining the company in 1979. He has held a number of positions with increasing responsibility since then including regional marketing manager, regional marketing director, national sales manager, managing director, worldwide sales, vice president, sales and most recently vice president, marketing.

NBAA: REGIONAL FORUM Sept 20 Seattle, WA, USA / www.nbaa.org

AIRCRAFT INTERIORS EXPO Sept 25 – 27 Seattle, WA, USA` / www.reedexpo.co.uk

Dan Henchal - Signature TechnicAir has appointed Henchal as director of maintenance for its facilities at Charles B Wheeler Airport (Kansas City, Mo) and at New Century Air Center Airport (Olathe, Kan).

Craig Lammiman – has been appointed vice president of aircraft sales on behalf of Freestream Aircraft Limited, a leading player in the field of pre-owned Business aircraft. In his new position, Lammiman will be responsible for overseeing fixed wing and rotary aircraft sales. Before joining Freestream, Lammiman worked at PremiAir Global, an independent aircraft sales and brokerage firm.

Andi Pargeter – is the new managing

INTERNATIONAL AIRPORT EXPO Sept 25 – 27 Las Vegas, NV, USA / www.iaema.org

INTER AIRPORT CHINA Sept 26 – 28 Beijing, China / www.interairportchina.com

JETEXPO Sept 27 – 29 Moscow, Russia

ANDI PARGETER

SAFETY STANDDOWN-USA Oct 8 - 11 Wichita, Kansas, USA / www.safetystanddown.com

director at London Oxford Airport. She replaces former MD, Chris Orphanou, who, after 18 months at Oxford, is moving on to pursue new opportunities.

AOPA AVIATION SUMMIT Oct 11 – 13 Palm Springs, CA, USA / www.aopa.org

Jeremy Prost a veteran of aviation in China, has been named by Piper Aircraft as the company's sales manager for Asia. With a focus on developing Piper sales in China, Prost will be based in Beijing and report to Piper director of global fleet sales Chuck Glass.

Tom Roche - formerly StandardAero’s vice president, turboprops and fleets, has been selected for the position of vice president, customer support. This new position establishes a dedicated senior leadership role, focusing solely on corporate-wide service quality.

NBAA: MEETING & CONVENTION Oct 30 – Nov 1 Orlando, FL, USA / www.nbaa.org

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

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

BizAv Events

/ www.meba.aero

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

INDIAN BUSINESS AVIATION EXPO Feb 19 – 20 Delhi, India / www.miuevents.com

AVIONICS EUROPE Feb 20 - 21 Munich, Germany / www.avionics-event.com

/ www.jetexpo.ru CRAIG LAMMIMAN

MEBA 2012 MIDDLE EAST BUSINESS AVIATION Dec 11 –13 Dubai, UAE

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

AEROMART TOULOUSE Dec 4 – 6 Toulouse, France

AUSTRALIAN INT’L AIRSHOW – AVALON Feb 26 – Mar 3 Geelong, Victoria, Australia / www.airshow.net.au

HAI HELI-EXPO Mar 4 - 7 Las Vegas, NV, USA / www.rotor.com/heliexpo

NBAA: INTERNATIONAL OPERATORS CONFERENCE Mar 4 – 7 San Diego, CA, USA / www.nbaa.org

ABU DHABI AIR EXPO Mar 5 - 7 Abu Dhabi, UAE / www.adairexpo.com

CYGNUS AVIATION EXPO Mar 12 - 14 Las Vegas, NV, USA / www.cygnusaviationexpo.com

BUSINESS AIRPORT WORLD EXPO Mar 19 –21 Farnborough, UK / www.businessairportworldexpo.com

ASIAN BUSINESS AVIATION Mar 19 – 21 Hong Kong / www.reedexpo.co.uk

/ www.bciaerospace.com

CIBAS (BEIJING INT’L BUSINESS AVIATION SHOW) Sept 4 – 7 Beijing, China / www.cibas-beijing.com

BUSINESS AIRCRAFT EUROPE (BAE) Sept 12 – 13 London Biggin Hill Airport, UK / www.miuevents.com

ILA BERLIN AIRSHOW Sept 11 – 16 Berlin, Germany

BUSINESS & GENERAL AVIATION DAY (BGAD) Sept 18 Cambridge, UK

/ www.ila-berlin.de

/ www.bgad.aero

WORLD AIRCRAFT SALES MAGAZINE – September 2012

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

www.AvBuyer.com

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

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

avbuyer.com/dealers continued on page 38 Aircraft Index see Page 4

Eagle August 25/07/2012 09:48 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

1997 CITATION JET, S/N 525-0206

2002 CJ2, S/N 525A-0064

1982 CITATION II, S/N 550-0416

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

1981 CONQUEST I, S/N 425-0140

2006 MALIBU MIRAGE, S/N 4636394

2008 CESSNA T206H STATIONAIR, S/N T20608805

2007 CIRRUS SR22, S/N 2470

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

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

Boutsen September 20/08/2012 16:31 Page 1

Boutsen September 20/08/2012 16:35 Page 2

Project1 28/08/2012 11:08 Page 1

Project1 28/08/2012 11:10 Page 1

BusAviationNewsNew 2_Layout 1 21/08/2012 17:25 Page 4

Market Indicators Brifo View

/ More from www.BRiFO.com

JETNET View JETNET has released its June 2012 and YTD results for the pre-owned Business Jet, Business Turboprop and Helicopter Markets. Highlighted in the Table below are key worldwide trends across all aircraft market segments comparing June 2012 to June 2011. The “Fleet For Sale” percentages for all market sectors were down in the June comparisons. Business Jet sale transactions increased (4.9%) YTD ending June 2012 compared to 2011 and they are selling in less time (14 fewer days), as shown in the Worldwide Trends in our table. Business Turboprops also showed a small improvement at 0.2%, whereas Turbine and Piston helicopters saw double-digit declines in YTD sale transactions, at -14.2% and -12.1% respectively. The Business Jet average asking price increased 4.9% for the 2012 YTD comparison to the same period in 2011. The real U.S. gross domestic product increased at an annual rate of 1.5% from the first quarter 2012 to the second quarter, according to the “advance” estimate released by the Bureau of Eco-

nomic Analysis. In the first quarter, real GDP increased 2.0%, up from the 1.9% reported last month. The Bureau emphasized that the second-quarter advance estimate is based on source data that are incomplete, or subject to further revision by the source agency. The “second” estimate for the second quarter, based on more complete data, would be released on August 29, 2012. The report showed the economy grew for the 12th straight quarter. However, the weaker growth adds to worries that the economy could be stalling three years after the recession ended. The 1.5% growth rate in the second quarter was the weakest since the economy, as measured by the gross domestic product, expanded at a 1.3% rate in the third quarter last year. Expectations for the remainder of 2012 remain cautiously positive, and it is hoped that the YTD 4.9% growth rate in Business Jet retail transactions can be sustained throughout the remainder of this year. / More from www.jetnet.com

WORLDWIDE TRENDS Business Aircraft

JUNE

Helicopters

Jets

Turbos

Turbine

Piston

For Sale

2,518

1,200

1,148

545

Fleet % For Sale 2012

13.5%

8.9%

6.2%

5.9%

Fleet % For Sale 2011

13.8%

10.2%

6.6%

6.7%

% Change For Sale

(-0.3)pt

(-1.3)pt

(-0.4)pt

(-0.8)pt

January to June 2012 Full Sale Transactions

1,084

666

599

456

Avg. Days on Market

366

334

435

374

$1.239

$1.413

$221

Avg. Asking Price - $USD M $4.620

YTD January to June 2012 vs 2011 Change - Transactions Change - Days on Market Change - Asking Price

4.9%

0.2%

-14.2%

-12.1%

-14

4.9%

-2.4%

9.7%

-0.9%

▼

With the European General Aviation markets essentially stagnant and the Asian markets evidently running out of steam, hopeful eyes turn toward Latin America. Aviation consultant Brian Foley believe this region will continue to play a key role in sustaining what has been a very troubled industry, hopefully until the US market regains its strength. Comparing recent trends in non-US markets, Foley points out that traditionally strong markets in Europe and the Middle East have seen consistent yearly decreases in their business jet fleets while those in South and Central America have steadily gained. According to JETNET, that region's fleet has grown by 10% in the last year (almost 200 units), bringing its total fleet size up to 2,100. What made up this increase? Interestingly, it was the smallest and the largest jets that gained the most. The under-10,000pound models like Cessna's Mustang and Embraer's Phenom 100 increased their numbers by 20%. And the over-35,000pound jets, including the larger Falcons, Gulfstreams, Bombardiers and converted airliners, almost matched this with 17% growth. Historically, light and medium jets have dominated the Latin American market, but they recorded much slower growth last year (under 10%). “This is in line with what we’ve been hearing from manufacturers,” Foley said. “New-aircraft sales in these classes seem tepid everywhere. It's a classic case of muddle in the middle, with all the action happening here at the top and bottom ends.” Aircraft imported into Latin America represent a healthy mix of new and pre-owned, Foley said. As for regional market shifts, his field sources see Brazil moderating somewhat while Mexico is coming back following elections. “This is a strong professional community with a lot of savvy buyers. If buying pre-owned, they have the foresight to act when prices are low. If buying new, they shrewdly find and use negotiating leverage." Foley holds that the Latin American market has been underappreciated. "It currently accounts for 10% of all the world's business jets, and it operates on a somewhat different economic cycle. Were it not for the steady activity the region has provided, especially during this recent downturn, our manufacturers would be in even direr straits today."

WORLD AIRCRAFT SALES MAGAZINE – September 2012

www.AvBuyer.com

continued on page 42 Aircraft Index see Page 4

Lynn Beaudry | +1 912 965 4000 | lynn.beaudry@gulfstream.com

Gulfstream G450 s/n 4030: $24,950,000

Gulfstream G450 s/n 4039: $24,250,000

Gulfstream G550, s/n 5086: $36,950,000

Gulfstream G550 s/n 5146: $38,950,000

Gulfstream GV s/n 518: FOR LEASE

Gulfstream GV s/n 662: $27,995,000

Gulfstream G150 s/n 252: $8,950,000

Gulfstream G200 s/n 007: $6,150,000

Gulfstream G200 s/n 036: $6,750,000

Gulfstream G200 s/n 233: $13,900,000

Gulfstream GIV SP s/n 1453: $16,500,000

Gulfstream GV s/n 634: $23,000,000

The World Standard速

AVbuyer_spTemplate_2.indd 1

www.GulfstreamPreOwned.com

8/21/12 7:06 AM

JetBrokers September 20/08/2012 17:40 Page 1

2008 Gulfstream G200, S/N 213, 619 TT, SATCOM, Recent 3C Check, Honeywell FDR, Ext Lav Service, Asking $11,500,000.00

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

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

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, Asking $6,200,000.00

2004 Hawker 800XP, S/N 258674, 3052 TT, MSP Gold, Support Plus, Delivered with Fresh G Check, JAR Ops, TCAS II, CAMP, 8 pax interior, Asking $4,495,000.00

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, Asking $3,200,000.00

2001 Hawker 800XP, S/N 258503, 3159.7 TT, Engines/APU on MSP, TCAS II, TAWS-A, Dual NZ-2000’s, L/R Oxygen, Honeywell EFIS, Asking $2.995,000.00

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 Beechcraft Premier I, S/N RB-48 Beechjet 400, S/N RJ-47 Citation III, S/N 650-0164 Citation V, S/N 560-0059 Citation Bravo, S/N 550B-0871 Citation II/SP, S/N 551-0039

Citation II, S/N 550-0326 Citation II, S/N 550-0216 Citation II, S/N 550-0127 Citation II, S/N 550-0094 Citation II, S/N 550-0082 Citation CJ2, S/N 525A-0016 Falcon 20C-5BR, S/N 142

Hawker 700A, S/N 257010 Learjet 35A, S/N 138 Sabreliner 65, S/N 465-67 King Air 200, S/N BB-48 Socata TBM700C1, S/N 244 Socata TBM700B, S/N 232 Socata TBM700B, S/N 193

JetBrokers September 20/08/2012 17:41 Page 2

2005 Hawker 400XP, S/N RK-411, 615 TT, Garmin GMX-200 MFD, XM Weather, Sat Phone, Like New, Airshow, Freon, One Owner, Asking $2,795,000.00

1983 Challenger 601-1A, S/N 3013, 11,579 TT, Engines on GE On-Point, Landing Gear O/Hed 3/12, 60 M/CPCP c/w 11/11, APU on MSP, Asking $2,795,000.00

1999 Citation Bravo, S/N 550B-0891, 5452 TT, On Power Advantage Plus and Pro Parts, Freon Air, Phase 5 c/w 5/10, Belted Potty, Asking $1,850,000.00

1982 Citation Stallion, S/N 501-0317, 3494 TT, 502 TSN on Williams -2A engines, Avidyne EX5000 MFD, Dual GNS-430’s, Meggitt Engine Inst., Asking $2,150,000.00

1977 King Air 200XPR Blackhawk, S/N BB-226, 7678 TT, 1193 TSN on -61 Engines!, Dual Garmin 430W, Skywatch, Raisbeck Performance Mods, Asking $1,595,000.00

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

2010 King Air 350i, S/N FL-689, 450 TT, Venue Cabin Mgmt – Aircell Axxess II, TCAS 2, Hi-def Video Displays, L3 ESIS, Asking $6,350,000.00

2008 King Air C90GTi, S/N LJ-1902, 1356 TT, Pro-line 21 w/ IFIS, One Owner, Engine Fire Ext., Skywatch, Asking $2,500,000.00

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

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

Email: jetbroker@jetbrokers.com

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

Web: www.jetbrokers.com

BusAviationNewsNew 2_Layout 1 21/08/2012 16:15 Page 5

Market Indicators LEARJET 85 ANTICIPATED TO BRING A LOT OF NEW CUSTOMERS

time to write off the metrics of corporate profits and used aircraft inventory, the key to understanding the market is integrally linked to manufacturers’ product lines and strategies.

DELIVERIES

RECOVERY ELUSIVE IN BUSINESS JET INDUSTRY  (As reported by The Wichita Eagle’s Molly McMillin) Under traditional industry wisdom, recovery in the business jet market should be well under way by now. There’s typically a 24month lag period between economic recovery and a positive impact on business jet demand. But the lag time has come and gone and a full-blown recovery has yet to take shape. So what’s going on? A number of things, says aerospace forecaster George Tsopeis, vice president of operations of Zenith Jet, a Quebec-based aviation services business. “It is our view that we are experiencing a ‘new normal’ in terms of the recovery, which is in effect challenging some of the very basic tenets of our industry.” There’s been a disparate market in the narrow-body and wide-body business jet segments. The assumption has been that manufacturers building wide-body jets have recovered, while narrow-body jet makers are still feeling the residual effects of the downturn. To an extent, that’s true, Tsopeis said. But, while the recession of 2008 and 2009 hit every business aircraft manufacturer, their recoveries have more to do with the competitiveness of their product lines and less with their focus on wide- or narrow-body airplanes, he added. Corporate profits and the number of used jets on the market have long been key indicators of new business jet sales. Some think business jet recovery has been elusive because corporations have derived profits through cost cutting and not by growing revenues. But that’s just part of the story, 42

WORLD AIRCRAFT SALES MAGAZINE – September 2012

Tsopeis said. “It is our view that a huge segment of the narrow-body customer base that emerged during the last Business Aviation bull-run, has effectively retracted from the market.” The reasons are many. High net worth individuals, primarily those who were new to aviation during the last upturn - such as surgeons, CEOs, successful entrepreneurs, private equity types and others, took a hit to their net worth in the downturn, found unattractive financing terms or lost their appetite for ownership, Tsopeis outlined. “Whatever the reason, the point is that they have since left and have not returned.” Some industry watchers see it as a positive sign for Business Aviation that corporations have been hanging on to cash. But, “we should not be giddy with the fact that companies are ripe with cash,” Tsopeis warned. Instead of buying business jets, they have other ways to deploy the money, such as acquisitions, stock repurchase plans or redistribution to shareholders. In addition to corporate profits, the industry keeps tabs on the number of used aircraft up for sale. “We regularly read how industry watchers claim that ‘we’re still xpercentage points above normal inventory levels,’ ” he said. But today, demand is greater from international markets, where buyers prefer new planes. Those customers tend not to be interested in getting a great deal on a used airplane. That means that the current state of the used market may be as good as it gets, Tsopeis said. While it’s not www.AvBuyer.com

BOMBARDIER: Overall, Bombardier is one of the best manufacturers in terms of its product lines, Tsopeis outlined. They have mature programs that help with improved margins and products attractive to emerging markets. The Learjet line is on good footing. Upgrading the 40 and 45 to the 70 and 75 allows the company to keep the traditional Learjet customer base. “I think the star is going to be the Learjet 85,” he predicted. “I think it’s going to bring a lot of new customers into Learjet.” The performance envelope of the Learjet 85 is at the high end for a traditional midsize aircraft.

CESSNA: Within the past year, Cessna has announced a number of new products (M2, Latitude and Longitude). Those will be easy programs for Cessna to deliver. “They’re relying on a tried and true formula, which is incremental upgrades that are technologically very doable,” Tsopeis added. Every business jet program in every category is on solid footing, he said. “I think they’re in good shape.” The only question is what Cessna plans to do with its Citation XLS+, and whether it will incrementally upgrade it or develop a new design. With Learjet developing the Learjet 75, “it ups the ante on Cessna to come up with continued on page 44 Aircraft Index see Page 4

▼

ZENITH JET VIEW

In a forecast he just released, Tsopeis predicts plane makers will deliver 736 business jets this year. That number is predicted to grow at 17 percent a year through 2016, when demand will peak. Tsopeis projects a slowdown in 2017, but a slowdown that’s softer than the downturn that began in late 2008. He projects deliveries for the 10-year period from 2012 to 2021 to total 10,377 planes, with $265 billion in revenues, based on 2012 pricing. Cessna is expected to lead in market share with 27.5 percent, while Bombardier will lead in revenue with 29.3 percent over the 10-year period. The forecast predicts demand for 3,244 light jets, 3,264 medium jets, 3,557 large jets and 312 airliners converted to business aircraft. The years 2015 to 2017 represent the largest three-year cluster for new program activity, the forecast said. Here’s what Tsopeis sees for Wichita’s manufacturers.

Charlie Bravo September 20/08/2012 16:52 Page 1

2007 Legacy 600 S/N 14500998, 2379 Hours

2010 Phenom 100 S/N 147, 265.8 Hours Hours,, EAS EASA SA C Configured onfigured

2003 Citation CJ1 S/N 525-0510, 3000TT

1983 GIII S/N 391, 11,483 TT, T T, 6332 Cycles, Cycles, G-CMP, G-CMP P, 10 Pax Pax Executive Executive Configuration Configuration

Also AAvailable vailable 2007 Legacy Legacy 600 2001 Citation Citation C CJ2 J2 1999 Citation Citation X

1998 LLearjet earjet 60 1998 Cessna Cessna Citation Citation Jet 1990 King King Air Air B200

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SSALE SA SALES AALE AL LESS AND LES LE AAN ND N D ACQUISITIONS AAC ACQ ACQU CQ CQU QUISI QU QUI UIS ISSIT ISI ISIT SIT ITI TIO IO ON NSS N

BusAviationNewsNew 2_Layout 1 21/08/2012 16:16 Page 6

Market Indicators something new - or at least newer,” Tsopeis remarked. “That’s a huge money-maker for them, and they need to address it.” But the company is taking the approach to do upgrades and derivative products, “so maybe a new wing and Garmin flight deck might just do it.”

HAWKER BEECHCRAFT: It’s too soon to say whether Hawker Beechcraft will emerge from Chapter 11 bankruptcy as a stand-alone company, or sell to Superior Aviation Beijing or another party. As a stand-alone company, it has the opportunity to emerge as the world’s leading turboprop manufacturer, Tsopeis said. That would do justice to its King Air and Beechcraft lines. To do that, the company would have to shutter its Business Aviation programs, he said. The company has entered into an exclusivity arrangement with Superior Aviation Beijing to explore a potential sale of the company for $1.79 billion. It would not include the defense business. The deal with Superior is far from done, but it does require Superior to fund operations during the 45-day exclusivity period. That leads Tsopeis to believe the further into the time period the parties go, the more likely a deal will get done. A sale is a good opportunity or attempt at keeping the company largely intact. “I think it would be a very good scenario,” Tsopeis stated. “Is it the best scenario? No. We all would like somebody from North America to step up and buy the company. But I don’t think that’s going to happen.” With Superior, there surely will be some pull of the production line back to China. Still, Tsopeis said, “I think the Chinese are interested in learning about the industry more than they are moving a production line from Wichita where you have generations of aerospace workers and that expertise. To forego that and move it to China and reset all those learning curves on those difficult programs doesn’t make sense.” / More from: mmcmillin@wichitaeagle.com and www.zenithjet.com. Read more at http://www.kansas.com/2012/08/02/2431835/ recovery-elusive-in-business-jet.html# storylink=cpy

Argus View July 2012 TRAQPak data shows business aircraft activity by and large flat month-over-month and year-over-year. July 2012 business aircraft flight activity recorded a slight decrease, down 1.1% from June 2012. The results by operational category were mostly down from the previous month with the exception of fractional activity which posted a month-over-month increase of 3.3%. Part 91 and Part 135 flight activity finished the month down 2.4% and 1.0% respectively. Aircraft category results were mixed for the period with small cabin jets and turboprops

posting a positive month, up 1.2% and 0.4% respectively. Midsize and large cabin jet activity finished the month down -3.1% and 5.5%. Looking at individual market segments the fractional turboprop sector posted the highest month-over-month increase, up 5.8%, Part 91 large cabin jets saw the largest decrease, down -9.7%. Reviewing year-overyear activity (July 2012 vs. July 2011) revealed a slight increase in business aircraft flights up 0.6%. Results by operational category indicate that Part 91 activity for the period finished up 3.9%. The Part 135 and

fractional markets both posted year-over-year decreases, down -1.9% and -6.0% respectively. Activity by aircraft category showed turboprop and small cabin jet sectors increased 3.6% and 1.3% in that order. Large cabin jets finished the time period down 1.9%, followed by midsize cabin jets which finished down -2.8%. Looking at individual market segments the Part 91 small cabin sector posted the largest single increase up 5.9%, with the small cabin fractional market showing the largest decline, down -12.4%. / More from www.aviationresearch.com

Business Aircraft Activity July 2012 vs. June 2012

TRAQPak Part 91

Turbo Prop Small Cabin Jet

Part 135 Fractional

All

0.4%

-0.1%

0.2%

5.8%

-1.1%

1.3%

0.9%

1.2%

Mid-Size Cabin Jet

-5.4%

-6.9%

3.9%

-3.1%

Large Cabin Jet

-9.7%

3.0%

-0.8%

-5.5%

All Aircraft Combined

-2.4%

-1.0%

3.3%

-1.1%

Business Aircraft Activity July 2012 vs. July 2011

TRAQPak Part 91

Part 135 Fractional

All

4.9%

2.7%

-2.1%

3.6%

Small Cabin Jet

5.9%

-1.9%

-12.4%

1.3%

Mid-Size Cabin Jet

5.3%

-10.4%

-6.7%

-2.8%

Large Cabin Jet

-4.5%

2.6%

1.6%

-1.9%

All Aircraft Combined

3.9%

-1.9%

-6.0%

0.6%

Turbo Prop

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

avbuyer.com/dealers 44

WORLD AIRCRAFT SALES MAGAZINE – September 2012

www.AvBuyer.com

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

AirCompAnalysisSept12_ACAn 21/08/2012 16:59 Page 1

AIRCRAFT COMPARATIVE ANALYSIS BOMBARDIER GLOBAL 5000

GULFSTREAM G550

GLOBAL 5000

Bombardier Global 5000 by Michael Chase n this month’s Aircraft Comparative Analysis, we’ll provide information on preowned ultra-long-range, large cabin business jets in the $48mplus-range for the purpose of valuing the Bombardier Global 5000 aircraft. Just how important is having the largest cabin aircraft in the ultra-long-range jet market? This is one question that we’ll seek to answer. The current New/Used percentage split for the Global 5000 is 56% ‘New’ and 44% ‘Pre-Owned’ according to JETNET’s records.

WORLD AIRCRAFT SALES MAGAZINE – September 2012

There are currently 116 Global 5000 aircraft in operation around the world with 115 being wholly-owned. The one remaining aircraft is in a shared ownership arrangement. There are no fractionally owned Global 5000 aircraft in operation. We’ll consider the usual productivity parameters - payload/range, speed and cabin size - and cover current and future market values, comparing Bombardier’s Global 5000 and the Gulfstream G550 aircraft. Both of these aircraft models began delivering in 2003. www.AvBuyer.com

BRIEF HISTORY The Global 5000 traces its roots to the Global Express which was the second ultra-longrange large-cabin business jet produced and started delivering to customers in 1997. The aircraft made its maiden flight in March 2003 with FAA and JAA type certification awarded in October 2004. Three new aircraft follow the Global 5000. They are the Global 6000, Global 7000 and Global 8000 ultra-long-range business jets. The ultra-long-range business jet market ❯ began in 1995 with the Gulfstream GV Aircraft Index see Page 4

New Jet Intl Sept 20/08/2012 17:02 Page 1

2012 GL GLOBAL OBAL 6000 0

s/ s/n /n 9451

EVS, HUD, HUD, CCP CCP Global V Vision ision FFlight light D Deck eck SVS, EVS, Delivery D elivery 4Q 2012

Airframe .T. - 4396 hrs A ir frame TT.T. Aircraft CAMP AMP A irrcraft on C

2017 GL GLOBAL OBAL 7000 0

s/n 13

FFactory acctory New EASA Compliant Compliant

s/n s//n 2053

Engines Engines enrolled enrollled on MSP Certified EU OPS OPS Certified

2002 LEARJE LEARJET T 45

s/n s 226

FFresh resh 4800 hr in inspection nspection Certified EU OPSS C ertified

Engines Eng ines & APU on MSP RVSM Certified R VSM C ertified

NE W JE NEW JJET T INTERNATIONAL INTERNATIONAL AVIATION NEEDS.. FOR ALL YOUR YOUR A VIATION NEEDS op quisitions, New aircraft aircraft sales sales,, helic helicopter pter sales sales,, pr pre-owned e-owned air aircraft craft sales & ac aacquisitions, fligh ages, membership programs programs & on demand d char ter flightt hour pack packages, charter NEW SALES

PRE- OWNED

CHARTER

For the full For fu ull inventory, inventory, please contact: contact: s sales@newjet .com - w ww.new wjet.com +377 97 70 10 20 - sales@newjet.com www.newjet.com

Landings - 1999 APU - 4774 hrs

s/n 036

olles in MSP G Eng ines enr old Engines enrolles Gold Certified EU OPS Certified

2008 HAWKER HA AWKER 900XP 90 00XP

Collins C ollins P Pro ro Line 21 EFIS EU OPS O Compliant Compliant

Air frameT..T - 2400 hrs AirframeT.T FFresh resh MPI

s/n 9007

1999 LEARJE LEARJET T 45 5

AirframeT.T A ir fram meT.T - 3553 hrs L - 3400 Landings

R RVSM VSM Compliant Compliant Delivery D elivery 2Q 2017

2006 LEARJET LEARJET 40

1999 GL GLOBAL OBAL EX EXPRESS XPRESS

s/n s//n HA-56 HA-56

Eng ines & APU MSP G Engines Gold old d Airframe: Air frame: 965 hrs (01/12))

2001 CHALLENGER CHALLENG GER 604

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s/n 5487

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A Airframe ir fram me TT.T. .T. - 3455 hrs Engines Eng ines on CSP

Landings - 3031 APU on MSP

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AirCompAnalysisSept12_ACAn 21/08/2012 17:01 Page 2

AIRCRAFT COMPARATIVE ANALYSIS BOMBARDIER GLOBAL 5000

TABLE A - ULTRA-LONG-RANGE MARKET SHARE ULTRA LONG RANGE BUSINESS JET MARKET YEARS MODEL IN OPERATION PRODUCED Gulfstream GV 192 1995-2002 Gulfstream G500 9 2004-Present Gulfstream G550 355 2003-Present Total 556 Global Express 148 1997-2006 Global 5000 116 2003-Present Global Express XRS 160 2004-Present Total 424 Dassault Falcon 7X 151 2007-Present Grand Total 1,131

MARKET SHARE %

49%

37% 13% 100%

Source: JETNET

TABLE B - PAYLOAD & RANGE

followed two years later by the Global Express. Today the ultra-long-range business jet market has exceeded 1,100 aircraft in operation. Table A (left) represents the Ultra-LongRange Aircraft Delivery market-share percentage. Currently Gulfstream (at 556 units) has a 49% share of the market, making it the market-share leader versus Bombardier’s 37% share (424 units) and Dassault Falcon’s 13% share. A combined total of 1,131 UltraLong-Range aircraft are currently in operation.

PAYLOAD AND RANGE The data contained in Table B (left) is published in the Business & Commercial Aviation (B&CA) May 2012 issue, and is also sourced from Conklin & de Decker. As we mentioned in past articles, a potential operator should focus on payload capability as a key factor. The G550’s ‘Available payload with Maximum Fuel’ at 2,500 lbs is more than twice that of the Global 5000 (1,120 lbs).

