AvBuyer Magazine April 2015 edition

Jetcraft FC April 2015_FC December 06 25/03/2015 14:52 Page 1

AVBUYER April 2015

™

B U S I N E S S

A V I A T I O N

I N T E L L I G E N C E

Bombardier Global 6000 Other aircraft are in its category.

But none are in its league.

Jetcraft is pleased to present a new Global 6000. Exceptional speed, cabin space and detailed craftsmanship in a 2015 delivery.

Learn more about this exceptional aircraft on pages 50 - 53

THIS MONTH Dealer Broker Market Update Aircraft Comparative Analysis – Eclipse 500 Cabin Connectivity: What You Need to Know…

FBOs: It’s a Competitive World! www.AVBUYER.com

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P004 AC Index April15 26/03/2015 14:12 Page 1

Aircraft For Sale • AIRCRAFT • HELICOPTERS AIRCRAFT

PAGE

AIRBUS A320 VIP . . . . . . 156,

BOEING/MCDONNELL DOUGLAS BBJ . . . . . . . . . . . 15, 36, 41, 156, DC-8-62 VIP . . . 41, Super 727-200 VIP 41, 737-200 VIP . . . . 41,

BOMBARDIER CRJ-100 . . . . . . . 12, CRJ-200 LR . . . . 156, Global 5000 . . . . 10, 52, 53, 75, Global 6000 . . . . 1, 52, 53, 61, 152, . . . . . . . . . . . . . . . 156, Global Express . 10, 41, 53, Global Express XRS .53,

Challenger 300 . . . . . . . . . . . 12, 41, 83, 101, 156, 600 . . . . . . . . . . . 25, 26, 601-3A . . . . . . . . 42, 61, 601-3R . . . . . . . . 12, 77, 136, 604 . . . . . . . . . . . 23, 59, 75, 77, 83, . . . . . . . . . . . . . . . 101, 147, 156, 605 . . . . . . . . . . . 7, 156, 850 . . . . . . . . . . . 83, 156,

Learjet 31A . . . . . . . . . . . 43, 83, 31ER . . . . . . . . . . 63, 35A . . . . . . . . . . . 83, 150, 36A . . . . . . . . . . . 151, 40XR . . . . . . . . . . 68, 139, 45 . . . . . . . . . . . . 13, 15, 40, 59, 61, . . . . . . . . . . . . . . . 140, 45XR . . . . . . . . . . 13, 37, 61, 156, 55 . . . . . . . . . . . . . . 43, 60 . . . . . . . . . . . . 39, 61, 60XR . . . . . . . . . . 23, 61, 144, 156,

CESSNA Citation ISP . . . . . . . . . . . 21, II. . . . . . . . . . . . . . 21, 43, 133, IV . . . . . . . . . . . . . 37, V. . . . . . . . . . . . . . 21, X . . . . . . . . . . . . . 12, 37, 39, 42, 61, 83, . . . . . . . . . . . . . . . 101, 150, 155, XL . . . . . . . . . . . . 93, XLS . . . . . . . . . . . 93, 142, XLS+ . . . . . . . . . . 12, 156, CJ1. . . . . . . . . . . . 75, CJ1+ . . . . . . . . . . 13, 39, CJ2. . . . . . . . . . . . . 13, 35, CJ3. . . . . . . . . . . . 13, 40, 61, 62, 75,

AIRCRAFT

PAGE

. . . . . . . . . . . . . . . 156, Bravo . . . . . . . . . 35, 42, Caravan . . . . . . . 41, Excel . . . . . . . . . . 12, 21, 135, Encore . . . . . . . . 13, Encore +. . . . . . . 13, Jet . . . . . . . . . . . . 43, 75, 152, Mustang . . . . . . . 39, 41, 93, M2 . . . . . . . . . . . . 21, Sovereign . . . . . . 12, 93, 155, SII . . . . . . . . . . . . 62, Ultra . . . . . . . . . . 26, 35, 61, 62, 129, 400 . . . . . . . . . . . 21, 414A . . . . . . . . . . 21,

EMBRAER EMB-135 LR . . . 41, EMB-145 EP . . . 41, Legacy 600 . . . . 41, 42, 141, Legacy 650 . . . . 156, Lineage 1000. . . 156, Phenom 100 . . . 43, 61, Phenom 300 . . . 68,

FALCON JET 7X . . . . . . . . . . . . 3, 11, 59, 62, 152, . . . . . . . . . . . . . . . 154, 155, 10 . . . . . . . . . . . . 42, 20E . . . . . . . . . . . 75, 50 . . . . . . . . . . . . 11, 26, 29, 40, 61, . . . . . . . . . . . . . . . 77, 154, 50-40 . . . . . . . . . 155, 50EX . . . . . . . . . . 3, 29, 154, 900B . . . . . . . . . . 11, 25, 29, 41, 42, . . . . . . . . . . . . . . . 59, 61, 75, 143, 154, . . . . . . . . . . . . . . . 156, 900C . . . . . . . . . . 62, 154, 900EX . . . . . . . . . 17, 137, 154, 900EX EASy . . . 3, 101, 154, 156, 900LX . . . . . . . . . 154, 2000 . . . . . . . . . . 11, 41, 42, 59, 2000 EX EASy . . 156, 2000LX . . . . . . . . 3, 11, 26, 39, 40, ...............

2000LXS. . . . . . . 51, 156, 2000S . . . . . . . . . 3, 11,

AIRCRAFT

PAGE

III . . . . . . . . . . . . . 83, IV . . . . . . . . . . . . . 10, 11, 61, IVSP . . . . . . . . . . 11, 15, 33, 101, 131, . . . . . . . . . . . . . . . 156, V. . . . . . . . . . . . . . 10, 29, 75, 101, 133, . . . . . . . . . . . . . . . 134, 150, 100 . . . . . . . . . . . 39, 93, 155, 150 . . . . . . . . . . . 61, 93,

PAGE

200 . . . . . . . . . . . 10, 23, 25, 43, 83, . . . . . . . . . . . . . . . 93, 155, 156, 280 . . . . . . . . . . . 145, 450 . . . . . . . . . . . 10, 15, 37, 43, 93, . . . . . . . . . . . . . . . 132, 138, 150, 156, 550 . . . . . . . . . . . 7, 10, 15, 29, 33, 37, . . . . . . . . . . . . . . . 61, 75, 93, 101, 156, 650 . . . . . . . . . . . 29, 41, 69, 130,

SOCATA

HAWKER BEECHCRAFT

HELICOPTERS

Beechcraft

AGUSTAWESTLAND

400A . . . . . . . . . . 35,

A109 . . . . . . . . . 41, A109C . . . . . . . . 83, A109 Power . . . . 14, 156, AW109SP . . . . . . 75, A119 KE . . . . . . . 75, AW139 . . . . . . . . 14, 41, Koala. . . . . . . . . . 93,

Royal Turbine Duke . . .152, King Air 200 . . . . . . . . . . . 42, 350 . . . . . . . . . . . 13, 21, 93, B90 . . . . . . . . . . . 42, , B200 . . . . . . . . . . 35, 93, C90 . . . . . . . . . . . 93, C90B . . . . . . . . . . 13, 151, E90 . . . . . . . . . . . 63, F90-1. . . . . . . . . . 63,

Hawker 125 . . . . . . . . . . . 110, 400XP . . . . . . . . . 35, 61, 83, 93, 750 . . . . . . . . . . . 93, 800A . . . . . . . . . . 62, 800SP. . . . . . . . . 7, 150, 800XP . . . . . . . . . 7, 23, 26, 61, 77, 93, . . . . . . . . . . . . . . . 143, 850XP . . . . . . . . . 93, 900XP . . . . . . . . . 7, 35, 93, 1000A . . . . . . . . . 59, 4000 . . . . . . . . . . 83,

IAI Astra SP . . . . . . . 77, Astra SPX. . . . . . 61,

SABRELINER 65 . . . . . . . . . . . . 42,

TBM 700B . . . . . 43, TBM 700C2 . . . . 43, TBM 850. . . . . . . 35,

WESTWIND Westwind I . . . . . 63,

BELL 206 HIII . . . . . . . 14, 206 L4. . . . . . . . . 151, 212 . . . . . . . . . . . 151, 407 . . . . . . . . . . . 146, 153, 407 GX . . . . . . . . 14, 412 EMS . . . . . . 151, 427 . . . . . . . . . . . 61,

,

EUROCOPTER AS 350 B3 . . . . . 75, AS 350 B3e . . . . 75, AS355 F2 . . . . . . 41, BK 117C1. . . . . . 75, EC 120B . . . . . . . 75, EC 130 B4 . . . . . 39, EC 135 P2+ . . . . 93, EC 135 T1 . . . . . 75, EC 135 T2i . . . . . 14, EC 135 T2+ . . . . 14, ...............

MCDONNELL DOUGLAS MD900 . . . . . . . . 93,

PILATUS PC 12 NG . . . . . . 153,

PIPER GULFSTREAM

AIRCRAFT

Archer DX. . . . . . 153, Cheyenne II . . . . 75, Cheyenne III . . . 63, Matrix . . . . . . . . . 153, Meridan . . . . . . . 14, 63, 153, Mirage. . . . . . . . . 153, Saratoga. . . . . . . 153, Seneca IV. . . . . . 153, Seneca V . . . . . . 153,

SIKORSKY S-92A . . . . . . . . . 17, S-76C+ . . . . . . . . 14, S-76C++ . . . . . . 14, 17, 101, S-76D . . . . . . . . . 17,

THE WORLD’S LEADING

AIRCRAFT DEALERS & BROKERS find one today 4

AVBUYER MAGAZINE – April 2015

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Editor Welcome_JMesingerNov06 25/03/2015 10:50 Page 1

EDITORIAL Editorial Director / Publisher J.W. (Jack) Olcott 1- 201 572 9284 Jack@avbuyer.com

Editor’s

Welcome

Commissioning & Online Editor Matthew Harris 1- 800 620 8801 Editorial@avbuyer.com Editorial Contributor (USA Office) Dave Higdon Dave@avbuyer.com Consulting Editor Sean O’Farrell +44 (0)20 8391 6775 Sean@avbuyer.com ADVERTISING Brittany Davies (USA Sales) VP Sales 1- 201 430 7350 Bd@avbuyer.com Linda Blackburn (USA Sales) 1- 614 418 7064 Linda@avbuyer.com Maria Brabec (European Sales) +420 604 224 828 Maria@avbuyer.com Karen Price 1- 800 620 8801 Karen@avbuyer.com STUDIO/PRODUCTION Helen Cavalli / Mark Williams 1- 800 620 8801 Helen@avbuyer.com Mark@avbuyer.com CIRCULATION Barry Carter 1- 800 620 8801 Barry@avbuyer.com AVBUYER.COM Michael Myburgh Michael@avbuyer.com Emma Davey Emma@avbuyer.com MANAGING DIRECTOR John Brennan 1- 800 620 8801 John@avbuyer.com USA OFFICE 1210 West 11th Street, Wichita, KS 67203-3517 EUROPEAN OFFICE Trident Court, One Oakcroft Road, Chessington, Surrey, KT9 1BD, UK +44 (0)20 8391 6770 PRINTED BY Fry Communications, Inc. 800 West Church Road, Mechanicsburg, PA 17055

Working Together

W

hen the Scheduled Airlines throw passengers a curve ball, such as delaying a departure so travelers miss their connecting flight (as they did with me last month), it’s tempting to say “What’s bad for the airlines is good for Business Aviation”. A more appropriate consideration would be, “What’s bad for the airlines is reflective of problems in the whole system of air transportation, and that’s bad for everyone”.

Service on the Scheduled Airlines has deteriorated in the last five years: Departures from hub airports have decreased by over 8%; service at secondary and smaller hubs has been cut by over 20%; aircraft are crowded; legroom is often tight; and scheduling options are few and far between. Where there were once about 20 major airlines to select a flight from, today there are just a handful of mega-carriers for domestic service in the US. United merged with Continental; America and US Airways are now one; Delta is a combination of several airlines. Southwest and Jet Blue have grown, but their added services have not replaced all the routes that have been truncated - nor has Alaskan Airways filled the gaps.

Aside from experiencing the hassle associated with Scheduled Airlines these days, I’m troubled by the concentration that our government has allowed in the airline industry. When I was pursuing an MBA several decades ago (yes, before airline deregulation), we learned that concentration within an industry suppressed competition.

Anti-Trust laws were designed to prevent one company from becoming too big.

In the early 1960s the US Government prevented the merger of the Brown Shoe Company and the G.R Kinney Company, the latter a manufacturer of roughly 0.5 percent of the nation’s shoe output. Had Brown been allowed to merge with Kinney, the new company would still represent less than 10 percent of the shoe market. Yet the

Supreme Court rejected the plan on the basis that it violated the Clayton (AntiTrust) Act. Now it seems that our government is loath to find a merger it doesn’t embrace.

The US Government, and governments throughout the globe, should do more to encourage air transportation, including Business Aviation. The world’s economy requires safe, efficient transportation especially air travel. Rather than take cheap shots at so-called “fat cats” using business aircraft, government officials should embrace this form of travel. Business Aviation links communities that the airlines do not serve well and often do not want to serve.

Business Aviation and Scheduled Airlines are ‘partners’ in providing corporations and entrepreneurs with the most efficient and safest means of travel to locations essential for the ebb and flow of commerce.

In This Issue…

AvBuyer is proud to continue Ken Elliott’s year-long coverage of avionics mandates, while this month Brian Wilson and Donald Ridge address the expectation for connectivity in business aircraft cabins. Dave Higdon and Waleed Muhiddin offer insights on gaining the most from FBO services, and our contributors reflect on the opening quarter of 2015 in the pre-owned aircraft sales market and much more besides!

We trust you will be well informed by reading this publication and its online products.

Jack Olcott Editorial Director & Publisher, AvBuyer - your source for Business Aviation Intelligence Probably the world’s most recognized expert on the value of Business Aviation, Jack Olcott was President of the NBAA from 1992 through 2003, and today Jack’s network and personal knowledge of Business Aviation uniquely qualifies him as Editorial Director and Publisher, AvBuyer. Jack@avbuyer.com

Mechanicsburg, PA 17055 Advertising Enquiries see Page 5

www.AVBUYER.com

April 2015 – AVBUYER MAGAZINE

5

Project1_Layout 1 31/03/2015 11:44 Page 1

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Contents Layout March15 25/03/2015 14:11 Page 1

Editorial Focus 30

The Used Aircraft Market, 1Q 2015

Dealers and brokers note a slight slowing in early 2015, but there’s no cause for alarm.

So what’s behind the 1Q 2015 activity, and where are the trends pointing?

80

Fixed-Base Operators

100

Aircraft Comparative Analysis-Eclipse 500

It’s a highly competitive world out there!

Waleed Muhiddin considers the regulations impacting FBO services and how an operator can pick between them.

How does the Eclipse 500 jet square up against single and twin-engine turboprop competition? Find out in this month’s Aircraft Comparative Analysis!

106

High Flyers

Richard Shine, CEO & Chief Pilot, Manitoba Corp, tells Rani Singh that his business would not be flourishing today without Business Aviation. Here’s why…

8

AVBUYER MAGAZINE – April 2015

www.AVBUYER.com

Aircraft Index see Page 4

Contents Layout March15 25/03/2015 14:12 Page 2

April 2015

Volume 19, Issue 4

Contents T BizAv Intelligence 18

Market Indicators: Analysis, Reflections, Trends and Comment

38

Depreciation Comparisons: How have aircraft values fared since 2006?

44

BizJet Market Observations: Pre-Owned market trends, per JETNET >>KNOW MORE

48

Cautious Optimism: Jay Mesinger’s thoughts on the 1Q 2015 used aircraft market

T Flight Department

89

Retail Price Guide: Twenty-year Turboprop price guide from Bluebook

92

Specifications: Turboprop performance and specifications comparisons

T Boardroom 108 New or Used Aircraft: How can you know which option is best for you?

111 Chartering your Company Aircraft: Have you considered the tax issues?

54

Aviation Mandates (Part 4): What you should know about ADS-B

114 Questions Abound: Boardroom guide to essential regulatory mandates…

64

It’s Here to Stay…: The things you need to consider about Cabin Connectivity.