Model

MTOW (lb)

Max Fuel (lb)

Max Payload (lb)

Avail Payload w/Max Fuel (lb)

Max Fuel Range (nm)

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

Global 5000

87,700

36,000

5,170

1,120

4,954

4,958

CABIN VOLUME

5,767

However, according to Conklin & de Decker, the cabin volume of the G550 at 1,669 cubic feet is less than that of the Global 5000 (2,022 cubic feet) as represented in Chart A (left).

Gulfstream G550

91,000

6,600

41,000

6,950

2,500

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

POWERPLANT DETAILS CHART A - CABIN VOLUME

2,022

Global 5000

1,669

Gulfstream G550 0

500

1,000

1,500

2,000

2,500

Cubic Feet

COST PER MILE COMPARISONS 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 nation-wide average Jet A fuel cost used from the August 2012 edition was $6.30 per gallon at press time, so for the sake of comparison we’ll chart the numbers as published. Note: Fuel price used from this source does not represent an average price for the year. Chart B (top, right) details ‘Cost per Mile’, and compares the Global 5000 to the G550 factoring direct costs, and with each aircraft flying a 1,000nm mission with a

TABLE C - FUEL USAGE Model

Fuel Usage (GPH)

Global 5000

558

G550

530

Source ACC - www.aircraftcostcalculator.com

WORLD AIRCRAFT SALES MAGAZINE – September 2012

The Global 5000 is powered by two RollsRoyce BR710-A2-20 engines, each offering 14,750 pounds of thrust. The Gulfstream G550 is also powered by Rolls-Royce - this time a pair of BR710-C4-11 engines, each offering 15,385 pounds of thrust. Table C (bottom left), sourced from the Aircraft Cost Calculator (ACC) shows the fuel usage by each aircraft model in this field of study. The Global 5000 (558 gallons per hour - GPH) uses 28 gallons per hour or 5.3% more fuel than the Gulfstream G550 (530 GPH).

www.AvBuyer.com

Aircraft Index see Page 4

AirCompAnalysisSept12_ACAn 21/08/2012 11:59 Page 3

AIRCRAFT COMPARATIVE ANALYSIS BOMBARDIER GLOBAL 5000

1,600 pound (eight passengers) payload. The G550 at $6.59 cost per mile is lower by 16.2% compared to the Global 5000 ($7.86 cost per mile).

CHART B - COST PER MILE * $7.86

Global 5000

TOTAL VARIABLE COST COMPARISONS The ‘Total Variable Cost’, illustrated in Chart C (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 G550 at ($2,985) is lower by 15.8% compared to the Global 5000 ($3,545).

Gulfstream G550

$6.59

$0.00

$2.00

$8.00

$6.00

$4.00

US $ per nautical mile *1,000nm Mission with 1,600lbs Payload

The points in Chart D (right) center on the same aircraft. Pricing used in the vertical axis is as published in the B&CA August 2011 Operations Planning Guide. The productivity index requires further discussion in that the factors used can be somewhat arbitrary. Productivity can be (and it is here) defined 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. Added to this chart to illustrate the overall standing of the Global family of aircraft are the Global 6000 and Global Express XRS along with the G500, helping add some context for the G550 and Global 5000. A computed curve fit on this plot would not be very tight, but when all business jet aircraft are considered, the “r” squared factor would equal a number above 0.9. Others may choose different parameters, but serious business aircraft buyers are usually impressed with Price, Range, Speed and Cabin Size. After consideration of the Price and Cabin Size, we can conclude that the Global 5000, as shown in our productivity index, is relatively competitive with the Gulfstream G550 business jet. Table D (right) contains the average equipped prices from Vref for each aircraft. The average speed, cabin volume and maximum payload values are from Conklin and de Decker. The number of aircraft in-operation and percentage ‘For Sale’ are as reported by JETNET. It’s interesting to note that both the Global 5000 (at 9.7% for sale) and the G550 (at 3.1% for sale) represent a sellers’ market (below the traditional 10% ‘For Sale’ mark). ❯ Advertising Enquiries see Page 8

CHART C - VARIABLE COST

$3,545

Global 5000

Gulfstream G550

$2,985

$1,000

$2,000

$3,000

$4,000

US $ per hour

CHART D - PRODUCTIVITY $100.0

Price (Millions)

PRODUCTIVITY COMPARISONS

$80.0

Gulfstream G550

Global 6000

Gulfstream G500

$60.0

Global Express XRS

Global 5000

$40.0 $20.0 $0.0

4.0

4.5

5.0

5.5

6.0

6.5

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

TABLE D - COMPARISON TABLE Average sold per month (past 12 months)

Long Range Cruise Speed

Cabin Volume (Cu Ft)

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

Vref Retail Price $m

In Operation

% For Sale

Global 5000

488

151

4,958

$48.6

116

9.7%

Gulfstream G550

488

165

5,767

$63.5

354

3.1%

Model

Data courtesy of Conklin & de Decker; JETNET; B&CA May 2012 and Aug. 2011 Operations Planning Guide

www.AvBuyer.com

WORLD AIRCRAFT SALES MAGAZINE – September 2012

AirCompAnalysisSept12_ACAn 21/08/2012 17:08 Page 4

AIRCRAFT COMPARATIVE ANALYSIS BOMBARDIER GLOBAL 5000

LOCATION BY CONTINENT Of the 115 wholly-owned Global 5000 aircraft in operation by continent, North America has the largest percentage at 41%, followed by Europe at 32%, and Asia at 23% for a combined total of 96% (Chart E).

SUMMARY Within the preceding paragraphs we have touched upon several of the attributes that business aircraft operators value. There are other qualities such as terminal area performance, time to climb performance, and maximum transition altitude levels that might factor in a buying decision, however. Essentially, the Global 5000 fares reasonably well among its competition, depending on what aspects of its performance are important to your mission requirements, so those operators in the market should find the preceding comparison of value. Our expectations are that the Global 5000 aircraft will continue to do very well in the new and preowned market moving forward.

CHART E - GLOBAL 5000 AIRCRAFT IN-OPERATION BY CONTINENT (WHOLLY-OWNED) Africa 3%

Asia 23%

Europe 32%

Australia 1%

North America Europe Asia Africa Australia

North America 41%

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

Attorneys for business aviation.

Purchase, sale, lease and finance contract support for owners and operators.

Tax structuring and compliance.

Federal regulatory compliance.

Dispute resolution.

Wiley Rein LLP

Washington, DC

Northern Virginia

www.wileyrein.com/aviation

WORLD AIRCRAFT SALES MAGAZINE – September 2012

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Aircraft Index see Page 4

BG 1 Jack_FinanceSept 21/08/2012 11:00 Page 1

BUSINESS AVIATION AND THE BOARDROOM

Distributed Wisdom The reasons for paying heed to the independent-minded crowd Possibly the world’s most recognized expert on the value of Business Aviation, Jack Olcott is a former Editor and Publisher of Business & Commercial Aviation magazine and Vice President within McGraw-Hill’s Aviation Week Group. He was President of the National Business Aviation Association from 1992 through 2003, and today Jack’s network and personal knowledge of Business Aviation uniquely qualifies him to oversee Business Aviation and the Boardroom. More information from www.generalaerocompany.com

Business Aviation captures the essence of Western capitalism by enabling companies of all sizes to act independently and creatively as they pursue market opportunities, reflects Jack Olcott. n his 2004 book The Wisdom of Crowds, author James Surowiecki argued that a diverse group of independently-minded participants is more likely to make certain types of decisions better than individuals per se, even if the sole decision maker is an expert. In essence, he urges that we look at the behavior of large groups for insight, rather than searching for a guru or some department within the central government for all the answers.

When considering how best to satisfy the travel needs of your companies, the wise choice includes Business Aviation as an integral component of your firm’s transportation policy. Thousands of enterprises throughout the USA are testimony to the wisdom of such a decision. More than 11,000 U.S. companies employ turbine-powered business aircraft in the daily conduct of activities designed to profit shareholders. Worldwide, the number approaches 20,000. Also, many more firms throughout the globe employ aircraft powered by intermittent-combustion (i.e., not turbine) engines. The number of users swells even more when helicopters are considered. Crowds of companies have decided to augment their travel needs by employing aircraft not flown by scheduled airline. The author postulates that four conditions exist for crowd conclusions to be wise: • • • •

Diversity of opinion must be present; Participants must have arrived at their decision independently; Thought must be decentralized; Some means for sensing the aggregate decision must exist.

The companies and entrepreneurs that embrace Business Aviation exhibit these characteristics.

DIVERSITY Business Aviation users are diverse, ranging from sole proprietorships to huge multinational enterprises. Nearly every Standard Industrial Classification (SIC) code is represented in the ranks of firms employing business aircraft. Most member companies of the National Business Aviation Association are classified as small in terms of employees and annual income, yet some of the world’s largest public companies also are members. Users of Business Aviation own or operate every

WORLD AIRCRAFT SALES MAGAZINE – September 2012

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Aircraft Index see Page 4

BG 1 Jack_FinanceSept 21/08/2012 11:01 Page 2

What the Boardroom needs to know about Business Aviation model of business aircraft ever certified for sale to the public. This breadth of diversity is the result of the inherent nature of aircraft design—one aircraft type is unable to satisfy all requirements. (Longrange, large cabin aircraft need longer runways for their operations than smaller equipment suitable for shorter flights, for example.) Responding to a broad spectrum of needs, manufacturers of business aircraft offer a variety of products. Companies select the type and design of equipment that does the best overall job satisfying their travel requirements.

INDEPENDENTLY DETERMINED DECISIONS Companies exhibit independence in the aircraft they select and the form of aviation service they employ. Some firms elect to charter business aircraft. Some purchase a fractional share, but a very large number of users either own or lease the equipment they engage for business transportation. The selection of delivery system results from a firm’s independent assessment of its needs. Lesser considerations have no place in establishing Board policy. Business aircraft are business tools, and they are popular because they provide unique attributes. We have seen business aircraft purchased or leased for the wrong reasons—image, a CEO’s vanity, having a larger aircraft at the Kentucky Derby or Davos than one’s competitor. Decisions made on such shallow premises sooner than later lead to divestiture of the aircraft, if not the ultimate conclusion of bad decision, a change in management. Like any item of capital equipment, a business aircraft can be abused, which simply means that management is deficient in establishing use policies, not that business aircraft are inherently wrong for a company. Quite to the contrary, the broad-scale use of Business Aviation by thousands of companies is ample evidence that incorporating this form of transportation in the company’s travel policy is a wise choice.

DECENTRALIZED THOUGHT Far from being the result of centralized thinking, Business Aviation is the essence of decentralization and independence. Companies arrive at the decision to use business aircraft after analyzing their needs against other travel and communication options. A company situated in a metropolitan area with convenient airline that connects employees to key markets differs from the firm located in rural America. Decisions to use Business Aviation are made company-by-company, and each company makes its own selection. The vast number of affirmative selections supporting Business Aviation is additional evidence of the wisdom of such a choice.

SENSING THE AGGREGATE DECISION Governments throughout the world register business aircraft. The reference to thousands of owners and operators—indeed a noticeable crowd—is substantiated by government data. Thus ample evidence exists that Business Aviation is a broadlyused tool of industry. No doubt exists that the numAdvertising Enquiries see Page 8

“The vast number of affirmative selections supporting Business Aviation is additional evidence of the wisdom of such a choice.” ber of business jets said to be used by corporations is indeed a realistic number. Also, the population of business aircraft is growing, even in these times of economic difficulty. Business Aviation is particularly robust in the USA, in part because it is the embodiment of the entrepreneurial spirit and quest for performance that characterizes America’s economic growth. Individual firms, acting independently, leverage the creativity of their personnel to pursue business, and to succeed. Business Aviation is a tool in that impressive development. The crowd speaks wisely. Do you have any questions or opinions on the above topic? Get them answered/published in World Aircraft Sales Magazine. Email feedback to: Jack@avbuyer.com

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WORLD AIRCRAFT SALES MAGAZINE – September 2012

BG 2 Sept12_FinanceSept 21/08/2012 11:11 Page 1

BUSINESS AVIATION AND THE BOARDROOM

Listen To The Crowd The value of Business Aviation according to the many. Regardless of the method of ownership, the business world is saying that Business Aviation provides unique value, contends Jack Olcott. housands of companies embrace Business Aviation as a travel resource. Some firms form aviation departments and operate the aircraft they own. Others own all or a part of their business aircraft but contract operations to a third party known as an aviation management company. Several thousands of enterprises and entrepreneurs purchase a fractional share of an aircraft that in essence is owned by as many as 16 contract holders in a time-sharing arrangement. Countless other companies embrace Business Aviation through chartering. Acceptance of Business Aviation is reflected in the accompanying charts of companies globally and within the USA that have elected either to operate or to own one or more turbine-powered business aircraft. The number of owners is greater than the number of operators, since not all companies elect to create an aviation department and operate their own aircraft. While numbers are not readily available, the quantity of significant management firms is closer to 100 than 1,000. According to JETNET, there are 4,531 unique holders of fractional shares as of June 2012,

but many companies with wholly owned aircraft augment their fleet with a fractionally-owned business aircraft and, therefore, do not add to the number of unique owners or operators. The graphs presented here depict a crowd that speaks loudly in favor of Business Aviation and is growing. In spite of the challenging environment that has prevailed since the collapse of Lehman Brothers, more companies operate business aircraft today than in 2008. Worldwide operators grew by nearly 13 percent. Significantly lower at 2.0 percent, operator growth in the USA was still positive. The number of companies choosing to own business aircraft has grown at a faster rate, however, reaching nearly 15 percent globally and slightly more than 4 percent within the USA as of this June. Regardless of how the population is parsed, Business Aviation is a well-accepted form of transportation. 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

OWNERS OF TURBINE BUSINESS AIRCRAFT

OPERATORS OF TURBINE BUSINESS AIRCRAFT

25000

20000

20000 15000

15000

Global USA

10000

USA

5000

5000 0

Global 10000

2008

2009

2010

2011

2012

2008

2009

2010

2011

2012

Source: JETNET, LLC

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

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Aircraft Index see Page 4

Aircraft Services Group July 20/08/2012 17:04 Page 1

BG 3 Sept12_FinanceSept 21/08/2012 11:14 Page 1

BUSINESS AVIATION AND THE BOARDROOM

The Metrics Of Service: The challenge of substance over style. 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.

Dissecting service into three components—‘where’ the clients want to go, ‘when’ they want to go, and ‘the way’ they want to achieve the first two attributes—is a valuable method for measuring the effectiveness of your aviation department, notes Pete Agur

irst, let us consider the “Where” issue. Going where the company’s personnel want to travel has a great deal to do with the capabilities of the company’s aircraft. Your equipment will either be a liberator or a constraint, based upon three of its performance metrics. 1. Non-stop flight range: An aircraft’s range is determined by how much fuel it can carry, based on the required passenger and baggage loads. Very few aircraft have the capacity to carry full passenger loads and full fuel. 2. Runway performance: The critical number for runways is how much pavement it takes to accelerate to flight speed and fly away (accelerate-go distance) or accelerate to flight speed and stop on the pavement (accelerate-stop distance). Departing from a runway of less length than either of these data points creates safety risks, and for business jets is in violation of Federal Aviation Regulations.

WORLD AIRCRAFT SALES MAGAZINE –September 2012

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3. Second segment climb: Once the aircraft has lifted off, it is reconfigured for climb to clear any hills or mountains in its path. If an engine fails, the angle of that climb is greatly reduced. If that angle does not permit obstacle clearance, you have a serious problem. This critical climb calculation is not limited to just the obvious places like the mountains of Colorado. Cincinnati’s Lunken airport has a high river bluff off the end of one of its runways, for example. It is apparent that the metrics of aircraft performance help to define the “Where” of service.

THE “WHEN” OF SERVICE Your company’s aircraft’s maintenance staff has a huge impact on the “When” of service as a provider of air transportation. By minimizing down time, they have the ability to maximize the number of days your aircraft is available. U

Aircraft Index see Page 4

Aradian July 21/08/2012 16:04 Page 1

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BG 3 Sept12_FinanceSept 21/08/2012 11:15 Page 2

What the Boardroom needs to know about Business Aviation A relatively young airplane averages about 3% of the year down for routine maintenance (about 10 working days). Your maintenance staff can save a few of those down days by working on weekends or on days when the aircraft is not needed. By such scheduling, passengers are able to go on the company aircraft versus not go, use charter, fractional aircraft, or the airlines. Speaking of the airlines, the better ones are averaging about 75% of their arrivals within 15 minutes of their scheduled arrival time. Unlike the airlines, because they are trying to book trips back-to-back to create greater efficiencies and revenues fractional aircraft companies consider customer delays as trip delays. From the customer’s point of view, a passengerinduced delay is a good thing, because a business aircraft (unlike an airliner) will not depart without its passengers. Thus, coping with passengers delays is a metric demonstrating the flexibility of Business Aviation. With customer-induced delays taken into consideration, the vendor-induced delays made by fractional companies are about 4% (approximately one out of every 25 legs). The rate of delays on a dedicated aircraft operated by a company aviation department is typically less than 1%. If that sounds like performance metrics of aviation departments and fractional providers are nearly the same, they are not. Passengers have more than a four times greater chance of being delayed on a fractional aircraft than if they are on your company’s dedicated equipment. Those metrics are important to consider for the “must perform” trips, like Board meetings. Carrying that point forward, fractional companies have made a strong sales point that ferry legs (i.e., moving the aircraft without passengers between airports) on company-owned aircraft are wasteful. For normal trips, I can see their point: the marginal cost of a ferry leg plus an occupied leg on a company-owned aircraft is usually more expensive than the fully allocated cost of a fractional occupied leg. But, if it is a “must perform” trip, is the money saved worth the increased risk of delays?

THE “WAY” OF SERVICE Focusing solely on corporate culture or a passenger’s personal style for service can adversely impact safety. For instance, many passengers feel cabin safety training and routine briefings are a hassle or distraction. But should there be an incident, such as the aircraft departing the runway either during an aborted take-off or an untoward landing, leaving the cabin through emergency exits can become a “first-time” practical test for the passengers. After all, the pilots are located in the nose of the aircraft— the crumple zone, so to speak—so a safe egress for you and your guests may be up to your imagination. For operators of larger aircraft, cabin service safety becomes a bigger issue. One of our clients told me he did not want a flight attendant on board because he wanted his privacy and he did not want

WORLD AIRCRAFT SALES MAGAZINE – September 2012

his friends to think he was putting on airs. However, the back of a large cabin aircraft can be a high-risk environment. The cockpit crew is not in a position to observe and help if there is a cabin event. Cabin events include: •

•

Passengers with medical problems: This is a much more frequent occurrence than you would expect. Passengers improperly operating an oven or microwave: A fire in an airplane is no more fun than a fire in a submarine. Cabin evacuation: The bigger the airplane, the greater your options and challenges.

“As you can see, the metrics of service go far beyond scoring well on customer satisfaction surveys.”

All three of these large aircraft scenarios underscore the need for professional help (a highly trained cabin safety attendant). Your company can train the aviation department staff, including pilots, to provide service in the style fitting of your preferences. And when it comes to safety, at the very least all frequent passengers should participate in routine cabin safety training. The best practice in large aircraft is to do both.

IN CLOSING As you can see, the metrics of service go far beyond scoring well on customer satisfaction surveys. In fact, many aviation professionals declare their highest service priority is safety. At the very least, service and safety are closely linked. Do you have any questions or opinions on the above topic? Get them answered/published in World Aircraft Sales Magazine. Email feedback to: Jack@avbuyer.com

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Who’s a better source for a pre-owned jet than its makers? We bring it back home, inspect, renew and thoroughly restore to OEM standards. You can even customize your paint and interior package. So, it’s not pre-owned. It’s totally re-owned. All yours. All Bombardier original, with a program full of warranties, training, factory re-delivery and support that makes buying from the OEM the only way to fly. (Things a broker can’t provide.) Take a look at the full line of pre-owned aircraft on our website. Then call us for a closer look at just how much more than a jet you get with our pre-owned program. Put the Bombardier back in your business plan. www.bombardierpre-ownedaircraft.com • 972-960-3810 WARRANTY • TRAINING • FACTORY RE-DELIVERY • SMART PARTS • FIELD SUPPORT • CARBON OFFSET OPTION

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BG 4 Sept12_FinanceSept 21/08/2012 17:10 Page 1

BUSINESS AVIATION AND THE BOARDROOM

Selling The CFO Making the case for the right business airplane. 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

In today’s economy, obvious opportunities to use business aircraft are sufficient only if the numbers make sense, notes David Wyndham. So how do you decide which business aircraft is the best fit for your company’s operations? onklin & de Decker did a Business Aviation study for a major supplier to the ‘Big Three’ shortly before the auto industry’s financial woes hit. The supplier already had an older business jet, but company officers were considering a much larger airplane with global range because their travel needs had expanded.

WORLD AIRCRAFT SALES MAGAZINE – September 2012

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Both the CEO and Senior VP used the business aircraft; the latter officer traveling between 200 and 250 days per year. In particular, he was doing considerable European travel, staying out on the road more days than he cared to admit, and the airline connections were not favorable. The CEO, and soon this Senior VP, were also negotiating contracts— indeed big contracts—in Asia. The supplier’s current business jet was too small and lacked the range for Europe, let alone Asia. The CEO and Senior VP were clear on what they needed—the ability to go global. The CFO, however, was just as clear on what he needed—financial justification. There was no way he would stand for a Royal Barge. The aircraft had to earn its keep, or he would recommend the Board veto it. Our goal was to recommend an aircraft upgrade that could handle the global travel of the CFO and Senior VP, both as a flying-office and as a restfulspace, so that these rainmakers could do business right after landing. The CFO and by extension the Board, however, was not going to write a blank check. Although profitable, the company was facing the costs of a major expansion and major growth. The Board needed justification for every dollar spent. Going from the Midwest to Europe non-stop was a firm requirement. That parameter gave us a set of aircraft to evaluate. The Midwest to Asia was either one-stop to two-stops with the aircraft available at the time. Non-stop to Asia was technically feasible but only if the weather was perfect and the headwinds were light. Our analyses identified two sets of aircraft, those with about 4,100 nautical miles range and those in excess of 6,000 nautical miles range. Both aircraft groups offered comfortable cabins with the latest air-to-ground communication systems. The seats could fully recline allowing for the executive to rest, if necessary. The galley could U Aircraft Index see Page 4

Corporate Concepts September 21/08/2012 16:17 Page 1

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BG 4 Sept12_FinanceSept 21/08/2012 11:24 Page 2

What the Boardroom needs to know about Business Aviation prepare the meals needed to fuel people for a 10- to 14-hour trip. The differences that had to be addressed were: - Any new aircraft would cost more to acquire than the sunk investment in their current, smaller business jet. - Operating costs would go up with a bigger jet. However, given the newer aircraft's more fuel efficient engines and advanced systems, the cost jump was minimal. - Acquisition had to make sense financially.

TIME SAVINGS VERSUS COST INCREASES For the European trips, three days of business with clients took five days via the airlines (six if you counted jet lag effects). The new business jet could complete the trip in four days, saving one travel day and returning a rested, more productive Senior VP to his office. For the Asian business the time saved increased to three or four days per trip. We were able to show the added days in the office and the business jet’s more productive travel environment en-route were valuable to the company. The reduced travel time, in excess of 60 days per year for just the two executives, was seen as significant by the CFO. The saved travel days, the productive work environment on the jet, and the secure work environment were good financial reasons for the new aircraft.

DECISION MADE, BUT WHICH JET? Still, the question remained—which business jet would be better. Do they obtain the 4,100 nautical mile jet or the 6,100 nautical mile jet? We had to look at the Asian trips in detail. When comparing the added costs to acquire and operate the larger jet with its 6,100 nm range, and the number of fuel stops avoided with that aircraft, we arrived at a cost savings of about $100,000 by accepting the one-hour fuel stop needed with the 4,100 nm jet on Asian trips. The CFO was not sold on the 6,100 nm aircraft. Operationally, the flight department favored the 4,100 nm jet as well. The CEO and Senior VP were very satisfied with the 4,100 nm jet, which is the aircraft that was purchased by the company. The CFO had the numbers needed to avoid any discussion of Royal Barges. The senior executives had a much more productive and less grueling travel schedule, and the company was able to secure new business in Asia. The numbers were there for the Board to see the business jet made financial sense for their company.

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

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“We were able to show the added days in the office and the business jet’s more productive travel environment en-route were valuable to the company.”

avbuyer.com/dealers Aircraft Index see Page 4

J Hopkinson September 21/08/2012 11:45 Page 1

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

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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

Cessna Citation X SN 750-0205, 2708 TTAF, Honeywell Primus 2000, TCAS II, Dual Honeywell LASEREF IV, EGPWS, 9 Pax

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

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

BGuide 5 Sept12_FinanceSept 21/08/2012 11:35 Page 1

BUSINESS AVIATION AND THE BOARDROOM

Buying New Or Buying Used: When to consider the choice. 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

The age-old question, “whether to purchase new or pre-owned,” may not be easily answered in today’s market for business aircraft, suggests Jay Mesinger. Times have changed with the economy, and schedules for the replacement of aircraft have shifted with them.

raditionally, schedules for replacement of aircraft operated by large corporate flight departments matched the end of the warranty period or the end of the depreciable life of the asset. That approach was predictable and programmable for the company and for the original equipment manufacturers. Orders were placed to match the replacement dates, and fleets were kept modern and relatively new.

WORLD AIRCRAFT SALES MAGAZINE – September 2012

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As economies weakened over the years, however, the company’s interest in retaining its business aircraft often extended beyond the warranty or depreciation life of the asset. It was not uncommon for companies to shift from a five-year replacement cycle to a 10-year (or longer) replacement cycle. Modernization techniques came into vogue, and older airplanes were updated with fresh paint, new U interior and advanced avionics.

Aircraft Index see Page 4

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

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BGuide 5 Sept12_FinanceSept 21/08/2012 17:12 Page 2

What the Boardroom needs to know about Business Aviation Aircraft refurbishment entails less cash and capitalization requirements while extending the life of the asset and providing more value to the company. Today, unless there is a mission change that the current fleet mix cannot accomplish, the idea of whether to buy new is not as easily answered as it once was for large corporations.

FIRST-TIME BUYER DILEMMA Let’s look at first time buyers and their priority to purchase new or used. In the recovery of 2001, the United States had some very aggressive tax breaks of accelerated depreciation for buying new equipment. The emerging markets outside the USA had not yet raised their beautiful heads. Furthermore, most manufacturers had unsold equipment sitting on their ramps—Whitetails, as they were called by the industry—and they talked discounts. In fact it was the first time I can recall when I could reasonably compare a new aircraft with a used one on the basis of comparable cost. During that period the price of attractive preowned aircraft did not tumble as much as 50 to 70% as they have during the Great Recession following 2007. Coupling these facts with very favorable tax incentives, a decade ago many people bought new, rather than used airplanes.

EMERGING MARKETS The next significant phenomenon is the attitude of clients within emerging markets. Maybe it is the new wealth of these countries that drives buyers to want only new equipment. Possibly it is the lack of operational experience with aircraft that fosters the perception that the safety and reliability of new is better than used. Whatever the root cause, the emerging markets are mostly focused on new. When they cannot get brand new aircraft they are willing to take only equipment that is very close to new. This scenario is stimulating demand for new aircraft sales to fill the appetites of emerging markets. Looking at today’s market for answers to the question of buying new or used, I must say this is a very difficult time for the airframe manufacturers. Unlike the recovery of 2001, this recovery lacks the incentives to compare new to used. Manufacturers do not have excess inventory due to the cut-backs in production that occurred in 2008. The tax incentives are expiring and do not have the impact they did in the last recovery for two very distinct reasons: • During the current recession, prices of used aircraft have dropped significantly. • Due to there being less inventory, manufactures are not discounting as in prior recoveries. This

ARE YOU BUYING NEW OR USED IN A MARKET THAT’S DISTINCTLY DIFFERENT THAN BEFORE ?

creates a much larger delta between new and used aircraft. Most buyers today look at the spread and are not able to justify the difference for a new aircraft compared to a used aircraft that has a great maintenance and ownership history, great cosmetics and low total time. It is very hard for a buyer to bridge the value gap and buy new just to get a new aircraft warranty. Unless a used aircraft is unable to offer the mission fulfillment available with a new aircraft, most Boards and buyers will strongly consider good used equipment. This market dynamic is really playing havoc on the recovery projections of Original Equipment Manufacturers. As forecasters try to mark the end of the downturn and the start of real recovery for the manufacturers, the position flag keeps getting placed further and further into the future. Of course we have an OEM industry that will recover because fleets will age beyond the tipping point for corporations, attitudes of buyers in emerging markets will change, and rules against older aircraft being imported to countries may be mitigated. The decision whether to buy new or used may return to more traditional norms. Just don’t expect it as early as tomorrow. Do you have any questions or opinions on the above topic? Get them answered/published in World Aircraft Sales Magazine. Email feedback to: Jack@avbuyer.com

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“Looking at today’s market for answers to the question of buying new or used, I must say this is a very difficult time for the airframe manufacturers.”

www.AvBuyer.com

avbuyer.com/dealers Aircraft Index see Page 4

ACS September 20/08/2012 17:58 Page 1

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BGuide 6 Sept12_FinanceSept 21/08/2012 11:38 Page 1

BUSINESS AVIATION AND THE BOARDROOM

Defensive Oversight: Part 2 - Preparing for federal tax challenges Chris Younger is a partner at GKG Law, P.C. practicing in the firm’s Business Aircraft Group. He focuses his legal practice on business aircraft transactions as well as issues relating to federal and state taxation and regulation of business aircraft ownership and operations. Mr. Younger can be contacted at cyounger@gkglaw.com

Similar in concept to the issues addressed last month regarding federal taxes, properly structuring the acquisition and operation of business aircraft is essential to successfully navigating a state tax audit, cautions attorney Chris Younger.

n Part 1 of this two-part series, I discussed defensive oversight in preparation for tax challenges by the Internal Revenue Service. In that article I stated “it is essential for companies that own and operate business aircraft to create a clear and unambiguous path that will lead a tax auditor to the simple conclusion that all tax consequences of such aircraft ownership and operation have been accurately addressed.” In connection with preparations for state tax challenges, I would modify this statement slightly to emphasize that a Board must always ensure that a

WORLD AIRCRAFT SALES MAGAZINE – September 2012

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company also follows the clearest and least ambiguous path when complying with its state tax obligations, which differ from federal considerations. A state tax auditor, like his or her federal counterpart, must see that the proper path is followed.

INITIAL COMPLIANCE The primary state tax obligations faced by companies that own and operate business aircraft are sales and use taxes as well as personal property U

Aircraft Index see Page 4

Jet Collection September 20/08/2012 17:11 Page 1

1455 W W.. Hubbard Hubbard St. - 2nd Floor Floo or Chicago IL 60642 USA Chicago, A thejetcollection.com m 312 P: 312.226.8541 2 2.226.8541 F: 312.226.8542 info@thejetcollection.com m

Please allow us to match you with the perfect air craftt for your needs aircraft e look l forwar d to and budget. W We forward your phone call or o email inquiry y. inquiry.

2014 BBJ S/N TBD

1999 Lea Learjet rjet 45BR S/N 45-032

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t 'JOBODJOH "WBJMBCMF t #3 .PEJmDBUJPO t 64" #BTFE t 'JOBODJOH "WBJMBCMF t #3 .PEJmDBUJPO t 64" #BTFE t 3""4 1VMTFMJUFT t &OHJOFT BOE "16 PO .41 (PME t 3""4 1VMTFMJUFT t &OHJOFT BOE "16 PO .41 (PME t QBTTFOHFS DPOmHVSBUJPO 0QUJPO TFBUJOH t QBTTFOHFS DPOmHVSBUJPO 0QUJPO TFBUJOH t /FX FYUFSJPS QBJOU BOE SFGVSCJTIFE JOUFSJPS .BZ t /FX FYUFSJPS QBJOU BOE SFGVSCJTIFE JOUFSJPS .BZ t 'SFTI " # BOE $ JOTQFDUJPOT .BZ t 'SFTI " # BOE $ JOTQFDUJPOT .BZ

2008 LEARJET 60X 60XR XR S/N 60-342

2005 HA HAWKER AW WKER 800XPI S/N TBA

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t t &"4" &6 014 $FSUJmFE &"4" &6 014 $FSUJmFE t t &OHJOFT BOE "16 DPWFSFE CZ .41 (PME &OHJOFT BOE "16 DPWFSFE CZ .41 (PME t QBTTFOHFS DPOmHVSBUJPO t QBTTFOHFS DPOmHVSBUJPO t /P EBNBHF IJTUPSZ t /P EBNBHF IJTUPSZ

2002 EC130-B4 S/N N 3515

2007 EM EMBRAER MBRAER LEGACY 600 S/N 1 1451001 451001

+"3 014 t t +"3 014 t 1BSU &"4" DPNQMJBOU t 1BSU &"4" DPNQMJBOU t t 6TFE POMZ GPS QBTTFOHFS USBOTQPSU 6TFE POMZ GPS QBTTFOHFS USBOTQPSU t t 0OF PXOFS TJODF OFX 0OF PXOFS TJODF OFX

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SpeciямБcations and/or descriptions ar are e pr provided ovided as int introductory troductory information. They do o not constitute rrepreepresentations or warranties You should ely on your own inspectio inspection aircraft. craft. es of The Jet Collection. Y ou o sh hould rrely on of the air warrantie

BGuide 6 Sept12_FinanceSept 21/08/2012 11:38 Page 2

What the Boardroom needs to know about Business Aviation

taxes. These taxes are typically applied in a highly formalistic manner, based on detailed state rules. Therefore, a Board must be apprised of the specific rules relating to the application of such taxes before an aircraft is acquired in each of the state(s) where such taxes could apply. The Board must also understand the specific methodology that will be utilized for the elimination or minimization of such taxes, and the Board must ensure that the company meticulously follows all requirements associated with that methodology. A good example is the use of a “sale for resale” exemption from state sales and use taxes. Through the use of this exemption, many states permit an aircraft owner to defer its sales and use tax liability on an aircraft purchase. The concept is fairly straightforward: a company forms a wholly-owned subsidiary company to acquire an aircraft and lease it back to the parent company. By using this structure, the aircraft purchase is exempt from sales and use tax. Instead, the subsequent rent payments are subject to the sales and use tax. The difficulty in this example lies in following the precise path that is designed to ensure the successful implementation of the “sale for resale” exemption. Each state has its own specific requirements for the initial and continuing application of the exemption. For example, most states require that the purchaser be registered as a retailer or vendor (therefore eligible to collect sales or use tax) before it purchases the aircraft. Additionally, the purchaser may be required to complete a Resale Certificate and deliver it to the seller at closing. The simple failure to ensure that a vendor registration is completed before the aircraft is purchased or to complete and deliver a resale certificate at closing can result in a denial of the application of the exemption in an audit.

ONGOING COMPLIANCE

exemption to illustrate my point, I have seen everything properly implemented at the outset of the aircraft purchase, only to be unwound several years later when an aircraft owner fails to follow the continuing requirements for the application of the exemption. For example, an aircraft purchaser/lessor typically must invoice the affiliate/lessee for rent and actually collect such rent from the affiliate according to the terms of the lease agreement between them. If these seemingly innocuous steps are not followed, the application of the “sale for resale” exemption could be denied in an audit even if all sales tax on the rent amounts was reported and paid. Such a failure, if not detected prior to an audit, can lead to catastrophic consequences such as the imposition of the full amount of sales tax as of the date that the rent was no longer paid, without a right to recover prior tax payments made with respect to prior rent payments. Obviously, such a result is worse than having paid the tax up front on the aircraft purchase. As described above, the need for the Board to assemble a team of expert professionals and advisors to assist it with proper compliance oversight cannot be understated. Such a team can be an invaluable resource that enables a Board to proactively anticipate and oversee a review of state tax issues relating to the ownership and operation of a business aircraft. Note: This article should not be construed as legal advice or legal opinion on any specific facts or circumstances. The reader is urged to consult legal counsel or other advisors concerning his/her own situation and specific legal questions. Please be advised that, to ensure compliance with requirements imposed by the IRS, any U.S. tax advice contained in this communication is not intended or written to be used, and cannot be used, for the purpose of (i) avoiding penalties under the Internal Revenue Code or (ii) promoting, marketing or recommending to another party any transaction or matter addressed herein.

The Board must also ensure the company’s ongoing compliance with the requirements of an exemption after the aircraft purchase. Using the “sale for resale”

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

WORLD AIRCRAFT SALES MAGAZINE – September 2012

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“I have seen everything properly implemented at the outset of the aircraft purchase, only to be unwound several years later when an aircraft owner fails to follow the continuing requirements for the application of the exemption”.

Aircraft Index see Page 4

Action Aviation July 20/08/2012 18:01 Page 1

ed at iv er ot ll M Se

1996 Cessna Citation VII Serial Number 650-7070

THE CITATION VII IS A VERY CAPABLE AIRCRAFT FOR A REMARKABLY LOW ACQUISITION COST: · Range with six passengers and reserves: 2220 nm (4110 km) · Max range with two passengers and reserves: 2500 nm (4600 km) · Max Cruise Speed 476 kts (881 km/hr) · Up to 8 passengers with a stand-up cabin and enclosed lavatory at back · 700 lbs of externally accessible baggage (8-10 medium soft bags) · Engines on Honeywell Gold MSP · Aircraft on Cessna Pro-Parts program · Fresh Annual Inspection · JAR OPS 1 Compliant, RVSM THE CITATION VII WAS CESSNA’S CULMINATION OF THE C650 LINE OF AIRCRAFT AND ORIGINALLY SOLD FOR $11M IN 1996

TTSN: 7580. Cycles: 5560. Honeywell SPZ 8000 dual digital flight director/autopilot system comprising: 5-Tube EFIS · Dual Honeywell FMSs · EGPWS · TCAS II · CVR · FDR · RAD ALT · HF Radio - Dual Mode-S RNZ-850 transponders · Dual RNZ-850 ADFs · Honeywell Primus Color Radar · ELT · Cabin Airshow For Further Information: Europe: +44 20 7266 2845 or Middle East: +971 4397 1828

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Tel: +91 80413 30900 Mob: +91 98450 68784 infoIndia@actionaviation.com

w w w. A c t i o n A v i a t i o n . c o m

BG 7 Sept12_FinanceSept 21/08/2012 17:14 Page 1

BUSINESS AVIATION AND THE BOARDROOM

Silly Insurance Questions ‘Do I really need an Aviation Insurance Broker?’, and similar... Stuart Hope is a co-owner of Hope Aviation Insurance. His career as an aviation insurance broker began in 1979, and today he is a frequent speaker/author on insurance & risk management topics. He also serves on the NBAA Tax, Insurance and Risk Management Committee. Mr. Hope can be contacted at shope@hopeaviation.com

A thoughtful review of the basics in aviation insurance makes good sense. No question is trivial when the consequences of a mistake are huge, observes Stuart Hope.

reviously we discussed a large claim that was denied because the co-pilot did not meet the insurance policy’s pilot requirements. The policy was written through a general lines insurance broker [the holding broker], who in turn had sub-brokered the account with another insurance broker who handled aviation, but not as a specialty. This sub-brokerage arrangement normally is practiced so the holding broker can earn a commission even though he or she does not have expertise in aviation insurance. This process is very dangerous - something akin to the “telephone game” we all played as kids. By the time the message gets back to the originator, it can be completely different than when it started. The most important insurance decision you will make is the selection of your insurance broker. If you do nothing else, getting this step right will yield the greatest return and is considered a “best practice” by financial and legal experts in the aviation

WORLD AIRCRAFT SALES MAGAZINE – September 2012

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industry. There are other important issues, however, which I present for your review. Should your general lines insurance broker handle an aviation transaction? A general lines broker is probably very good at taking care of your overall insurance needs. But would you hire a general practitioner if you required heart surgery? Business Aviation insurance is no different. You need a professional aviation insurance broker on your side. Unlike other lines of property/casualty insurance, which are written on standard forms, aviation policies vary from company to company (and some policies are MUCH broader than others). This fact makes apples-toapples comparisons extremely difficult. A good aviation insurance broker can help you find the policy that best fits U

Aircraft Index see Page 4

Co Tr ns ade id s er ed

CAP September 20/08/2012 17:13 Page 1

an Ow ts ne Of r fe rs

Available immediately. 135 Ready/Management Programs available. 2007 Citation Sovereign. S/N: 680-0120, N621CS. Total time, 2,865, landings 1,898. Aircraft is enrolled on Pro-Parts, ESP and Aux Advantage. Currently managed by CitationAir and operated FAR 135. Turnkey management options available.

Impeccably maintained. Two owner aircraft. 1983 Challenger 601-1A. S/N: 3005. Total time, 12,678, landings, 7,224. Aircraft has only had two Owners. No known damage. Impeccably maintained. Thirteen place executive interior. US Registered and operated under FAR Part 91

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

BG 7 Sept12_FinanceSept 21/08/2012 11:43 Page 2

What the Boardroom needs to know about Business Aviation your operation. These brokers deal with the underwriting companies every day on multiple aviation risks and have large books of business with each, giving them more clout. An aviation broker will know which underwriter at each insurance company is the most reasonable to deal with, what a competitive rate should be on a particular account, what coverages are available at no charge, and when to negotiate - and how hard. Furthermore, they are likely to secure a lower premium, broader policy terms, or ancillary coverages for their client. If your local broker is sub-brokering your aviation policy through a wholesaler, be careful. The more forks in the pie, the more chance an important detail will get missed. You will not save money on commissions. You will pay the same commission either to your local agent or the best qualified aviation insurance broker, regardless of where you place your business. How do I find the best aviation insurance broker? Credentials, credentials, credentials: If you needed Lasik eye surgery, would you pick an eye surgeon based on a marketing promotion? Your goal is to establish a relationship with a solid aviation insurance broker you can trust. Your first task is to compile a “short list” of respected aviation insurance brokers. Ask operators of similar aircraft which specific broker they use, and then research that broker’s website for information. You want a broker that not only has advanced insurance training and experience but also one that is a pilot. Negotiating with an underwriter from a pilot’s perspective is a must. It really helps to understand the language. Other information can be gleaned from the broker’s website: how long has the firm been in business, how many other qualified brokers work there in case you have an important matter to discuss when your broker is not in the office (you’re looking for bench strength, not a one-man shop). Many brokers post a partial list of their customers to give you an idea of the client that has chosen them. If there are top caliber firms on the list, you can assume these companies are with the broker for good reason. Does the broker promote safety and risk management solutions as a way to complement insurance, or is it just about the money? Membership and participation in professional aviation associations such as NBAA, NATA and HAI provide vital sources of current information that enhance the ability of the broker handling your account. Don’t call several Aviation Insurance Brokers to get competitive bids. While requesting competitive bids is effective with many other products, it’s normally counterproductive here because the aviation insurance market is very small. Unlike auto insurance where there are over 500 insurance companies writing policies, only 20 aviation insurance companies do business in the United States.

WORLD AIRCRAFT SALES MAGAZINE – September 2012

No one broker can represent all auto insurance companies. On the other hand, any good aviation insurance broker can - and will - represent all aviation insurance companies. As a rule, an insurance company will only work with one agent at a time, and it’s strictly on a first come, first served basis. Once a broker contacts an insurer on your behalf, any subsequent broker that contacts them will be blocked from accessing that insurer. If your aviation broker is doing his/her job, they will be shopping all interested aviation insurance companies for terms and will present you with the best proposals. Calling more than one broker is simply a waste of your time. The financial stakes are too high to give anything less than full attention to your aviation insurance program. No one ever thinks it will be their aircraft that’s involved in an accident. Unfortunately, accidents can and do happen, even to the best flight departments. Take command before the loss occurs.

“Calling more than one broker is simply a waste of your time.”

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

www.AvBuyer.com

Aircraft Index see Page 4

AIC August 20/08/2012 17:15 Page 1

BG 8Sept12_FinanceSept 21/08/2012 14:20 Page 1

BUSINESS AVIATION AND THE BOARDROOM

The Large Cabin Equation As Louis Sullivan so aptly said, ‘Form follows function’ Some missions call for more than a Light or Medium Jet. Sometimes it takes a larger jet to handle a large job - hence the ongoing appeal of the Large Cabin jet.

ize often is used as a measure of quality or desirability. While the saying goes, “good things come in small packages”, the pragmatic view would be that some big things need equally big packages - and so it is with Business Aviation. Some days, the mission commands an aircraft of larger capacity. In respect to that, this month our value examination focuses on our definition of Large Cabin business jets.

THINKING BIG WHEN SIZE MATTERS People deal with the concept of size on a fairly routine basis - usually with little thought to the relativity of the concept. What constitutes small to one may

WORLD AIRCRAFT SALES MAGAZINE – September 2012

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appear large to another; what amounts to huge on my scale might only tip the scales toward medium for you. In aviation, one usually deals in such relativities with reference to weights. For the purpose of this month’s focus on Large Cabin jets we categorize aircraft MTOW roughly between 36,000 pounds and 100,000 pounds (the latter figure once constituting the upper limits of business turbojet and turbofan jet airplanes). The advent of the additional, more niche-focused Ultra-Long-Range airplanes and the Business Liner segments have since stretched those limits and will be included in future issues of World Aircraft Sales Magazine. U

Aircraft Index see Page 4

oon! ing S ravo. m o C ion B r Citat ne 2003 U.S. Ow e n . O New Since

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.

2008 Falcon 7X

s /n 0 3 3

620 Total Time. 240 Landings. ESP Gold. 13 Passenger Interior.

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.

1999 Citation Jet

s/n 525-0302

3,900 Total Time. Tap Elite. One U.S. Owner Since New.

402.475.2611 路 www.DuncanAviation.aero/aircraftsales 路 800.228.4277 World Aircraft Sales Ad 8_15_12.indd 1

8/9/2012 11:23:49 AM

BG 8Sept12_FinanceSept 22/08/2012 14:21 Page 2

What the Boardroom needs to know about Business Aviation PERFORMANCE CONSIDERATIONS Large Cabin jets offer plenty in their favor. First, however, if there’s one defining negative element of the Large Cabin jets and their upsize kin it’s in the runway lengths they typically require. Runways longer than 6,000 ft (ideally longer than 7,000 ft) make access comfortable, particularly when the airport elevation is high or on days when the temperature is warm. As density altitude increases, so do runway requirements – but that’s not unique to the larger jets. Many paybacks counter-weigh the runway numbers. The key elements of this category’s appeal include speed, cabin size and range. Speed & Range: The main differentiators between Large Cabin jets and their purpose-built Ultra-LongRange counterparts generally stem from the larger fuel capacities and the higher gross weights the latter category needs to go enormous distances. Otherwise, the average Large Cabin and UltraLong-Range airplanes share more in common than they differ, with similar cabin sizes and comparable cruise speeds. Speeds ranging roughly between 450 and 500 ktas are the overall trend for the Large Cabin segment. Seats-full range capabilities typically up to, and into the 5,000-nautical mile range make Large Cabin jets effective non-stop continent- and ocean-crossing machines: and the fewer the stops, the shorter the overall trip time. Size: Where the Large Cabin airplanes really excel (as the name would suggest) is in their cabin capacities. A cabin for this category of jet typically will stretch from 30, into the 40 feet range (or slightly more), enabling operators to enjoy a wider array of finishing options and office-like features than jets in the smaller segments. Cabin heights in excess of 6ft is the norm, and seating capacity depending on configuration, of eight to eighteen is typical for this category of aircraft. Perhaps the nature of your business requires a couple of distinct, mostly private spaces where different groups can work independently en route. A Large Cabin business jet would definitely be a solution. Dedicated office spaces and a flying conference room are all possible on board this category aircraft. Alternatively, the length of travel may require a sleeping section walled off from the rest of the cabin. At this size, if you can imagine it, interior designers and completion shops can likely fulfil your vision. Naturally, the size and range capabilities don’t come cheaply; you’ll need a larger fuel budget, more hangar space, a larger maintenance budget and - for safety and utility - a crew of three: two on the flight deck, and a professionally trained Flight Attendant for the cabin. Essentially, for the company with the need and budget, the Large Cabin business jet will rarely, if ever, prove too small – and will only occasionally be too large for an airport you’d prefer. For cases like those, you can always charter – just as the small

WORLD AIRCRAFT SALES MAGAZINE – September 2012

aircraft operators do when they need to up-size for the occasional trip. Note: We have included 31 aircraft models in the following Large Cabin price guide, however, for additional assistance and interest, Conklin & de Decker Performance and Specifications data for these same Large Cabin models can be referred to beginning on page 110 of this issue.

LARGE CABIN JET PRICE GUIDE The following Large Cabin Jets Average Retail Price Guide represents current values published in the Aircraft Bluebook – Price Digest. The study spans model years from 1993 through Summer 2012. Values reported are in USD millions. Each reporting point represents the current average retail value published in the Aircraft Bluebook by its corresponding calendar year. For example, the Bombardier Global Express XRS values reported in the Summer 2012 edition of Bluebook show $34m USD for a 2005 model, $36m USD for a 2006 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.

“Dedicated office spaces and a flying conference room are all possible on board this category aircraft. ”

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

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

2008 GULFSTREAM G150

1981 KING AIR F90

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.

2001 TBM 700B

jp@caijets.com PALM BEACH, FLORIDA

S/N 239 1,750 Hours TTSN, 397 SHS, 305 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 200 1,679 Hours TTSN, 802 SHS, 489 SPOH, Honeywell/Garmin Avionics incl. 2Tube EFIS, Dual Garmin 530’s, KGP-560 EGPWS, Sandel SN 3308 EHSI, WX-1000E Stormscope, Annual and 10-Year Inspection c/w January 2012 and NDH.

PRESIDENT, CORPORATE AIRSEARCH INTERNATIONAL

6,893 Hours TTSN, 3404/3404 SMOH, 231/231 SHS by Pratt & Whitney, 428/428 SPOH, EFIS-50, Dual Raisbeck Lower Aft Body Strakes, Frakes Exhaust Stacks, and No Damage History. Owner Motivated!!!

2002 TBM 700B

S/N 351

CONTACT J.P. HANLEY

S/N LA-121

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

Retail Price Guide Sept12_PerfspecDecember06 22/08/2012 14:22 Page 1

BUSINESS AVIATION AND THE BOARDROOM

LARGE CABIN JETS AVERAGE RETAIL PRICE GUIDE SUMMER 2012 YEAR OF MANUFACTURE MODEL

2012 US$M

2011 US$M

2010 US$M

2009 US$M

2008 US$M

BOMBARDIER CHALLENGER 605

30.16

25.0

23.0

21.0

19.0

BOMBARDIER CHALLENGER 604

2007 US$M

2006 US$M

2005 US$M

2004 US$M

2003 US$M

14.6

13.6

12.8

12.1

11.5

30.0

28.0

26.0

16.5

16.0

18.0

BOMBARDIER CHALLENGER 601-3R BOMBARDIER GLOBAL 6000

58.5

BOMBARDIER GLOBAL 5000

48.6

45.0

39.0

37.0

35.0

33.0

31.0

28.0

BOMBARDIER GLOBAL EXPRESS XRS

58.5

53.0

49.0

46.0

43.0

38.0

36.0

34.0

BOMBARDIER GLOBAL EXPRESS DASSAULT FALCON 7X

52.2

49.0

45.0

43.0

41.0

40.0

DASSAULT FALCON 2000LX

32.3

28.0

25.0

23.0

21.0

19.5

21.0

17.5

16.0

22.0

19.5

DASSAULT FALCON 2000DX EASY DASSAULT FALCON 2000EX EASY

18.5

17.0

DASSAULT FALCON 2000EX DASSAULT FALCON 2000 DASSAULT FALCON 900LX

42.4

41.0

DASSAULT FALCON 900EX EASY

15.0

14.0

13.5

13.0

12.5

12.0

11.0

27.0

26.0

25.0

24.0

23.0

38.0 37.0

32.0

28.0

DASSAULT FALCON 900EX

20.8

DASSAULT FALCON 900DX

28.0

24.0

21.5

20..5

19.5

DASSAULT FALCON 900C

18.5 18.9

18.0

17.2

12.5

11.7

11.2

10.7

DASSAULT FALCON 900B EMBRAER LEGACY 650

29.9

28.0

25.0

EMBRAER LEGACY 600

25.9

25.0

22.0

17.5

14.9

13.3

EMBRAER LEGACY 135BJ GULFSTREAM G650

64.5

GULFSTREAM G550

56.2

52.0

49.0

46.0

43.0

41.0

39.0

38.0

37.0

35.0

GULFSTREAM G500

48.2

44.0

41.0

35.0

33.0

32.0

31.0

30.0

28.0

27.0

GULFSTREAM G450

39.9

36.0

32.0

30.0

28.0

27.0

24.0

23.0

22.0

GULFSTREAM G400 GULFSTREAM G350

19.0 34.9

31.0

27.0

26.0

25.0

22.0

20.0

GULSTREAM G300

19.0

18.0

18.0 13.5

13.0

GULFSTREAM GIV-SP GULFSTREAM GV AIRCRAFT BLUEBOOK DATA - CARL JANSSENS, EDITOR. EMAIL: CARL@JETAPPRAISALS.COM

WORLD AIRCRAFT SALES MAGAZINE – September 2012

www.AvBuyer.com

Aircraft Index see Page 4

Retail Price Guide Sept12_PerfspecDecember06 22/08/2012 14:43 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 BOMBARDIER CHALLENGER 605

10.5

9.7

9.3

8.7

8.3

7.9

7.4

BOMBARDIER CHALLENGER 604

5.3

5.0

4.8

4.5

BOMBARDIER CHALLENGER 601-3R BOMBARDIER GLOBAL 6000 BOMBARDIER GLOBAL 5000 BOMBARDIER GLOBAL EXPRESS XRS

25.0

24.0

23.0

22.0

BOMBARDIER GLOBAL EXPRESS DASSAULT FALCON 7X DASSAULT FALCON 2000LX DASSAULT FALCON 2000DX EASY DASSAULT FALCON 2000EX EASY DASSAULT FALCON 2000EX

10.5

10.0

9.5

9.0

8.5

8.0

7.5

7.0

DASSAULT FALCON 2000 DASSAULT FALCON 900LX DASSAULT FALCON 900EX EASY

19.9

19.0

18.3

17.3

16.5

15.8

15.4

14.0

DASSAULT FALCON 900EX DASSAULT FALCON 900DX

16.7

16.1

15.1

13.8

13.6

13.3

12.6

DASSAULT FALCON 900C 12.2

11.5

11.0

10.5

9.9

DASSAULT FALCON 900B EMBRAER LEGACY 650 EMBRAER LEGACY 600

10.2

EMBRAER LEGACY 135BJ GULFSTREAM G650 GULFSTREAM G550 GULFSTREAM G500 GULFSTREAM G450 GULFSTREAM G400 GULFSTREAM G350 GULSTREAM G300

15.5

14.5

14.0

26.0

25.0

24.0

13.0 23.0

12.5 22.0

12.0 21.0

11.5

10.5

20.0

19.0

10.0

9.5

GULFSTREAM GIV-SP GULFSTREAM GV

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

www.AvBuyer.com

WORLD AIRCRAFT SALES MAGAZINE – September 2012

GAMASeptember12_GAMA June07 21/08/2012 10:52 Page 1

GAMA SECOND QUARTER 2012 SHIPMENT ANALYSIS

GAMA Second Quarter 2012 Shipment Analysis by Mike Potts At first glance, the second quarter business aircraft shipment report issued by the General Aviation Manufacturer’s Association (GAMA) makes you think the long-awaited recovery in our industry could finally be underway. Perhaps that thought comes easily because we all want so much for it to be true, but the evidence is clearly there. The GAMA report tells us that total aircraft shipments grew 5.9 percent from a year ago, and billings are up 13.9 percent. In raw numbers that translates into 918 aircraft worth $8.2 billion, up from 867 units worth $7.2 billion a year ago. It starts to sound like a recovery… Business jets totaled 294 units for the period, up 13.1 percent from 260 at this point last year. Turboprops finished at 243, up from 220, or a gain of 10.5 percent. That sounds like a recovery, too. Piston sales were off slightly at 381, down from 387 over the same six-month period last year. That’s forgivable… Even GAMA, in its coy kind-of-a-way, tells us maybe it thinks this could be the start of a turn-around. “We are starting to see positive signs in the 2012 shipment data,” said GAMA’s president and CEO, Pete Bunce. “When coupled with the positive trend we are seeing in the used market, we may finally be witnessing the start of our recovery.” Certainly everyone with a stake in this industry hopes that he’s right.