118 Onboard Technology: It takes a blend of tech and touch!

70

Customized Cabin Avionics: Just add patience and perseverance!

T Community

73

The Power of Vision, Mission & Values: A case study…

76

Be a Smooth Leader: Want better morale, engagement and productivity? Read on!

122 BizAv Review: PC-12 Milestones, Profiles, News, Appointments & Events

Next Month

78

Thinking Outside the (Tick) Box: How to get the most from your safety audits…

Aircraft Comparative Analysis: Boeing BBJ

84

FBO-Centric Trip Planning: Tips on how to save a lot with a little research!

European Fleet Focus

Advertising Enquiries see Page 5

International Transactions

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April 2015 – AVBUYER MAGAZINE

9

Avpro April 23/03/2015 15:49 Page 1

900 BESTGATE ROA AD z SUITE 412 z ANNA APOLIS, MARYLAND 21401 z INFO@AVPROJETS.COM z (410) 573-1515 ©Copyright - Avvpro, Inc - Aircraft Sales & Acquisitions ® 2015 - All Rights Reserved Aircraft Subject To Prior Sale or Withdrawal from Market.

Avpro April 23/03/2015 15:49 Page 2

EMS

WWW.AVPROJETS.COM

INFO@AVPROJETS.COM

©Copyright - Avvpro, Inc - Aircraft Sales & Acquisitions ® 2015 - All Rights Reserved Aircraft Subject To Prior Sale or Withdrawal from Market.

Avpro April 23/03/2015 15:50 Page 3

900 BESTGATE ROAD z SUITE 412 z ANNA APOLIS, MARY YLAND 21401 z INFO@AVPROJETS.COM z (410) 573-1515 ©Copyright - Avvpro, Inc - Aircraft Sales & Acquisitions ® 2015 - All Rights Reserved Aircraft Subject To Prior Sale or Withdraaw wal from Market.

Avpro April 23/03/2015 15:50 Page 4

WWW.AVPROJETS.COM

INFO@AVPROJETS.COM

©Copyright - Avvpro, Inc - Aircraft Sales & Acquisitions ® 2015 - All Rights Reserved Aircraft Subject To Prior Sale or Withdrawal from Market.

Avpro April 23/03/2015 15:51 Page 5

900 BESTGATE ROAD z SUITE 412 z ANNA APOLIS, MARY YLAND 21401 z INFO@AVPROJETS.COM z (410) 573-1515 ©Copyright - Avvpro, Inc - Aircraft Sales & Acquisitions ® 2015 - All Rights Reserved Aircraft Subject To Prior Sale or Withdraaw wal from Market.

Freestream April 25/03/2015 09:56 Page 1

Boeing BBJ S/N: 36714. Reg: VP-BFT • $58,950,000 • Into Service 2009 • Total Time Airframe: 2849 Hours • Landings: 741 • Basic Operating Weight: 101,611 Lbs • Pat’s 6 Tanks, 5 aft, 1 fwd • Airshow Network- Aero H+ Satcom – Swiftbroadband- Iridium • 5 external cameras - EFB • 18 Passenger Interior/ Andrew Winch Design

Boeing BBJ S/N: 29273. Reg: VP-BBJ • $25,950,000 • Total Time Airframe: 3743:34 Hours • Landings: 917 • Delivered with Fresh C1 • HUD (Heads Up Display) • SATCOM • Pats 9 Tank Fuel System • Basic Operating Weight: 95,096 Lbs • SFR88 Mod • CVR/FDR • Airshow Network

Gulfstream G550 S/N: 5176

• US$29,950,000 • Total Time: 3466.5 hrs • Landings: 953 • Engines on RRCC • APU on MSP • Honeywell APP & Parts Programs • BBML • Securaplane External Camera System • Airshow 4000 • 18 passenger interior • Fwd Crew Rest • Aircraft C of A: 11/27/2007 • Aircraft in Service: May 5th 2008

Gulfstream G550 S/N: 5231 • 1059 AFTT • Engines on RRCC • APU on MSP • Enhanced Nav w/Synthetic Vision • Honeywell Planeview Cert ‘F’ • Head-Up Guidance System • Fwd Galley • 19 passenger configuration

Freestream April 25/03/2015 09:57 Page 2

2009 Gulfstream G450 • Into service 2010 • TTAF 1402 • Landings 668 • Engines on RRCC • Part 135 compliance • Aft Galley • Crew Area • Fwd and Aft Lavs • 14 Passenger configuration

Gulfstream GIVSP S/N: 1283 • Price $5,950,000 • Total Time: 9842 hrs • Landings: 4220 • APU on MSP • Honeywell Avionics covered through Honeywell HAPP • MSG-3 Maintenance Program with CMP • No Damage History • Collins SAT-906 SATCOM • Secure-A-Plane • 13 Passenger Interior

Learjet 45 S/N: 167 • Make Offer • AFFT: 6589 hours. Landings: 5271 • Engines on MSP Gold • Smart Parts Plus • APU on MSP • Honeywell Primus 1000 • TCAS II with Change 7 • EGPWS • Airshow 400 • Forward and Aft Monitors

2010 Gulfstream G450 S/N: 4190 • US$24,900,000 • Total Time: 954 hrs • Landings: 435 • Engines Enrolled on RRCC • Synthetic Vision • Broadband High Speed Data System • Forward Galley • 14 Passenger Interior

Freestream April 25/03/2015 09:57 Page 3

Falcon 900EX S/N: 87

• $11,950,000 • TTAF: 5,016 • Landings: 2,805 • Honeywell Avionics Protection Plan (HAPP) • Engines & APU: JSSI • All three Engines: 3000/6000 • Fresh MPI Eng No. 2 • New 3rd Stage high pressure turbine ENG No. 2 • Fresh 2A, Fresh 2A+ • Dual GPS Honeywell HG2021GD02 • Airshow 400/Genesis • Securaplane Back up Batteries

2012 S76D • 2012 S76D like new (delivered 2013) • Only 19 hrs TTSN • Utility Interior • 12 passenger seats (3 x 4)

2012 Sikorsky S-92A S/N: 920193 • TTAF: 82 hours • 210 Landings • Most Recent Pre-Owned S-92A on the market • Airline Configuration 19 Forward Facing Passenger Seats • General Electric Engine CT7-8A • APU: Honeywell RE220. P-339 88 Hours 380 Cycles • Rockwell Collins Avionic Management System • Automatic Flight Control Systems (AFCS)

Sikorsky S-76C++ S/N: 760757 • $7,950,000 • TTAF: 211.54 hours • Lowest Time Pre-Owned S76C++ on the market • Excellent Condition • Single Pilot IFR • EGPWS • CVR & MPFR • Emergency Float System

MarketIndicators _Layout 1 24/03/2015 12:06 Page 1

BIZAV INTELLIGENCE T MARKET INDICATORS

Actionable Insights on the Business Aviation Market Evidence of significant disparity in market strength and activity characterizes the state of Business Aviation in April 2015, notes Rollie Vincent.

R

Rollie Vincent is President of Rolland Vincent Associates. His aviation market analysis is second to none, and he is the creator/director of the JETNET iQ program. With a solid background in market research, economics and statistics, he has more than 30 years of experience in business, regional and international aviation, including positions with Bombardier, Cessna, Learjet, Flexjet, and ICAO. Contact him via rvincent@rollandvincent.com

18

egionally, the United States is expected to be amongst the most robust markets for business aircraft transactions and for flight operations this year. This reflects growing confidence in the trajectory of US economic recovery, with the latest real GDP growth forecasts of 3.2% in 2015.

Steady job growth, declining unemployment, lower energy prices and low inflation, affordable credit, and strong consumer sentiment are welcome tailwinds that should translate into continuing corporate profitability and interest in business aircraft. With 60% of the world’s business aircraft fleet based in the United States, a strengthening US marketplace is good news indeed for the entire industry!

In Europe, the contrast could not be starker, with year-over-year declines in business aircraft operations following several years of little, or no growth. The drop-off in EU flight activity mirrors the sluggish, deflationary regional economy and reflects the bite of Russian-targeted sanctions, which have sharply curtailed Russia-EU flying, despite the cold Northern winter and constant allure of the blue Mediterranean.

AVBUYER MAGAZINE – April 2015

www.AVBUYER.com

With oil prices hovering around US$50 per barrel at press time, there are clear winners and losers.

Although energy and commodity companies are no longer front-of-the-line signing aircraft sales contracts, they have arguably had their day for the last several years and are now outnumbered by the many organizations whose operations and customers benefit from lower fuel prices. In fact, for most business aircraft owners and operators, sustained low oil prices are good news indeed, with those who feel that lower prices are a positive development outnumbering the naysayers by several orders of magnitude, based on the latest JETNET iQ Surveys.

Global Bright Spots Beyond the US, both Mexico and the United Kingdom are relative bright spots for business aircraft sales and utilization at this time.

Mexico has the second-largest business jet fleet in the world, and benefits from its proximity and access to the US market under the North America Free Trade Agreement (NAFTA). Mexico is benefiting from significant inbound foreign direct investment, particularly in its surging automotive Aircraft Index see Page 4

MarketIndicators _Layout 1 24/03/2015 12:08 Page 2

manufacturing sector, and its economy is expected to grow by about 3% in 2015.

The UK, home to the world’s fourthlargest business jet fleet, will benefit from a combination of lower oil prices, low inflation, and a strong currency. With close economic ties and trading relationships with the United States, the UK economy is currently projected to grow by 2.6% in 2015, well ahead of the pace on the European Continent.

Business aircraft sales into China, despite another year of 7% GDP growth, have slowed, but remain the strongest amongst the BRIC countries. Ever-present geo-political tensions, particularly in the Ukraine but also in the Middle East, are unwelcome developments that cloud the outlook in these regions.

A Note About Prices Although business jet and turboprop preowned inventories have now returned to pre-2008 levels, transaction prices remain relatively soft and slowly decline as the overall marketplace continues to lean in favour of the buyer. Exceptions include nearly-new, low-time aircraft under warranty with clean pedigrees particularly those in segments with little immediate and direct competition. Most prominent amongst this group is the Gulfstream G650/G650ER, which continues to command prices which are at, or even above the manufacturer’s current list price.

Early signs of optimism are apparent in recent JETNET iQ Surveys of small and medium jet owners and operators. This is a development that bodes well for stronger sales in these categories in 2015, particularly in markets such as the US, Mexico and the UK, mentioned above.

In the large cabin business jet segment, one that has performed relatively strongly throughout the last 6+ years, market sentiment remains positive overall, but less so than in prior quarters.

This is being driven by a number of factors, including reduced long-haul flying to and from emerging markets. The certification and entry-into-service of new long-range & ultra-long-range models will put downward pressure on pre-owned residual values and transaction prices of older, large cabin models that are well along the product life cycle.

With that snapshot in mind, over the following pages, you’ll find a selection of recent updates on various aspects of the industry.

MI www.rollandvincent.com Advertising Enquiries see Page 5

BizAv Activity - US & Canada According to TRAQPak, February flight activity followed its usual path and posted a decrease from January to finish the period down -4.2% overall.

Operational categories finished the month on the negative side with Part 135 activity posting the largest decline, down -5.9% from January. The Part 91 and Fractional markets posted decreases of -3.8% and -1.3% respectively.

Looking at the aircraft categories, flight activity was down across the board with turboprops posting the largest monthly decrease, down -7.0%. Small and mid-size cabin aircraft posted declines of -4.8% and -2.5% from January. Large cabin flight activity posted only a slight decrease of -0.6%. There were a few monthly gains in the individual segments; Part 91 large cabin aircraft activity increased 1.5% over January.

Flight activity by aircraft category was mixed for the month, with large cabin aircraft posting a sizeable gain, up 3.6%.

The mid-size cabin market managed to squeeze out a slight gain, up 0.2% from February 2014. Turboprop and small cabin aircraft posted Year-over-Year decreases of -1.2% and -2.5% in that order. The largest Year-over-Year gain for an individual segment occurred in the Fractional turboprop market, which saw an increase of 8.4%  MI www.argus.aero

Year-over-Year Reviewing Year-over-Year flight activity (February 2015 vs. February 2014), TRAQPak data indicates that February 2015 posted a decrease of -0.4%; the first yearly decline since November 2013. The results by operational category were mostly negative with Part 135 reporting the only gain, up 0.2%. The Part 91 market finished the period down -0.5%. The Fractional market also finished the period down -1.6% from February 2014.

F ebruary 2015 vs January 2015 P art 91

P art 135

F ractional

A ll

T urboprop

-6.2%

S mall-Cabin Jet

-5.3%

-8.9%

1.4%

-7.0%

-4.6%

-2.8%

M id-Size Jet

-4.8%

-2.1%

-3.8%

-1.7%

-2.5%

L arge Cabin Jet

1.5%

-4.9%

1.3%

-0.6%

A ll

-3.8%

-5.9%

-1.3%

-4.2%

P art 135

F ractional

A ll

F ebruary 2015 versus February 2014 P art 91 T urboprop

-2.8%

0.8%

8.4%

-1.2%

S mall-Cabin Jet

-1.6%

-6.4%

7.4%

-2.5%

M id-Size Jet

1.3%

2.9%

-4.7%

0.2%

L arge Cabin Jet

3.7%

7.8%

-6.3%

3.6%

A ll

-0.5%

0.2%

-1.6%

-0.4%

MI: www.AVBUYER.com

April 2015 – AVBUYER MAGAZINE

19

MarketIndicators _Layout 1 24/03/2015 12:22 Page 3

BIZAV INTELLIGENCE T MARKET INDICATORS

Five-Year Global Heli Demand In its 17th annual Turbine-Powered Civil Helicopter Purchasing Outlook, Honeywell Aerospace forecast that 4,7505,250 civilian-use helicopters will be delivered during the 2015-2019 timeframe.

Overall, five-year demand for turbinepowered, civil helicopters remains steady versus Honeywell’s 2014 five-year forecast, with moderate improvement in new helicopter purchase plans reported, offsetting the short-term uncertainty of large-fleet operators in the face of lower energy prices and fluctuating market currencies.

The forecast estimates a five-year share of demand from the US and Canada at 34%, up nearly eight points on stronger North American buying plans.

When combined with Latin America, the Western Hemisphere represents 53% of the five-year global demand. Europe's share tallies 24%, with the Asia-Oceania region accounting for 14%, and Africa and the Middle East contributing 9%.

Operators who intend to purchase a helicopter within the next five years noted that the age of their current aircraft (which includes factors such as maintenance costs, performance erosion and safety concerns), contracted replacement cycle and warranty expiration were all key reasons for their decision. For those surveyed, make and model choices for their new aircraft are

Civil Helicopter Fleet Report: Asia-Pacific At the end of 2014, the Asia-Pacific civil helicopter fleet numbered 2,463 helicopters in active service, an increase of 9% during 2014, notes Asian Sky Group.

The report reveals that overall, the AsiaPacific helicopter fleet and utilization profile varies significantly between the different countries - a result of the different dynamics of the countries in the region. Economic and industrial development, corporate profits, geographic layout, existing transportation infrastructure, regional climate, 20

AVBUYER MAGAZINE – April 2015

strongly influenced by range, cabin size, performance technology upgrades and brand experience.

"Near-term demand appears stable despite a pull-back in 2014 deliveries and ongoing concerns with the energy sector," said Mike Madsen, president, Defense & Space, Honeywell Aerospace.

"Purchase interest for helicopters in training, tourism, firefighting and law enforcement categories is trending up, influenced by increased utilization rates and helicopter replacement cycles.

Interest across these mission sectors is helping to sustain near-term demand.

Looking ahead, several new platforms are scheduled to enter service over the next few years, also bolstering overall helicopter demand."

MI www.aerospace.honeywell.com

international and political relations, government and local aviation regulations are all factors influencing a country’s helicopter fleet profile, however.

Asia-Pacific’s fleet growth is driven by several different mission segments, although in many countries growth is attributed to rising demands in the multimission helicopter sector, along with other segments such as coastguard law enforcement and offshore operations.

Information regarding the operational fleet, market shares, helicopter types, operation/mission profiles, geographic spread, market trends and an analysis of the fleet and market characteristics for each country can be found in the full report, obtained for free from the Asian Sky Group website.

MI www.asianskygroup.com www.AVBUYER.com

BizAv Activity Europe Business Aviation activity in Europe saw a Year-over-Year decline in February, according to WingX Advance…

51,075 business aircraft flights recorded in February 2015 represented a 4.4-percent decrease from February 2014 – the lowest for the month since 2010, and a 20percent decline from February 2008.

Specifically, WingX noted a 7-percent decrease in jet activity for the month.

Continuing instability in Ukraine is a major contributor to the decrease in recorded movements, with Ukraine and Russia aggregated accounting for 1,400 fewer flights Year-over-Year.

Russia no longer ranks in the top 10 European markets for business-aircraft activity, WingX observed, with flights from Russia to the rest of Europe down 34 percent compared with February 2014. Also of note was a decrease of 750 Business Aviation flights in Germany versus the previous year.

The UK provided Europe’s bright spot with flights up 3.9%. With 14% of the European market, the UK is now 2% up for the year, gaining 130 flights per month. The UK’s AOC activity jumped 9% in February, mostly due to Turboprop flying. Other pockets of growth included Spain, Austria and Czech Republic – and again, Turboprop activity was largely responsible.

MI www.wingx-advance.com 

Aircraft Index see Page 4

Eagle April 26/03/2015 10:07 Page 1

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MarketIndicators _Layout 1 25/03/2015 09:18 Page 4

BIZAV INTELLIGENCE T MARKET INDICATORS

Global Business Aviation Picks Up in 2014 According to JSSI’s 2014 Business Aviation Index, flight hours increased by 1.2% globally. With declining fuel prices taking hold, flight hours increased by 2.5% in 4Q 2014, compared with flight hours for 4Q 2013.

While the pace of the US economic recovery gained steam, an economic slowdown throughout the world certainly had an impact on flight hours, noted Neil Book, president & CEO, JSSI. There were still some bright spots, including solid growth in business jet charter. “Solid charter numbers are promising, because they represent business jet usage across a wide range of industries,” Book said.

“Regionally, the North American Business Aviation market remained consistent with the prior year, but Europe and the Middle East saw nearly 10% growth between 2013 and 2014.”

When looking at the 3Q vs 4Q data, however, Business Aviation experienced growth in only two markets (see JSSI Index: By Region). “Due to the cyclical nature of business travel, 4Q is often less active than 3Q,” Book qualified.

“Therefore, it’s very encouraging to see quarter-over-quarter growth in Central and South America.”

Observing Business Aviation activity by aircraft type provides insight as to exactly how the business community is flying (see JSSI Index: By Aircraft Type). “It is a good sign to see the strong growth in the large

cabin sector,” Book highlights. “This is an excellent indicator that the large corporate flight departments are using their aircraft for business all over the world. With the decline in the cost of fuel, coupled with less negative rhetoric toward the Business Aviation community coming out of Washington, we are very optimistic for a strong 2015.”

MI www.jetsupport.com

J SSI Index: By Region

Africa Asia-Pacific Central America Europe Middle East North America South America

Y TD 2014 vs YTD 2 013 -15.1% -4.3% -4.3% 9.1% 9.1% 0.1% 5.0%

J SSI Index: By Aircraft Type Q uarter-overQ uarter -0.7% 3.6% -4.1% -26.4%

A ircraft Type Large Cabin Medium Cabin Small Cabin Helicopter

A bold, new research report ‘Opportunities in the Global Business Jets Market 2015,’ published by Market Reports Online forecasts the worldwide business jet industry to grow at a CAGR of 6.86% to $33.8bn by the end of 2020.

According to the report, the global business jets demand which was nearly halved during the financial crisis has now improved and large players are launching new models in the wake of increasing demand from Middle East, Asia and North America.

Both North America and Europe are showing recovery in business jets demand.

In the Asian region, the OEMs are focused on China and India.

Given the economic strengths and the rising demand from India, the business jets sector is betting highly on that market's potential. The report outlines that it’s expected in the next decade the Business Aviation industry in India will grow three times and emerge as the third-largest aviation market by 2020.

AVBUYER MAGAZINE – April 2015

Q uarter-overQ uarter -4.0% -2.6% 6.9% -9.4% -9.0% -0.9% 6.2%

R egion

Substantial Bizjet Market Forecast

22

NEIL BOOK: OPTIMISTIC

Y TD 2014 vs YTD 2 013 4.6% -0.3% -0.6% 3.2%

Currently, India outnumbers both China and Japan when it comes to private jets.

Although the corruption crackdown and new government's policies have slowed the economic pace of China, the outlook is still bright, the report says, predicting Greater China to take delivery of 2,420 business jets in the period 2013 to 2032. In Asia, the total number of business jets has grown about 12% per annum over the last five years, from which large-cabin, long-range jets accounted for 77% of the total sales.

Meanwhile, the global business jets sales, which fell sharply during the financial crisis, is now witnessing slow recovery and is expected to account for $250bn in sales in the period 20132023.

MI www.marketreportsonline.com

www.AVBUYER.com

Aircraft Index see Page 4



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MarketIndicators _Layout 1 25/03/2015 09:17 Page 5

BIZAV INTELLIGENCE T MARKET INDICATORS

In-Service Aircraft Technical Condition and Price An Asset Insight Index analysis conducted on January 30, 2015 covering 80 fixedwing models and 1,514 aircraft listed “for sale” revealed some interesting Overall Market asset quality Ratings…

Maintenance Rating (ATC Score): Asset Technical Condition Score (an aircraft’s rating relative to its Optimal Maintenance Condition – achieved the day it came off the production line) improved by 5.6 AI2 basis points to start the new year, registering 5.492 from December’s 5.436 and remaining above the Mid-Time/MidLife 5.000 level (ATC Score scale of -5 to 10).

Financial Rating (ATFC Score): Asset Technical Financial Condition Score (evaluating scheduled maintenance event cost based on the aircraft Maintenance Rating) decreased 7.4 AI2 basis points, starting the year below the Mid-Time/MidLife 5.000 level, registering 4.903, versus December’s 4.977.

Asset Exposure (ATFE Value): Asset Technical Financial Exposure Value (accumulated maintenance financial exposure) was substantively impacted by industry cost increases. The Overall Exposure figure increased by more than $424k to $1.887 Million, the highest/worst recorded Exposure.

By asset group, Asset Insight’s findings were as follows: Large Jets: Excellent asset quality; lower Ask Price; worst recorded Asset Exposure; worsening ETP Ratio, but best of the four groups.

Medium Jets: Very good asset quality; slightly lower Ask Price; worst recorded Asset Exposure; improved ETP Ratio.

Small Jets: Very good asset quality; improved/above average Ask Price; worst recorded Asset Exposure; worst ETP Ratio of all groups.

Turboprops: Very good asset quality; worst recorded Asset Exposure; below average Ask Price; 12-month worst ETP Ratio.

ETP Ratio Spread in the ratio of maintenance Exposure to Ask Price (ETP Ratio) for the aircraft tracked widened for the fourth consecutive month, and by 55.5 percentage points – the largest one-month 24

AVBUYER MAGAZINE – April 2015

Source: AMSTAT (www.amstatcorp.com) Asset Insight, Inc. (www.assetinsight.com)

change recorded to date. The average ETP Rating increased from 45.7% to 64.5%, concurrently registering the worst ETP Ratio recorded to date. Asset Insight considers anything over 40% to represent excessive Asset Exposure in relation to Ask Price, and that demarcation point has been exceeded for eleven consecutive months.

While the ongoing reduction in Ask Price has been the primary driver, this month’s dramatic ETP Ratio deterioration was fueled by higher maintenance expense figures.

Large Jets: The only group to register an ETP Ratio below 40% (39.7%). As with most of the groups, Large Jets lost ground relative to Ask Price, from $16.6 to $15.9m, but managed to record the highest asset quality figure amongst all the groups.

Medium Jets: Placed second relative to asset quality, but recording the group’s worst ETP Ratio ever (64.8%) along with a drop in average Ask Price, from $3.81 to $3.74m.

Small Jets: Continued to generate the worst ETP Ratio of the four groups (101.1% this month – the highest/worst figure we have recorded for any group).

However, Small Jets did manage to post an Ask Price increase, from $1.70 to www.AVBUYER.com

$1.89m, and thus capture third place for asset quality.

Turboprops: Generated the second best ETP Ratio, an unimpressive 54.9%.

The group also posted an Ask Price decrease from $1.64 to $1.57m, and remained in fourth place for asset quality.

Market Outlook Figures for the first month of 2015 displayed slightly improved overall YoY asset quality, with Medium Jets and Turboprops registering gains, while Large and Small Jets showed asset quality below that of January 2014. Falling Ask Prices of the ‘For Sale’ fleet continue to negatively impact the Exposure to Price Ratio.

However, this month’s pronounced ETP Ratio outcomes were due primarily to January’s semi-annual maintenance expense update, coupled with increased fidelity in the computation of maintenance expenses related to an aircraft’s age.

Armed with such information, savvy buyers are likely to pursue only the highest-rated assets. Thus, realistic Sellers marketing below average aircraft may wish to consider completing some early maintenance in order to raise the quality of their asset to a level worthy of consideration.

MI www.assetinsightinc.com T Aircraft Index see Page 4

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Aircraft Sales Trends 1 new_Layout 1 24/03/2015 11:52 Page 1

BIZAV INTELLIGENCE T AIRCRAFT SALES TRENDS

The Used Aircraft Market, 1Q 2015 A Slight Slowing, with New Inventory Expected to Boost Sales In his assessment of dealer/broker opinions of the used aircraft sales market during 1Q 2015, Dave Higdon finds growing trends, weakening trends, happy trends and those we could do without…

T Dave Higdon has covered all aspects of civil aviation over the past 35 years. Based in Wichita, he’s a renowned journalist, and an active instrument-rated pilot with more than 5,000 flight hours in everything from foot-launched wings to combat jets. Contact him via Dave@avbuyer.com

30

hrough the end of 2014 a couple of trends seemingly reached a peak.

Business aircraft flying in the US and Canada continued to show consecutive monthly gains into 2015, according to various reports. Similarly, transactions of pre-owned business turbine aircraft grew nicely in 2014 – slightly less robustly than the prior year, but growth nonetheless.

So it is not hard to understand how hopes ran high that the trend might continue into 1Q 2015.

Part of that hope stemmed from improvements in sales of new business aircraft last year and strong order sheets ahead. But, hopes and expectations aside, someone recently drew back the throttle – just a little, but enough to set a slower pace of sales in the first quarter of 2015.

It’s nothing dramatic, and it’s certainly not slow

AVBUYER MAGAZINE – April 2015

www.AVBUYER.com

enough to reverse the continuing decline in preowned business turbine inventories, but it’s enough to be noticed.

Why should that be, when flight activity remains robust for this time of year? Well, the sources of the slowdown range across several areas and touch on politics, finance, taxes and the ‘time of the year’, according to a variety of dealers and brokers with whom AvBuyer spoke. Consider some of these factors…

The Blizzards of 2015 “It could be a chilling science-fiction movie, if it wasn't so real,” an independent broker in the Northeast said of the blizzards suffered in the US in the first quarter. “My clients’ aircraft tend to stay put in their hangars until we get a prospect. Some of those aircraft might be in pre-purchase right Aircraft Index see Page 4

Aircraft Sales Trends 1 new_Layout 1 24/03/2015 11:55 Page 2

clear enough to move the airplane. “Once we got it out, we kept it out,” he said. “Now it’s in South Florida – and I hope we can safely bring it back before the hurricane season.”

While weather seldom has such a long-running, widespread impact on General Aviation operations, that alone can't account for the entire “contraction” (as a West Coast dealer chose to label it).

It's Always the Slow Season

“There’s no rush until they get a sense about whether the new Congress will make good on some dramatic changes...” now – but we couldn’t get to them on the prospects’ schedules. Hangars were snowed in – several times.”

Across much of the eastern Midwest and Northeast sectors bitter cold, repeated deep snows and near-hurricane-strength winds combined to discourage a lot of airplane showcasing. “We've had a couple of instances where the need for snow removal prevented us from showing a couple of airplanes,” the Northeast broker revealed. “It’s tough to show what I can't access.”

New England wasn't alone in feeling the impact of repeated winter storms that affected operations as far south as South Carolina. No wonder ‘showand-sell’ activity might be off pace for the first few months of 2015. A Georgia-based dealer had to tell a prospect that seeing an airplane must wait a bit, until runways and ramps outside Atlanta were Advertising Enquiries see Page 8

- Southwest Broker

“Part of this slowdown is normal for this time of year,” the West Coast Broker contributed. “A new Congress went to Washington; a different political mix – there are questions about the direction the year will take.”

For people with business assets to manage, keeping an eye on Congress for a while is partand-parcel to the biennial change. A Southwest broker illustrated: “Some of our prospects feel the need to give it a little time. There’s no rush until they get a sense about whether the new Congress will make good on some dramatic changes they've all been promising.” After a couple of months of 2015, he observed the continuation of many past conflicts in Congress. “Nothing’s going to change too fast or too much there. It’s time to get on with business.”

Some industry professionals who work transactions between the handshake and the closing tend to write off the first quarter as little more than the usual winter business slowdown. “It comes every year at about this time,” said one smiling Midwest-based attorney who “lost most of November and December to the crush of getting deals done and through closing” before year-end.

“The last one was pinned down and the paperwork processed at about 9pm on December 31. But what a last six weeks! New and pre-owned were both running ahead of last year's fourth quarter for us.”

AvBuyer asked whether he’d ever seen anything like it previously. “Yes, 2013 ran about the same until the end - but otherwise, not since 2007 or 2008. Those were chaotic final weeks.”

One accountant with aircraft-owning clients highlighted, “Two of my clients want to trade-up this year and get newer aircraft. But neither will move until we get them their 2014 returns. We've given them a pretty good estimate, but they don't want to commit to a budget until they know their tax situations.”

Between uncertainty about their own tax bills and uncertainty about Congress retaining the fiveyear depreciation schedule currently in effect, she said, “some people just won't rush.”

Growth Drivers All Remain These professionals all expect the subsequent months of 2015 to bring transactions back to growth numbers. “Their hesitation is strictly a www.AVBUYER.com

April 2015 – AVBUYER MAGAZINE

 31

Aircraft Sales Trends 1 new_Layout 1 24/03/2015 11:58 Page 3

BIZAV INTELLIGENCE T AIRCRAFT SALES TRENDS

comfort-zone move...regardless, five years, seven years [depreciation], they plan to move up – this year,” the accountant emphasized.

Many an operator sees opportunity in the inventory, which still hovers above 10 percent.

Brokers and dealers alike offered an important reminder: while the available inventory continued its incremental decline the continuing growth in new jet sales portends an acceleration of new inventory coming into the pre-owned market.

And people seem to want to fly. Traffic in January rose about 0.3 percent year-over-year, ARGUS reported. And that metric is despite the rough start to the year for the northeast. The company projected flying would improve monthover-month from last year, with the trends looking positive across most segments.

So what to expect? More growth; not unbridled, but steady, incremental and sustaining - at least, as long as current economic conditions continue. The 2015 record so far is buoyant.

Record highs of virtually all indexes of the stock market, good job growth and continuing low interest rates by the Federal Reserve underpin what's happened so far, according to the dealers, brokers and accountants. Corporate profits continue to swell cash coffers (now estimated to be in the $2 trillion range). Finance rates for aircraft remain attractive. And an above-average number of late-model business-turbine aircraft are moving into the available inventory.

To top everything, so far the slowly shrinking 32

AVBUYER MAGAZINE – April 2015

“...the continuing growth in new jet sales portends an acceleration of new inventory coming into the pre-owned market.”

www.AVBUYER.com

inventory of pre-owned business turbine aircraft continues to exist along with a buyer's market.

Little-to-no price escalation is apparent, generally.