…BUT… Unfortunately, not all of the positive evidence in the current GAMA report holds up

WORLD AIRCRAFT SALES MAGAZINE – September 2012

under closer scrutiny. Take the turboprop numbers, for example: It turns out that all of the 10.5 percent increase over last year is the result of sales increases at GAMA’s two newest members: Air Tractor and Thrush. While we’re pleased to see these companies doing well, their products are all agricultural. Sales among the business turboprop manufacturers that historically report to GAMA were actually off 4.1 percent in the first six months of 2012, down from 143 last year to 137 this year. GAMA’s situation has evolved and the numbers have been adapted accordingly, including a new set of data for 2011 that includes deliveries from Air Tractor and Thrush. But the numbers don’t really present evidence for a recovery in Business Aviation. When you take the agricultural turboprop numbers out, the total shipment numbers begin to look at lot like last year’s, although billings are still up because of the increase in jets. And what of the jet numbers themselves? GAMA presents them as being up 13.1 percent for the year. That’s accurate, but potentially a little misleading. What we really have is a six-month period in which sales were off slightly during the first three months – down from 128 jets last year to 123 in the first quarter 2012 (-4.1 percent) followed by a threemonth period in which sales jumped fully 22.8 percent, from 132 units a year ago to 171. So what we really have here is one very good quarter of jet deliveries. Is that enough evidence to declare that the recovery has begun…? Perhaps. Looking back, the last two quarters of 2011 were actually pretty strong. In the third www.AvBuyer.com

quarter there were 167 jet deliveries – almost as good as the quarter just completed. Then there was the fourth quarter of 2011, which was sensational, with 268 units. It was a finish that saved the year and allowed us to finish with a total of 695 jets for the year – better than just about anyone thought possible. So if we look at the mid-point of 2011 as the start of the recovery, then the first quarter of this year becomes just an aberration – a speed bump response to the huge quarter that preceded it. If that is what’s happening, we can look for the third quarter of this year to look a lot like the second – with jet deliveries in the 165 to 180 range, followed by a fourth quarter with totals between 250 and 280. That would see us finishing the year with total jet deliveries in the 725 to 750 range. If we do that, we can definitely say that we are in recovery mode, and that we actually have been for some time! On the other hand, if the third quarter GAMA report lists jet deliveries back in the 125 to 140 range, we will still be mired in recession… We’ll know a lot more when we see the results for the next quarter. Personally, I believe the recovery is already underway. All the major economic factors to support a recovery in the business aircraft market have been in place for some ❯ Aircraft Index see Page 4

Eagle Creek September 21/08/2012 15:39 Page 1

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N690GF, N690GF F, S/N 11357 11357, Garmin G GTN-750 GTN 750 and GTN-650 GTN 650 TTouchscreens, ouchscree o ens Garmin ens, GTX-33 and GTX-33 30 TTransponders, ransponders, Garmin GMA-340 Audio Auudio Panel, Panel, GTX-330 Skywatch Skywat tch and 6324 AFTT A

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GAMASeptember12_GAMA June07 21/08/2012 10:53 Page 2

GAMA SECOND QUARTER 2012 SHIPMENT ANALYSIS

COULD LIGHT TO MEDIUM-SIZED JETS BE MAKING A COMEBACK? CESSNA’S NUMBERS SUGGEST THEY MAY BE.

time. The recession in the U.S. ended some time back, although recovery has been tepid. Corporate profits have been improving for more than a year. Stock markets around the world, and particularly in the U.S., have been gaining steadily for the past two years and are approaching record levels. Business aircraft should be improving, and it now appears that they finally are, at least in the jet market. Whether the recovery has or hasn’t begun, there’s still a lot of interesting information in the details of this quarter’s GAMA report. For one thing, for the first time in my memory, one company (Cessna) is the leader in all three aircraft categories – jets, turboprops and piston aircraft. For another, for the first time since the recession began, a majority of the companies in all three categories are reporting improved sales over a year ago, although it is not yet benefiting all of the categories as fully as it might.

THE JET MARKET Looking at the details of jet deliveries among the various manufacturers in this current GAMA report supports the idea that the market is picking up. Six of the eight business jet manufacturers reported improved delivery numbers, including Airbus, Boeing, Bombardier, Cessna, Dassault and Embraer. Cessna is the leader in business jet deliveries for the first half of 2012, with 86 units. Of these, 37 came in the first quarter and 49 in the second. A year ago Cessna had 31 in the first quarter and 38 in the second for a total of 69. Trailing Cessna in second place is Bombardier, with 75 jet deliveries, including 29 in the first quarter and 46 in the second. Last year Bombardier was tied with Cessna at 69 at the mid-point of the year, having

WORLD AIRCRAFT SALES MAGAZINE – September 2012

actually led in the first quarter with 42 before falling back in the second with 27. One of the hallmarks of the downturn over the past three years has been the reduction in demand for light to medium-sized jets – an area where Cessna’s product line is heavily concentrated. Now demand for lightto-medium jets appears to be making a comeback. In this year’s second quarter Cessna delivered 45 units from its CJ-series compared (versus 28 a year ago). Cessna’s return to the lead in business jet deliveries is riding on the upturn in the lower-end of its product line. In third place for business jet deliveries so far this year is Gulfstream – one of the two companies whose totals do not surpass last year’s. Gulfstream reported 40 deliveries, down from 46 at this time last year. Next came Dassault with 34, followed closely by Embraer with 33. Dassault’s improvement over last year was a striking 78.9 percent, up from the 19 units it delivered in the first six months of last year. By contrast, Embraer’s 33 was only 6.5 percent ahead of the 31 it had recorded at the end of the first six months last year. In sixth place among the traditional business jet manufacturers was Hawker Beechcraft – the other company whose totals did not match what it delivered in the first half of 2011. Hawker Beechcraft reported 16 units so far in 2012, compared with 21 last year. Its totals included 10 during the second quarter of both years, however. Hawker Beechcraft’s jet production changed significantly this past year. In 2011 it listed seven jet models in production. Now it counts just three. The company has now reportedly been sold to investors in China. How this will impact its continuing role as a www.AvBuyer.com

business jet manufacturer remains to be seen. Completing the listing of business jet builders reporting to GAMA are Airbus and Boeing. Both have enjoyed sales gains so far this year, with Boeing delivering six Business Liners, and Airbus four. A year ago Boeing had reported two deliveries while Airbus made three, so the total Business Liner market has doubled over the past year, from five units to 10.

THE TURBOPROP MARKET Regrettably, the good fortunes in the jet market don’t extend to the turboprops yet, although there is evidence things could be picking up. Among the eight traditional business turboprop manufacturers, five reported improved delivery numbers for the first half of this year, including Cessna, Pacific Aerospace, Piper, Quest and Socata. Reporting fewer deliveries so far this year were Hawker Beechcraft, Piaggio and Pilatus. As noted earlier, Thrush and Air Tractor make it a little harder to understand what’s happening in this segment. Collectively, the two new companies added 106 turboprops to this year’s GAMA total so far – including 87 for Air Tractor and 19 for Thrush. To keep last year’s and this year’s reports on an apples-to-apples basis, GAMA amended last year’s report to include 77 more turboprops, including 62 from Air Tractor and 15 from Thrush, making 244 units this year compared with 220 last year, or a net gain of 10.9 percent. Counting only the traditional business turboprops, last year’s mid-point deliveries totaled 143 units, including 56 in the first quarter and 87 in the second. This year’s total is 137 business turboprops, including 55 ❯ Aircraft Index see Page 4

Dassault September 20/08/2012 17:31 Page 1

GAMASeptember12_GAMA June07 21/08/2012 10:54 Page 3

GAMA SECOND QUARTER 2012 SHIPMENT ANALYSIS last quarter and 82 in this one. Cessna is the leading producer of business turboprops this year with 40 units. This is up from 38 deliveries at this time last year. Second is Hawker Beechcraft at 32. Last year Hawker Beechcraft was leading the pack at 40, as it was at the end of the first quarter this year with 18. Cessna surged ahead in the second quarter with 24 units, compared with Hawker Beechcraft’s 14. Third in turboprops is Pilatus with 19, down from 25 last year, followed by Socata at 16 and Piper at 15. Last year at this time Socata and Piper had 12 and 14 respectively. The remainder of the turboprops consisted of Pacific Aero at eight, up from six; Quest at six, up from five and Piaggio with a single delivery this year, down from three last year. THE AIR TRACTOR HAS MASKED THE TRUE PICTURE OF WHAT HAS BEEN HAPPENING IN BUSINESS AVIATION.

THE PISTON MARKETS: SINGLES

it did in the second (23) – an indication that if recovery is underway, it is happening unevenly. Not far behind Diamond in fourth place is Piper with 44 units, up from 32 a year ago. Like Diamond, Piper also delivered more singles in the first quarter (25) than in the second (19). Rounding out the single engine deliveries were American Champion and Gippsland, tied at 10 each, followed by Hawker Beechcraft with six and Maule with four.

The single-engine piston market is performing ahead of last year by about 6.5 percent, with 345 units delivered compared with 324 a year ago. Six of the 11 piston manufacturers reporting to GAMA this year have greater sales than a year ago, including Cessna, Diamond, Gippsland, Maule, Pilatus and Piper. Companies reporting fewer deliveries than a year ago were American Champion, Cirrus, Hawker Beechcraft and Liberty. Cessna leads the piston market at this time. Last year, Cirrus was ahead of Cessna by a total of 118 to 91 in certified piston singles. It would finish ahead at the end of the year by narrow margin (255 to 245), but Cessna jumped out to a lead of 50 to 45 in the first quarter of this year and has now widened its margin to 114 to 105. Considering that Cessna and Cirrus built 1,282 single-engine aircraft between them in 2008, you can see that the piston market has quite a way to go before it can be pronounced “recovered.” Solidly in third place in piston-powered singles is Diamond with 51 units, up from 45 a year ago. Diamond actually delivered more units in the first quarter of this year (28) than

TWINS The piston twin segment appears to be having its own private recession – and quite a bad one at that. As recently as a year ago, piston twins were enjoying near-record sales. This year sales are down 42.8 percent, from 63 units down to 36 at the end of the second quarter. The company which has led the market for the past few years, Diamond, has sunk to second place behind Piper, with just 13 units delivered this year. Piper, with 17, is actually four units ahead of a year ago, while Hawker Beechcraft, the third piston twin producer, is behind last year’s pace with six deliveries, down from 10. Combined with the single-engine total,

Airplane shipments1,2,6 by type : MANUFACTURED WORLDWIDE 4

piston twin deliveries served to drag the overall piston market into negative territory, down 1.6 percent from a year ago. In raw numbers that equaled 381 units, down from 387 deliveries in the first half of 2011. Piston deliveries would be virtually inconsequential in the overall business aircraft picture were it not for the fact that they have consistently been a bellwether for the industry. Whether that will prove to be true in the current recession remains to be seen. If pistons are going to lead the way, however, we are still some distance from recovery in the turboprop and jet segments, because the piston segment still seems mired in recession. More likely is that the jet and turboprop markets have become increasingly divorced from what’s going on in piston sales and will operate still more independently in the years ahead. If the jet market continues on the upward trend it has exhibited since the middle of last year, it will be strong evidence that piston sales are no longer a reliable indicator of what’s going to happen in the other markets.

❯ To view a full summary of GAMA’s Second Quarter 2012 and cumulative shipment report, see below and overleaf. ❯

Airplane shipments1,2,6 by type : MANUFACTURED IN U.S. ONLY 3,4

YTD

SINGLE-ENGINE PISTON

167

178

345

SINGLE-ENGINE PISTON

133

151

284

MULTI-ENGINE PISTON

TOTAL PISTON

184

197

381

TOTAL PISTON

142

165

307

TURBOPROPS

107

136

243

TURBOPROPS

104

199

BUSINESS JETS

123

171

294

BUSINESS JETS

154

TOTAL TURBINE

230

307

537

TOTAL TURBINE

161

191

353

GRAND TOTAL

414

504

918

GRAND TOTAL

303

356

660

WORLD AIRCRAFT SALES MAGAZINE – September 2012

www.AvBuyer.com

Aircraft Index see Page 4

PremiAir September 20/08/2012 18:02 Page 1

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GAMASeptember12_GAMA June07 21/08/2012 10:55 Page 4

GAMA SECOND QUARTER 2012 SHIPMENT REPORT

Second Quarter Airplane Shipment Report 2012 1,2,4,6

MAKE & MODEL AIRBUS

YTD

MAKE & MODEL CESSNA AIRCRAFT

YTD

ACJ318

162 SKYCATCHER

ACJ319

172R SKYHAWK

ACJ320

172S SKYHAWK SP

TOTAL UNITS

182T SKYLANE

$166,000,000 $145,000,000 $311,000,000

T182T TURBO SKYLANE

206H STATIONAIR

AT-401B

T206H TURBO STATIONAIR

AT-402A

350 CORVALIS

AT-402B

400 CORVALIS TT

AT-502A

208 CARAVAN 675

AT-502B

208B GRAND CARAVAN

AT-504

510 CITATION MUSTANG

525A CITATION CJ2+

TOTAL BILLINGS AIR TRACTOR

AT-602

AT-802

525B CITATION CJ3

AT-802A

525C CITATION CJ4

TOTAL UNITS

560 CITATION XLS+

TOTAL BILLINGS

$18,177,397

$19,162,742

$37,340,139

680 CITATION SOVEREIGN

750 CITATION X

2 252

AMERICAN CHAMPION 7EC CHAMP

TOTAL UNITS

108

144

7ECA AURORA

TOTAL BILLINGS

$360,911,427

$454,059,923 $814,971,350

7GCAA ADVENTURER

CIRRUS AIRCRAFT

7GCBC CITABRIA EXPLORER

CIRRUS SR20

8GCBC SCOUT 8GCBC

CIRRUS SR22

8KCAB SUPER DECATHALON

CIRRUS SR22T

TOTAL UNITS

105

$832,500

$802,500

$1,635,000

TOTAL BILLINGS

$23,068,699

$33,299,587

$56,368,287

TOTAL BILLINGS BOEING BUSINESS JETS BBJ

DASSAULT FALCON JET

FALCON 900LX

FALCON 2000LX

BBJ 2

BBJ 3

FALCON 7X

B747-8

TOTAL UNITS

TOTAL BILLINGS

$683,800,000 $852,800,000

TOTAL BILLINGS

$63,000,000

$126,000,000

DIAMOND AIRCRAFT HK-36

LEARJET 40XR/45XR

DV20

LEARJET 60XR

DA20-C1

DA40 (ALL)

36 13

BOMBARDIER

$1,536,600,000

CHALLENGER 300

CHALLENGER 605

DA42 (ALL)

GLOBAL 5000/6000

TOTAL UNITS

CL850/870/890

TOTAL BILLINGS

$13,057,380

$9,422,870

$22,480,250

TOTAL UNITS

EMBRAER

TOTAL BILLINGS

$818,500,000 $1,556,300,000 $2,374,800,000

WORLD AIRCRAFT SALES MAGAZINE – September 2012

PHENOM 100

www.AvBuyer.com

Aircraft Index see Page 4

❯

GAMASeptember12_GAMA June07 21/08/2012 10:57 Page 5

GAMA SECOND QUARTER 2012 SHIPMENT REPORT MAKE & MODEL

YTD

MAKE & MODEL

PHENOM 300

PACIFIC AEROSPACE LTD

LEGACY 650

YTD

PAC 750XL

LINEAGE 1000/E190 HEAD OF STATE 0

TOTAL UNITS

SHUTTLES (ERJs & E-Jets)

TOTAL BILLINGS

$5,332,446

$9,338,990

$14,671,436

TOTAL UNITS

PIAGGIO AERO

TOTAL BILLINGS

$115,160,000 $226,710,000

$341,870,000

P.180 AVANTI II

TOTAL UNITS

$7,195,000

GIPPSAERO PTY LTD

GA8 AIRVAN

TOTAL BILLINGS

TOTAL UNITS

PILATUS

N/A

PC-6

PC-12

TOTAL UNITS

$24,166,000

$64,351,001

$88,517,001

PA-28-161 WARRIOR III

PA-28-181 ARCHER III

TOTAL BILLINGS GULFSTREAM AEROSPACE

5,8

GULFSTREAM 150/200

GULFSTREAM 350/450/500/550 17

TOTAL BILLINGS

TOTAL UNITS

PIPER AIRCRAFT

TOTAL BILLINGS

$900,745,000 $938,080,000 $1,838,825,000

HAWKER BEECHCRAFT CORP BEECHCRAFT BONANZA G36

PA-28R-201 ARROW

BEECHCRAFT BARON G58

PA-34-220T SENECA V

BEECHCRAFT KING AIR C90GTx 10

PA-44-180 SEMINOLE

BEECHCRAFT KING AIR 250

PA-46-350P MALIBU MIRAGE 12

BEECHCRAFT KING AIR 350i

PA-46R-350T MATRIX

BEECHCRAFT PREMIER IA

PA-46-500TP MERIDIAN

HAWKER 900XP

TOTAL UNITS

HAWKER 4000

TOTAL BILLINGS

$31,578,203

$37,423,010

$69,001,213

TOTAL UNITS

QUEST AIRCRAFT COMPANY

TOTAL BILLINGS

$218,361,100

$261,281,800 $479,642,900

TOTAL UNITS

TOTAL BILLINGS

$3,340,000

$7,000,000

$10,340,000

TOTAL UNITS

SOCATA

TOTAL BILLINGS

TBM 850

TOTAL UNITS

$37,320,000

$54,520,000

LIBERTY AEROSPACE XL2

MAULE AIR

KODIAK 100

M-7-180

N/A

TOTAL BILLINGS

M-7-235C

N/A

THRUSH AIRCRAFT

$17,200,000 5,7

M-7-260C

N/A

S2R-T34

TOTAL UNITS

S2RHG-T65

TOTAL BILLINGS

$760,830

S2R-T660

S2R-G10

1 0

MOONEY AIRCRAFT M20R OVATION

S2R-H80

M20TN ACCLAIM

TOTAL UNITS

TOTAL BILLINGS

$9,559,000

$15,657,797

TOTAL BILLINGS

$6,098,797

GRAND TOTAL CIVIL SHIPMENTS 6 419 514 933 GRAND TOTAL AIRPLANE BILLINGS $3,470,089,779 $4,732,106,423 $8,202,196,202

NOTES: 1. A shipment occurs when a general aviation airplane is shipped from its production facility to a customer located anywhere in the world. 2. Shipments may include deliveries to a fractional operator owned by the company or to an aircraft dealer. 3. An airplane is considered to be manufactured in the United States when produced under an FAA production certificate. 4. Military airplane shipments are not included in shipment table totals. 5. Company billings are not reported. Where available, GAMA estimates total billings using public information including B&CA Purchase Planning Handbook 2012. 6. Cessna Aircraft Company C162 SkyCatcher (SLSA) and Diamond Aircraft HK36 Motor Glider models are included in civil make-model shipment total, but not summary tables. This change is intended to properly capture all deliveries by the companies listed while maintaining a consistent baseline of shipments from previous years' reports. 7. Air Tractor and Thrush Aircraft are new to the report starting first quarter 2012. 8. Gulfstream deliveries will be recognized at the time of completion ("outfitted") starting 2012 to better align with shipment recognition with other OEMs. The 2011 report has been updated and prior years data will be amended. 9. Airbus and Boeing twin aisle shipments will be identified in the report as opposed to in the footnotes going forward. GAMA, however, is not including the value of twin aisle airplane shipments in the calculation of billings. Advertising Enquiries see Page 8

www.AvBuyer.com

WORLD AIRCRAFT SALES MAGAZINE – September 2012

JMesingerSept12_JMesingerNov06 21/08/2012 10:14 Page 1

THE AVIATION LEADERSHIP ROUNDTABLE

To Be, Or Not To Be Busy etween me and my sons, Josh and Adam, we make hundreds of calls every day. Most are to industry professionals - other brokers, aviation attorneys, maintenance facilities and industry providers. Each day we get an opportunity to directly engage the market, and better than any other economic indicator get the pulse and temperature of the industry. At the end of any given day, we know if our markets are hot and high or cool and low. Unlike any other recovery in my 38 year industry history, this one seems harder to peg. Are we in a recovery, or have we just slowed down on the decline? Are things looking up, or just not looking down? I asked Adam who is in charge of our internal research team to give me some statistics about sales and to shape his answer in segments one week. Most people would say the top end of the market the segment driven largely by the appetite of the emerging markets around the world - is recovering fastest. After all, it is the high-networth individuals (HNWIs) and large multinational corporations that seem to have been affected last in the downturn and who are perceived to be coming out of it the quickest. I was surprised by Adam’s answer. We use AMSTAT’s listing services reporting on aircraft for sale and aircraft sold globally, and often we will see aircraft transactions listed that have never been publicly listed for sale on the market, and offering no specific buyer and seller information. These sales are hard to rely on since we don’t have any way to distinguish the selling facts, and therefore I have not counted these statistics in the following information. Yet, even when leaving those few transactions in each category out of the statistics the results are amazing… In the entire year of 2012 there have only been two Global XRS sales of pre-owned aircraft. In the Global 5000 market there have only been two pre-owned aircraft that have sold this year. In the Gulfstream G550 market there have only been five pre-owned aircraft sold this year, and in the Gulfstream G450 market there have been five pre-owned aircraft sold this year. These numbers hardly scream of a robust recovery to me. Not even by including those that have no depth of

WORLD AIRCRAFT SALES MAGAZINE – September 2012

transaction detail and that were never reported on the market as ‘for sale’ would we have changed the market definition to being one in a recovery. The other data point that would help define a recovering market would be price stability and we still see that in most markets this has not been a rising indicator and in fact is still a declining indicator. We are, however, seeing more transactional activity and experiencing a higher level of calls and interest in the mid-size to small-size jet categories. That is not to say that HNWIs and large multi-national corporations are not actively buying. Some are buying new, but many are buying older than they usually do because many simply cannot see past the incredible

...it becomes clear that most people we speak to are optimistic about the industry and their future within it. value proposition that these aircraft hold. Why not buy a slightly older Gulfstream if you could get it for significantly less than a new or newer airplane, especially if the mission requirement can be fulfilled just as well? Why pay more if you can obtain a solution for less? Returning to the multitude of calls we make every day, it becomes clear that most people we speak to are optimistic about the industry and their future within it. Most are encouraged by the activity that there is. All know it could be better, and all say that they feel there will be an improvement in the nearterm rather than in the far distance. When we ask what they think will be a defining moment, some say Election Day, others say better news out of Europe, and all agree that it’s just a matter of time. www.AvBuyer.com

Like us, many of you reading this article have been in this industry for many years. For the newcomers this may seem like a neverending phenomenon, but regardless of your tenure in the industry, if you look at this question from an historical perspective the result is always the same: The industry survives. In fact it usually comes out stronger and bigger. This recent chapter should have the same positive ending. It may just take a little more time. The manufacturers are working hard to meter production with demand, therefore keeping supply in line. This is a very healthy thing and will add pricing stability to future markets. The many wonderful modernization shops that provide avionics upgrades and paint and interior report that business is brisk, and that they are feeling the effects of increased utilization. That, too, is a good thing. The aviation attorneys we work with all say the transactional activity they are experiencing is on an uptick and that is also a very good thing. The bottom line: To be, or not to be busy? That in great part is up to you. It is sometimes so easy to claim that things are slow-going, put up the gone fishin’ sign and take the day off. I promise you all if you do that you will not be busy and will not enjoy the positive outcome of those who put off the fishing day and hit each day like the market is waiting for them. ❯ 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

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Plane Sense on Cockpit Avionics UPGRADES RETROFITS REFURBISHMENTS MRO BUSINESS AIRCRAFT World Aircraft Sales/AvBuyer For advertising contact: ks@avbuyer.com

September 2012

Plane Sense September_FinanceNov 21/08/2012 09:48 Page 1

Plane Sense on Cockpit Avionics

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Future Regs and Your Cockpit. UNIVERSALâ&#x20AC;&#x2122;S 890R VISION I

Development Never Sleeps: Panel Upgrades.

Supporting Your New Equipment.

Future Regulations & Your Cockpit Get the Retrofit Right the First Time. by Brian Wilson

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

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he cyclical pattern associated with avionics retrofits are usually driven by economic conditions or regulatory compliance, with the latter offering a more compelling reason to perform the upgrade. Ultimately, when operators are forced to spend money on certain systems due to compliance, other peripheral systems stand idle. Take, for example, the years in which operators were busy spending hundreds of thousands of dollars to upgrade their aircraft with RVSM and TAWS. Although both of these systems improved safety awareness Aircraft Index see Page 4

Plane Sense September_FinanceNov 21/08/2012 09:48 Page 2

Advertising Enquiries see Page 8

Having expressed that avionics retrofits are tied to a cyclical pattern driven first by compliance and then by necessity, although cabin avionics upgrades will continue to be strong in the next few years the industry stands braced as the next wave of retrofits driven by compliance approaches. And if you are not yet ready, you need to be. Here’s why…

FANS The most desirable flight levels of FL360390K (inclusive) in the North Atlantic Track System (NATS) will require your aircraft to www.AvBuyer.com

• • • • • •

Flight Management System (FMS) Communications Management Unit (CMU) Cockpit Voice Recorder (CVR) Satellite Communications (SATCOM) Audio Panel Annunciation and Aural Alerting Systems.

WORLD AIRCRAFT SALES MAGAZINE – September 2012

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and allowed more aircraft to fly closer together, the passenger experience was not enhanced in anyway. These costly upgrades exceeded most annual avionics budgets, and the residual effect lasted another few years. This lead to an emergence in cabin entertainment upgrades the last few years after a period of neglect. Innovative technologies enabling connectivity, portable devices and applications converged with entertainment and put an emphasis on enhancing the passenger experience. Owners were - and still are - eager to spend money again on systems they can “touch” and “feel”.

be outfitted and approved for Future Air Navigation System (FANS) operations as early as February 2013 for the two most efficient tracks. Effective February 2015, all aircraft could be required to be FANS complient to fly in any airspace within the NATS. Two acronyms you should become familiar with are Automatic Dependent Surveillance Contract (ADS-C) and Controller Pilot Data Link Communication (CPDLC) which are the technologies that define FANS. FANS is actually quite common among commercial aircraft, but it is just in its infancy in the business jet community. It essentially provides an alternative to the noisy and intrusive HF systems currently outfitted on corporate aircraft that travel over the oceanic tracks. One of the goals of FANS is to reduce by half both the Lateral and Longitudinal (Trailing) separation of aircraft, much like what RVSM succeeded in doing with the Vertical separation. Another is to reduce the workload for both the crew and Air Traffic Control (ATC) when communicating. ADS-C will provide digital position reports to ATC via an approved Iridium or Inmarsat Satellite communications system. These are sent automatically, and require no pilot interaction. Meanwhile, language misinterpretations and cross-chatter will be minimized and CPDLC will become the standard mode of communicating. (A simple way to think about CPDLC is that it’s similar to the way we text on the ground; the crew and ATC will communicate via a pre-arranged set of messages transferred back and forth with the push of a button on the Flight Management System.) FANS upgrades will require either an STC or an OEM service bulletin. For “N” registered aircraft a Letter of Authorization (LOA) will be required from the FAA. The timeframe needed in which to find an STC to cover your airframe and receive LOA approval from the FAA should not be underestimated; in fact, two flight departments recently seeking LOA approval for the same type configuration and airframe ranged from an acceptable five weeks to an anemic 32 weeks. The systems affected by a FANS upgrade will include:

Plane Sense September_FinanceNov 21/08/2012 09:51 Page 3

I recommend that all flight departments that fly the North Atlantic Tracks to Europe, or even those that transition through them using a random route, allocate funding for FANS in their budgets and start to plan immediately. As an example for those who fail to comply, the estimated costs for a large airframe like a Challenger, Falcon or Gulfstream forced to fly outside the preferred tracks can cost an “additional” $30,000-50,000 a year based on just four international trips, with the additional flight time and fuel burn due to the longer distance traveled, unfavorable winds and re-routing of the aircraft. Aircraft could also face another unwanted stop for refueling due to the longer distance flown, coupled with a relentless headwind. Both the FAA and EASA are promoting the “Best Equipped, Best Serviced” philosophy, meaning that your aircraft will fly at lower altitudes, fly longer routes and be re-routed behind aircraft that are FANS compliant. While on the topic of EASA, Link 2000+ is another mandate set for February 2015, and it will apply to aircraft flying into any European airspace. Link 2000+ is conceptually similar to CPDLC but will use a different protocol that could add costs to your upgrade. Link 2000+ requires a line-of-sight VHF Data Link (VDL) Mode 2 transceiver and antenna, and works with the new higher speed Aeronautical Telecommunications Network (ATN). Think of this as similar to your cell phone which goes from having 3G service to 4G. The important thing to remember is that if you upgrade your CMU for FANS, make sure the unit is provisioned or has a software path for Link 2000+, otherwise you will be adding another CMU to your upgrade. Aircraft operators approved for FANS by January 1, 2014 will benefit from a clause stated under Eurocontrol’s Link 2000+ program that allows them exemption from the mandate.

GLASS PANEL RETROFITS

WORLD AIRCRAFT SALES MAGAZINE – September 2012

“ ...you don’t want to rush into a decision and then later find out the technology you had installed is limited and will not meet future changes or mandates.” connect with an avionics shop that has the experience, knowledge and expertise to perform these complex upgrades. For some airframes numerous choices and price points exist for glass panel upgrades, but you don’t want to rush into a decision and then later find out the technology you had installed is limited and will not meet future changes or mandates. Cockpit upgrades in the 1990s consisted of replacing the electro-mechanical instruments with heavy, power consuming Cathode Ray Tubes (CRT) displays. These units were limited in their ability to accept and process data, and had a high failure rate of their High Voltage Power Supplies (HVPS). Global production sites for CRTs peaked in the mid-nineties to 68 sites, but as of this writing less than 10 still exist. Those www.AvBuyer.com

remaining sites have asked vendors like Rockwell Collins and Honeywell for Life Time Buy (LTB) forecasts. Vendors have started attaching end-of-production and support documents when a unit is repaired or exchanged. Operators, meantime, are spending more and more money to maintain these older systems, and are essentially being pressed into decisions on whether to upgrade to a more modern aircraft or perform a retrofit to Liquid Crystal Display (LCD) technology. The benefits of LCD technology include larger, sharper displays that absorb less power as well as offer improved reliability. Standard configuration includes four 8x10-inch screens consisting of two Primary Flight Displays (PFD) and two MultiFunction Displays (MFD) which deliver greater situation awareness and reduce pilot workload. Other benefits include: • • • • •

Synthetic Vision System (SVS) Electronic Charts Graphical Weather Overlays Enhanced Navigation Maps Enhanced Vision Systems (EVS).