“We’ll always see some examples of prices on the, let's say ‘proud’ side of reality,” observed a Northwest broker. “We see those in all markets.

Hopefully, the people representing them will either find someone who wants that airplane, or find someone who'll buy it at a realistic price – and be able to convince the seller to take it.”

This broker and a number of others offered a guarded observation: “Prices won't stay down forever...at some point inventory shrinkage will push-up asking prices. Then the race is on.”

Few predict when that will happen, although one broker from the Southeast did observe that he would not be shocked to see prices start to increase the closer the pre-owned fleet shrinks to more-historical norms. “When it falls below nine percent, things could get interesting... Meanwhile help your prospects get in on the current ride.”

Are you looking for more articles on aircraft sales trends?

Visit www.avbuyer.com/articles/category/business-aviation-marketinsight. T

Search for the world’s best jets at

Aircraft Index see Page 4

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Used AC Trends_Layout 1 24/03/2015 11:43 Page 1

BIZAV INTELLIGENCE T AIRCRAFT SALES TRENDS

Pre-Owned Aircraft Sales Trends Ten-Year Depreciation Comparisons Fletcher Aldredge reviews aircraft residual values, sampling some 10-year-old models and comparing how their values have depreciated on today’s used market compared to new.

T

Fletcher Aldredge is publisher of the industryrespected Vref Aircraft Value Reference Guide.

Vref is the industry’s modern price guide, designed especially for professionals operating in today’s challenging marketplace. Contact Fletcher via info@vrefpub.com

38

his month, we take a look at airplane residual values. We are often asked, “Which airplane should I buy? Which one is going to appreciate in value…or lose the least?”

We always respond, “Buy the one that best fits your mission…and the one you can afford to operate.”

It is interesting, nonetheless, to analyze which tenyear-old airplanes have retained their value the best.

Some are as expected, and others a big surprise. To be clear, all airplanes in this study are 2006 models.

The ‘Percentage of New’ is a comparison of the airplane’s original ‘New’ price in 2006 and today’s Used Retail price. It is not a forecast.

At www.vrefonline.com you’ll find a study of Piston

Table A: Turboprops 2 006 Model Pilatus PC-12 Socata TBM 850 Beech King Air C90GT Beech King Air 350 Piper Meridian Beech King Air B200 Piaggio Avanti P180

AVBUYER MAGAZINE – April 2015

% of N ew 75 66 58 55 55 49 44 www.AVBUYER.com

aircraft. Within these pages, we focus on Turboprop and Jet aircraft only.

Turboprops - Recent Quarter By far the most stable segment, the average turboprop value was unchanged this quarter. Buyers tend to be very unforgiving. Needy airplanes with run-out engines or less than excellent paint and interior could be well below book.

The winners in the residual value contest (see Table A) are single engine turboprops. The Pilatus is not only the best turboprop for maintaining value, but with a ‘Percentage of New’ at 75%, it topped the entire study. Getting King Air performance while only paying for one engine has served the PC-12 well.

Performance doesn’t always guarantee performance. The very fast, futuristic-looking Piaggio landed at the bottom of the turboprop list. This should come as no surprise to those who follow that market.

Jets - Recent Quarter The early weeks of 2015 are shaping up to be a continuation of the marketplace of 2014. That is not all bad. For several quarters now some light and midsize jets have been mustering a minor turnaround.

CitationJets appear to have bottomed while the XLS, Sovereign and Hawker 850XP have actually ticked up.

Aircraft Index see Page 4



Charlie Bravo March_Layout 1 17/02/2015 15:22 Page 1

Used AC Trends_Layout 1 24/03/2015 11:44 Page 2

BIZAV INTELLIGENCE T AIRCRAFT SALES TRENDS

Prices for many large jets continue to erode. The Global 5000, XRS, Falcons and Gulfstreams all extend a multi-quarter downtrend. Why? Supply still exceeds demand in our shaky, scary world.

Cessna should be very proud to have three aircraft in the top five of our jet table (right). It’s difficult to tell whether this is a reflection on the tenacity of Cessna, or the fact that CitationJets fulfil a popular mission at a somewhat affordable price.

Reflecting on Table B, there are two surprises for us. The first is the so-called big iron (G550s/Globals/Falcons). After many quarters of a soft market and declining prices, all remain in the upper half. That’s admirable.

The second surprise, or disappointment, is Learjet: At one time, Learjet was perhaps the best-branded name in aviation. It was synonymous with airplane the way Maytag is with washing machine or Xerox is with copy machine. Yet there it is; the Lear 60, one fabulous machine, almost at the bottom of the residual value list.

Our Take-Away The next time someone asks, “How much do airplanes depreciate every year?” the only correct answer is, “It depends.” Clearly it depends on the aircraft, the economy, and the perception buyers, sellers and financiers have of said aircraft. That’s a fancy way of saying, it depends on the marketplace.

With the potential to lose as little as 25% to as much as 75% of its value in a decade there is no formula that can accurately predict residual value.

More information: www.vrefonline.com T

Table B: Jets 2 006 Model Cessna CJ3 Gulfstream G550 Cessna CJ2+ Global 5000 Cessna CJ1+ Falcon 900EX Global XRS Falcon 2000EX Gulfstream G450 Challenger 300 Citation XLS Citation Sovereign Citation Bravo Citation Encore Gulfstream G150 Citation X Legacy 600 Learjet 45XR Challenger 604 Falcon 50EX Premier I Gulfstream G200 Hawker 850XP Learjet 60SE Beechjet 400XP

% of N ew 69 65 62 57 57 57 55 55 53 51 50 48 47 47 41 40 40 39 37 33 32 32 32 29 25

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19

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AV I AT I O N C O N S U LTA N T S T O T H E W O R L D 40

AVBUYER MAGAZINE – April 2015

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Aircraft Index see Page 4

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Jetbroker's April_Layout 1 23/03/2015 16:14 Page 1

Jetbroker's April_Layout 1 23/03/2015 16:15 Page 2

Jetnet KnowMore_Layout 1 24/03/2015 12:28 Page 1

BIZAV INTELLIGENCE T AIRCRAFT SALES TRENDS

Business Jet Market Observations: Change is Slow Until it is Not...

Discussing the population of Dealer/Broker companies along with the preowned business jet market trends over the past 10 years, Mike Chase and Marj Rose review a variety of data from JETNET >>KNOW MORE…

A

ttending the recent NBAA Leadership Conference in Tucson, Arizona, we heard the words “Change is really slow until it is not”. After six long years of recovery, could the business jet market at last be on the verge of change? Certainly the pre-owned business jet market has been on a steadily increasing, record-setting pace with the number of full retail aircraft sale transactions, and a slowly decreasing fleet percentage ‘For Sale’.

In this month’s edition, we focus specifically on the ‘For Sale’ aircraft inventory levels, the number of business jets sold (full retail sale transactions), and the worldwide population of Dealer/Brokers.

Used Business Jets: ‘For Sale’ (Worldwide) Chart A (below) shows the Ten-Year history of the business jets ‘For Sale’ market from 2005 to 2014. We can see that several



CHART A - Pre-Owned Business Jets ‘FOR SALE’ 2005 to 2014 - Year End Inventory

16.1% 2,608 11.9% 1,585

Mike Chase (president, Chase & Associates) and Marj Rose (president, MarketLift), offer highly sought-after aviation market research expertise.

Contact them via mike.chase1@verizon.net or MRose@marketlift.com. JETNET, meanwhile, the ultimate source for information & intelligence on business and commercial aircraft worldwide, can be contacted via www.jetnet.com.

44

AVBUYER MAGAZINE – April 2015

16.3% 2,782

14.8% 13.8% 2,650 2,533

13.4% 2,539

11.7% 10.8% 1,653 1,635

12.5% 2,435

11% 2,202

Year % = For Sale/In-operation fleet Source: JETNET Star Reports; Analysis and presentation by Chase & Associates

TABLE A - Pre-Owned Business Jets ‘FOR SALE’ 2005 and 2014 - Year End Inventory W ORLDWIDE

2 009

2 014

C hange

% CAGR

I n Operation F leet Size

17,118

20,010

+2,892

+3.2%

F or Sale Inventory

2,782

2,202

-580

-4.6%

www.AVBUYER.com

Aircraft Index see Page 4

K R O Y W E N N O D LON

Jetnet KnowMore_Layout 1 24/03/2015 12:35 Page 2

BIZAV INTELLIGENCE T AIRCRAFT SALES TRENDS CHART B - Pre-Owned Business Jets Full Retail Sale Transactions 2005 - 2014 NEW RECORD 2,181 ‘07

2,569* ’14 1,539 ‘09

14 20

20

Year

13

12 20

11

10

20

20

20

20

08

07 20

09

Pre-owned Business Jets

06 20

20

05

Number of Worldwide Full Retail Sale Transactions

2600 2400 2200 2000 1800 1,888 1600 ’05 1400 1200 1000 800 600 400 200 0

Source: JETNET – Pre-owned Whole & Lease Transactions Presentation and Analysis by Chase & Associates

TABLE B - Business Jet Transactions (by Weight)

significant events have occurred since 2005.

• In the past 10 years the market has remained a ‘buyer’s market’, based on >10% of in-operation business jets being ‘For Sale’.

• In 2008 amid the economic collapse there was a large increase of 973 (60%) more business jets ‘For Sale’ and 1,147 (70%) in 2009, compared to 2007. This increase peaked in 2009.

• The decline that began in 2010 has remained relatively unchanged over the past six years.

The percentage for sale has only declined as a result of the growth of the in-operation fleet numbers that increased from 17,118 in 2009 to 20,010 in 2014. At the end of 2014, ‘For Sale’ inventory stood at 2,202 units (11% of the fleet). While, this inventory level is still above the 2,000 mark, it’s the lowest since 2008.

Table A (previous page) that accompanies Chart A shows the change from 2009 to 2014.

Used Business Jets: Worldwide Transactions # of Retail Sale Transactions

W eight C lass

2 014

2 013

D iff.

%

H eavy

770

703

+67

+9.5%

M edium

691

644

+47

+7.3%

L ight

969

914

+55

+6.0%

V LJ

139

116

+23

+19.8%

2,569

2,377

+192

+8.1%

T otal

CHART C - Worldwide Dealer/Broker Companies (March 2015) North America Europe South America Asia

15%

Australia/Oceania

4% 4% 74%

Africa

2% 1%

Worldwide there are 3,402 Dealer/Broker Companies with 74% in North America Source: JETNET; Presentation and Analysis by Chase & Associates

46

AVBUYER MAGAZINE – April 2015

www.AVBUYER.com

Good news! 2014 set a new record for Pre-owned Full Retail Sale Transactions. Chart B (top, left) shows 2,569 transactions in 2014, beating the 2007 peak of 2,181 by 17.8% and 2013’s high of 2,377 by 8.1%. The 2014 record caps five years of increases since 2009’s low of 1,539 transactions.

Since then, we’ve seen an annual increase of 10.5% CAGR. In total, there were 192 (8.1%) more transactions in 2014 compared to 2013. Comparing 2014 to 2013, Table B (left), illustrates where the changes occurred, by aircraft weight.

All weight groups showed increases in used retail sale transactions with the light weight group (10,001-20,000 lbs) comprising 969 or 38% of the transactions, followed by heavy weight (35,000+ lbs) at 770, or 30%, and medium (20,001-35,000 lbs) at 691, or 27%. These three weight groups combined accounted for 95% of the total transactions in 2014. The VLJs comprised the remaining 5%.

There are few differences in the numbers between the weight groups. The light jets led the transactions for the past two years. There appear to be no bifurcation trends in the pre-owned market currently.

Worldwide Population of Dealer/Brokers Since we have been on a record-setting pace with more transactions, it’s interesting to consider the effects on the total population of aircraft Dealers and Brokers. In March 2015, the total worldwide population of Dealer/Brokers was 3,402, with 74% based in North America (see Chart C, left).

By comparison, in 2006 the worldwide count was 1,547, according to JETNET, so the worldwide numbers today have more than doubled. Looking at Dealer/Brokers outside the US and Canada only, the number has almost tripled, from 310 in 2006 to 891 today.

Aircraft Index see Page 4

Jetnet KnowMore_Layout 1 24/03/2015 12:37 Page 3

CHART D - US Dealers & Brokers by State (2006)

It is probably no surprise that 74% of active aircraft Dealers and Brokers reside in North America because that is where most business jets are based. With most business aircraft operated in North America, the supply and demand infrastructure tends to command most of the activity stateside.

Charts D and E show where the number of Dealer/Broker companies reside by state with Florida, Texas, and California (in red) leading the way. The total number of Dealer/Brokers in the US in 2006 was 1,201 compared to 2,300 today, which is almost double.

In 2015, we see every state represented except Hawaii and Rhode Island. Florida has increased from 196 in 2006 to 459 today, Texas from 165 to 305, and California from 128 to 210.

A Ten Year View Now let’s review the percentages of New deliveries and Pre-Owned sale transactions in North America from 2005 to 2014. Table C (bottom right) depicts how the trends for each have changed over that timeframe. Over the ten-year period, the New delivery market in North America has averaged 60% (vs 40% for the rest of the world). The pre-owned market in North America, meanwhile, has averaged 75% (vs 25% for the rest of the world), per JETNET. Note: the year 2010 was a turning point where the percentage of New business jet deliveries dropped to its lowest point in North America (50%). However, the Pre-Owned market’s lowest percentage in North America occurred in 2008 at 69%.

In Summary It is exciting to see business jet transactions reach a new record level of activity. This milestone truly makes a statement that the pre-owned business jet market is going in the right direction, especially in North America. The market should continue this trend and as we saw in this report, there are plenty of Dealer/Brokers ready to support prospective buyers, no matter where in the world they are based.

Change is a certainty but at what point do we feel an increase in the speed of change? It always seems to be more obvious when we look back. So fasten your seat belts; either way we will continue to provide you market updates here. T Are you looking for more articles on aircraft sales trends? Visit www.avbuyer.com/ articles/category/business-aviation-market-insight

Search for the world’s best jets at AvBuyer.com

AK - 2

17

WA

5

MT

2

19

MN

2

ND

4

OR

1

15

ID

SD

VT

4

3

MI

WI

15 NE NV

UT

7

IA

CO

8

CA

128

KS

28

NM

40

33

2 6DC 1

NC

24

GA

AL

41

LA

8

TX

TOTALS 2006 BizJet D/B =1,201

VA

30

SC

11

4 MS

165

WV

2

31

TN

AR

4

9 DE

KY

8

OK

OH

3

RI

24 3

NJ MD

IL

MO

36

AZ

IN

25

21

9

CT

PA

18

31

14

38

4

NH MA

32

WY

16

NY

34

ME

FL

196

CHART E - US Dealers & Brokers by State (March 2015) AK - 8

25

WA

10

MT

3

38

ND

MN

1

13

OR

2

36 2

ID

SD

VT

11

3

MI

WI

18 NE NV

UT

14

IA

CO CA

210

16

63

43

47

KS

50

50

AZ

IN

NM

OK

IL

AR

18

9

AL

LA

66 73

60

NC

DE

39 30 3 0DC 5

SC GA

45

72

16

TX

TOTALS Mar. 2015 BizJet D/B = 2,300

TN

MS

305

VA

KY

14

12

WV

2

6

MO

22 NJ

MD

OH

11 RI

PA

37

44

34

69

6

NH MA

CT

43

WY

35

NY

61

ME

FL

459

Source: JETNET; Presentation and Analysis by Chase & Associates

Percentage of JetJet Deliveries/Transactions TABLE C - Percentage ofBusiness Business Deliveries/Transactions

Y ear

N orth America N ew

P re-owned

2 005

68%

82%

2 006

63%

80%

2 007

64%

76%

2 008

60%

69%

2 009

57%

73%

2 010

50%

72%

2 011

56%

71%

2 012

59%

74%

2 013

59%

74%

2 014

60%

77%

T en Year A verage

6 0%

7 5%

Source: JETNET

Advertising Enquiries see Page 5

www.AVBUYER.com

April 2015 – AVBUYER MAGAZINE 47

JMesinger April15_JMesingerNov06 24/03/2015 12:01 Page 1

BIZAV INTELLIGENCE T AVIATION LEADERSHIP ROUNDTABLE

Continued Cautious Optimism Now that we’re well into 2015, Jay Mesinger takes this opportunity to provide some thoughts on the used aircraft market during the first quarter...

I

am trying to be careful to accurately depict the market, without creating false ideas about this year compared to last. I doubt my thoughts will be an ‘Ah-Ha’ moment for those reading, but rather a ‘Phew’ moment as others realize they are not the only ones feeling the market winds drop slightly.

On a macro-level there’s no doubt our industry is enjoying a positive shift in business compared to any of the preceding years since 2008. Yet I believe global and domestic economic events are causing some buyers to slow-down and watch from the fence again. The sidelines will not be a permanent position - the fence rail is never a very comfortable perch for long. Nevertheless, let’s look at what could be the contributing factors to the temporary slowing.

Factor Analysis…

Just before year-end, Congress passed the extension of Bonus Depreciation, and in my estimation that action sold a few extra new airplanes domestically. We actually had three jets that were new and not yet put into service so we suggested they might qualify, but that did not generate the sale of any of the three aircraft. Thus, the impact of the extension in my opinion was flat.

Next is the “careful what you wish for” factor. As a country we have been working on many levels to create energy independence, thus making the US less dependent on foreign oil and upward price shifts. Well, guess what? We now have less dependence on foreign oil, an abundance of supply, and prices at record lows compared with the past several years.

I’m filling up my car for roughly half of what it cost a few months ago. Great! But what’s the near-term impact?

The shift in the economics of global oil resulted in a loss of jobs in the energy sector and lost revenue in oil-producing companies. Related industry companies have pulled back most of their 2015 capital expenditures. The bigger picture reveals other oil producing countries are having the same reaction with slower, or no 2015 capital expenditures.

Mixed with a slowing Chinese economy and an all-butfrozen Russian economy, you have a significant portion of traditional aircraft-buying segments sitting back. If you trace this loss of appetite to a particular market segment, you’ll find the slowdown most dramatically affecting the large-body, long-range jets.

We still believe that the largest opportunity for transactions globally will occur in the US. At least for the short-term, transaction activity is shifting toward the pre-owned smaller and mid-sized aircraft. There’s nothing wrong with increased 48

AVBUYER MAGAZINE – April 2015

activity in these segments; it just leaves a large swath of inventory sitting longer and being more vulnerable to unstable pricing.

Care to Dance?

So how does the industry entice those waiting to join the dance onto the floor? If I had the answer to that, I’d be considered a magician! What the industry can do, however, is continue promoting our recovery that is in progress. Don’t go fishing. Work harder every day to communicate with your prospects and clients. Continue to discuss the benefits of business aircraft. Encourage those considering an acquisition to stop fence-sitting.

I am still experiencing calls from a larger-than-usual group of first-time buyers who are really questioning the process of entering Business Aviation. We still talk daily to Board Members and business owners about what it means to own and operate these important business tools. There’s no doubt that getting out in front of your clients and ahead of your competition using these aircraft is the quickest path to business growth. I’ve always held to that position. Advocacy should always be part of our message to buyers.

Ultimately, there’s so much momentum to the recovery it will take more than a short-term questioning of the economy to slow, or stop the forward motion. It just never feels great to see any slowing.

Industry professionals must continue to take the lead in keeping discussion positive and prospects focused. After all, growth in our segment of the industry affects so many areas, such as employing skilled workers, moving small businesses forward, and promoting modernization of aircraft (which keeps the maintenance facilities, avionics, paint and interior shops busy and growing).

So once you’ve finished reading this publication from cover-to-cover, pick up the phone and spend the rest of the day calling prospects and clients. Let them know the recovery is still alive and well! T

www.AVBUYER.com

Jay Mesinger is the CEO and Founder of Mesinger Jet Sales. With 40 years’ experience in the aircraft resale market, Jay also serves on the Jet Aviation Customer and Airbus Corporate Jets Business Aviation Advisory Boards (BAAB).

Contact him at jay@jetsales.com Aircraft Index see Page 4

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18/03/2015 13:11

Jetcraft profile_Layout 1 25/03/2015 14:13 Page 1

// // //////////// / / / / / / / / / / / / / / / / / //////////////////////////////////// / / / / / / / / / / / / / //

Jetcraft – Australia Operating in a Region Set for a Boom!

The worldwide reach of Jetcraft, an industryleading aircraft sales and marketing company, continues to grow with further expansion in the Australia-New Zealand region.

A new partnership with Global Jet International, based in Queensland, Australia, provides a launch-pad for one of the world’s fastest growing regions for private aviation. Global Jet is a company with close to 10 years experience in the field and was established by Australia’s fivetime MotoGP world champion, Mick Doohan.

Doohan learned the value of private aviation during his highly-successful international motorsport career, when private jet transport was the best way to reach remote racetracks and minimize his time away from home. Today he Mick Doohan joins Jetcraft as an Authorized Sales Representative holds a private helicopter license and is a keen rotary-wing pilot, logging around 200 hours Doohan believes Australia and New Zealand are set for a a year and often flying to business meetings throughout boom in private aviation by the end of the decade and is Australia from his Fixed-Base Operation at Coolangatta positioning Global Jet to take advantage of all opportunities.

Airport or his Queensland home.

“The goal is to provide a premium service to the corporate aviation industry in Australia and New Zealand. We want to “Being a hobby pilot myself I’ve had an interest in aviation for many years,” Doohan explains. Moving into aviation was a be a turn-key solution for corporate aviation in the region,” life change but he said it was no surprise after a racing career he says. that took him around the world many times. “Creating a business out of that is a challenge, and an exciting challenge.” “We are still in a growing phase but we’re getting there.

We need to expand our facilities, grow the business in handling and fuel, and work to provide a simple solution for Global Jet has eight employees, two hangars and a private owners and corporations that want to maximize the use of executive terminal capable of servicing aircraft up to the their aircraft.” size of a Boeing 757. The company can handle everything from aircraft sales and service through to private jet charters More Information: and air ambulances for medical emergencies, and is also Dick Smart, Aviation Manager, Global Jet responsible for jet fuel sales at the Coolangatta Airport.

Tel: +61 (0)7 5536-1477; Mobile: +61 (0)448 941 427; It is currently responsible for around 1,500 aircraft Email: dick@globaljet.com.au movements a year.

Web: www.globaljet.com.au “It’s got an element of excitement about it and, just like motorcycle racing, it’s a technical challenge,” Doohan reflects.

“It’s certainly filled the void for me.”

Tel: +61 (0)7 5536-1477 www.globaljet.com.au

Tel: +1 919 941 8400 www.jetcraft.com

Jetcraft April 25/03/2015 10:56 Page 1

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FLIGHT DEPARTMENT T AVIONICS MANDATES

Avionics Mandates (Part 4): What you Should Know about ADS-B Helping you to familiarize with avionics advances and related mandates for equipage, Ken Elliott reviews aviation technologies within the NextGen/SESAR architecture, this month focusing on ADS-B.

I Ken Elliott is a highlyrespected industry authority on avionics as a member of the NextGen Advisory Council sub-committee and Technical Director, Avionics at Jetcraft. Contact him via kenelliott@jetcraft.com or www.jetcraft.com

54

n line with domestic and international aviation goals, industry and certification authorities have developed a complete suite of integrated technologies under the umbrella of Communication, Navigation and Surveillance (CNS).

One significant element of this, under the Surveillance segment, is Automatic Dependent Surveillance (ADS).

As the term implies, ADS serves the need to automate the sharing of data between all users, air and ground, that inform the position and movement status of an aircraft. There are two ways to accomplish this from a worldwide perspective, one being Broadcast (B) and the other Contract (C), hence the terms ADS-B and ADS-C. Broadcast is literally the ability to send and receive the data via line of sight or within the range capabili-

AVBUYER MAGAZINE – April 2015

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ty of the higher frequencies used. Contract, on the other hand, means the ability to handshake and pass on the same data within areas where an out-of-range condition may exist. This is where the use of satellites comes into play. The satellite(s) and corresponding service providers, become the enabler for those large open oceanic spaces. ADS-C can also be the transcontinental means of sharing the data for enroute ATC datalink, and may be facilitated by VHFbased ACARS. The interplay between ADS-B and FANS may be a bit confusing. The previous article of this series covered FANS and included ADS-C. To refresh and clarify, the connection between ADS-B and FANS is the use of datalink communication methods as a conduit for surveillance data, normally part of ADS-B. The ADS-C component of ADS is where, using Aircraft Index see Page 4

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Avionics Mandate_Finance 25/03/2015 17:07 Page 2

FLIGHT DEPARTMENT T AVIONICS MANDATES

Table A - Three are Three Levels of Surveillance Surveillance Level

Method

Where Primarily

Traditional Ground Radar

Continental Regions

Traditional Transponder With ID

Continental Regions

Automatic Dependent Agreement (A), Now Contract (C)

Satcom

Where No/Limited Primary Radar Coverage

Automatic Dependent Broadcast (B)

Transponder – DataLink Unit

Continental Regions

Primary Secondary

Table B - A Summary of Transponder History Transponder Mode EHS will be required for ADS-B in Class A Airspace and for Europe Transponder Level

What’s Included

Mode A

Traditional Four Digit ID [Controller Allocated, Pilot Entered]

Mode C

Mode A & Altitude [Pilot Selectable]

Mode S

Modes A, C & Unique Aircraft Automatic 24 Bit Address Tied to Aircraft Registration Number

Mode ELS

Modes A, C & S With Elementary Surveillance [EU – baseline 1]

Mode EHS

Mode A, C & S with Enhanced Surveillance [EU- baseline 2]

Table C - There are Three Ways to Receive ADS-B Advisory Traffic Data (assuming your aircraft has ADS-B In capability) Method

Includes

ADS Direct ADS Rebroadcast Traffic Information Service Broadcast

Aircraft to Aircraft Direct Aircraft to Aircraft Rebroadcast (via Ground Stations) TIS-B Aircraft Data as Seen by ATC and Includes Both Direct & Rebroadcast

the aircraft FANS 1/A Satcom, a contract is created between the Operator, Satcom service provider and ATC to automatically make available the surveillance data from your aircraft while receiving data from others. The pilot is not normally in the loop. The originating aircraft, ATC and other aircraft within a given region are in the loop all the time, constantly updating at far better rates than the existing primary radar.

Moving to the next level, the system has the ability to send and the separate ability to receive. The send ability is ADS-B Out (the only part of ADS-B currently under mandate). The receive ability, or ADS-B In, is not yet mandated and therefore optional. However, a lot of the work around ADS-B is centered on In Trail Procedures (ITP) where aircraft can make requests and be guided through efficient flight level changes as leading or paralleling other aircraft.

ADS-B In is required for this advanced primarily oceanic airspace tool. ADS-B In is also to be used for aircraft separation needs. ADS-B In can further 56

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provide pilot notices and weather (especially useful to GA).

One of the most significant benefits of FANS is the mitigation of the need for primary surveillance radar. Air Traffic Control (ATC) using ADS-B or -C can ‘see’ the same or better than the limited coverage and reliability of radar. In fact historically, as Table A (left) shows, there are three levels of surveillance.

Today we are fast moving into the third level of fullyautomated, global and more frequently updated surveillance.

Remember: For ADS-B In users, the information provided by ADS-B is always advisory only and never replaces the Out The Window (OTW) view or ATC instructions. ADS-B should be seen as another tool in the cockpit toolkit.

US ADS-B On January 1, 2020 the FAA will require all aircraft operating in US airspace above 10,000 ft to be ADSB Out equipped. So you have from now until the end of 2019 to comply. This airspace requirement follows the Mode-C transponder requirement currently in use for many years.

There are new considerations for light sport aircraft and some less restrictive GPS requirements in the works for legacy commercial operators that are lessening the all-embracing rule regarding ADS-B. Expect some other easing between now and 2020.

The closer we are to the deadline the more breathing space may be provided, but for most it is likely that nothing will change. For most business jet operators, the Class A airspace portion of the rule will apply and that means different equipage requirements to anyone flying in Class E airspace.

Unique to the US, there are two ways to equip (see Equipage). For Part 25 aircraft, equipage for Class A is sufficient, but to receive the free weather information provided on a different frequency with wider broadband capable of graphic transmission, it is recommended to include a Universal Access Transceiver (UAT).

Traffic Information Service–Broadcast (TIS-B) and Flight Information System–Broadcast (FIS-B) define free surveillance, weather and airspace notification information available to pilots. TIS-B also allows nonADS-B transponder equipped aircraft being tracked by radar to have their location and track information broadcast to ADS-B equipped aircraft.

To the credit of the FAA all ADS-B ground stations are in place as of late 2014. There are some interoperability issues in work, but all should be fully activated and interactive before 2020. Currently ADS-B Transceivers are able to "wake up" the US ADS-B ground stations, triggering them to transmit traffic data to aircraft within a local area. If equipped with ADS-B In, an aircraft can now display this transmitted information in the US. Those with the UAT and dedicated display can also receive weather information that is always available as FIS-B from  ADS-B ground stations.

Aircraft Index see Page 4

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Avionics Mandate_Finance 25/03/2015 17:36 Page 3

FLIGHT DEPARTMENT T AVIONICS MANDATES Table D - Mandate Dates (Note: dates may be subject to change) Date

Mandate

Pre 2013

Gulf of Mexico (all) & Hudson Bay (FL350-400) Areas

December 2013 and Later

Australia, Singapore, Vietnam & Hong Kong (FL290+)

January 2015

EU New Build

December 2017

EU Retrofit

January 2020

US & Canada All

June 2020

EU All

Dates in Work

India, South Africa, Russia, China, Japan, Iceland & Portugal

Note: There is now operational flexibility for International operators impacted by the Hong Kong, Vietnam and Singapore mandates. NBAA provided a letter to its members to this effect, dated January 8, 2015.

Table E - Three Equipage Paths for Operations ADS-B 1090 ES TIS-B

ADS-B 978 UAT TIS-B & FIS-B (in US)

ADS-B 1090 ES TIS-B + FIS-B

Primarily FAA Part 25 Aircraft & International

Primarily FAA Part 23 US-Based Aircraft

Primarily FAA Part 25 Aircraft & Int’l where FIS-B is Available

ADS-B Out (1090 ES)

ADS-B Out (UAT)

ADS-B Out (1090 ES)

ADS-B In TIS-B

ADS-B In TIS-B/FIS-B

ADS-B In TIS-B/FIS-B with 978 UAT Device

Table F - Existing Business Jet Avionics Impacted by the Introduction of ADS-B System Impacted

Version Required

Why

Dual Transponders

1090 MHz ES

Must be capable of ADS broadcast (min)

TCAS II (Only if Equipped)

Version 7.1

Hybrid surveillance and more

Dual FMS/GPS

Meets Specific TSO Requirements

Dual Air Data

Altitude/Speed Source Capable

Heading Source (Optional) Antenna(s) or Diplexer(s)

Any Valid Heading Meets TSO(s)

SATCOM Cockpit Display

ADS-C Capable ADS-B In - Display Capability

High integrity GPS meeting ADS-B standard (May need to change antennas) Providing airspeed, altitude and other data To provide aircraft heading information Needed for FIS -B For optional oceanic and worldwide ADS-B ops Optional FIS-B & TIS-B In display of data

To better serve the wider aviation community, address concerns and resolve ADS-B system-wide technology issues, the FAA has created an industrywide collaborative work group called FAA Equip 2020. The first call to action meeting was held in October 2014. Also under the auspices of RTCA SC 186, the FAA is progressing with further ADS-B guidance currently centered on interval management.

International ADS-B ADS-B Out coverage is available, or in work, in several worldwide locations, with Australia being ahead of the pack. Coverage can also be found in Hong Kong, Singapore, Hudson Bay and Indonesia.

Canada beyond Hudson Bay, Sweden and China are ramping up fast with ground stations.

Equipage What drives equipment requirements are the Technical Standard Orders (TSOs). These are C154c 58

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(Universal Access Transceiver) and TSO-C166b (1090 ES). Remembering that to operate in Class A airspace, or in the European Union and across the world, equipment standard requirements must be at the level of TSO-C166b.