Most STCs include standard or optional Integrated Engine Indication Systems. Legacy engine instrumentation repair and exchange costs continue to increase each year and directly affect your dispatch reliability. Although an upgrade to an older panel will cost hundreds of thousands of dollars, it’s still a lot cheaper than purchasing a new aircraft and helps preserve resale value. The open-architecture design and on-going enhancement plan ensure operators that their cockpit will meet upcoming technology advancements and regulatory demands.

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I enjoy a lot of interaction with customers, many of whom are pilots or maintenance personnel. One of the most common responses I get when discussing possible upgrades for their aircraft is that they are not sure if they are going to keep the aircraft or purchase a newer one with a state-of-the-art cockpit. Usually after weeks, sometimes months of going back-and-forth on the right route forward, they request of quote to retrofit the existing aircraft. Glass panel upgrades must be performed by an FAA approved STC, and can include replacing the Auto Pilot, the FMS and some (or all) of the legacy radios. Make sure you

GULFSTREAM III WITH UNIVERSAL 890 GLASS PANEL RETROFIT (COURTESY UNIVERSAL AVIONICS)

Aircraft Index see Page 4

Banyan September 21/08/2012 11:52 Page 1

Plane Sense September_FinanceNov 21/08/2012 09:52 Page 4

FLIGHT MANAGEMENT SYSTEMS The key link in the chain between FANS, CPDLC and Glass Panel Retrofits is the FMS. This is the horsepower within the engine; the microprocessor within the mainframe. The FMS functions much like a computer and consists of a keypad, software, memory cards and a processor. You wouldn’t use a desktop or laptop computer that’s older than five-years for your business, and likewise you shouldn’t be flying your aircraft with an outdated version either. Your aircraft type and configuration will determine how sophisticated and costly this upgrade will be, but there are measurable results that will help recoup your Return on Investment (ROI). Key benefits of the retrofit for the crew and passengers include, but are not limited to the following: • • • • • •

Localizer Performance with Vertical guidance (LPV) Wide Area Augmentation System (WAAS) Coupled Vertical Navigation (VNAV) Required Navigation Performance compliance (RNP) Improved safety and situational awareness Preferred routing and fuel savings.

Updating your FMS to a WAAS enabled unit allows your aircraft to fly LPV approaches, taking advantage of the precise GPS accuracy of WAAS and allowing you to fly a coupled Lateral and Vertical approach with ILS–like guidance down to near CAT-1 minimums. Passenger comfort and fuel savings are a direct results of a constant glide path that allows the crew to “idle back” and descent rather than the standard leveling off, accelerating and again leveling off approaches. The lower minimums will also allow you to get into an airport that otherwise might require you to seek an alternative due to poor visibility and low cloud cover. In situations where your destination airport is closed due to weather, the crew has the option to use a potentially nearer RNAV-GPS airport with approved LPV approaches rather than seek a more distant airport with an ILS. Many MROs that have specialized avionics services have a WAAS/LPV ROI calculator that allows you to enter your yearly flight information and calculate when the investment will pay for itself. A recent test on a Challenger 604 flying approximately 450 hours per year with two-three hour legs resulted in calculated savings of over $25,000 yearly on fuel and engine reserves. By selecting the proper upgrade for your FMS you will provide a growth-path vital to future requirements such as FANS, CPDLC,

WORLD AIRCRAFT SALES MAGAZINE – September 2012

ADS-C, and further along the road NextGen and SESAR implementations. Make sure you consult with an experienced avionics shop familiar with your aircraft type and configuration and offering strong ties with the OEMs. In some cases you will have to change the existing FMS with a newer one, while in others a software upgrade will be required. All platforms will need new WAAS certified GPS antennas, and those systems that have remote GPS receivers will need to replace them with WAAS compliant units. The certification path is either going to be via a STC or OEM service bulletin. The crew will require training on the new systems and procedures, and don’t forget the time needed to receive your Letter of Authorization from your local authorities.

NOW IS THE TIME TO UPGRADE: HERE’S WHY… Backed by supplier incentives, accelerated tax depreciation legislation, STC availability and reduced downtime this is a perfect time for operators to perform some of these upgrades and immediately enjoy reduced operating costs. Some aggressive sales incentives include up to $20,000 for each new FMS and up to $100,000 when packaged with a Glass cockpit retrofit. Other incentives include package deals loaded with costs savings and waivers of costs for certain peripheral upgrades. Based on where you are domiciled, tax laws also offer up to 50% accelerated depreciation for the total cost of the upgrade in the same year you perform the retrofit in lieu of the standard five-year depreciation schedule. Over the last few years Vendors have allocated funds and resources to assist with the STC certification, and currently there are an unprecedented number of STCs available to the industry. Vendors have the financial strength to leverage the cost of the STC with www.AvBuyer.com

the packaged equipment which results in a savings to the operator. We all know that downtime is critical when performing any upgrade, and efforts in design, planning and packaging of equipment has paid off nicely. One example is the exchange solutions for many LPV upgrades that reduced the downtime from a few weeks to a few days. Further, utilization of existing systems and partial usage of existing wiring coupled with pre-fabricated harnesses and instrument panels have reduced glass cockpit retrofits from a few months to a few weeks. Finally, industry research groups are confirming that hull values have stabilized, and the percentage of used aircraft on the resale market are close to historic levels. All of which leads this writer to believe that now is the perfect time to budget the resources and perform some of the upgrades that meet your primary mission for the aircraft, increase the value of your asset, improve your dispatch reliability and enhance the safety of your crew and passengers. But don’t lose sight of those future regulations when you budget those resources. ❯ Brian Wilson oversees all activities related to Banyan Air Services’ avionics department - including sales promotions, aircraft avionics installations, bench and line troubleshooting, engineering and used avionics component sales. His avionics career started 30 years ago, when he joined the U.S. Navy as an Avionics Technician. Wilson has also worked at Midcoast Aviation, Raytheon, Bombardier/Learjet and most recently at Jet Aviation in West Palm Beach where he headed the Avionics, Engineering and Interior departments. He also serves on the Rockwell Collins Dealer Board. He can be reached at 954-232-3606 or email bwilson@banyanair.com ■ Aircraft Index see Page 4

The Perfect Solution for Flight Deck Upgrades Flexible Options for over 50 aircraft types The Universal EFI-890R Flat Panel Display combined with the WAAS/SBAS-FMS provide the ultimate in flexibility. Renew your flight deck with an FMS upgrade or a one, two , three or full suite of flat panel displays all certified in aircraft ranging from the Pilatus PC-12 to the Boeing 747.

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

Contact an Authorized Dealer or visit www.uasc.com to find the right solution for your aircraft.

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8/15/12 12:06 PM

Plane Sense 2 Sept_FinanceNov 21/08/2012 12:44 Page 1

Plane Sense on Cockpit Avionics

TIME TO GET WITH THE TIMES ? AN UPDATE EXISTS FOR YOUR PANEL

Development Never Sleeps ADS-B, WAAS GPS, Integrated Flight Decks: It just keeps going! by Dave Higdon

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WORLD AIRCRAFT SALES MAGAZINE – September 2012

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of airplane, from pistons to propjets to turbofans. There are aircraft and times for which operating economics drive a replacement decision; times where the aircraft, for example, employs powerplants that are particularly uneconomical to operate and a replacement may be the smarter option – unless an engine upgrade is available, as sometimes is the case. Many an older, still-viable turbine lacks all of today’s modern cockpit accoutrements, however: These offer no electronic display Aircraft Index see Page 4

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ew business tools better lend themselves to progressive upgrading than aircraft in general, and business aircraft in particular. The options for enhancing the utility of an aircraft are just that broad and deep and the economics hold broad appeal with significant benefits – especially in tight financial times. And nowhere are the options richer than in cockpit avionics. From replacing individual radios to revamping entirely the full breadth of an instrument panel, there are options applicable to practically every model

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Plane Sense 2 Sept_FinanceNov 21/08/2012 14:05 Page 2

GARMIN’S G1000 PANEL IN A KING AIR

102

WORLD AIRCRAFT SALES MAGAZINE – September 2012

“...the old equipment is heavy, power-hungry, and maintenance intensive…so why keep using it? You can erase all of these shortcomings with a smartly planned panel upgrade.“ model with a specific package approved solely for that model. Here, we’ll give you a snapshot of both approaches.

MANY, MANY HELPFUL CHANGES If you’re flying an older airplane with spinning-mass gyro instruments, aneroid driven air-data sensors, transistorized radios or a pre-WAAS GPS, then you’re in good company… and you’re also missing out on some of the best advances in avionics, most of which have arrived in the past decade. If you’re flying behind CRTs you’re carrying around some heavy, power-hungry equipment that also poses increasingly high maintenance issues. And they still won’t let your stack deliver all the options available today – those advanced-lightning detection systems or satellite-based weather datalink images among them. You could gain from digitally tuned VHF radios that weigh less, consume less and need comparatively little in terms of maintenance. GPS technology has also evolved considerably since the first panel-mounted units www.AvBuyer.com

appeared in panels a couple of decades back – to the point that many portables and Electronic Flight Bag navigators exceed the capabilities of the one in the stack. IFR options for GPS are - as noted above - ahead of ILS choices and growing at an enormous rate. In summary, the old equipment is heavy, power-hungry, and maintenance intensive…so why keep using it? You can erase all of these shortcomings with a smartly planned panel upgrade. In place of the heavy, hot CRTs consider today’s modern Liquid Crystal Displays. The LCDs use less power, generate more colors, produce sharper detail – and a whole panel full of them may actually weigh less than that one CRT that used to be your Primary Flight Display (PFD). The WAAS GPS will deliver new capabilities – and get you part way to satisfying the 2020 mandate for ADSB Out. The digital radios use less power, weigh less, and need less space – allowing them to be built into boxes housing multiple other capabilities. And even today’s new transponders bring the benefits of the ‘modern micro-electronics, all-digital’ revolution. According to most purveyors of the systems profiled below, savings in maintenance costs can cover a full panel replacement in as little as six years. You’ll also gain some useful load in the upgrade, because of the heft of equipment removed – and that’s not to mention a cooler panel and reduced demand on your aircraft’s electrical system. There will of course be an up-front investment and downtime for the aircraft, ranging from a few days to several weeks - depending on the work package. You’ll probably need to invest in some training on using the new package, too. But when it helps deliver you in conditions the old stack couldn’t handle; when it costs you less to keep and run; when you see fewer down-days and fewer avionics shop bills as a result, you’ll find yourself far happier.

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screens for instruments, no moving maps, no GPS, no Mode S, no lightning or traffic detection. Perhaps the panel has the early solutions to electronic flight instrument systems the old-tech cathode ray tube with their own disadvantages. Ultimately, a panel makeover can fix those shortages and add new capabilities to the airplane. Most pilots aren’t yet aware that late last year the number of ILS-based instrument approaches was surpassed by the number of newer GPS-based LPV approaches. Repeat: Today the FAA approach books contain more Lateral Precision with Vertical Guidance approaches – LPV – than Instrument Landing System approaches. To access those new runway ends requires a WAAS GPS meeting the appropriate TSOs – and being installed and approved as a compliant installation. There are other tools and capabilities that were unavailable only a decade ago: Satellitebased weather datalink, for example, offering pilots a view of weather unavailable from on-board radar. Lightning detection has also advanced considerably in recent years, with new color-depiction systems that enhance the tool’s utility. And don’t forget the NextGen tools that will be required by the end of the decade – most particularly Automatic Dependent SurveillanceBroadcast, or ADS-B. All of these are available to older aircraft, while many airplanes with older versions or a few of these tools can get the latest versions and their full capabilities with some panel work. The type of airplane eligible in this upgrade-ability category is close to the entire list of post-WWII aircraft, thanks to the broadening availability of WAAS GPS solutions. And more is on the way. Needless to say that the options are that broad, with some of everything available for almost everything – while some other avionics upgrades target renewal of a specific

Aircraft Index see Page 4

Kaiser Air August 21/08/2012 11:57 Page 1

1989 GULFSTREAM GIV N619A (S/N 1123) Make offer

AVIONICS

STATUS AS OF MAY 24, 2012 Registered Operator: KaiserAir, Inc. Aircraft Home Base: Oakland Intâ&#x20AC;&#x2122;l Airport (KOAK) Tail Number: N619A Serial Number: 1123 Total Time on Aircraft: 8,544 Hours Total Cycles: 6,221 Landings Date of Manufacture: 1989 Maintained on MSG-3 Schedule

ROLLS-ROYCE TAY ENGINES 611-SER Total Time Total Cycles Overhaul Completed 10 Year Due Total Time Since Overhaul

Left 8267 hours 6119 May 2008 May 2018 212.4 hours

Right 8450 hours 6193 Dec. 2007 Dec. 2017 479.7 hours

INTERIOR Newly Remodeled 2006: Beige interior with European Beach Wood with Gold Trim

EXTERIOR Newly painted 2006: Basic White with Blue Stripes

Contact: Sandy Waters. E-mail: sandy@kaiserair.com Tel: +1 510 553-8437. Fax: +1 510.635.3173 P.O. BOX 2626, Airport Station, Oakland, CA, 94614 www.kaiserair.com

Honeywell FZ-820 Flight Director 3 Collins VHF-422C VHF Comms Dual Collins VIR-432 Navs Dual Collins ADF-462 ADF Dual Collins TDR-94D Transponders Dual HF Comm Motorola Selcal Three Honeywell NZ-2000 Two Honeywell FMS CDU Model 820 Honeywell FMS Data Loader 950 Dual Honeywell Radio Altimeter Heads-Up Display HUD 2020 Dual Honeywell 12 Channel GPS Iridium SAT Phone (Wireless Handset Cabin and Cockpit) ICS 200 Dual Collins DME-442 Allied Signal EGPWS Honeywell SATCOM MCS 3000 Fairchild A 100 CVR Honeywell TCAS w/Change 7 Honeywell Cabin Management System CMS Three Honeywell IRU Laserefs Honeywell GP-820 Autopilot Honeywell 880 Radar RVSM Certified Honeywell ISDU Flight Data Recorder

MISCELLANEOUS 16 Pax Custom Executive Interior. Forward Galley. Fwd Cabin Conference Table. Mid Cabin Divan and Two Chairs Aft Cabin. Forward and AFT Lavatory. Airshow w/Color Monitor. Full Entertainment Center. Apple Mini Mac Computer w/Wireless Mouse & Keyboard. Dual Coffee Makers. Toaster. High Temp Oven. Microwave. Apple iPod. Dual Honeywell DVD Players. Single Honeywell CD Player Specifications subject to verification upon inspection. Subject to prior sale or removal from the market without notice.

Plane Sense 2 Sept_FinanceNov 21/08/2012 17:18 Page 3

ROCKWELL COLLINS’ PRO LINE 21 SYNTHETIC VISION

GULFSTREAM’S PLANEDECK RETROFIT

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WORLD AIRCRAFT SALES MAGAZINE – September 2012

upgraded aircraft is similar to using the system in new Gulfstream models; through a pair of Cursor Control Devices mounted on the side consoles. Plan on 10 to 12 days for installation, depending on the aircraft and options selected. Your airplane will also shed some weight over the process with the removal of the old hardware and the supporting avionics ductwork and cooling fans.

In the Pro Line 21 upgrade the old CRT displays are replaced with modern LCD screens – screens which again weigh less, take up less space, consume less power and produce less heat, all while offering greater flexibility in their use. Rockwell Collins holds STCs for the upgrade to Dassault’s Falcon 50EX, Falcon 2000, and 2000EX, and nearly 30 other airframes ranging from propjets to long-range turbofans. The number of upgrades installed already runs near to 300. Further, Rockwell Collins also offers its Pro Line Fusion avionics system as a retrofit display option from Hawker Beechcraft Global Customer Support (GCS) for Pro Line 21-equipped King Airs – with other Pro Line 21-equipped aircraft planned. The range of upgrade options offered by Rockwell Collins includes Integrated Flight Information System (IFIS), Synthetic Vision System (SVS) and Aircraft Information Manager (AIM) packages.

HONEYWELL’S PRIMUS ELITE ROCKWELL COLLINS’ PRO LINE UPDATE Thousands of aircraft fly with Rockwell Collins’ well-regarded Pro Line 4 system, and many of its components remain viable and efficient tools in the cockpits they occupy. But CRT screens are yesterday’s technology. Rockwell Collins sees this obsolescence as underpinning its Pro Line 21 upgrade package. www.AvBuyer.com

From another corner comes Honeywell, which boasts thousands of aircraft flying on old Primus 1000/2000/2000XP, SPZ8400/8500 and SPZ-8000 packages. With Honeywell’s Primus Elite retrofit package the operator can gain the benefits of LCD displays for showing charts and maps, XM satellite-based datalink weather, and hazardsensor display such as the video feed from an Enhanced Vision System (EVS) camera. Aircraft Index see Page 4

▲

Gulfstream knows its customers, and the types of advances those customers want to see in new models out of Savannah. It obviously knows its customers well enough to know that some would prefer to keep flying the Gulfstream they already own as opposed to move up to a newer model – particularly if ‘moving-up’ simply procures the flight crew better capabilities. With the Gulfstream’s PlaneDeck retrofit, any post-GIII model can be updated with almost all the latest technologies found on the newest models. Models eligible include GIV, GIV-SP, GV, G300 and G400 models. The PlaneDeck upgrade replaces older instruments and CRT displays with new Honeywell DU-885 liquid-crystal screens, as well as other supporting hardware. The changeover adds new capabilities to the old aircraft, including XM satellite-based graphical weather, solid-state electronic charts, highresolution moving-map graphics and the ability to display video from other sensors, such as an Enhanced Vision System (EVS). Through this upgrade older Gulfstreams can be put on a path to further enhancements, some of which will be required in the coming years. WAAS GPS (and those LPV approaches), RNP capabilities, ADS-B Out and ADS-B In, FANS 1/A datalink, and new weather and traffic detection systems can also work with the upgraded panel. Managing the PlaneDeck panel on

“CRT screens are yesterday’s technology. Rockwell Collins sees this obsolescence as underpinning its Pro Line 21 upgrade package”.

Southern Cross September 21/08/2012 11:59 Page 1

Aircraft Brokerage Aircraft Acquisitions Aircraft Sales Parts Sales

2007 Gulfstream G150 • s/n 227 545 TT • 263 TC • Airframe / Engines / APU enrolled on JSSI Tip to Tail • Stunning Cosmetics • FDR • Loaded w Options • Motivated Owner seeks Offers

Excess Inventory/ Surplus Sales MRO Services

Southern Cross Aviation Charlotte, North Carolina Fort Lauderdale, Florida London, England São Paulo, Brazil

2008 Gulfstream G200 s/n 187 • VP-BPH

2000 Hawker 800XP s/n 258464 • N810SC

740 TT • 400 TC • Engines on ESP Gold • Autothrottles • FDR • Jumpseat • SATCOM • Airshow • No Damage • One Owner Since New • Motivated Owner Seeks Offers

4400 TT • MSP • Full Jar Ops • New Paint • New Interior • Fresh 48 Month • X-Rays and Landing Gear c/w 6/2012 • Motivated Owner

2001 Learjet 45 s/n 178 • XA-JMF

2003 G200 s/n 71 • N458BN

4,100 TT • 3,700 TC • MSP • Dual FMS • FDR • Airshow • No Damage • Motivated Owner Seeks Offers or Trades

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

2010 King Air 350i s/n FL-726 • N8126L

1994 Lear 60 s/n 27 • N271SC

ONLY 80 Hrs TTS • Raisbeck Wing Lockers & Dual Aft Body Strakes • Collins Proline 21 Avionics Suite • TCAS II • Tracked on CAMP • Warranties Include: Airframe-24 Months or 1200 Hours by Hawker Beech • Full factory warranties and transferable to Buyer

Only 2,980 TT • 2,280 TC • Engines on ESP Silver • One Owner since 1996 • Dual UNS1B FMS • TCAS II / HF Radio • 12 Yr & D Check due 7/2017 • Asking Price $2,195,000 • Located in Ft. Lauderdale, FL • Motivated Owner Seeks Offers or Trades

Contact: Pat Hosmann, Jr. Ofﬁce: +1 (704) 990 7090 Cell: +1 (954) 591 4490 acsales@scross.com Peter Hosmann Ofﬁce: +1 (954) 377 0320 Cell: +1 (954) 328 0935 acsales@scross.com

www.scross.com www.twitter.com/SCrossAviation www.facebook.com/SCrossAviation

ALSO AVAILABLE: 1981 King Air B200 - 6,900 TT, 5,700 TC, 1100 / 1100 SOH -42 engines, HF Gear, Ram Air, Body Strakes, No Damage 1993 Learjet 35A, s/n 674 -7,480 TT, Engines on MSP Gold, No Damage, 12 Year Inspection c/w 2004. Motivated Owner.

Plane Sense 2 Sept_FinanceNov 21/08/2012 14:08 Page 4

GULFSTREAM PLANEDECK RETROFIT

Primus Elite upgrades are available for a broad variety of Bombardier, Cessna and Dassault aircraft, among other types. Each package is tailored to the airframe.

GARMIN’S ‘G-WHIZ’ Retrofits from Garmin cover a wide range of business aircraft, from piston to turbine, and provide a variety of enhancements. For example, for aircraft eligible for the G1000 retrofit the gains include all new WAAS GPS sensors, VHF Nav and VHF Comm radios, plus traffic, weather and ADS-B compatibility. (King Airs are among the aircraft mostoften upgraded with the G1000 package.) Downscale a bit, and more-limited packages for pistons to light jets exist via the G500 and G600. These units [the G500 for aircraft up to 6,000 pounds, the G600 for aircraft above that weight] replace only the flight and air-data instruments while adding the enhancement of a full-featured moving-map display in the same bezel. The packages also include solid-state air- and attitude-data sensors. No changes are made to the radios and navigation system hardware – though Garmin offers equipment to handle those upgrades as well. Those radios would be the new GTN650 and GTN750 WAAS GPS navigators, Comm and Nav all-in-one packages. As the successors to the GNS530’s and GNS 430s, the GTNs offer more inputs for weather and traffic sensors, integral terrain alerting, ADS-B Out compatibility – all of it controlled

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WORLD AIRCRAFT SALES MAGAZINE – September 2012

through touch-sensitive screen interfaces. Garmin also offers some new ADS-B solutions that are self-contained – that is, with position sensors that aren’t available for navigation programming, while satisfying both the ‘Out’ mandate and the desire for ADS-B ‘In’ among many operators.

DASSAULT’S EASY II PACKAGE Dassault’s EASy II panel upgrade for Falcons delivers new systems aimed at improving safety and situational awareness. Among the enhancements included are Honeywell’s Runway Awareness and Advisory System (RAAS), Synthetic Vision System (SVS), Automatic Descent Mode (ADM), and XM Graphical Weather. As with many of today’s upgrade options, the Dassault EASy II upgrade satisfies the coming requirement for ADS-B ‘Out’ as well as the future Controller/Pilot Data Link service bulletin.

ASPEN AVIONICS’ EVOLUTION The ‘Evolution’ revolution spans the field from piston to light jet aircraft through multiple packages that allow the replacement of two flight-data instruments with one pluginto-the-same-space Evolution 1000 PFD package; replacement of four instruments with the addition of the Evolution 1000 MFD companion; and the gain of a fully redundant package of flight, nav and air-data instruments – each with its own stand-alone backup power. www.AvBuyer.com

You could replace all six of the Standard ‘Six Pack’ by adding an MFD 500, at which point the cross-display options reach a staggering level. Aspen also offers its own stand-alone stand-by instrument package to back up other EFIS stacks with a fully redundant combination PFD/MFD – also with its own stand-by power built in. The Aspen package’s low prices and low installation costs have made it hugely popular with operators of many an older airplane.

OTHER PLAYERS AND PACKAGES Universal Avionics offers the EFI-890 Panel Upgrade through STCs for more than 20 aircraft, among them the GIII, some early Falcons and more – and meanwhile, companies such as Duncan Aviation offer some packages of their own. Innovative Solutions & Support provides Integrated Flight Management Systems (IFMS) and air data systems upgrades for several business aircraft, from the Eclipse 500 to the Pilatus PC-12 and beyond to the GIII and some BBJ models. And this just hits the high points of what’s available and currently in shops. Options from CMC Esterline in Canada are available based on the L-3 SmartDeck. Ultimately, the bar never stops moving in this upgrade arena, with more aircraft being made eligible for more packages on an ongoing basis. Blink and you could miss something! ■ Aircraft Index see Page 4

Wright Brothers November 21/08/2012 12:01 Page 1

Wright Brothers Aircraft Title is a provider of aircraft title management and escrow services for all types of aircraft. Doing business both domestically and around the globe, Wright Brothers offers quick, personalized service from Debbie Mercer, always with the utmost of confidentiality. Available 24.7.365

Wright Brothers Aircraft Title 9075 Harmony Drive Oklahoma City, Oklahoma 73130 Telephone: (405) 680-9289 Toll-Free (within the US): (866) 217-5700 Fax: (405) 732-7457 e-mail: dmercer@wbaircraft.com

Title Search Title Clearing Escrow Services Registration Services Accident / Incident searches Preparation of Documents Domestic and International Services

Plane Sense 3 Sept_FinanceNov 21/08/2012 14:33 Page 1

Plane Sense on Cockpit Avionics

Supporting Your New Equipment Maintenance considerations for today’s advanced cockpits. by Steve Watkins

108

WORLD AIRCRAFT SALES MAGAZINE – September 2012

www.AvBuyer.com

n my early days as a mechanic, I could easily troubleshoot and repair all of the cockpit avionics systems. It was a simple process. If the unit was electrical, we would check to make sure it had electricity. If it was vacuum, then we would check to see if it had suction. The first required a volt/ohm meter check on the wire, the latter required looking at the vacuum gauge. If the system required a source of power, then I would remove and replace the unit and the system was fixed. After 40 years of cockpit avionics changes, most of those wires no longer exist and have been replaced with power/data cables. Many corporate jet technicians today might not even know what a vacuum gauge looks like. Troubleshooting and repair of today’s cockpit systems consist of determining if the problem is with an airframe component, or with a sensor that provides information, or in one of the boxes that collects and processes sensor information, or it could possibly be a problem with the software program that performs the processing. If the problem can be isolated to an airframe component or a sensor, then a trained technician can repair the problem or replace Aircraft Index see Page 4

Plane Sense 3 Sept_FinanceNov 21/08/2012 14:34 Page 2

the sensor. If it is isolated to one of the processing units, then the component will need to be replaced with a repaired or new processor. If the problem turns out to be a software glitch, then it might take numerous calls to the manufacturer and several uploads, downloads, plus some testing, to solve the problem. Today we have the EFD, FMS, EGPWS, TCAS/ACAS, ISS, weather radar, smartlanding, HUD and ADIRS systems in the cockpit, just to name a few. The only thing that I still recognize today from looking into these newer cockpits is the ELT (Emergency Locator Transmitter). All of these systems and their catchy acronyms create the need for extensive training, especially for the mechanics from circa 1970, like me.

qualified staff you need. In my experience, it is a constant challenge to make sure technicians know the systems installed on an aircraft well enough to understand how they interact with all the other components for quick and cost-effective troubleshooting and repair. The bottom line is that it’s important that flight operations, no matter how big or small, invest in avionics maintenance training so the technicians can properly support the new equipment.

FIELD SERVICE REPRESENTATIVES

TRAINING Once all of these systems are installed on different communication platforms with different aircraft control systems, it can be confusing to say the least. Adequate training is the only way a technician is going to understand how to not only turn on and operate the systems but also troubleshoot them effectively so they can correctly repair the component without wasting lots of extra time and money. All manufacturers of these systems offer extensive training for the flight crews. The key question to ask when considering what new Cockpit Avionics System to install is what type of technical support and maintenance training is available. It is also important to find out how thorough the training is, where the classes are held and the duration. Many Original Equipment Manufacturers (OEMs) offer internet-based maintenance training that can save on travel expenses. Sometimes there are requirements for extra training on other manufacturer’s components due to the fact that they share information.

MORE AIRCRAFT TYPES = MORE TRAINING When operating several different types of aircraft with different avionics suites, more time and money should be set aside for training to cover all the different systems. If you take your aircraft to a maintenance facility it is important to make sure the technical staff is proficient on your avionics systems. It may be hard to find a shop that will train their team on your specific systems at their cost but it is worth asking the question. If they won’t consider this, then maybe it is time to shop around for another facility that has the Advertising Enquiries see Page 8

aircraft or avionics manufacturer to help solve the problem. Some of these updates also require a dedicated laptop computer with specific software installed to accomplish these complex uploads. After each upload, testing is suggested or required to assure the database uploaded correctly and is functioning properly. I always suggest that data uploads shouldn’t be started unless there is ample time for an unexpected upload failure or two.