Not only may new equipment be required for your aircraft to comply with ADS-B requirements, but existing equipment may need to be upgraded or modified (see Table F, left).

Because ADS-B requires a Type Certificate (TC) or a Supplemental Type Certificate (STC), for jet aircraft it is recommended that the aircraft OEM be consulted where a TC or STC is involved. Consult an MRO if the issues involve only STCs. Often there are bundled packages that include FANS and CPDLC upgrades available to operators. Sometimes only part of the work can be accomplished based on pending certifications on launch aircraft.

Because of budgets, existing aircraft equipage, downtime limitations and operational needs, no one OEM or MRO solution fits all issues for any one type of aircraft.

Remember, as is usually the case the newer the aircraft, the less of an upgrade will likely be needed.

This impacts downtime, of course, with out of service times being estimated from a few days to several weeks. As with many major modifications, if you are advised a longer downtime will be required you should plan to combine work with a major inspection, interior rework or an add-on to repaint.

Combining aircraft access costs across multiple work tasks can be a significant saving and less risk for hangar rash.

Importantly: for everyone reading this article, if you have not completed ADS-B STC/TC upgrades, modifications or service bulletins and they are available to you today, this is the time to plan, schedule and perform. You will be glad you did!

In 1998 aircraft owners were ramping up for TCAS, TAWS, ELT and RVSM, all with steadily approaching mandates. The demand to schedule into overworked shops was exponential in the extreme. Shops hired unfamiliar contract workers to support that surge in business, while costs to complete the work rose significantly. This created a difficult customer-MRO situation across the US, and probably elsewhere, where loyalties were strained and stories of late aircraft deliveries abounded.

Certification delays for STCs further exacerbated the situation. Are we headed for a similar situation today?

By January 2015 there were 9,064 out of a ballpark of 150,000 aircraft equipped to meet Automatic Dependent Surveillance mandates. It is further estimated that around 20% of those aircraft do not properly comply with equipment performance requirements. Some issues include air-ground determination and Baro/Geo altitude, ICAO 24 bit address, transponder codes and flight ID errors. Do not assume that waiting for an upgrade will remove the risk of these errors on your aircraft. Errors by Aircraft Index see Page 4



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FLIGHT DEPARTMENT T AVIONICS MANDATES

respect to compliance, and there are differences in equipage requirements set by different certification regions. Work with your OEM or MRO to ensure compliance requirements are fully met. This becomes a factor when trading aircraft, especially as we arrive closer to the 2020 deadlines.

One area worthy of mention for US operators is the availability of funding for NextGen. The NextGen GA Fund via Nexa Capital Partners and the Aircraft Electronics Association (AEA), is available to operators of business jets. Recently it was announced that L3 Aviation has a low cost ADS-B Out/In equipage solution available through this funding that offers favorable terms to borrowers.

Access to funding is via the Aircraft Electronics Association (AEA), whose members are able to arrange financing for operators via web portals.

When talking to your OEM or MRO mention this available resource. Most shops are long-standing members of AEA, a trustworthy and very active organization representing the avionics industry worldwide. T

Benefits of ADS-B

WHAT DOES YOUR PANEL REQUIRE, AND WHEN?

overworked shops will mitigate any gains from resolutions to current issues.

Lastly on equipage, do not assume costs will come down, that mandates will be delayed or that experience on other aircraft will make it less risky on yours. All of these assumptions have been proven wrong over and over in the avionics world, with only certain exceptions (like a tendency for Europe to delay or realign requirements).

Easily accessible FAA and EASA guidance for equipage and operations can be found in: • FAA AC 20-165A – ADS-B Out installation guidance • FAA AC 20-172A – ADS-B In installation guidance • FAA AC 20-149A – FIS-B installation guidance • FAA AC 90-114A (Updated Oct 2014) – ADS-B Operations as well as InFO 13009 for Ops Specs and LOA • EASA AMC 20-24 – ADS-B Certification Considerations. (Many countries outside of EU use this standard).

Be Careful!

Ensure that your equipage meets the standards and requirements set by the country in which you are registering and operating your aircraft. Remember that the region where you fly takes precedence with 60

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• Traffic avoidance advisory both laterally and vertically.

• Surveillance in the vast area without primary radar coverage as well as oceanic via ADS-C in areas without primary or secondary radar coverage.

• Display of real-time traffic in the cockpit.

• Another enhancement to safety using automatic traffic call-outs, including surface runway incursion warnings.

• Reduction of separation with greater predictability in departure and arrival times.

• With an eventual wide migration of airspace users, including ground vehicles, the real benefits of ADS-B will be realized.

Reference Sources EUROCONTROL - Skyways publication EUROCONTROL - Skybrary publications Mode S & ADS-B w/Mode S video demonstration ICAO – GOLD (Global Operational Data Link Document) NBAA – under Aircraft Operations (CNS and International Ops) Duncan Aviation – website including Straight Talk Chicago Jet – website Flight Aware – ADS-B Flight Tracking

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Connectivity 1 April_Finance 24/03/2015 14:50 Page 1

FLIGHT DEPARTMENT T CABIN AVIONICS

It’s Here to Stay...

What you Need to Know About Connectivity Brian Wilson outlines some overlooked aspects of on-board connectivity, and considers why a low-cost system is no longer an acceptable solution in Business Aviation.

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Aircraft Index see Page 4

Connectivity 1 April_Finance 24/03/2015 14:53 Page 2

T

he Oxford Dictionary describes addiction in an adjective form as identifying someone who is “physically dependent on a particular substance”. A recent study found the average person checks their smartphone or tablet 150 times a day for messaging, voice calls, email traffic, internet access or what time it is. Considering only the hours we are awake, it’s safe to assume we look at our device every six minutes. Not even the bathroom is a safe haven from using our cellphones!

We are addicted to staying in touch, and today it is no different when we board an aircraft. Passengers do more than anticipate connectivity; they demand it!

Brian Wilson is the National Key Accounts Manager at Gogo Business Aviation, an industry-leading provider of in-flight connectivity solutions. Prior to Gogo, he sat on numerous Dealer Advisory Boards and was a member of the AEA Board of Directors.

Contact him via Bwilson@gogoair.com

Passenger In-Flight Expectations Many of us remember the days when meals were served on board all airline flights in economy class. It’s a safe bet that no one expected the same culinary experience as they’d get from a 3-star Michelin-rated restaurant, though, so surely passengers today would not expect the same connectivity experience flying 500MPH at 35,000 feet as they would seated in their home or office? Wrong! Passenger feedback has been challenging at best.

Passenger expectations when compared with the limitations in today’s technology suggest the industry had better do a better job in educating the consumer. (I would advocate that after the passenger safety video is completed a short usage video be played outlining expectations for connectivity.)

Let’s focus on two technologies that enable the majority of the business jets flying today with connectivity:

“... industry had better do a better job in educating the consumer.”

• Air to Ground (ATG) • Satellite based Swift Broadband (SBB) Air to Ground: A network of towers is strategically based across the continental United States, Alaska and the southern populace areas of Canada. The towers beam the signals upward in a shape of cones that overlap each other to provide seamless coverage to the aircraft. Antennas mounted on the belly of the aircraft communicate directly with the towers once the aircraft reaches an altitude of 10,000 feet.

There are no satellites involved with ATG, which allows this technology to have the fastest connectivity speed today, averaging 2Mbps and peaking at 3.1Mpbs (based on Internet congestion).

Swift Broadband: Working with a network of Satellites based 22,000 miles above the earth, SBB coverage is almost global, with the exception of the extreme north and south latitudes. The satellites beam their signal downward and communicate with an antenna mounted on the top of the fuselage or tail cone. This technology works when the aircraft is on the ground, and it does not have the 10,000 feet limitation of ATG. Stated data speeds of 200, 332 and 432 Kbps and their respective global coverage areas vary according to the size of the antenna on the aircraft. Connectivity speeds can be increased by using a router capable of data compression or by bonding multiple channels of SBB. Both ATG and SBB systems allow passengers to text, make voice calls, surf the internet and check their email.

Limitations in the technology and the speed for which the Advertising Enquiries see Page 5

www.AVBUYER.com

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FLIGHT DEPARTMENT T CABIN AVIONICS

data are transferred will have a variable effect on the following: • • • • •

Email attachments over 10Mb Live video- and Internet- based streaming services Social media Graphically intense web-based home pages Network congestion.

Passengers should be cautioned that using streaming video services or social media will not only frustrate their user experience, but the consumption of bandwidth will negatively affect everyone on board.

Maximizing Charter Revenue Speak to any aircraft owner who offers their aircraft for charter operations and you will hear varying expectations about offsetting operating costs, perceived utilization rates and monthly fees when using a management company. Speak to any charter or management company and you will only hear one common message: if your aircraft does not have connectivity on-board, expect to see it sitting on the ground!

The paradigm shift started about five years ago in 2010. Prior to that date, flight departments continued to believe the passengers in the cabin just wanted to relax, and enjoyed being away from email, voice calls and the internet. Today, passengers are refusing to board aircraft if the Wi-Fi is down or the aircraft does not have internet access.

Crew members frequently report the first question they are asked by passengers before they board as “Is the internet working?” Passengers will usually tolerate minor cabin discrepancies but they will not live without connectivity. They expect Wi-Fi to be on board the aircraft in the same way they expect to have it when entering a hotel, airport or coffee shop.

Furthermore, pilots have become the first line of technical support between their home-base and the passengers.

Applications loaded on their phones or tablets allow the crew to at least confirm if the Wi-Fi is available and if a connection can be made.

A typical management company relies heavily on its charter division to bolster ancillary income for themselves and the client.

This usually begins with a meeting between the two parties to understand what the owners want and to discuss their expectations. Keeping the aircraft mission-capable will surely lead to a discussion about connectivity. Many charter companies have lost trips due to a bad passenger experience using the Wi-Fi, or insufficient cabin technology.

If you take anything from this section of the article, remember the following: Passengers want the same connectivity experience that they receive at home or in the office, and if you choose to offer your aircraft for charter, but install an inexpensive system that only allows text messaging; simple emails without attachments; no internet; and a short list of applications, your aircraft [or your client’s aircraft] will sit on the tarmac!

Best Equipped, First Sold Adding connectivity to your aircraft also allows you to keep it ahead of the competition in the event that you plan to sell it. Aircraft that do not have connectivity onboard, or offer cheap systems will witness a similar effect to its resale value as a home in a neighborhood adjacent to a garbage dump!

Most flight departments allocate funds every year to keep the aircraft current with the latest technologies, but the focus can easily be swayed by the needs of the crew in the cockpit.

The cabin has become the focal point over the last few years, and prospective buyers want to know what technology is onboard to keep them productive in-flight. The following points will assist you in an upgrade: • Understand what cabin technologies are currently onboard; • Sit down with the owner and passengers to understand their expectations; • Does the aircraft fly domestically, internationally or both; • Attend a leading industry event like NBAA, EBACE, ABACE or LABACE to discover more about the products available; • Research and choose three different 66

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Aircraft Index see Page 4

Connectivity 1 April_Finance 24/03/2015 14:57 Page 4

Swiss E xcellence in Business Aviation

Corporate C o r p o r a t e and a n d private p r i v a t e aircraf air cr af t m maintenance, a i n t e n a n c e, refurbishment r e f u r bis h men t a and nd c completion o mp l e t i o n s services, e r v i c e s, a aircraf ir craf t m management a n a ge e men t and a n d charter ch a r t e r operations. o p e r a t i o n s.

AMAC A M AC A Aerospace er ospace S Switzerland w i t z e r l a n d AG H Henric enric P Petri etri - S Strasse t rasse 3 35 5 4 4051 0 51 B Basel, a s e l, S Switzerland w i t zer land

products that fit both your flight profile and passenger expectations; • Discuss the upgrade with three leading MROs that focus on cabin connectivity, and solicit proposals for the work scope; • Choose the company you feel the most comfortable with after checking references, and schedule the upgrade at your next maintenance interval.

Costly Monthly Service Fees The excitement of having internet onboard quickly dissipates when the first monthly service bill arrives. Earlier plans offered unlimited usage for a fixed monthly price, but individual consumption of data has risen dramatically during the past few years and service providers can no longer absorb the extra costs.

Service plans offered today allow you to choose an option that gives you a set amount of data for a set price each month.

Once that data threshold is exceeded, you are subject to ‘overage’ costs (usually based on a per Megabyte amount).

It’s imperative that flight departments educate crew and passengers on how to control costs. Most people today carry multiple devices and have their Wi-Fi always activated searching for an open network. Once they board the aircraft these devices will automatically log onto the server and background data will start to run. It’s easy for 5-6 passengers to have 15-18 devices consuming data, and that doesn’t factor in the crew!

Laminated user guides are common on board to assist passengers with how to use the system. I recommend adding a Advertising Enquiries see Page 5

T Telephone e le p h on e + 4 41 1 58 3 310 10 3 31 13 31 1 in f o@ama c ae r o s p a c e.c o m info@amacaerospace.com www.amacaerospace.com w w w.ama c ae r o s p a c e.c o m

section highlighting how to control the usage of data that will result in lower monthly costs…

• Turn the Wi-Fi “off” on the devices you’re not currently using; • Avoid streaming services; • Reduce social media site visits; • Prohibit any software or program updates; • Filter out Cloud applications.

Service costs are the most overlooked part of the upgrade process. Much time is spent searching the right product and installation facility, yet service costs can equal or exceed the installation price in as little as 18 months.

When discussing the plan options with your chosen service provider, ask what control filters they possess to help keep your costs down.

Today we think of connectivity as a conduit for the internet, email and texting. Moving forward this technology will evolve within the aircraft to encompass everything, including in-flight entertainment, environmental controls, on-board system diagnostics, databases, engines and emergency medical events.

Owners and operators must keep their aircraft “enabled” so their current and prospective new clients don’t view it as “disabled”. T Are you looking for more articles on Cabin Avionics? Visit www.avbuyer.com/articles/category/business-aviation-avionics

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FLIGHT DEPARTMENT T CABIN AVIONICS

Customized Cabin Avionics Just Add Patience and Perseverance!

With today’s cabin avionics, virtually all things are possible to those who have the patience and funds, notes Donald Ridge. But in customizing the cabin, an aircraft owner needs to consider ongoing maintainability...

Donald Ridge is a Senior Analyst for JSSI, the world’s largest independent provider of hourly cost maintenance programs.

He began as a Gulfstream technician, working his way through the organization to Director of Interior; Executive Director Service Group; Executive Director Customer Relations; and Director of Maintenance 121/135 Air Carrier. www.jetsupport.com

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hroughout my aviation career, I’ve been involved in countless aircraft transactions that typically result in some kind of cabin refurbishment by the new owner. There are always a few squawks that may need to be fixed before taking a first flight in the newly acquired airplane - but then, most new owners want to add something to reflect their own personality.

Other than a flashy new paint job, I can think of no better way to customize this new purchase than by designing a new interior that includes some of the latest high-tech cabin electronics that are available today.

There are, of course, countless factors to consider when narrowing the cabin equipment options. As I think about all the new aircraft owners I’ve known

AVBUYER MAGAZINE – April 2015

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and their need to make the aircraft their own, the term ‘custom’ becomes an important word - especially in relation to the aircraft cabin, because that is where they will be spending their time travelling.

Distinctive cabin avionics, lighting and entertainment systems - regardless of the aircraft type – can all be custom-designed to exceed customer expectations. Just keep in mind that any customization will also require plenty of patience and perseverance in seeing the job through to the end.

Where to Begin?

Considerations begin with finding a qualified facility that comes with seasoned avionics professionals.

Most facilities qualified to maintain your particular aircraft type will typically have a good avionics Aircraft Index see Page 4

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department that is capable of doing the job, but it is always good to do research to find the most-qualified shop for your aircraft’s customized installation.

Whenever there is a need to integrate equipment into the aircraft’s electrical system, the FAA requires a Supplemental Type Certificate (STC). The chosen facility will likely have available a few existing FAA STCs for your aircraft that can implement the installation faster than certifying a unique one-of-a-kind design.

As we have already stated, however, many new aircraft owners want something special, or may even want to try and recreate their home theater experience in their new cabin. This can all be achieved but like many things there are always trade-offs to make it happen, and it usually involves a significant investment of time and money.

A Study in Patience I was part of a team tasked with refurbishing a Gulfstream GIV interior for a well-known client. The cabin entertainment system that the owner wanted included the latest, state-of-the-art high-definition audio and video systems.

The challenge began when the audio and video components, built by different manufacturers, wouldn’t synchronize even though we had been told they would work together. The systems were operating on separate channels, and there was so much interference that - in order to get the system to work - we finally had to install additional computers. We were ultimately able to marry the two and create a customized software interface.

All of the extra work was followed by a lengthy FAA approval processes that caused more than a month’s delay in the delivery of the aircraft. The customer was frustrated and unhappy, until he saw and experienced the final product. They got their customized movie theater system (that also required the pilots to use the latest noise canceling headphones to block out the surround-sound and fly without distraction).

Onward Challenges This unique solution is still working great today, but the touch screen hardware selected has already become obsolete because of the discontinuation of the product line. So even with the latest and greatest custom system, in a few short years, systems can become obsolete and create challenges when a problem arises and replacements are needed.

Maintainability is a key factor for the longevity of any customized installation, and it can depend on future parts availability like the touch screens just mentioned, as well as the quality of the installation itself. Keeping these systems working and up-to-date with current technology can also affect the aircraft’s value when you look to sell down the road.

Many cabins we see today at JSSI have legacy systems that are obsolete and cannot be repaired, so when something breaks, the entire system needs Advertising Enquiries see Page 5

“..in a few short years, systems can become obsolete and create challenges...” www.AVBUYER.com

replacing. There are basic system replacements on the market that only require space for a couple of black boxes and a few feet of extra wire. Such simple enhancements can be combined with an LED lighting upgrade to freshen up any cabin.

If it were up to me, I would always go with a cabin upgrade solution that already has an STC for my airplane type. It simply makes life easier and is usually a smart economic decision. But the bottom line is that almost anything is possible when customizing cabin avionics of an airplane today.

Whether it is worth the time and tenacity it takes to complete the task is something that only the owner of the aircraft can decide.

As always, weigh the costs with the benefits! T Are you looking for more articles on Avionics? Visit www.avbuyer.com/articles/category/business-aviation-avionics April 2015 – AVBUYER MAGAZINE

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FD M 1 April_Finance 24/03/2015 14:19 Page 1

MANAGEMENT T FLIGHT DEPARTMENT

The Power of Vision, Mission & Values A Case Study of Hinson Corporate Flight Services, Inc Jack Olcott outlines the role that core values contribute to longevity at Hinson Corporate Flight Services, and flight departments in general.

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oday, Hinson Corporate Flight Services is led by Michael K. Hinson, grandson of the company’s namesake and dedicated keeper of the management style and abiding principals practiced by the family patriarch. Sustainability and succession planning are universal challenges for management. Many companies, especially those that were launched by a family elder, struggle with differing generational aspirations and changing economic times.

Being a service provider in the arena of Business Aviation adds volatility to the mix. Thus it is significant that Hinson Corporate Flight Services, Inc. grew from a family-owned venture that began more than three-quarters of a century ago.

Longevity of the Hinson name in Business

Advertising Enquiries see Page 5

Aviation is testimony to the role of Vision, Mission and adherence to basic Values in the formation and long-term success of an enterprise.

“My grandfather focused first and foremost on serving his customers and thereby earning their loyalty,” said grandson Michael during an interview with AvBuyer. “Hard work to fulfill the needs of clients and retain their business was his ethic.

“Whatever customers wanted, he attempted to provide. Rather than extracting the highest return on every transaction, my grandfather’s objective was keeping his customers satisfied over the long haul. He paid his bills promptly, and he was indeed trustworthy. His Vision of how business should be conducted still shapes the way we see things and conduct our activities today.”

www.AVBUYER.com

April 2015 – AVBUYER MAGAZINE

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FLIGHT DEPARTMENT T MANAGEMENT

DC area. John Hinson sold his business in 1995 following a fall that resulted in a broken arm, sixty years after introducing Business Aviation to clients throughout the Northeast. His many customers transitioned to Hinson Corporate Flight Services, a firm specializing in aircraft management, sales and acquisition run by his grandson.

A Family Tradition

Family Values: John K. Hinson, founder and Michael J. Hinson, today’s president, Hinson Corporate Flight Services

Aviator & Businessman

“Our core customers come from the greater Baltimore area, but demand is truly global.”

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Armed with a 6th grade education, a feel for things mechanical and a salesman’s empathy for what motivated buyers, John K. Hinson learned to fly in the Washington, DC area during the mid-1930s and quickly began his aviation career.

Calling his efforts Hinson Airways, he offered flight instruction, aircraft maintenance and one of the country’s first distributorships of Piper light aircraft. Based upon his aviation experience, John entered World War II as a 2nd Lieutenant in the Army Air Corp and served as a flight instructor for flight crews headed into combat. He also was tasked with delivering Boeing B-17 heavy bombers and various other aircraft to the Pacific theater before being mustered out of the armed forces with the rank of Major at the war’s end.

Re-establishing Hinson Airways at now defunct Harbor Field just east of Baltimore, Maryland John Hinson provided advanced instrument instruction for the US Army Aviation Corps as well as civilian training and charter services. A dealership with Cessna aircraft was launched during the 1960s - a relationship that lasted until 1988 when Cessna suspended production of single engine aircraft during the industry’s struggle with overzealous claims concerning product liability.

As Business Aviation developed throughout the 1980s and 90s, Hinson Airways established a successful base of operations at Friendship International Airport, subsequently renamed BWI (Baltimore Washington International) Airport, serving Baltimore and the greater Washington,

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Michael J. Hinson, grandson of John, son of a retired United Airlines captain and nephew of a Fortune 500 corporation chief pilot, continues the family’s belief in aviation as a basic need of business, particularly in today’s global economy.

Together with brother Timothy, who serves as Regulatory Compliance Manager for Hinson Corporate Flight Services, Inc., and a staff of aviation professionals located in the USA and abroad, Michael and Managing Partner David F. Zeyher oversee a fleet of business aircraft that includes four Gulfstreams (G650 through G450) and various Cessna Citations ranging from the Citation X to the Excel.

“We see the value of Business Aviation every day in the activities of our clients,” noted Mike Hinson. “Recently, a corporation whose aircraft we manage was able to do business in six locations throughout Texas in one day, an impossible trip via scheduled airlines. Demand for international travel also is strong and growing. Now flights into Europe and Asia are our fastest growing sectors.

“The need for business aircraft is expanding,” he continued. “Our core customers come from the greater Baltimore area, but demand is truly global. Our management services include clients with aircraft based overseas. We feel that the market is wide open. In fact, overall we believe that today’s market penetration reaches about half of the companies that need the capabilities that Business Aviation offers. The opportunities for managing business aircraft—particularly larger models that serve global travel needs—is very encouraging. Our expertize enables us to capitalize on that growing demand.

“Many of my grandfather’s core values guide us today. He actively advocated the benefits of using General Aviation aircraft in business. We also are advocates. His goal was retaining customers over the long haul, not going for a quick profit. Understanding and fulfilling the needs of clients, treating them honestly and focusing on outstanding customer service, were John Hinson’s Governing Principals. Those Values and the traditions established by my grandfather formed the foundation of Hinson Corporate Flight Services.

“Continuing to pursue his Vision was the logical progression of our family’s dedication to Business Aviation,” Mike concluded. www.hinsonflight.com T Aircraft Index see Page 4

Boutsen April_Layout 1 23/03/2015 16:41 Page 1

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FLIGHT DEPARTMENT T MANAGEMENT

Be a Smooth Leader You want higher morale, greater engagement and more productivity?

George Dom continues his good advice for Flight Department managers...

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hat could learning to be a successful pilot-in-command leader in the air have to do with being a successful flight department leader on the ground? Everything.

How many leaders do you know who, when promoted to become the "big cheese" in the flight department believe they now have the prerogative to change direction and shift gears on a whim? They think it is up to everyone else on the team to keep up.

And what if they also hoard information - due to insecurity or insensitivity - so the team is always in a reactive state of partial understanding? They seem to be saying, "Hey, I'm now the boss, everybody needs to keep up with me, adapt to my orders, and I’ll tell them what I think they need to know."

As flight leader of the Blue Angels, I believed my job was to fly as smoothly and predictably as I could, so my wingmen could fly in formation as close as humanly possible to show the world what incredible pilots they were.

There were four keys to becoming a smooth formation flight leader: 1. Standardization: We had an established flight routine that I adhered to religiously unless there was a reason to make a change.

2. Anticipation: Thinking ahead of how the terrain and conditions would affect the next maneuver.

3. Transparency: I continually updated the wingmen on where we were and where we were going so they always had "situational awareness”. Armed with this awareness, they could seize the initiative to perform at their best.

4. Communication: I was clear, concise and direct in giving commands of preparation and execution during each maneuver. And my actions exactly matched my words.

As the pilot-in-command of a corporate jet, your job is to achieve the smoothest possible flight for the passengers, following the same four ingredients: 1. Standardization in planning, training, and operations.

2. Staying ahead of the aircraft, anticipating changes to the route and turbulence.

3. Transparency in keeping the team and passengers informed of issues that may affect the trip.

4. Communicating clearly with fellow aircrew, ATC, dispatch, passengers, FBO, etc.

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AVBUYER MAGAZINE – April 2015

The same qualities, discipline and actions that make you a smooth pilot-in-command can also make you a smooth leader on the ground.

• Route planning – what are the company’s goals and objectives for the flight department this quarter? This year? Next year? What’s the best path to get there?

• Weather and NOTAMS – what are the potential challenges and barriers to achieving the flight department’s goals and objectives?

• Crew coordination – clearly identify roles and responsibilities so everyone knows their specific role and what to expect from you as the leader.

• Communication – build the team’s situational awareness with routine, effective two-way communication. Think of it like your briefings before, during and after a trip.

• Stay ahead of the flight department – plan and think ahead of upcoming tasks: budget preparation/reconciliation, hiring, maintenance/inspections, upgrades, training, etc. Poor planners become reactionary to expected and unexpected events, causing them to be rough leaders.

• Preserve margin - it is not good headwork to fly your jet on the edge of its capabilities with no room to adapt to unforeseen developments (e.g., headwinds, icing, thunderstorms, fuel). Similarly, the flight department needs to be managed on the ground to preserve the capacity to smoothly adapt to inevitable changes.

Being smooth doesn't mean NOT being an agile or dynamic leader. When you're a trusted, smooth leader you can make timely adjustments and rapid changes that enable your team to follow you in close formation.

But if you're not smooth, your wingmen will hesitate, separate and ultimately disengage from the formation if maintaining alignment becomes too frantic and too hard to do their job. You may find yourself all alone and frustrated, wondering why your team isn't following with full engagement.

Be a smooth leader and allow your team to show the world how great they are. T

Are you looking for more articles on Flight Department Management? Visit www.avbuyer.com/articles/ flight-department-management/ www.AVBUYER.com

“The same qualities, discipline and actions that make you a smooth pilot-incommand can also make you a smooth leader on the ground.”

George Dom USN(Ret) has over 30 years aviation leadership experience, was Sr VP of an industryleading consulting firm and is president & founder of NFS Advisors, where he represents buyers of business aircraft and services. Email gdom@nfsjets.com Aircraft Index see Page 4

J Hopkinson 1 April 23/03/2015 16:51 Page 1

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

follow us on twitter@HopkinsonAssoc

Hawker 800XP 4561 AFTT, Engines on MSP, APU on MSP. TCAS 2000 II, Fairchild F-1000 DFDR, CVR-120, Airshow 400, 8 Passenger, New Interior in 2013 (excluding cabinets), EGPWS

Challenger 604 7470 AFTT, Engines on Smart Parts Plus, APU on MSP Gold, Great Pedigree, Two Owners Since New, Delivered with Fresh 192 month, Fresh Landing Gear

Gulfstream Astra SP 7143 AFTT, Engines on MSP, TCAS II, EGPWS, GNS XLS FMS, RVSM and VIP Configuration with 6 pax

Falcon 50 13,611 hrs, Engines on MSP Gold, Collins Pro-Line 4, Dual Honeywell Laser Ref III, Magnastar Airphone C-2000, Airshow 400, MGTW Increase, 8 Passenger Seating, APU on MSP

Challenger 601 3R 7284 AFTT, GTCP-150 APU, GoGo Wifi, Engines on GE “On Point”, Airshow 400, 10 Passenger

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

Safety 1 April_Finance 25/03/2015 10:41 Page 1

FLIGHT DEPARTMENT T SAFETY

Thinking Outside the (Tick) Box: Getting the Most from your Safety Audit...

How seriously does your flight department take its safety audits? You’ll need to move beyond ticking the boxes to stop serious safety breaches from accumulating unnoticed.

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he word ‘audit’ traces its root to the ancient Latin verb ‘audire’ which means ‘to hear’, or ‘to hear well’. In essence, an audit is a structured set of activities performed to get sufficient appreciation of [to hear well about] how an organization is performing in comparison to a given set of requirements.

It’s important to note that the audit function is only effective if it is undertaken properly. That means avoiding the mere ‘box-ticking’ exercise that demonstrates formal compliance with standards and regulations. For this to happen it’s absolutely necessary that the organization is committed to best practices and that it turns to professional auditors.

The reason that audits are performed and have such significance and frequency is management’s desire for high-quality results and continuous improvement. Management principles and the ISO standards for quality management (developed in the 1980s), are built around the ‘Plan–Do–Check–Act’ quality circle. Audits are the means to accomplish the ‘Check’ function.

From a safety and operational point of view Business Aviation operations have traditionally been audited against national requirements on aviation safety, which are derived from ICAO Annex 6, Part 1 or 2 - depending on whether the organization is involved in charter operations or in non-commercial operations (including corporate flight departments).

With an almost exclusive focus on safety regulatory requirements, until recently safety audits in Business Aviation have been used eminently as a means to ascertain the degree of compliance of operators with 78

AVBUYER MAGAZINE – April 2015

“The reason that audits are performed and have such significance and frequency is management’s desire for highquality results and continuous improvement.”

applicable aviation safety regulations. With the advent of safety management concepts and precepts, however, during the last ten years safety auditing has started to take an additional approach. Audits will continue to be performed to monitor compliance with prescriptive regulatory requirements, but auditing efforts will increasingly focus on performance-based safety management to verify that operations are inherently safe, and move beyond pure compliance.

SMS Integrity According to ICAO’s safety management manual (Doc. 9859, 3rd edition 2013) audits are an integral part of a safety management system (SMS). More precisely they are part of the safety performance monitoring and management element (which itself falls under the safety assurance component).

“Audits focus on the integrity of the organization’s SMS and its supporting systems. Audits provide an assessment of safety risk controls and related quality assurance processes. Audits may be conducted by entities that are external to the service provider or through an internal audit process having the necessary policies and procedures to ensure its independence and objectivity. Audits are intended to provide assurance of the safety management functions, including staffing, compliance with approved regulations, levels of competency and training.”

(Document 9859).

In the SMS framework there is also an increasing need to audit (check) for performance (or risk) based requirements. This task is also accomplished with the safety assurance function of the SMS, which allows the Aircraft Index see Page 4

Safety 1 April_Finance 24/03/2015 12:51 Page 2

organization to select its own safety monitoring (performance) indicators.

Safety Performance Indicators Learning to define, interpret and monitor safety performance indicators is the next challenge of safety auditing as part of performance-based safety management in Business Aviation.

Safety performance indicators serve to continuously track the safety performance of the organization against its safety targets, which need to be set by the organization in agreement with the oversight authority. “Parameters for such performance tracking may be occurrence outcomes, deviations or any event types that reflect the safety, quality or risk level of the process,” ICAO clarifies.

Safety performance indicators to be defined and targeted by Business Aviation operators can refer to both higher-level consequences, such as individual/combined fleet monthly serious incident rates (e.g. per 1,000 flight hours), and lower-level consequences, such as percentages of findings per audit; voluntary reports rates; and dangerous goods incident report rates.