“ When operating several different types of aircraft with different avionics suites, more time and money should be set aside for training... “

I also recommend that the maintenance personnel utilize OEM Field Service Representatives (FSRs) to help solve avionics maintenance issues. These representatives may be people sitting in a cubical with a headset on, or they could be out in the field traveling to your location to assist with troubleshooting and repair. The FSR will research the history of past failures in other aircraft and use it to help solve the problem by comparing other results found in similar aircraft with similar avionics components. Getting the FSR involved early can save many labor hours and the cost of component changes so it is well worth the effort and time to build relationships with these Field Service Representatives. Modern day digital electronics and avionics systems are more reliable, and seem to last longer than the older analog systems while providing numerous benefits not even imagined back in the 1970s. But when you are budgeting for the costs of these units, be sure to include the additional technical training, maintenance equipment and labor hours for software updates, that are needed to operate your new equipment successfully.

SOFTWARE UPDATES

Steve Watkins is

Another area to research when considering new avionics is the cost of updating the software. Today’s cockpit electronics are more like a computer than an instrument and have very sophisticated software. This software needs to communicate with other components and is designed to prevent system failures. The navigation systems have approach plates, terrain maps, and other information that require database updates. Some of these updates are bi-weekly, monthly, or whenever the system manufacturer feels something needs to be changed. A normal update can take anywhere from 1 to 3 hours to complete (if everything runs smoothly). It is not unheard of for a database upload to fail and require the process to be repeated, or require interaction with the

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

www.AvBuyer.com

Contact Steve at: SWatkins@jetsupport.com ■ WORLD AIRCRAFT SALES MAGAZINE – September 2012

109

ACSpecs IntroSept12_AC Specs Intronov06 21/08/2012 17:30 Page 1

AIRCRAFT SPECIFICATIONS: LARGE CABIN JETS

OCTOBER ISSUE: Medium Jets NOVEMBER ISSUE: Small Jets DECEMBER ISSUE: Turboprops

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 Large Cabin Jets – appears overleaf, to be followed by Large Cabin Jets next month. Please note that this data should be used as a guide only, and not as the basis on which buying decisions are taken. The data presents aircraft aged below 20 years of age only, but Conklin & de Decker provides details of older airplanes too. If there are any other ways in which we can improve the content or presentation of this information, please let us know.

❯ 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

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WORLD AIRCRAFT SALES MAGAZINE – September 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 RC HA LLE NG ER BO MB 601 AR -3R DIE RC HA LLE NG ER BO 60 MB 4 AR DIE RC HA LLE NG BO ER MB 60 AR 5 DIE RG LO BA L5 00 BO 0 MB AR DIE RG LO BA L6 00 0 BO MB AR DIE RG LO BA LE XP BO RE MB SS AR DIE RG LO BA LE XP FA RE LCO SS N2 XR S 00 0

AircraftPer&SpecSept12_PerfspecDecember06 21/08/2012 16:47 Page 1

LARGE CABIN JETS $4,160.16

$3,729.38

$3,497.06

$5,142.81

$5,194.85

$5,363.54

$5,332.90

$3,836.90

CABIN HEIGHT FT.

6.1

6.08

6.25

6.2

CABIN WIDTH FT.

8.2

8.17

7.7

CABIN LENGTH FT.

28.3

28.4

42.47

48.35

CABIN VOLUME CU.FT.

1035

1150

2022

2140

1024

DOOR HEIGHT FT.

5.83

6.17

6.16

6.17

5.6

DOOR WIDTH FT.

3.08

2.6

BAGGAGE VOL. INT. CU.FT.

115

195

190

195

134

BAGGAGE VOL. EXT. CU.FT.

CREW #

SEATS - EXECUTIVE #

MTOW LBS

45100

48200

87700

98000

95000

98000

35800

MLW LBS

36000

38000

78600

33000

B.O.W. W/CREW LBS

26250

27100

26915

50830

51200

50300

51200

22750

USEABLE FUEL LBS

17635

19850

36000

44642

43158

44642

12155

PAYLOAD WITH FULL FUEL LBS

1365

1263

1535

1120

2408

1792

2408

1095

MAX. PAYLOAD LBS

4750

4815

5085

5170

4800

5700

4800

5910

RANGE - SEATS FULL N.M.

3380

3824

3879

4724

6055

5940

6055

2975

MAX. RANGE N.M.

3590

4119

4145

4954

6226

6125

6226

3130

BALANCED FIELD LENGTH FT.

6500

5765

5840

5000

6170

5440

LANDING DIST. (FACTORED) FT.

4500

3833

3667

4333

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

4259

4345

3450

3300

3450

3300

3730

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

1207

680

581

704

474

522

474

377

MAX. CRUISE SPEED KTAS

459

488

511

505

511

475

NORMAL CRUISE SPEED KTAS

443

459

488

459

L/RANGE CRUISE SPEED KTAS

425

471

459

471

430

CF34-3A1

CF34-3B

VARIABLE COST PER HOUR $

ENGINES # ENGINE MODEL

BR 710-A2-20 BR 710-A2-20 BR 710-A2-20 BR 710-A2-20 CFE 738-1-1B

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

Advertising Enquiries see Page 8

www.AvBuyer.com

WORLD AIRCRAFT SALES MAGAZINE – September 2012

111

90 0D X FA LCO N9 00 EX

90 0C

DA SSA UL TF AL CO N

90 0B

20 00 LX

DA SSA UL TF AL CO N

20 00 EX

DA SSA UL TF AL CO N

20 00 DX

AIRCRAFT SPECIFICATIONS

20 00 EX EA Sy

AircraftPer&SpecSept12_PerfspecDecember06 21/08/2012 16:48 Page 2

LARGE CABIN JETS $3,245.15

$3,391.68

$3,267.41

$3,148.86

$4,041.60

$3,838.75

$3,566.74

$3,708.49

CABIN HEIGHT FT.

6.2

CABIN WIDTH FT.

7.7

CABIN LENGTH FT.

33.2

1024

1264

DOOR HEIGHT FT.

5.6

5.7

5.6

DOOR WIDTH FT.

2.6

2.7

2.6

BAGGAGE VOL. INT. CU.FT.

131

127

BAGGAGE VOL. EXT. CU.FT.

CREW #

SEATS - EXECUTIVE #

MTOW LBS

41000

42200

45500

46700

48300

MLW LBS

39300

42000

42200

44500

B.O.W. W/CREW LBS

23190

24440

25275

25800

24700

USEABLE FUEL LBS

14600

16660

19165

18830

21000

PAYLOAD WITH FULL FUEL LBS

3410

2550

1300

1260

2270

2800

MAX. PAYLOAD LBS

6510

5260

2945

5064

6164

RANGE - SEATS FULL N.M.

3335

3915

4125

3450

4100

4500

MAX. RANGE N.M.

3440

4045

4255

4080

4290

4725

BALANCED FIELD LENGTH FT.

5300

5585

5850

5144

4890

5215

LANDING DIST. (FACTORED) FT.

4333

4450

3633

3750

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

4575

4375

4350

3755

3880

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

490

645

796

755

MAX. CRUISE SPEED KTAS

482

500

482

NORMAL CRUISE SPEED KTAS

459

466

459

L/RANGE CRUISE SPEED KTAS

442

428

430

PW308C

TFE 7315BR-1C

TFE 731-60

VARIABLE COST PER HOUR $

CABIN VOLUME CU.FT.

ENGINES # ENGINE MODEL

112

WORLD AIRCRAFT SALES MAGAZINE – September 2012

www.AvBuyer.com

Aircraft Index see Page 4

DA SSA ULT

FAL CO N9 00 EX DA EA SSA Sy ULT FAL CO N9 00 LX DA SSA UL TF AL CO N7 X EM BR AE RL EG AC Y1 35 BJ EM BR AE RL EG AC Y6 00 EM BR AE RL EG AC Y6 50 GU LFS TRE AM GIV -SP GU LFS TRE AM GV

AircraftPer&SpecSept12_PerfspecDecember06 21/08/2012 16:49 Page 3

LARGE CABIN JETS VARIABLE COST PER HOUR $

$3,568.45

$3,452.41

$3,931.73

$3,575.78

$3,476.91

$3,493.49

$4,891.17

$5,242.10

CABIN HEIGHT FT.

6.2

CABIN WIDTH FT.

7.7

6.9

7.3

CABIN LENGTH FT.

33.2

39.1

42.4

49.8

45.1

50.1

CABIN VOLUME CU.FT.

1264

1552

1410

1650

1525

1669

DOOR HEIGHT FT.

5.6

5.8

5.6

DOOR WIDTH FT.

2.6

2.5

BAGGAGE VOL. INT. CU.FT.

127

140

286

169

226

BAGGAGE VOL. EXT. CU.FT.

325

CREW #

SEATS - EXECUTIVE #

MTOW LBS

48300

49000

69200

44092

49604

53572

74600

90500

MLW LBS

44500

62400

40785

44092

66000

75300

B.O.W. W/CREW LBS

24700

26400

35600

25829

30081

31217

43700

48400

USEABLE FUEL LBS

21000

31940

11321

18170

20600

29281

41000

PAYLOAD WITH FULL FUEL LBS

2800

1800

1660

7162

1507

1910

2019

1500

MAX. PAYLOAD LBS

6164

4464

5400

9445

5193

4939

5300

6100

RANGE - SEATS FULL N.M.

4500

4800

5950

1866

3090

3642

3880

6250

MAX. RANGE N.M.

4725

5000

6065

2034

3490

3964

4166

6675

BALANCED FIELD LENGTH FT.

5215

5505

4741

5887

6028

5700

6200

LANDING DIST. (FACTORED) FT.

3750

3833

3583

3417

3844

3912

4458

3750

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

3880

2923

3040

3062

3640

3610

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

755

703

577

777

808

701

820

MAX. CRUISE SPEED KTAS

482

447

455

459

500

508

NORMAL CRUISE SPEED KTAS

459

488

447

455

459

476

488

L/RANGE CRUISE SPEED KTAS

430

459

400

424

425

445

459

TFE 731-60

PW307A

AE 3007A1/3

AE 3007A1E

AE 3007A2

TAY 611-8

BR 710-A1-10

ENGINES # ENGINE MODEL

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WORLD AIRCRAFT SALES MAGAZINE – September 2012

113

AircraftPer&SpecSept12_PerfspecDecember06 21/08/2012 16:49 Page 4

G6 50 GU LFS TRE AM

GU LFS TRE AM

G5 50

G5 00 GU LFS TRE AM

GU LFS TRE AM

G4 50

G4 00 GU LFS TRE AM

G3 50 GU LFS TRE AM

GU LFS TRE AM

G3 00

AIRCRAFT SPECIFICATIONS

LARGE CABIN JETS $4,728.91

$4,689.80

$4,731.68

$4,701.66

$4,635.97

$4,659.14

$5,233.14

CABIN HEIGHT FT.

6.2

6.4

CABIN WIDTH FT.

7.3

8.5

CABIN LENGTH FT.

45.1

50.1

53.6

CABIN VOLUME CU.FT.

1525

1669

2138

DOOR HEIGHT FT.

6.28

DOOR WIDTH FT.

BAGGAGE VOL. INT. CU.FT.

169

226

195

BAGGAGE VOL. EXT. CU.FT.

CREW #

SEATS - EXECUTIVE #

MTOW LBS

72000

70900

74600

73900

85100

91000

99600

MLW LBS

66000

75300

83500

B.O.W. W/CREW LBS

43700

43000

43700

43000

47900

54000

USEABLE FUEL LBS

26700

25807

29281

34940

41000

44200

PAYLOAD WITH FULL FUEL LBS

2000

2493

2019

2660

2500

1800

MAX. PAYLOAD LBS

5300

6000

5300

6000

6600

6500

RANGE - SEATS FULL N.M.

3486

3680

3880

4100

5620

6490

MAX. RANGE N.M.

3820

3900

4166

4400

5991

6950

BALANCED FIELD LENGTH FT.

4700

5065

5700

5770

5385

6200

LANDING DIST. (FACTORED) FT.

4417

3667

4167

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

3805

3960

3640

3760

3950

3650

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

767

736

701

712

707

594

MAX. CRUISE SPEED KTAS

500

508

516

NORMAL CRUISE SPEED KTAS

476

488

L/RANGE CRUISE SPEED KTAS

445

459

488

TAY 611-8

TAY 611-8C

TAY 611-8

TAY 611-8C

BR 710-C4-11

BR 725 A1-12

VARIABLE COST PER HOUR $

ENGINES # ENGINE MODEL

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WORLD AIRCRAFT SALES MAGAZINE – September 2012

www.AvBuyer.com

Aircraft Index see Page 4

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Olympic Handling_Gil WolinNov06 21/08/2012 12:27 Page 1

A SCENE FROM LUTON

LONDON OLYMPICS OVERVIEW

Gold Service A review of the Olympics from the FBOs’ perspectives. by Mike Vines he 2012 Olympics brought much needed extra activity to London’s FBOs during the quiet months of July and August, but the underlying feeling is it could have been a lot busier. Official figures from slot coordinators ACL (Airport Coordination Ltd) published two days after the closing ceremony show that 9,659 slots (movements) were recorded during the Olympic period at the 40 business and general aviation airports in the south of England. ACL say the busiest days were July 26th (day before opening ceremony) with 564 movements and August 13th (day after closing ceremony) with 440. FBO bosses are genuinely mystified by Corporations who booked slots then cancelled just before the opening ceremony. TV images of Eurofighter Typhoons practicing intercepts

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from London’s RAF Northolt, missile batteries atop apartment blocks and the potential of congested London streets doubtless had an effect, but the exact reason is difficult to nail down. Special Olympic restricted airspace zones, new routings, extra security screening measures and special slot coordination (airspace and airport) for all 40 airports could have turned others off. The Olympic dates also overlapped with Ramadan. Insiders agree that the gold medal for the largest amount of movements goes to London Luton Airport, TAG Farnborough was in silver position and London Biggin Hill bronze. While Luton and Farnborough rarely give figures for specific events, Biggin Hill proudly announced that it handled, ‘Just short of 1,300 movements through its three FBOs ranging from Beech B200s to BBJs. London Stansted Airport (with its five FBOs) came in fourth www.AvBuyer.com

while the first of the second-tier airports London Oxford, benefitting from a bulging Luton, came in a very respectable fifth with just over 600 movements (including the arrival of its first BBJ). The busiest airports were the usual suspects but it wasn’t anything like boom-time for many of the second tier. London Luton with its three FBOs was the busiest Olympics-related Business Aviation airport in the U.K. with Signature Flight Support getting the lion’s share of the business. “Signature was pleased to safely handle aircraft from all over the world during the Olympics. Although most of our UK locations experienced some Olympic traffic, the bulk of arrivals came to Luton as expected. We also handled numerous aircraft at our temporary facility at Cranfield, north of Luton. Having promoted our extensive UK network and one ❯ Aircraft Index see Page 4

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Olympic Handling_Gil WolinNov06 21/08/2012 12:28 Page 2

LONDON OLYMPICS OVERVIEW stop shop approach since late last year, we were pleased with the outcome,” said Joe Gibney, VP and Managing Director for EMEA operations. Kerry Besgrove, MD of Ocean Sky Jet Centres, says peaks around the opening and closing ceremonies were very busy at Luton but nothing like as much as expected. “From the pre-games publicity you could pick a number of anywhere between 3,000 and 6,000 aircraft arriving and doubtless many owners said, ‘I don’t want to be part of that’. Four or five days prior to the opening ceremony and the first days of the actual Olympics were good, but business then dipped until aircraft departed after the closing ceremony. TAG Farnborough was busy, particularly with Heads of State and IOC member flights. Roger Walker, TAG Farnborough Airport’s Director of Airport Operations, said, “We have been planning for the Olympics for over 18 months and our new infrastructure, including hangars, apron and arrivals lounge, has been well received. It has been a particularly eventful period with the Farnborough International Airshow ending just 12 days before the Olympic Games opening ceremony.” Officially designated as an Olympics Head-of-State handling airport, London Stansted with its five FBOs was very busy. Jason Hayward, General Manager of Universal Aviation UK, said, “We’ve certainly set a few new records for ourselves in terms of the amount of planes handled over the build up to the opening ceremony. Slots were never a problem but we did get to within two aircraft of our [Universal’s] parking capacity.” Even after flying in extra staff from Athens and Dublin offices, his biggest challenge was

handling capacity.…. “so we had to ask half a dozen operators to slightly adjust their schedules, which they were happy to do.” Over the Olympic period Hayward reckons Universal handled way over 300 movements. “Over the build-up to the opening ceremony we did five eighteen hour days back to back. Even during the mid-period of the Olympics we were still busy and using our overflow parking areas.” The build up to the closing ceremony was much shorter but intense as some passengers went straight from the Stadium and flew out in the early hours of 13th August. “We had departures from 01.00 and were kept busy until mid-afternoon.” An inundation of plane-spotters complete with deck chairs was one of the more bizarre spectacles said Hayward, “We had to call the police to clear them away on several occasions so that we could get access to our building”. Robert Walters, London Biggin Hill’s Business Development Manager, said, “The first two weeks of July were our busiest period of the year by far. The third week of July was like the whole world went on holiday but the fourth week which included the Olympics opening ceremony really kicked off again and brought in 80 aircraft. We ended up with a lot of parked aircraft for prolonged periods which was obviously good for business. “We are very pleased with our movements doubling over the same period last year. It’s been a positive time and we’ve met lots of new customers – a great opportunity to introduce Biggin to new clients,” said Walters. Judith Moreton VP and General Manager of Jet Aviation London Biggin Hill says book-

A BBJ ARRIVES AT OXFORD

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WORLD AIRCRAFT SALES MAGAZINE – September 2012

ings were very high before the opening ceremony but she was disappointed in a number of cancellations just before the opening ceremony. “I believe all the airports around London airport were affected by this.” She blames negative media attention around Olympic security and London’s transport system which actually held up rather well. “Despite this, overall we were about 50% up on our normal traffic compared to the same period last year,” she commented. Jet Aviation expanded its handling team with in-house Olympic handling specialists from the US and Switzerland. “We had an AOG Global Express support team (fifteen people from Jet Aviation Basel) and a Gulfstream team from Luton (Gulfstream and Jet Aviation are sister companies) camped out in our facility and offering line maintenance for the whole airport as well as AOG services.” London City Airport, the closest landing point to the Olympic Park, didn’t have to turn business away. “We had an increase in movements thanks to the Olympics which was broadly in line with what we expected. We had some Heads-of State, and Royal family but we had capacity throughout,” said an Airport spokesman. At London Southend business jet activity more than doubled compared to the same period last year. “We hosted a number of new operators as well as some familiar faces and have been delighted by the feedback received for the new FBO facilities on site,” said a spokesman. At Cambridge “The first weekend covering the opening ceremony period was really good but then it sort of turned into the early Olympics empty seat scenario - like where

THE RAMP AT BIGGIN HILL

www.AvBuyer.com

Aircraft Index see Page 4

Olympic Handling_Gil WolinNov06 21/08/2012 12:30 Page 3

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The World’s leading aircraft dealers and brokers - find one today avbuyer.com/dealers are all the people?” said Airport Director Archie Garden. “We scaled down our expectations about three months ago and planned for an additional 250 movements over normal for this time of year. Our movements were about three times more than normal.” John Brutnell General Manager of ExecuJet UK based at Cambridge Airport says, “We’ve had a cautious approach like all

the London airports. What we have seen is some very big aeroplanes here and high level customers. We regard this as a marketing exercise in introducing new clients to Cambridge and it’s been very pleasing.” ASL Aviation of Belgium operated a fleet of TV relay modified Beech King Air B200s out of Cambridge. One of the aircraft had been relaying live pictures from overhead the

BOEING 737-200 CREW AND EXECUJET STAFF AT CAMBRIDGE

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Olympic Park when it suffered a total electrics failure. On returning to Cambridge by map and compass the crew successfully lowered the undercarriage but it wouldn’t lock. All three crew were unharmed in the incident but the aircraft was severely damaged in the belly landing. James Dillon-Godfray, Business Development Manager for both London Oxford and the London Heliport says, “We saw a good run of traffic at Oxford in the couple of weeks leading up to the opening ceremony and we did benefit from aircraft positioning here for parking. We saw a lot of heavy metal - almost a three fold increase in heavy traffic compared to same period last year.” One of the arrivals was a BBJ and at 77 tons is the biggest aircraft ever to land at Oxford. “We’ve seen a 40% increase in fuel sales compared to last year largely caused by the heavier metal coming through.” He said a good handful of UK business aircraft owners left the country during the Olympics and put their aircraft through planned maintenance, after being scared off by transport horror stories. “London Heliport business is 63% up on the same period last year,” he said. “A good proportion of this was Olympic traffic, either sponsor or Head-of-State. Of that 63% I would say 50% could be directly attributed to the Olympics. “ WORLD AIRCRAFT SALES MAGAZINE – September 2012

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Safety Matters September12_Gil WolinNov06 21/08/2012 10:33 Page 1

SAFETY MATTERS - COMBATTING BAD HABITS

Risky Business Aviating: Cockpit Automation Dependency, Distraction and Hurry... three dangerous piloting habits. by Dave Higdon nyone with more than a few months in aviation should know the old joke about the pilot and the dog on the flight deck: What is the perfect cockpit crew? A pilot and a dog - the pilot is there to feed the dog, the dog is there to bite the pilot if he starts to touch anything. It turns out there is another applicable punch line: The dog is there to remind the pilot to fly the plane when the flight computers fail. But of course, that’s not funny… Safety investigators and safety scientists studying aviation accidents and incidents share a common belief: automation contributes to flying-skills corrosion. Too much time on the FMS allows pilots to get rusty. Their skills corrode, and when needed returning to hand flying neither feels normal or works particularly well. It’s time to make

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WORLD AIRCRAFT SALES MAGAZINE – September 2012

some changes (and the dog can stay back with the navigator and flight engineer, two other jobs in danger of corrosion owing to automation). Just as the air-travel industry starts to contemplate the prospects for fully autonomous airliner flights, safety experts note that automation is letting down our aviators because the bosses want the pilots to let the computers fly – otherwise, why spend the money? As aviation regulators grapple with crafting some new training ideas, one other dragon issue has reared its threatening head: unusual attitudes. There are already solutions in the works that aim to use ‘little iron’ to prepare pilots of ‘big iron’ for the day when the shiny side is up (when it should be down). And if this seems similar to last month’s www.AvBuyer.com

Safety Matters article “Man versus Machine,” you’ve caught us trying to drive home an important point from a different perspective – task overload. That very human-factorsrooted issue comes to the fore largely when flight crew rush to complete too many tasks in too short a time frame – and in the process expose them and their aircraft to risks they’d far prefer avoiding altogether.

AUTOMATION EXPANDING, FAILURE MODES MULTIPLYING… By now there’s probably no pilot on the planet unfamiliar with the tragedy of Air France 447. We discussed it only last month. This past July France’s NTSB equivalent, the BEA, published its final report on the Airbus A330 which vanished from the skies above the South Atlantic sometime early on June 1, 2009. ❯ Aircraft Index see Page 4

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Safety Matters September12_Gil WolinNov06 21/08/2012 10:33 Page 2

SAFETY MATTERS - COMBATTING BAD HABITS Flight 447 was cruising at FL350 en route to Paris from Rio de Janeiro when it encountered a strengthening storm. As we discussed last month, in sequence the aircraft’s multiple pitot tubes iced over and as part of the fly-by-wire (FBW) system’s logic the conflicting airspeed data prompted the disengagement of the A330’s autopilot and auto-thrust – and deprived the crew of accurate, even consistent, airspeed indication as the aircraft entered a broad area of Level 3 to Level 4 thunderstorm weather. In the ensuing few minutes three captainrated First Officers and the Captain worked to decipher a cascading series of failure indications from the aircraft’s multiple FBW computers. Multiple and conflicting messages conspired to foster more confusion and chaos, all while one of the flight crew unknowingly held the jet at a nose-high attitude – as it fell ultimately onto the ocean surface. This tragedy matches up with other, less deadly events in which cockpit systems - so wonderful in their automated capabilities put crew and passengers in jeopardy while feeding confusing failure codes to the cockpit displays. The solution? That’s the open question, because no one suggests returning to simpler instruments with more straight-forward, less-confusing failure modes.

THE RIGHT STUFF FOR GETTING UPRIGHT Business and Commercial Aviation are awash with reports of incidents in which cockpit-system failures caused problems for the flight-deck crew - most of which proved resolvable because crew were fortunate enough to have good visibility. In other instances conventional gyro and air data instruments provided the accurate data the computer screens could not display. In a few such instances, pilots’ experiences in flying at unusual attitudes provided the saving action – they knew when you’re upside down that pulling back on the yoke pitches the nose down…not up. Taken together as a set of cautionary tales, incidents such as these are reviving arguments that today’s recurrent training routines are insufficient, that today’s recurrent training routines need to be augmented by added skills training - in real aircraft where crew can learn to recover from upsets no simulator platform can accurately duplicate. As accurate as today’s sophisticated Level D training systems may be, they can’t get trainees inverted and impart all the reverse cues that come from inverted flight. The solution is something truly old-fashioned in a day where pilots can earn a type rating without ever actually flying the aircraft… Take your time… Focus… Fly the aircraft…

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WORLD AIRCRAFT SALES MAGAZINE – September 2012

The solution is something truly old-fashioned in a day where pilots can earn a type rating without ever actually flying the aircraft… Take your time… Focus… Fly the aircraft…

THE ANSWER IS IN THE AIR… Researchers from NASA’s Aviation Safety Reporting System, to the NTSB, to several academic institutions are developing new training roadmaps that take pilots out of simulators and put them back in aircraft – flying actual maneuvers like full stalls, spins, inverted recovery (‘upset recovery training’) and more. These also serve to de-emphasize the use of cockpit automation on a regular basis. They want pilots getting training in flying, not in managing a computerized cockpit system. Even if the video displays illustrate the maneuver accurately in a simulator, the picture can’t discombobulate our inner-ear mechanisms the way that actually going inverted does, for example. www.AvBuyer.com

Thankfully, flight crews need not wait until their next recurrent training session to begin the journey back to piloting from Cockpit-Systems-Pilot-in-Charge. You need simply take hold of the yoke and leave off the autopilot or FMS. Instead of plugging in the flight plan, pushing the throttles forward, raising wheels and flaps and activating the autopilot, consider giving “George” the day off. Why not hand-fly the departure, the en route segment, the descent and the arrival/approach? Good trim skills will keep the workload manageable while hand-flying a few SIDS, STARS, and Approaches will help restore something of a connection between the pilot and the airplane. Why not seek out and enlist an aerobatics ❯ Aircraft Index see Page 4

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Safety Matters September12_Gil WolinNov06 21/08/2012 10:35 Page 3

SAFETY MATTERS COMBATTING BAD HABITS instructor in an aerobatic aircraft and practice the basics of stalls, loops, rolls, spins and recovering from unusual, unplanned, attitudes. Or consider flying some of those approaches that rarely come out of the plate book – solely for the practice of flying approaches by hand instead of by FMS. Find all those old approaches you regularly fly by FMS and try your hand at flying them by hand. Then tackle those approaches you seldom, if never use and practice them by hand. Remember: when the situation goes bad for the aircraft and crew, it’s the flight crew that arrives first at the scene of the crash. A little dose of added preparation and practice can go a long way toward keeping a pilot sharp for that day when the cockpit computers don’t compute – and the plane still needs to be landed, in tact, and used again.

ANOTHER POTENTIAL KILLER A further safety-of-flight issue getting attention recently stems from the continuing issue of cockpit distraction – not confusion, but simple distraction. In the past 18 months, flight crews have botched take-offs, overflown destinations, landed at incorrect airports and committed numerous other errors – simply because a distraction in the cockpit caused them to miss a step, or more. Among the examples: •

•

An Airbus A380 started its take-off roll without the benefit of an automated system that calls out speeds…and since no one was watching the indicators the crew ultimately abandoned the take-off. At Washington National Airport (DCA) recently, three different flights flew inside standard separation distances – all because of distraction, it seems, in the control tower during efforts to change the runway in use. Cell phones on the flight deck, notebook computer use, tablet-computer texting – all have contributed to safety incidents in the cockpit which, fortunately, sounded worse than they actually were.

RESIST AND DE-SATURATE Let us not neglect the fact that many pilots will admit that some of their worst incidents befell them when the fell victim to wanting to speed things up, and agreed to (or initiated) a change in plans that on the surface looked like a time-saver, but ultimately overloaded the crew’s ability to handle the jobs involved. NASA’s monthly CallBack publication carries synopsis of reports from pilots, controllers and maintenance technicians – selfsubmitted reports expunged of identifying information to protect the anonymity of the

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WORLD AIRCRAFT SALES MAGAZINE – September 2012

reporters. With great regularity pilots of commercial airliners, business jets and private piston airplanes submit details of how their decision to short-circuit an arrival or departure nudged them into a time or airspace corner – a tight spot with consequences ranging from the potential for collision to the possibility of landing on the wrong runway, or worse - coming up short of the runway altogether. In most of these cases the reporters concede that they should have said “No” and declined a change accepted in their eagerness to comply with an ATC clearance or request. Others concede it was their own requested change that led them down a path of too many tasks to complete in too little time – with, usually, embarrassing consequences and, often enough, a close call with an accident. Their message is simple: Make your plan and stick to it. If all else is handled in the proper timeframe, no problems should arise. Do you want to see just a little of what we mean? Check out the NASA’s August edition of CallBack here: http://asrs.arc.nasa.gov/publications/callback/cb_391. html.

www.AvBuyer.com

RESOURCES: http://aupress.au.af.mil/digital/pdf/paper/ wf_0014_olson_identifying_and_mitigating_risks.pdf NTSB three-day forum in 2010: http://spectrum.ieee.org/riskfactor/aerospace/ aviation/us-national-transportation-safety-boardlooks-at-aviation-automation-and-complacency Pilot react to human factors study findings http://web.mit.edu/digitalapollo/Documents/ Chapter11/glasscockpit.pdf NPR – Air safety on autopilot? http://www.npr.org/2011/02/17/133814621 /investigation-scrutinizes-safety-of-flight-automation

Combined or alone, the terrible trio of over-dependence on automated flying, distraction or hurry can be a deadly threat to the passive pilot. They can all be combatted, but it requires a deliberate effort on the part of the pilot to prevent any of them creeping up and increasing the chances of an in-flight incident. Truth be told, we’re all prone to them – but some are more active in fighting them off than others. Aircraft Index see Page 4

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Hushkits_FinanceSept 21/08/2012 10:21 Page 1

HUSHKITS REVIEW

Gulfstream GIII: It’s Still a Great Workhorse! by Geoff Gray he upcoming Part 36 noise restrictions placed on all Stage 2 aircraft by the FAA and EASA due to take effect on January 1, 2016, will render all GII and GIII aircraft un-flyable in the US, Canada, and most of the countries in Europe. This is a sad state of affairs, especially as these aircraft have been flying under the 75,000 lbs GTOW exemption for years. Coupled with this announcement, the operators of these aircraft saw an immediate drop in the value of their aircraft. The options available to make these aircraft Stage 3 compliant are offered by two noise suppression companies, Quiet Technology Aerospace in Opa-Locka, Florida, and Hubbard Aviation Technologies in St Paul, Minnesota. The Quiet Technology system is called the QTA and the Hubbard

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Aviation Technologies system is called the QS3. The question for those operators wishing to keep their aircraft is, ‘Which one of these hush-kits do I buy?’ Hopefully, this article can aid in that decision-making progress. Quiet Technology was able to get the QTA to the marketplace first and have had success selling over 75 kits. Unfortunately, Hubbard Aviation was late in comparison and did not get their final Supplemental Type Certification until late November 2008. The economic recession has subsequently impacted their ability to make sales. Hopefully for both companies the FAA announcement in February 2012 has already prompted operators to start evaluating the two systems. As the deadline approaches, more customers should materialize for both companies and there should be plenty of available business. The key for logistical planwww.AvBuyer.com

ning is to schedule the installation sooner rather than later. Operators should look at this as an opportunity to enhance the resale value of their aircraft.

THE PROS AND CONS The three areas the FAA uses to evaluate Part 36 noise are approach, sideline and flyover. The Hubbard QS3 is well designed. It is more than 30% quieter on the exterior than the QTA. It is also significantly quieter in the cabin during cruise flight, and 70% quieter during landing when the reversers are deployed. The Rolls-Royce Spey engine (which both the GIII and GII utilize) was originally designed for the BAC 1-11 using cascade style thrust-reversers. Hubbard has incorporated that design into the QS3 system, allowing for less engine power to accomplish the same Aircraft Index see Page 4

Hushkits_FinanceSept 21/08/2012 10:22 Page 2

HUSHKITS REVIEW THE QS3 HUSHKIT

COST AND VERDICT The pricing for these two systems is representative of the research, development and completed product package that both companies have invested in time, manpower, and equipment. The QS3 is approximately 20-25% more expensive than the QTA. This additional cost is reflected in the new QS3 thrust reverser system. There are no overhaul requirements for the QS3 reversers, just on-condition visual inspections. This represents a substantial savings in inspection and overhaul costs over the QTA system over time. In the opinion of Jet Consultations, the QS3 design is more static as far as the ejector is concerned, and the reverser cascade system is more efficient. In addition, the QS3 has an overall much quieter noise footprint. The QTA serves its purpose, it meets the necessary Part 36 noise standards and is less expensive to install. There were some early teething troubles related to the carriageway that the ejector slides down and associated linkage, and this required a redesign. These problems were resolved, and over the last two years QTA reports no major in-service problems. Jet Consultations recommends that operators considering these two systems should review the applicable website for more in depth information. The sales people at both organizations are very pleasant and easy to speak with. Jet Consultations is available for further guidance on this topic, and may be contacted at info@Jetconsultations.com. ■ reverse stopping force as the QTA. The added benefit of this design is that there is less wear and tear on the engine and structural vibration on the empennage. During translation to reverse thrust, the QTA ejector slides down a carriageway to allow the clamshell doors to deploy, and is not aesthetically pleasing. This movement does require periodic inspections of the carriageway and associated linkage. These inspections can be easily co-ordinated with regularly scheduled maintenance. There is no movement with the QS3 ejector. The QTA system is easier to install, and the average time to finish the installation is approximately 10 days. The QTA team of experts is available to travel to wherever your aircraft is located. In contrast, the QS3 installation can be accomplished at any FAR Part 145 repair station or at Hubbard’s Van Nuys, California facility and takes approximately 30 days. The QS3 installation represents a significant downtime, and is more inconvenient in comparison to the QTA. Operators who select the QS3 should try to plan their installation during regularly scheduled heavy maintenance to minimize the negative effects of the downtime. Advertising Enquiries see Page 8

THE QTA HUSHKIT

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Medium Jets Sept12_Gil WolinNov06 21/08/2012 10:09 Page 1

MEDIUM JETS REVIEW 2012 (PART 1)

Medium Jets Review 2012: (Part 1) OEMs give more to consider in the mid-size category. by Dave Higdon n two words, ‘Flexibility’ and ‘Efficiency’ reign as the royal traits of Business Aviation. On both fronts the medium-size jets deliver well. They provide occupants with larger cabins, more conducive to moving around and meeting in separate groups than their smaller brethren, but without the expense and operational constraints of jets in the larger categories. Along with their operational flexibility the medium-cabin jets retain a level of cost efficiency that rapidly diminishes with size and weight. As one aircraft market executive once extolled, “They’re the marvelous middleweights, able to access most airports and handle most missions without sacrificing the most money.”

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His hyperbole could be forgiven since his exclamations are far from mere hype, as the numbers show. So what is at the root of the popularity of medium-size jets? Their extended flexibility is the answer most-often given. They tend to offer much more comfort than a light jet at far less expense than a large jet; and significant variety is offered within the segment itself. They can also fly nose-to-nose with the bigger jets - sometimes even faster, and they generally offer range sufficient to connect limitless city pairings. They are productive at a level that matches their owners’ needs. It is for reasons like these that charter operators invest heavily in medium jets, and why they remain very popular with clients: large enough to carry several passengers www.AvBuyer.com

without being cramped, but not so large as to be more expensive than the value of even larger space. Fractional operators and companies large and small embrace the same appealing traits.

CLASS CONSCIOUSNESS Defining segments in aviation presents some understandable challenges, given the vagaries of size and weight, range and speed, and marketing departments charged with finding ways to make their products stand out from the pack. Here we remain with the familiar, basic weight-based approach. While at this end of the market cabin volume has its merit, the inconsistent manner in which manufacturers measure cabin space leaves it short of a conAircraft Index see Page 4

Medium Jets Sept12_Gil WolinNov06 21/08/2012 10:10 Page 2

BOMBARDIER CHALLENGER 300

sistent standard. Thus, jets with MTOW ranging from 20,001 pounds and 40,000 pounds made this report. Mission payloads continue to be exclusive of the basic operating weight, but with a theoretical pair of 200-pound flight-crew members and their equipment. With this standard the payload number serves as a viable yardstick for what the airplane can carry in fuel, passengers and their bags in varying combinations. Numbers we show are all factory specifications with take-off, landing and range distances based on gross-weight operations, standard day at sea level. Range numbers, it is worth noting, are typically stated with NBAA-standard reserves. Let’s meet the group. Advertising Enquiries see Page 8

BOMBARDIER: CHALLENGER 300 If the Challenger 300 appears a bit more like a large-cabin jet than a mid-size aircraft you should consider its genes. A resized version of Bombardier’s senior 600series models, the eight-seat Challenger 300 shares much in the way of dimensional proportions and everything in the way of speed. For example, the Challenger 300 shares the high-speed cruise capability of the larger Challenger 605 – but can operate with a full 1,000 feet less runway at 4,810 feet. It does, however, come with about 1,000 nautical miles less range at just over 3,000 nautical. With full seats it still manages a hefty 2,600 nautical miles. Power for this wellwww.AvBuyer.com

balanced package of performance parameters comes courtesy of the power and efficiency of two Honeywell HTF7000 turbofan engines. Bombardier offers the Challenger 300 in your choice of a club section with a divan that sacrifices three seats or a double-club arrangement with eight. The cabin covers 16.61 feet in length while standing 6.1 feet tall and spanning 7.2 feet – more than ample room for most average humans. There’s also an expansive luggage space totaling 106 cubic feet – and it’s accessible in-flight via the 300’s enclosed lavatory. Up on that flight deck Bombardier opted for Rockwell Collins’ expansive Pro Line 21 avionics suite with four 10-by-12inch liquid-crystal displays. ❯ WORLD AIRCRAFT SALES MAGAZINE – September 2012

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MEDIUM JETS REVIEW 2012 (PART 1) LEARJET 85 The materials are new; ditto for the engines. The flight deck is a new incarnation of a venerated system. And the spaciousness brings a new dimension to aviation’s bestknown jet brand – Learjet. But the combination blended into a single package known as the Learjet 85 is pure and true to the line’s heritage and history as the original light business jet. The engineers designed this largest ever Learjet 85 to make excellent use of its all-carbon-fiber-composite airframe, with a cabin height an inch short of 6 feet and a width of 6 feet, 1 inch. Cabin length is 15.17 ft long. The Learjet 85 is more than a big Learjet however…it’s fast, too, cruising at Mach 0.82 with a long-range cruise of 3,000 nautical miles at Mach 0.78. Making this happen is pair of Pratt & Whitney Canada PW307Bs producing 6,100 pounds thrust for an airplane with diminutive-for-its-space 33,500-pounds MTOW (credit the strength-to-weight ratio of carbon-fiber composite construction.) The other cutting-edge technology going into the Learjet 85 is up front on the flight deck where Rockwell Collins’ increasingly popular Pro Line Fusion system will reside. This integrated flight deck provides both the benefits of the avionics-maker’s advanced synthetic vision system (SVS) as well as a cursor-control input device to manage the view on the three 15-inch displays – a view that can be split into four individual sections on a screen. This airplane remains on track for deliveries to begin in 2013. First flight should be before this year’s end.

❯ More information from www.bombardier.com

LEARJET 85 INTERIOR

CESSNA: CITATION SOVEREIGN If every mid-size airplane boasted the runway performance of Cessna’s largest in production airplane - the Sovereign - competition among the medium-size jet category would make for some interesting discussions. Needing a mere 3,600 feet to launch an aircraft of this size is not surprising, however, given the heritage of Cessna’s Citation line, stretching back to the very first aircraft. That kind of runway performance, of course, opens up scores more airports to the Sovereign than most in this segment can access. The Sovereign’s cabin stretches 25.3 feet in length, stands 5.7 feet high and spans a

width of 5.5 feet – large enough to carry eight to twelve seats…all of which can swivel 180 degrees for increased in-flight flexibility. The Sovereign’s baggage space is among the largest in comparable jets at 135 cubic feet – with significant weight capacity to match. With all of this going for it, the Citation Sovereign delivers on the tradition of speed in Business Aviation with a 458-knot cruise speed and legs to cover more than 2,800 nautical miles. Cessna’s clean-sheet design and the 5,770 pounds of thrust from the two Pratt & Whitney Canada PW306C turbofans helps explain how the Sovereign can deliver its impressive range, speed and runway ❯ performance.

CESSNA’S CITATION SOVEREIGN

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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

Medium Jets Sept12_Gil WolinNov06 21/08/2012 10:12 Page 4

MEDIUM JETS REVIEW 2012 (PART 1) CITATION TEN The year wasn’t yet three weeks old when Cessna achieved the milestone first flight of its new Citation Ten. Capable of cruising at Mach 0.92 – about 604 mph – the Citation Ten is replacing the original Citation X as the company’s fastest business jet. Not only does the Citation Ten retain the velocity that made it popular, but it is larger than the original thanks to a fuselage stretch of 15 inches. Within that additional space, Cessna offers a new interior design that makes more space out of the original fuselage to further enhance passenger productivity and comfort. Cessna also teamed up with Heads-Up Technologies to develop a cabin management system (CMS) that integrates cabin electrical systems, avionics and communications through a fiber optic backbone and intuitive touchscreen user interface. Enhancing the performance was also on the agenda, so Cessna made standard new winglets to improve performance efficiency. A new electrical system makes use of standard-equipment, dual lithium-ion batteries to help provide the power to Garmin’s newest top-of-the-line avionics package, the touchscreen-managed G5000. The Citation Ten brings in an autothrottle function for the new Rolls-Royce AE3007C2 high-flow-fan turbines (at 7,034 lbst, these engines provide a four percent gain in takeoff thrust). Combined with the aerodynamic changes of the Citation Ten, this all results in climb that is nine percent better, and produces a seven percent improvement in cruise thrust, and reduces fuel use by 1.4 percent.

CITATION TEN

Taken in aggregate, the changes in engines and aerodynamics give the Citation Ten a range increase of 211 nautical miles at high-speed cruise, along with a payload increase of 214 pounds – and, a higher climb rate, that includes the ability to climb direct to Flight Level 450. Look for certification and deliveries in 2013.

CITATION LATITUDE & LONGITUDE Both of these newly announced airplanes fall within the midsize category of jets, and each break new ground in their own ways. First out of the hangar was the Citation Latitude, which Cessna unveiled at the NBAA

Convention last fall in Las Vegas. Seven months later and across the Atlantic Ocean at EBACE, Cessna unveiled the companion model, the Longitude – with even more of what the Latitude launch promised. First the Latitude… Projected numbers indicate a range of 2,300 nautical miles, cruise speed of 440 knots, all made possible by a pair of Pratt & Whitney PW306D turbofans delivering 5,700 lbs thrust each. The flat-floor cabin will offer 77 inches width, 72 inches height and 28 feet in length. In the cockpit, a Garmin G5000 panel will be utilized. The Longitude, meanwhile will cruise at 490 knots and achieve legs up to 4,000 nautical. This time, however, Cessna tapped SNACMA for its Silvercrest turbofans producing 11,000 lbst. The cockpit will utilize a variant of the G5000 glass panel, while the cabin will offer the same in width and height as the Latitude, but offer extra length at 37 feet, 8 inches. Both jets will sport Cessna’s new Clarity cabin control package system for the back cabin, a fiber-optics advance in allowing the passengers to control what they watch and hear, and the lighting they use. Timelines for the two vary, with the Latitude due in 2015 and the Longitude in 2017.

❯ More information from www.cessna.com

HALFWAY POINT… We’ve reached the mid-point of the 2012 Medium Jets Review, with many left to cover in next month’s issue. We’ll be back in October with the balance of the medium-jets segment.

CITATION LONGITUDE

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

Aircraft Index see Page 4

AvBuyer February 2011_Layout 1 22/08/2012 10:12 Page 4

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interior Trends _Gil WolinNov06 21/08/2012 10:43 Page 1

INTERIOR TRENDS

Changing With The Trends Current aircraft designs feature function and form. by Tammie Burns

oday’s aircraft operators consider their aircraft not just as a mode of transportation, but as an extension of their office and their home. They want the aircraft to allow them to be productive. Beyond functionality, though, the aesthetic effects of the aircraft interior are often equally important. Operators want the aircraft interior and paint scheme to complement that of their home or office, and that mindset affects the way aircraft interior designers combine aviation materials, fabrics and paint to create the overall aircraft design, both inside and outside of the fuselage. In discussing the customer requests received among Duncan Aviation’s seven aircraft design experts, some of the current aircraft design trends become evident, as detailed below.

iPad technology and personal monitors into the design of each passenger seat of an aircraft, thus eliminating the need for large monitors, especially in smaller business aircraft. Operators of larger business aircraft are still opting for full monitors to take advantage of the high-definition (HD) technology, but they want large, thin monitors mounted in their aircraft. Many operators also expect the convenience of using Wi-Fi for personal and seamless carry-on technology. Designers have needed to be vigilant about the compatibility of systems when converging new technology with current systems and existing technology. It helps for an interior sales team and designer to work closely with the avionics installation team, systems engineers and certification teams at a facility to ensure compliance with oversight agencies, the FAA included.

FUNCTIONALITY

BOLDER ACCENT COLORS

Emerging technology in the cabin over the last few years has had an effect on the interior design of the aircraft. Here’s an example: It is becoming standard to incorporate

Fifteen years ago, aircraft owners were more conservative with colors, textures, and materials. Today, they want practicality in their aircraft, yet they also want the person-

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al touch. Aircraft interior designers use their creativity, considering the style and preferences of the customer but remaining mindful of the limitations and regulations within Business Aviation, to provide options the customer may not have even considered previously. Mary Lee, Senior Designer, Duncan Aviation, outlines, “Customers tend to choose soft, light earth tones for their interiors, but we're starting to see the resurgence of light, warm grays and charcoals as a popular alternative.” Fellow Senior Designer Teri Nekuda adds, “Our international customers often opt for more flashy colors and gold trim, while our customers from the United States tend to stay with more subtle colors and silvers.” With that said, there is the general consensus that “every customer is different, and it’s all about personal preference,” she added. It can certainly be fun and exciting where some customers choose to make a statement with accent colors in the aircraft. Grass green, turquoise blue, orange and yellow are some of the latest accent colors adding an extraordinary finish to the aircraft interior. Aircraft Index see Page 4

interior Trends _Gil WolinNov06 21/08/2012 10:44 Page 2

new aircraft coming off the production line too. Operators are also pleased with the introduction of new flooring products that simulate wood and stone, and are requesting that these materials be added into their aircraft. Manufacturers are applying new, non-slippery finishes that make these products adaptable to aircraft. These new flooring products are a nice complement to the fabulous carpet options that are available.

THE OUTSIDE COUNTS

ECO-FRIENDLY PRODUCTS

WOOD VENEER

Another fairly recent change is environment-conscious material selection. According to Lee, “Today, when we work with customers wanting to update and upgrade their interiors, we see a strong push for eco-friendly fabrics and materials. Our customers are demanding more ‘green’ products and processes. And, it's not all about the carbon footprints: they’re also concerned with the toxins and gasses emitted by manufactured products and materials.” Designers are incorporating these requests into all facets of the interior, including cabinetry, veneer, flooring and upholstery. (Aircraft operators have options for composite and reconstituted wood veneers that replicate the wonderful veneers produced from natural woods.) Some operators are uncomfortable with the depletion of natural forests as a result of harvesting trees to furnish the veneers, Lee observes. “Composite and reconstituted wood veneers are equally durable, and upkeep and care is comparable to that of the natural wood veneers.”

For those customers favoring the natural wood veneer, however, Senior Designer Lori Browning explains, “Straight-grain species such as a walnut or eucalyptus are very popular for their neutral brown color and availability of high-quality logs.” Whether composite, reconstituted wood or a natural wood veneer, changing cabinet veneers has a dramatic effect on the interior of the aircraft. One new variation is a take on a European method of using non-standard materials, like leathers, in cabinet construction and designing drink rails that use contrasting woods and undertones.

Advertising Enquiries see Page 8

TAILORED LINES & SEAT DESIGNS Overall, operators want clean, simple, tailored lines in their cabinet and seat designs. Seat design trends are similar to what we are currently seeing in the auto industry: operators are opting for perforated leathers, contrasting leather stitching, and seats covered with two complementing leather colors, which many manufacturers are using in the www.AvBuyer.com

In addition to updating interior designs, operators are putting a renewed emphasis on their aircraft exterior as well. Customers want new paint schemes to show off their personalities. “Customers try to verbalize a concept they have in their mind and ask the designer to use their creativity and expertise to take a blank canvas and make that concept come alive,” Nekuda says. This lets the designer show off their true creativity. “We’re finding that customers want paint schemes that make their airplane look sleek and fast. If they have a ‘chubby’ airframe, they want it to look slim and sleek.” In addition, Nekuda says, many are steering away from the traditional paint scheme, preferring to use non-traditional colors to add character and individuality. Looking out on the ramp, expect to see a lot more color appearing!

VENDORS SUPPORT AND ENCOURAGE TRENDS Manufacturers of aircraft interior fabrics, carpets and other products are receptive to the changing demands of operators and have responded with products that meet new needs. More materials are available that promote environmental sustainability. Additionally, vendors are doing their part to reduce their environmental impact by finding new uses for remnants, recycling byproducts and reducing wastes. Another particularly favorable trend from ❯ WORLD AIRCRAFT SALES MAGAZINE – September 2012

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All Photos Courtesy Duncan Aviation

INTERIOR TRENDS the vendors is reduced lead-times for product and material orders. Some of this is the result of choosing composites that are manufactured and readily available. Traditionally, and particularly during the recent downturn in the economy, materials for interiors have included long lead-times. The more progressive shops have worked with vendors to increase their on-hand stock of fabrics and materials, giving them the ability to respond with more quick ships, making the vendor more competitive, and more importantly reducing downtime for operators.

WHEN DOWNTIME IS A FACTOR For many operators, downtime on the aircraft is critical. So timing and scheduling can be important factors in an interior project. When operators schedule their aircraft for maintenance, it’s a convenient time to look at updating the interior. Interior teams are currently focusing their efforts on interiors that provide for easy accessibility for removal and reinstallation, thus reducing downtime and cost for the customer’s maintenance events. Duncan Aviation, for example, has developed a short, guaranteed, interior program to help operators quickly update their aircraft interiors. Developed for certain model Citations and Learjets, this program provides a complete, 14-day replacement of all interior soft goods and it includes the flight deck, the cabin and the lavatory.

MAKING THE “OLD” LOOK “NEW” AGAIN A final observation is that customers are typically satisfied with the performance of their aircraft - they’re just looking at tailoring its interior to freshen it up and want a new interior to make it look new again. Ultimately, as demands evolve and change over the years, designers enjoy looking for new solutions, and new and different materials to use in aircraft, and they receive tremendous satisfaction from hearing customers say, "Wow, I didn't think about that."

❯ Tammie Burns has been a Duncan Aviation team member for 18 years and is currently a project manager. In this capacity, Tammie works with customers and the various production departments at Duncan Aviation to ensure that complicated aircraft projects stay on time and on budget, and that customers stay informed about the work they have in process with Duncan Aviation. More information from Tammie.Burns@DuncanAviation.com or www.duncanaviation.com

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Aircraft Index see Page 4

Welsch Avitaion August 21/08/2012 16:00 Page 1

S H O W C A S E

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

1366 N404XT 6,940 4,480

Engine Rolls-Royce Tay 611-8 on MSG-3 Schedule #1 - 6,788 Hours Since New - 1,878 Hours Since Midlife in 11/2007 #2 - 6,856 Hours Since New - 3,403 Hours Since Midlife in 01/2005 APU GTCP 36-150G - 2,839 Time Since New - On MSP Avionics Honeywell SPZ-8400 Package Triple Collins VHF-422 Comm w/ 8.33 Spacing Dual Collins VIR-432 Nav w/ FM Immunity Dual Collins ADF-462 ADF Dual Collins DME-442 DME Dual Collins HF-822-0102-001 Dual Collins TDR-94D Transponders w/Mode S Flight ID Triple Honeywell LaserRef II IRS Dual Honeywell NZ-2000 FMS Dual Honeywell RT-300 Radio Altimeters Honeywell Primus WU-880 Color Radar Honeywell LASERTRACK Honeywell TCAS II w/ Change 7 Honeywell EGPWS Honeywell AFIS Iridium Aircell P-12023 Satcom L3 F-1000 Digital FDR S-800-2000-00 Fairchild CVR 2100-1020-00 Airtext ELT-406

Features Honeywell HUD RVSM, RNP-5 & RNP-10 Pulse Landing Lights Wingtip Taxi Lights LED Nav Lights [ASC-466] Entertainment Airshow 400 • Three 14” Monitors • DVD and VCR Players • CD Player/Changer • Cabin Stereo Speakers • Cockpit & Cabin 110V AC Outlets Interior 12 Passenger with Aft Galley and Single Aft Lav • Fwd cabin - 4 place club configuration with dual fold-out tables • Mid cabin - 4 place conference group with opposing credenza w/ non-belted seat • Aft cabin - 4 place club configuration with dual fold-out tables • Aft Full Galley • Aft Full Lav w/ Belted Seat • Original 1999 w/ New Carpet Exterior Oyster White with Blue and Gold stripes • New November 2005 Maintenance Aircraft is maintained under the MSG-3 Schedule 12, 48, 144 month inspections c/w 10/2011 Honeywell Avionics covered under HAPP Program ASC-469 Ribbon Heater c/w 11/2010 ASC-485B APU Thermal Barrier c/w 02/2011 Price $11,950,000

Contact Robert Hart Tel: +1 (0) 912-964-7727 Mob: +1 (0) 912-695-1555 Email: rhart75546@aol.com www.welschaviation.com

Since 1949

WELS WELSCH SCH S CH A V I A T I O N ®

Aircraft Sales & Acquisitions A

Advertising Enquiries see Page 8

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Northern Air N412ET September 21/08/2012 12:28 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 21/08/2012 12:31 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 – September 2012

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2000 Global Express August 21/08/2012 15:27 Page 1

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 Serial Number Total Time Total Cycles Inspection Status

Max Take-Off 96,000 lbs Max Gross 96,250 lbs 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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E-mail: daniel.stieger@novartis.com

Aircraft Index see Page 4

2001 Global Express March 21/08/2012 12:35 Page 1

S H O W C A S E

2001 Bombardier Global Express Serial Number: Registration: Airframe TT: Landings:

9086 M-MNAA 6370 2229

As owner, Japat AG offers for sale its 2001 Bombardier Global Express, Serial Number 9086. This aircraft features: • Honeywell Avionics • 8C-Check and Landing Gear Overhaul in October 2012 • Buyers Choice of new Interior and Paint Colors

Airframe Empty Weight: 49,545 Lbs, Max Gross Weight: 96,000 Lbs, Max. Landing: 78,600 Lbs. Engines BR710A2-20 on Corporate Care. Left: S/N-12287, TT: 6370.19 Hrs, TC: 2,229 Cycles. Right: S/N-12286, TT: 6370.19 Hrs, TC: 2,229. All Inspections Current. APU: RE-220(GX). On MSP Avionics DU-870 EFIS, Honeywell FMS, Honeywell IC800 Flight Director & Autopilot, GPS-550 GPS, RNZ-850 NAV, ADF, & DME, RCZ-833K VHF, HF-9000/Selcal HF, RCZ-833 Mode S Enhanced Transponder, Primus-880 Radad, TCAS, FDR, CVR, ELT. Interior Original, 14 seat interior. Baker Cabin Management System. Electric Window

Shades. 4 Club Seats in Forward Cabin, 2 Club Seats plus 4-Seat Dining Group in Mid Cabin, 2-Seat Divan plus 2 Club Seats in Aft Cabin. Fwd and Aft Magair Toilets. DVD, CD, & VCR. 6-6.5” Seat Monitors. Crew Rest has built-in PMAT plus 10” Monitor. Fax. TIA Oven. Freezer. Chiller. Microwave. Aircraft will be delivered with fresh soft goods in October 2012. Color can still be decided by buyer. Exterior July 2002 Paint. Overall White with Blue and Gold Stripes. Aircraft will be delivered with new, October 2012 Paint. Color can still be decided by buyer. Aircraft Located at Basel-Airport, Switzerland Price: Please Inquire

Japat AG Daniel Stieger

Advertising Enquiries see Page 8

www.AvBuyer.com

E-mail: daniel.stieger@novartis.com

WORLD AIRCRAFT SALES MAGAZINE – September 2012

141

Eurojet September 22/08/2012 09:57 Page 1

S H O W C A S E

2000 Citation Bravo Serial Number: Registration: Airframe TT: Landings:

550B-0917 G-IDAB 2,855 2,386

• On Power Advantage & ProParts • EU-Ops Compliant • Fresh Phase V just completed Engines Eng 1 (L): 2,855 SNEW – 4,000 TBO – 2,386 CSN Eng 2 (R): 2,855 SNEW – 4,000 TBO – 2,386 CSN Avionics Avionics Package: Honeywell P-1000 Flight Director: Primus 1000 Autopilot: Primus 1000 FMS: Honeywell GNS-XLS Communication Radios: Dual King With 8.33 Spacing Navigation Radios: Dual King DME: Dual King ADF: King CNI-5000 Transponder: Honeywell MST-67A Mode S enhanced TCAS: Honeywell CAS-67A TCAS-II TAWS: Honeywell Mark VIII EGPWS Hi Frequency: Bendix/King KHF-950 Weather Radar: Collins RTA-800 CVR: Fairchild FDR: Fairchild

Additional Equipment and Options Rosen Monorail sun visors EROS Crew Masks 50 Cubic Foot Oxygen Bottle Large SAFT 43 Amp Battery Overwater Life Vests Honeywell Mark VIII EGPWS Artex ELT w/triple channels Camino window inserts Exterior Matterhorn with navy blue & burgundy stripes Interior Attractive lightly appointed interior features grey leather seating with Elite style tailoring and high gloss laminate cabinetry. Full LH Galley with hot liquid and storage cabinet Executive writing tables. Non belted flushing lavatory. Indirect lighting, and an aft divider. Price Reduced

Current owners trading up Excellent aircraft for either private or charter purposes In exceptional condition

Tel: +44 (0) 121 782 1700 Fax: +44 (0) 121 782 1711 Email: aircraftsales@eurojet.eu.com

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www.AvBuyer.com

Aircraft Index see Page 4

John Hopkinson Ultras July 21/08/2012 14:45 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

Advertising Enquiries see Page 8

www.AvBuyer.com

Tel: (403) 291 9027 Fax: (403) 637 2153 sales@hopkinsonassociates.com www.hopkinsonassociates.com WORLD AIRCRAFT SALES MAGAZINE â&#x20AC;&#x201C; September 2012

143

CAI Socata TBM 850 Sept 21/08/2012 14:47 Page 1

S H O W C A S E

2006 Daher Socata TBM 850 Serial Number: Registration: Airframe TT:

351 N351CK 750

Engine Pratt & Whitney PT6A-66D (3,000 Hr. TBO) 750 TTSN Propeller Hartzell 4-Bladed. 750 TTSN Avionics Garmin/King NAV/COMM: Dual Garmin GNS-530s w/WAAS AP/FD: King KFC-325 w/altitude preselect XPNDR: Garmin GTX-327 & GTX-330 ALTIMETER: Dual AM 250 Encoding (RVSM) DME: King KN-63 w/output to EHSI R/ALT: King KRA-405B AUDIO: Garmin GMA-340 EFIS: King EFS-40 TWO-TUBE GPS: Dual Garmin GNS-530s w/WAAS RADAR: King RDR-2000 displayed on GMX-200 MFD: Garmin GMX-200 w/Chartview TAS/TAWS: King KMH-880 displays on GMX-200 S/SCOPE: WX-500 displayed on GMX-200 Wx: Garmin GDL-69A XM Wx/Radio Features RVSM Data Package – Certified to FL 310 Advanced Position and Traffic Package Electric pitch and rudder trims on co-pilot yoke Pulse light anti-collision system Shadin ETM 700 Engine Monitor

Full Co-Pilot Instruments Freon Air Conditioning Jeppesen Chart view - Electronic Approach Charts Gaseous oxygen system XM Satellite Entertainment Package Known Icing Co-pilot side map light & approach plate holder Interior Platinum Edition Six Leather Chairs in Beige Leather Adjustable backrests & Folding Armrests Front and rear 24V DC power outlets Upper cabin panels in ultra-suede Lower cabin panels in in leather Wool carpeting Individual fresh-air vents & reading lights Pilot and Co-pilot sunvisors Bose X ship-powered headset jacks Baggage compartment behind aft seats 220 lbs. Executive Writing Table and Storage Cabinet Exterior Overall White Over Platinum Bottom with Burgundy and Metallic Gold Accent Stripes Maintenance Annual Inspection Complied with March 2012 by Image Air Controls Dual flight controls Electrical pitch and rudder trims on pilot control wheel Elevator, rudder, and aileronelectric trim Electrical pre-select flaps with integrated asymmetry detection system

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

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WORLD AIRCRAFT SALES MAGAZINE – September 2012

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Palm Beach Tel: Fax: Cellular: Email: Website:

(561) 433-3510 (561) 433-3842 (561) 289-3355 jp@caijets.com www.caijets.com Aircraft Index see Page 4

Albinati Citationjet 2+ September 21/08/2012 14:50 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

WORLD AIRCRAFT SALES MAGAZINE – September 2012

145

AeroSmith Penny August 21/08/2012 14:54 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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WORLD AIRCRAFT SALES MAGAZINE – September 2012

www.AvBuyer.com

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

Mente Citation VII & Falcon 2000 July 21/08/2012 14:56 Page 1

S H O W C A S E

1995 Citation VII Serial Number: Registration: Airframe TT: Landings:

650-7059 N14DG 4,456.4 3,504

• LOW TOTAL TIME, 4,456.4 HOURS • MSP • XM RADIO • HERMISTATIC DOOR SEAL TO REDUCE CABIN NOISE LEVEL • 2 LARGE MONITORS & 5 INDIVIDUAL SEAT MONITORS Engines Garrett TFE - 731-4R-2S MSP Gold Left: S/N: P102227. 4,220.5 Hours. 3,337 Cycles Right: S/N: P102228. 4,267 Hours. 3,329 Cycles

Kyle Foddrill Tel: +1 (817) 372-4527 E-mail: kfoddrill@mentegroup.com APU Honeywell S/N: 36-150. 2,459 Hours On MSP Avionics • Honeywell SPZ-8000 Avionics Suite • Honeywell SPZ-8000 IFCS • Honeywell Primus 670 • Dual Collins VHF 22A • Dual Collins DME 42 • Dual Collins ADF 452 • Collins TDR -94 • Collins ALT-55 • Honeywell TCAS-II • Fairchild GA-100 Cockpit Voice Rec. • Dual Honeywell NZ-2000 • King KTR-953 with SeCal • Honeywell Mark VIII

AirCell 3100T with dual handsets. Airshow 400. RVSM Compliant. VHS and CD player. Hermistatic Door Seal Interior Six passenger configuration features a forward four place club with two fold out executive tables and two forward facing aft seats. The aircraft features a belted aft lavatory. Soft Goods Refurbished November 2008; New Carpet November 2008 Exterior New Paint November 2008, by Jim Miller Additional Features 5 Individual monitors. XM Radio IPod docking station. Camera 14" Monitor in the forward right cabin 10" Monitor in the forward left cabin Hermistatic Door Seal to reduce cabin noise level

Two Corporate Owners Since New

2001 Falcon 2000

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

Serial Number: Registration: Airframe TT: Landings:

Interior Eight passenger interior consisting of a four place aft cabin package including left hand dining/coffee table and two sets of dual passenger seats, two individual 18” wide passenger seats. Jumpseat (ERDA). Crew seat sheepskin inserts. Aircraft flight/performance box. Aircraft logbook holder. Forward right hand galley annex (15”). Right hand galley(46”) with pop-out work surface, high temp oven, Tia coffee maker, and Tia microwave oven. Forward left hand entryway closet/entertainment cabinet with 15” LCD monitor on cabin side. Headliner lighting system. Galley pocket/sliding door Exterior Last Painted: January 2011. By: Duncan Aviation White (Jetglo snow white) with blue (Jetglo light blue) and black (Jetglo gloss black) stripes. Dry bay mod complied with prior to repaint

131 N707MM 5,187 3,010

• Exterior Paint in January 2011 • Engine Program: 100% JSSI • One Owner • Fortune 500 Owned & Operated Airframe Camp Maintenance & Tracking Program Engines CFE 738-1-1B 100% JSSI Left: S/N P105379, 5,068 Hours, 3,010 Cycles Right: S/N P105387, 5,066 Hours, 3,010 Cycles APU S/N P-243. 2,679 Hours. APU is not on a Program

Avionics • Four Tube Collins 4000 EFIS • Dual Collins VHF-422C Comm • Dual Collins VIR-432 NAV • Dual Collins ADF-462 ADF • Dual Collins DME-442 DME • Dual Collins TDR-94D Mode S TDR • One Collins TWR-850/2 Cntrls Radar • Dual Collins FMS-6000/CDU-6100 FMS • Dual Collins 4000 GPS • Dual Honeywell Laseref IV • Dual Collins 9000 w/ Selcal HF • Dual Collins ALT-55B Rad Alt • Meggitt LCD Secondary Flight Display • Collins 4000 w/ Chng 7 TCAS II • Collins APS-4000 Autopilot • Socata 97 Tri Band Elt

Mente Group, LLC 15303 North Dallas Parkway Suite 1320, Addison, TX 75001

Advertising Enquiries see Page 8

www.AvBuyer.com

Tel: 1 214 351 9595 www.mentegroup.com

WORLD AIRCRAFT SALES MAGAZINE – September 2012

147

Marketplace September12 22/08/2012 14:36 Page 1

Marketplace Boeing 737-300 VIP

European Skybus Ltd Year:

1990

S/N:

24570

TTAF:

53457

Reg:

N470AC

Location: United Kingdom

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

✈

Boeing 737-500

European Skybus Ltd Year:

1991

S/N:

24645

TTAF:

36,946

Reg:

EI-EOE

Location: United Kingdom

Avia Source, Inc. Year:

2001

S/N:

208

TTAF:

4050

Reg:

LX-JFE

Location: Switzerland

Total Time as 4050 hours and the Engine Time Since Overhaul is 333 hours. Take advantage of the best value available in the 700Bs. This fine aircraft is one owner since new, has updated Garmin avionics, Socata maintained and Extensive 10 year inspection is completed. The interior and exterior are in excellent condition. New Reduced Price: $1,125,000 USD

Email: jason@aviasource.aero

Year:

2006

S/N:

732

TTAF:

1600

Reg:

M-ZUMO

Tel: +1 626-584-8170 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. Price USD$2,675,000 ✈

Dornier 328 Year:

1998

S/N:

3095

TTAF:

2011

Reg:

PH-EVY

Aircraft in Executive lay-out 12 pax. Exceptionally wide corporate cabin arrangement with forward kitchen and aft Wardrobe/Lavatory room (wider then e.g. G V or Falcon 900). Kitchen with oven, coffeemaker, wash bin, ample stowing cabinetry. Cabin with moving map display, video/audio system. Wardrobe / lavatory area with large wardrobe space. With access to the aft baggage compartment. Fresh Phase V inspection, Fresh LG Overhaul. EASA JAR/OPS1 equipped. Dual S-Transponder. RVSM mod c/w. Price: Please call

✈ www.AvBuyer.com

Email: jason@aviasource.aero Tel: +31 (0) 629 560 272

EPSN

Location: Netherlands

WORLD AIRCRAFT SALES MAGAZINE – September 2012

Email: trevorw@euroav.com

Avia Source, Inc.

Location: United Kingdom

148

Tel: +44 (0) 1531 633 000

Tel: +1 (0) 626-584-8170

✈

Pilatus PC-12/47

Email: trevorw@euroav.com

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. Price: Please call

✈

Socata TBM 700B

Tel: +44 (0) 1531 633 000

Email: hwac@kpnmail.nl Aircraft Index see Page 4

Marketplace September12 22/08/2012 14:35 Page 2

Marketplace Hawker 800A

Leonard Hudson Drilling Year:

1995

S/N:

258273

TTAF:

6615.3

Reg:

N337WR

Tel: +1 806-662-5823

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

Location: USA jetphotos.net

✈

Bell 206L4

Leonard Hudson Drilling Year:

2002

S/N:

TBD

TTAF:

1700

Reg: Location: USA

justice to the helicopter, and the colors are very vibrant, it is ready for immediate work. It has had both a Bell/Edwards completion and maintenance with immaculate records, of course no damage of incidents. 1695 TTSN, Two corporate owners. US $1,975,000.

1981

S/N:

33017

TTAF:

15265

Reg:

N554AL

Location: USA

Email: ronfernuik@hotmail.com

Leonard Hudson Drilling Year:

Tel: +1 806-662-5823

Recent ‘no expense spared’ ($800,000) airframe refurbishment at Acro Helipro within the last 100 hours 15,265 total time, most components over 50% remaining. Both engines are fresh Pratt and Whitney overhauled. Immediate delivery, Meticulous records. Current with medical interior and 13 passenger utility interior are included, aircraft is ‘turn-key’. Fresh annual / Export C of A. Price US $3,875,000 ✈

Bell 212

Email: ronfernuik@hotmail.com

Leonard Hudson Drilling Year:

Tel: +1 806-662-5823

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

✈

Bell 412 EMS

Email: ronfernuik@hotmail.com

Tel: +1 806-662-5823

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

S/N: TTAF: Reg: Location: USA

✈

Cessna Citation CJ2

Tel: +49 (0) 234 459 5119

Klaus Union Year:

2001

S/N:

C525A-0043

TTAF:

2237

Reg:

D-IEKU

Location: Germany

Pro Line 21 3 Tube EFIS-Dual DME-CNI5000 Nav-Com-ADF8.33KHz Spacing and FM Immunity-Dual GTX330D diversity XPDRWX-1000E Stormscope-RTA-800 WXRadar-HF Provision-ALT-55B Radio Altimeter-L-3 CVR-Mark VII EGPWS-UNS-1K with Permanent DTU-BF Goodrich TCAS- Garmin 400 WAAS GPS/movingmap interfaced to ProLine 21-RVSM-Belted toilet-N1-Computer- ELT 406MHz-3 110V outlets-B&C15000 cabin display-deluxe refreshment center-Pax advisory system-Iridium SatCom w 2 handsets-on ProParts-Protech-TAP-Elite-Cescom. Price: Please call

✈ Advertising Enquiries see Page 8

www.AvBuyer.com

Email: ronfernuik@hotmail.com

Email: aircraft@klaus-union.de WORLD AIRCRAFT SALES MAGAZINE – September 2012

149

Marketplace September12 22/08/2012 14:34 Page 3

Marketplace Challenger 601-3A/ER

Aviation Advisors Int'l, Inc. Year:

1992

S/N:

5121

TTAF:

8,949

Reg:

N328AM

Tel: +1 (941) 351-5400

A "no excuses" airplane. With all major inspections just accomplished . Fresh 6/12/24/60 /120 & 240 Month inspection c/w in 2011. Fresh HSI on left engine. Fresh gear overhaul and interior refurbishment. Priced to sell at $3,995,000

Location: USA ✈

Cessna Citation CJ2

Email: BobD@aaisrq.com

Aviation Advisors Int'l, Inc. Year:

2003

S/N:

144

TTAF:

4,112

Reg:

N144YD

Tel: +1 (941) 351-5400

Great history and a factory visit to do all inspections and squawks plus new paint and interior mean a great pedigree It is maintained on TAP Elite .The owner is moving up after spending the money to make it perfect. Flown less than 150 hours since this work you get the benefit. Priced at $3,195,000

Location: USA ✈

Learjet 60 XR

Email: PaulD@aaisrq.com

Aviation Advisors Int'l, Inc. Year:

2008

S/N:

338

TTAF:

281

Reg:

TBD

Tel: +1 (941) 351-5400

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. A value at $7,5000,000

Location: USA ✈

Cessna Citation XLS+

Tel: +1 (808) 250 1026

James Vancil Year:

2009

S/N:

560-6017

TTAF:

1520

Reg:

N7877D

Location: USA, GA

Total Landings: 873, Left Engine: 1520 TT/ 873 Cycles, Right Engine: 1520TT / 873 Cycles, APU: 400 Hours, Times as of: July 13, 2012, Warranty Program: JSSI Tip to Tail, Aircell High Speed Wi-Fi Onboard, One Owner Since New, No Damage History, Part 135 Certified, JSSI Tip to Tail Warranty, RVSM Compliant, Hi Speed Wireless Internet on Board, Rockwell Collins Airshow 4000 entertainment package with large 10.4 monitor and 6 individual displays, XM Radio with four channel reciever and dual DVD's. Price: Please call

✈

Cessna Citation XLS

Email: BobD@aaisrq.com

Email: Oahuflyer@yahoo.com

Beechcraft Vertrieb & Service GmbH Year:

2007

S/N: TTAF:

2.600

Tel: +49 (0) 821 7003 100 and -145

EU Reg, EU-OPS, CVR (2h), HF-1050, TCAS II, CMS-400 Checklist, Dual FMS UNS-1 ESP, AvVisor+, Aircell ST3100, EASA German commerc. certif., CAMO+, fresh HSI 08/2012!

Reg: Location: ✈

150

WORLD AIRCRAFT SALES MAGAZINE – September 2012

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Email: info@beechcraft.de Aircraft Index see Page 4

Marketplace September12 22/08/2012 14:56 Page 4

Marketplace Cessna Caravan 208B Grand

CAAD Inc. Year:

1999

S/N:

208B-0789

TTAF:

16259

Reg:

YN-CHS

Tel: +1 (305) 593 9929 16259 TT, 31249 Cycles

Location: Nicaragua ✈

www.caadinc.com Cessna Caravan 208B Grand

CAAD Inc. Year:

1999

S/N:

790

TTAF:

13,643

Email: colinward@caadinc.com Tel: +1 (305) 593 9929

Configuration: 12 Pax Seat, Airframe: Total Aircraft Time: 13,643.73, Total Aircraft Cycles: 27,459

Reg: Location: FL, USA ✈

www.caadinc.com Cessna 208

CAAD Inc. Year:

2008

S/N:

2045

TTAF:

3,656.24

Reg:

Email: colinward@caadinc.com Tel: +1 (305) 593 9929

Total Aircraft Cycles: 6,733. Configuration: 12 Pax Seats. Aircraft Status: OPERATIONAL Info. updated to: 31-Jan12. Out of operations 31-Jan-12. Propellers Type & Model: 3GFR34C703-B. Serial Number: 100940. Propeller TBO: 4000. Time Since New: 1063.30. Time Since Overhaul: 1068.30. Price: $1,650,000

Location: Costa Rica ✈

www.caadinc.com Cessna 208

CAAD Inc. Year:

2008

S/N:

2050

TTAF:

3,809.54

Reg:

Email: colinward@caadinc.com Tel: +1 (305) 593 9929

Total Aircraft Cycles: 7,065. Configuration: 12 Pax Seats. Aircraft Status: OPERATIONAL Info. updated to: 31-Jan-12 Out of operations 31-Jan-12. Propellers Type & Model: 3GFR34C703-B. Serial Number: 110577. Propeller TBO: 4000. Time Since New: 437.14. Time Since Overhaul: 437.14. Price: $1,650,000

Location: Costa Rica ✈

www.caadinc.com Cessna Citation Bravo

Schrott Wetzel GmbH Year:

1999

S/N:

550B-884

TTAF:

2323

Reg:

DCSWM

Location: Germany

www.AvBuyer.com

Tel: +49 (0) 621 804 1111

ENG 1+2:2323 SNEW-4.000 TBO, AVIONICS: Avionics Honeywell; COM: Dual K4196B, NAV: Dual KN 53, ADF: KR 87, DME: Dual DM441B, MKR: Dual KMR 675, FMS:Universal UNS-1K, XPDR: Dual MST-67A with AZ-850, Radio ALT: Collins ALT-55A, WX: WU-660, AP/FD: IC600, ACASII: TPU-67A, EGPWS: Mark VIII, SSFDR: 980-4700025, SSCVR: Fairchild A-2005, ELT: Artex C406-2, Stormscope: L3 WX-950. Price Make offer ✈

Advertising Enquiries see Page 8

Email: colinward@caadinc.com

Email: info@schrott-wetzel.de WORLD AIRCRAFT SALES MAGAZINE – September 2012

151

Marketplace September12 22/08/2012 14:32 Page 5

Marketplace Cessna Citation Mustang

Tel: +27 (0) 11 548 3000

ComAir South Africa Year:

2010

S/N:

510-0303

TTAF:

550

Reg:

ZS-YES

Location: South Africa

ENGINES: 550 Hours 350 Cycles. LANDINGS: 320. AVIONICS: Garmin G1000 EFIS System. OPTIONAL EQUIP: Automatic Direction Finder. Chart View. 40 Cu. Ft Oxygen Bottle. G1000 SVT. Life Vest. Locking fuel caps. SOD Dirt Kit FK 1871 (Factory installed). INTERIOR: Bronze. EXTERIOR: White with silver, blue and navy stripes. Price: Please call ✈

Socata TBM 700B

Email: comair@comairsa.co.za

JT Air Ltd Year:

2002

S/N:

230

TTAF:

1426

Reg:

N324JS

Location: United Kingdom

Tel: +44 (0) 7957 106 952 An extremely well presented and cared for Example of a Socata TBM 700 B with recent Hot Section Inspection, Socata Service Centre Maintained, Annual Inspection Completed Dec 2011. Complete and Original Logs. No Exceedences. Always Hangared. VAT paid in Europe. Garmin 530, KMD 850 MFD, EFIS-40 EHSI & EADI, Annual 31 Dec 2012, Gear Inspection & Long Life Enrolled, Garmin 330 Mode S, Prop 260SN, Interior Flawless, 2 Drink /Storage Cabinets, 6 Place Bose, Crew/Pac Music. Full Detail www.jtair.net/n324js. Price: Please Call

✈

www.jtair.net/n324js Agusta A109C

Email: mail@jtair.net Tel: +58 (0) 416 608 5929

Abraham Salcedo Year:

1991

S/N:

7659

TTAF:

1836.8

Reg:

N828NN

Fully IFR helicopter with VIP interior. Recently overhauled, painted on white with blue and silver stripes, new avionics(Garmin GNS-430AW,Garmin GNS-430W,Garmin GAD ñ 42, Garmin GMX-200 MFD,Garmin GTX-330 Mode S transponder, RDS-81 Radar, Avidyne TAS-610 Price: Make offer

Location: USA, FL ✈

Agusta A109E Power

Email: helitradersinternational@gmail.com

Aerolineas Ejecutivas Year:

2006

Tel: +5215 5414 05052

Price Make offer

S/N: TTAF:

1250

Reg: Location: Mexico ✈

www.aerolineasejecutivas.com Eurocopter AS 365N-1

Tel: +97 (0) 15064 60960

Sama Aviation Year:

1989

S/N:

6319

TTAF:

8250

Email: m.toledo@aerolineasejecutivas.com

The aircraft is under long term storage.

Reg: Location: UAE ✈

152

WORLD AIRCRAFT SALES MAGAZINE – September 2012

www.AvBuyer.com

Email: farid.chokor@samaaviations.com Aircraft Index see Page 4

Marketplace September12 22/08/2012 14:30 Page 6

Marketplace Hangar for sale

Tel: +1 (949) 790 3166

Lee & Associates

World Class Executive Office & Hangar Facility. 18,927 sq. ft. with second floor future office build out, world class hangar facility built by Caribou Industries in 2005-2006. World class tenant improvements - interior build out of: Grand entrance foyer lobby with grand piano/fire place and an actual full size smith mini biplane hanging from the 30’ ceiling above. A full gourmet kitchen for fresh food preparation prior to flights. 4 executive offices including the director of operations. Located at 4301 Donald Douglas Drive, Long Beach Airport, CA

Year: S/N: TTAF: Reg: Location: USA

✈

www.lee-associates.com Par Avion Ltd

Email: bgarbutt@lee-associates.com +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), August 2012, Vol 16, Issue No 8 is published monthly by World Aviation Communications Ltd, 1210 West 11th Street, Wichita, KS 67203-3517 and has a targeted circulation to decision makers within business and corporate aviation throughout the world. It is also available on Annual Subscription @ UK £40 and USA $65. POSTMASTER: Send address changes to: World Aircraft Sales Magazine 1210 West 11th Street, Wichita, KS 67203-3517. Postage is paid at Wichita, KS and additional mailing offices.© Copyright of World Aviation Communications Ltd. Every effort is made to ensure the accuracy of material published in World Aircraft Sales Magazine. However, the publishers cannot accept responsibility for claims made by manufacturers, advertisers or contributors. The views expressed are not necessarily those of the Editor or the publishers. Although all reasonable care is taken of all material, photographs, CD & DVDs submitted, the publishers cannot accept any responsibility for damage or loss. All rights reserved. No part of World Aircraft Sales Magazine - Advertising, Design or Editorial - may be reproduced, stored in a retrieval system, or transmitted in any other form, or by any other means, electronic, mechanical, photographic, recording or otherwise, without prior written permission of the publishers.

Next Issue copy deadline: Wednesday 12th September Advertiser’s Index 1st Source Bank ........................................................92 21st Century Jet Corporation ...............................154 Action Aviation ......................................................71,91 AeroSmith/Penny ....................................................146 AIC Title Services.......................................................75 Air 1st Aviation ..............................................................4 Aircraft Cost Calculator ..............................................8 Aircraft Services Group ............................................55 Albinati Aeronautics SA .........................................145 Aradian Aviation ..........................................................57 Avbuyer.com .............................................................133 Aviation Consulting ....................................................67 Avjet Corporation.................................................20-23 Avpro.......................................................................14-17 Banyan..........................................................................97 Bell Aviation ..........................................................30-31 Bombardier..................................................................59 Boutsen Aviation..................................................34-35 Bristol Associates ......................................................27 Central Business Jets .............................................155 Charleston Aviation Partners ...................................73 Charlie Bravo Aviation...............................................43 Advertising Enquiries see Page 8

Conklin & de Decker ....................................................4 Corporate Aircraft Photography...........................115 Corporate AirSearch Int’l .................................79,144 Corporate Concepts .................................................61 Dassault Falcon Jet Europe....................................2-3 Donath Aviation ..........................................................45 Duncan Aviation..................................................77,101 Eagle Aviation..............................................................33 Eagle Creek Aviation .................................................83 EuroJet .......................................................................142 European Helicopter Show ...................................131 ExecuJet Aviation........................................................51 Freestream Aircraft USA ............................FC, 28-29 General Aviation Services ........................................85 Gulfstream Pre-Owned.............................................39 Heliasset.com ...........................................................123 Hubbard Aviation Technologies............................115 Intellijet International .................................................6-7 Japat AG ...........................................................140-141 J. Mesinger Corporate Jet Sales ......................11-13 JetBlack Aviation ......................................................121 JetBrokers..............................................................40-41

www.AvBuyer.com

Jetcraft Corporation.....................................36-37, BC Jeteffect ........................................................................19 JETNET ......................................................................117 John Hopkinson & Associates ........................63,143 Kaiser Air ...................................................................103 Lektro..........................................................................115 Mente Group ...........................................................147 NBAA Meeting & Convention...............................125 New Jet International .................................................47 Northern Air......................................................138-139 O’Gara Aviation Company.................................24-25 Par Avion.........................................................................5 PremiAir Global Aircraft Sales ................................87 Rolls-Royce .................................................................65 Southern Cross Aviation ........................................105 The Jet Collection ......................................................69 Universal Avionics ......................................................99 VREF Aircraft Values.................................................50 Welsh Aviation..........................................................137 Wentworth & Affilates................................................57 Wiley Rein....................................................................50 Wright Brothers Aircraft Title ................................107 WORLD AIRCRAFT SALES MAGAZINE – September 2012

153

21st Century May 21/08/2012 14:59 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 September_CBJ November06 21/08/2012 15:00 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

iinngg d d nn PPee l l aa DDee

2004 FALCON 2000 S/N 217

FALCON 900EX EASY S/N 170

US & EASA Certified, 10 PAX Interior, 100% JSSI, Less than 400 Hours since C Inspection

Single US Owner Aircraft, 1175 Hours TT, MSP Gold, Honeywell EVS, Triple IRS and FMS, 13 PAX with Fwd and AFT lav

2009 HAWKER 4000 S/N RC-35

2008 HAWKER 900XP S/N 033

Upgrade and Enhancement Program Already C/W, Fully transferable 5 year warranty expires 12/23/2014, no damage history

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; Stand 8 Place Interior; Aircraft can be delivered anywhere in the world

3322.1 TT; Fresh C Check, new paint & refurbished interior by Astra Service Center 08/11, MSP, CAMS, Dual Universal UNS-1E FMS w/ GPS, Increased Weight Mod

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

As anyone in aviation knows,

TURBULENCE is an art.

Buying and selling aircraft can be a bumpy business. But for over 50 years, we’ve earned a reputation for delivering the smoothest ride, as well as the best deal. We did it by building our business entirely around our customers’ needs. With transaction specialists who really know aircraft and markets, and an unmatched global network of partners. The result? Faster, easier transactions and lots of repeat clients. So call us and relax. You’ve got the best navigator around. www.jetcraft.com I info@jetcraft.com I Headquarters +1 919-941-8400

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

FEATURED INVENTORY

2001 Global Express - SN 9076

Available for Immediate Sale & Delivery RSVM Compliant - EASA/ JAR OPS1 Certified

2013 Challenger 605 - Q1 2013 Newest Challenger 605 On The Market Bombardier Completion with LE Package

BackCoverAd_5.2012.indd 1

2008 Citation XLS+ - SN 560-6006

PowerAdvantage+, AuxAdvantage, & ProParts Dual FMS/GSP, Dual FSU, and WAAS

2007 Challenger 300 2001 Challenger 604 2005 Challenger 604 2006 Challenger 604 2007 Challenger 605 2008 Challenger 605 2009 Challenger 605 2010 Challenger 605 2012 Challenger 605 2005 Citation CJ2 1994 Citation VII

2009 Falcon 7X 2010 Falcon 7X 1996 Falcon 900B 2013 Global 5000 2012 Global 6000 2002 Global Express 2007 Global XRS 2008 Global XRS 2011 Global XRS 2004 Gulfstream 550 2008 Legacy 600

2001 Citation X - SN 750-0139

New to Market - Low Time - Highly Programmed One Owner - Well-Optioned

2002 Gulfstream V - SN 674

Airframe on PlaneParts; APU on MSP Engine On Condition

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

AVOIDING

8/8/12 11:48 AM