Monitoring & Measurement With regard to performance-based monitoring and measurement, ICAO stresses that data trending charts should be used to track outcomes defining safety performance. “Outcome occurrences should normally be tracked as occurrence rates rather than absolute numbers,” ICAO outlines. “In conjunction with such indicators, alert as well as desired Advertising Enquiries see Page 5

improvement target levels should be set for each indicator. These will serve as markers to define what the abnormal/unacceptable occurrence rate is as well as the desired target (improvement) rate for the indicator.”

On top of setting safety performance targets, ICAO also underlines the importance of setting alert levels serving as the demarcation line between the acceptable the unacceptable region for a safety indicator.

“So long as the occurrence rate for a process does not trend beyond or breach the set alert level criteria, the number of such occurrences is deemed to be acceptable (not abnormal) for that monitoring period,” ICAO highlights. “On the other hand, the aim of a targeted improvement level is to achieve the desired improvement level within a defined future milestone or monitoring period. With such defined alert and target settings, it becomes apparent that a qualitative/quantitative performance outcome can be derived at the end of any given monitoring period. This may be done by counting the number of alert breaches and/or the number of targets achieved for an individual indicator and/or a package of safety indicators.”

Ultimately, auditing for performance-based requirements needs time to be developed as an individual skill and a corporate function, even if it is already required as part of the SMS. Its effects may not be fully evident yet, but we can expect it will eventually lead to an industry that is better aware of the risks faced, and learns to manage them better. T www.AVBUYER.com

Mario Pierobon works as a Safety Management Consultant and Content Producer. He is currently involved in a major airside safety research project at Cranfield University in the UK. Contact him via marioprbn@gmail.com

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FLIGHT DEPARTMENT T FBO SERVICES

Fixed-Base Operators: It’s a Highly Competitive World Out There!

The range of services available at FBOs can vary at every destination. How does an operator choose?

Waleed Muhiddin reviews the regulations affecting FBO pricing and ground handling to reveal a fine balance…

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Waleed Muhiddin is VP Strat. Ops & Business Dev. at AMAC Aerospace, which is a market leader in a number of services, including Completions, Maintenance, Charter & Brokering, located at Basel EuroAirport, Switzerland. AMAC caters to every level of Aviation enquiry and/or consultancy. Contact Waleed via info@amacaerospace.com or visit www.amacaerospace.com

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s we see a recovery of the global Business Aviation industry ahead (there are optimistic signs in the US and continuously steady growth in Asia), the Fixed-Based Operator (FBO) landscape reflects the development of the aviation industry in general. But despite improvements in the US market, private jet traffic in Europe over the past year has remained largely flat.

The most recent ‘Departures, Arrivals, Internals and Overflights Report’ from the European Business Aviation Association (EBAA) and Eurocontrol shows that Business Aviation traffic in Europe is down approximately 1.8 percent over the past year. So in Europe particularly, the FBO industry is a highly competitive market.

World Leaders & Rising Stars Before we look in more detail at the global FBO industry, let’s take a step back in time to where it all began, with opportunistic and unregulated private aviation activity after World War I in the US. In November 1918, Civil Aviation in the US essentially comprised "barnstormers", or transient pilots flying inexpensive military surplus aircraft from city to city, often landing in farm fields on the outskirts of a town as airports were scarce

AVBUYER MAGAZINE – April 2015

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at that time. Mechanics and early flight instructors of the time moved around with the aircraft and had no established business in any one location—i.e., at a fixed base.

With the passage of the Air Commerce Act of 1926 and its resulting mandate for the licensing of pilots, aircraft maintenance requirements and regulations in training standards, the transient nature of Civil Aviation was curtailed.

Thus a new Fixed-Base business model followed the fast evolution of commercial and private aviation in the 20th century, and soon spread beyond US shores into Europe. Fast-forward into today, and the FBO business is a truly diverse and global one serving the needs of aircraft crews and passengers just about anywhere they could wish to fly.

Besides the well-known market leaders and top-ranked FBO destinations, today we’re seeing a number of excellent new FBOs confirming their up-and-coming status within the industry. For example, speaking to the pilots who fly AMAC’s fleet of charter aircraft on routes all over the world, Istanbul Sabiha Gokcen International Airport and Milas Bodrum Airport in Turkey were noted for their extraordinary service, fast customs clearance and exquisite aviation catering.

Aircraft Index see Page 4

FD M 1 April_Finance 24/03/2015 14:05 Page 2

And regionally speaking, the Middle East currently has a very high standard of operations with short waiting times for refueling or comfortable FBO lounges for both customers and crew, bearing evidence that policy-makers understand the industry’s needs. Destinations like Dubai or Abu Dhabi have been on a steady climb up the world’s FBO rankings in recent years.

Balancing Act Discussion with AMAC’s pilots also revealed two significant FBO developments have been evident recently.

Cost Increase – Firstly, increasingly burdensome regulatory requirements from local aviation authorities are forcing FBOs to expand their organizational procedures and handling rules.

One result is increasing prices for FBO services, and another is longer turnaround times for a stop-over.

We saw an example in Spain last year, where new rules for handling passenger and cargo documents almost doubled the operational costs to touch down and turn-over. On the flip side, several Spanish FBOs went out of business after cutting their prices too low for too long. So what’s an FBO to do? While they need to be price-comAdvertising Enquiries see Page 5

petitive, they must maintain healthy margins and ultimately do so by finding other ways to compete through differentiation from the services they offer over the competition. That leads us to the second observation…

Quality Increase - The second (positive) development is a distinct increase in quality at several destinations.

Thus, the operator in today’s Business Aviation world is walking an increasingly fine line between cost and quality of service when choosing an FBO. Given the growing competition among FBOs, when flying to a new destination an operator should ask plenty of questions to ascertain where they will get the best value, in particular ascertaining information on the following important service aspects...

• Line service: How does the competence of the workers meeting the airplane on the ramp and servicing it compare with other FBOs nearby?

• Passenger amenities: What is the quality of lounges and conference rooms available, and the availability of ground transportation?

• Pilot amenities: What is the quality and availability of pilot lounges, flight-planning www.AVBUYER.com

“...they must maintain healthy margins and ultimately do so by finding other ways to compete...” 

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FLIGHT DEPARTMENT T FBO SERVICES

facilities, snooze rooms, crew showers, entertainment and recreation, and complimentary crew cars?

Facilities: Ask plenty of questions about the overall cleanliness, comfort, upkeep and convenience of the location in general.

Customer services: How does the friendliness and professionalism of the customer reps compare with those of other facilities? How is their familiarity with the local area and their assistance with reservations and catering?

•

•

Be Well Prepared The overall picture is what matters. Fast customs clearance is useless if you have to wait two hours for the refueling truck to arrive.

And a cost-saving FBO offering little more than a bench at the edge of the tarmac for crew to rest is not going to cut it either. Moreover, a large airport is not a promise for a customerfriendly FBO service. Waits can get very long even for business aircraft.

As an operator, the onus is on you to have the situation in your own hands and to maximize your experience with an FBO. You can help this by submitting complete and detailed information about your passengers and loading, in advance.

Ultimately, the operator and the FBO should have the same goal: the safe, efficient and successful completion of the trip. Some FBOs will surprise you by going the extra mile. After all, excellent service is priceless and crucial for client retention. What else do you need? T Are you looking for more articles on Operating Costs? Visit www.avbuyer.com/articles/category/business-aviationoperating-costs

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Stage III Hush Kits • 7600 TTSN • Engines good through 2022 • TCAS II/7 • CVR / FDR • NDH

2000 TTSN • engines have 1050 since midlife and –C20R+ upgrade • IFR • Aux Fuel • NDH

AIRCRAFT WANTED • SCA is seeking the following aircraft: Challenger 300 - all models considered • Gulfstream G200 - all models considered • Challenger 604 - 2000 or newer • Hawker 800XP - 2003 or newer • Lear 31A/45/60 - all models considered • Citation Excel/XLS - all options considered • Challenger 605 - 2008-2010, full programs, good opportunity • Learjet 45XR - 2008 or later, under 3,000 TT, full programs • Citation Jet - on TAP Elite, under 1.4M, USA based • King Air C90B - with Blackhawk conversion, USA based • Hawker 800XP - Pro Line 21, at least 2 years until 48 month • Hawker 800XP under 2M, under 5,000 TT, MSP • Lear 60 - w APU, ESP, Under 2.5M • Challenger 601-3A - good cosmetics, good opportunity • CJ1 - w TAP or early model CJ2 w TAP, Europe based and Jar Ops

FT FT.. LA LAUDERDALE UDERDALE

CHARL CHARLOTTE OTTE

SÃO SÃO PAULO PA AULO

LONDON L ON NDON

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

17718 King’s Point Point Dr., Dr., Ste. Ste. A Cornelius, Cornelius, NC 28031 USA USA

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

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

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

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

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

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

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

O OFFICES FFICES W WORLDWIDE ORLDWIDE

FD M 2 April_Finance 24/03/2015 14:28 Page 1

FLIGHT DEPARTMENT T FBO SERVICES

FBO-Centric Trip Planning: Save a Lot With a Little Research!

The FBO experiences relayed by Dave Higdon below are true-flight stories, although names and locations have been altered to protect the innocent...

T

Dave Higdon is a highly respected aviation journalist who has covered all aspects of civil aviation over the past 35 years. Based in Wichita, he has several thousand flight hours, and has piloted pretty much everything from footlaunched wings to combat jets. Contact him via Dave@avbuyer.com

84

he late notice the boss gave his flight crew left little time to plan and fly to an international airport 500 miles away.

He needed to catch a flight to Europe that evening. En route the Captain arranged with the only FBO available to get the boss to the international departures terminal at their destination. “All part of our service,” the friendly FBO voice assured.

With the boss secured on the shuttle to the international terminal, the Captain looked to settle up. “We’d been at their facility twenty minutes at the most,” the pilot recalled. “I knew they'd have a ramp fee, it's increasingly common.”

“That'll be $1,200,” the customer-service agent cheerily said. The flight crew was stunned: A van ride and 20 minutes on the FBO ramp!

“We knew the boss could afford it, but really? For $100, we could have dropped him at a nearby

AVBUYER MAGAZINE – April 2015

www.AVBUYER.com

alternate, put him in a cab to the airline airport for another $100, and saved him $1,000. What a waste!

“Now – when the boss gives us enough warning – we always check our options,” the Captain explained. “When we do, we make a smart choice, then plan the flight accordingly, saving him money.”

Ramp fees, fuel prices, convenience, catering and a host of other issues worth checking can significantly impact the costs and customer experience on any trip. When a choice exists there are several things to weigh when selecting an FBO. When multiple airport options exist and each airport boasts just one FBO, let the best FBO win, assuming the runway is suitable for your aircraft.

And therein is the benefit of checking out viable airport options. For example, in the Wichita area private aircraft visitors traveling to a downtown meeting effectively enjoy two equallyAircraft Index see Page 4

FD M 2 April_Finance 24/03/2015 14:32 Page 2

Beyond the Ramp & Runway

distanced options: Wichita Eisenhower Airport (KICT) and Col. James Jabara (KAAO). Other nearby options (all with a single FBO) include Stearman Field (1K1), Augusta Municipal Airport (3AU), Newton City-County Airport (KEWK) and Hutchinson (KHUT). Convenience aside, costs vary considerably between the multiple FBO options at KICT and the sole FBO options at KAAO, 3AU and 1K1.

Depending on fees and fuel costs – and whether a fuel purchase results in a waiver of ramp fees – an airport with the higher fuel prices may be the cheaper option. But it is not always practical when the boss requires a closer destination. You should always weigh any fuel savings against other costs, such as differences in timesavings versus dollar savings. A little research can clarify these issues. Focusing solely on fuel and fees masks other reasons people select FBOs, where options exist.

Advertising Enquiries see Page 5

“While fuelshopping can be a great path to saving money, it's worth exercising caution about fuel being offered too cheaply...”

www.AVBUYER.com

There’s more to an FBO than fuel trucks, runways and ramps. People use a variety of FBO services, including meeting rooms, catering, courtesy vehicles, rental vehicles and as a source of local information and recommendations. FBOs can often offer flight crew unadvertised perquisites at local hotels, restaurants and even theaters and shows.

While regular users may know, for spot-visits or if an infrequent visitor, such information can be valuable.

So, are there any areas of FBO service that you should NOT seek for savings? It doesn't always pay to scrimp, after all.

While fuel-shopping can be a great path to saving money, it's worth exercising caution about fuel being offered too cheaply, or services offered at unbelievable prices. In such cases, always check the FBO's record and reputation.

The same goes for catering. “We used the small FBO at one stop that had menus and promotions for a local restaurant offering catering services for aircraft operators,” one pilot told AvBuyer. “We planned to stop for the fuel price, and, after deciding weather-related issues would make our arrival later than planned, called the FBO on the VHF and gave them a food order.”

While part of the order was wrong, the pilot noted, some of the food had a “funny, sweet aroma”. Apparently, not everything was good with the food and shortly, he recalled, “the cabin filled with an aroma no one wants to be trapped with on an airplane. We stopped there other times for fuel, but never again ordered food.”

Maximizing Value in FBO Spending So how do you get the most out of FBOs when your travel patterns are irregular (i.e. never returning to the same destination with any regularity)?

One of the latest tools in the FAA's Air Traffic Management kit is the Collaborative Trajectory Options Program (CTOP). Basically, CTOP is a Traffic Management Initiative (TMI) that automatically assigns delay and/or traffic re-routes around one or more Flow Constrained Areas (FCA) in order to balance demand with available capacity.

CTOP allows operators to designate acceptable alternatives to regular routes, file for what they want – and know that if a re-route is needed, the FAA will give them a routing off their list.

A side benefit can be filing trajectories that include airports with FBOs and services of your choice. But this cannot be accomplished midflight like most route-change requests.

Pilots facing inclement weather learn early the benefits of planning for change, and for selecting a back-up facility for when the original plan goes awry. Making your CTOP alternatives match with your FBO preferences can take some of the sting from diverting and help keep passengers and crew in their comfort zones.

April 2015 – AVBUYER MAGAZINE

85



THE

Jetnet April_Layout 1 23/03/2015 16:46 Page 1

BEST MINDS IN

BUSINESS AVIATION ARE ABOUT TO

PREDICT

THE

JOIN US. U 5TH ANNUAL JETNET J iQ iQ GLOBAL BUSINESS BU USINESS AVIATION AVIA V ATTION SUMMIT SUM MMIT IGNITING IDEAS. IDEA EAS. PROVOKING CHAN CHANGE. NGE. New YYork ork City | June 23-24, 23-224, 2015 intelligence ntelligence from the sources: indust industry try leaders, aviati aviation Get your business in on market financial It’ss a new year with new analysts, and financ ial experts. It’ w revelations. Reserve your nd Know More. and place at the table an

FD M 2 April_Finance 24/03/2015 14:34 Page 3

FBO SERVICES T FLIGHT DEPARTMENT

Even with the best of planning and information, though, weather can prevent your flight from reaching its planned destination. So how can you avoid getting hammered at an unusual FBO? Knowledge and research can only work if a diversion keeps you in the area you’re aiming to reach. That desired outcome is not always realized, and that’s when a handy tablet computer with info from Flight Guides or the AOPA Airports Guide (both usable in-flight and up-to-date) is useful to consult on short notice.

From there, the normal lines of in-flight communications come into play, hopefully to let the crew contact the FBO before touchdown and start arrangements for an unplanned stop.

FBO Winners & Losers Talking to pilots about their travels, in closing, three subjects seem to recur irrespective of aircraft flown. Consider the following areas of FBO experience as solid winners (and overwhelming losers)…

Customer Service: Gauge this in two dimensions – the flight crew as customers, and the passengers as customers.

Surveys, websites and word-of-mouth can be valuable to your research. Some FBOs seem to fulfil traveler-needs at the expense of attention to the crew and aircraft, while others seem the opposite. Poor employee attitude, aircraft care or

housekeeping of the FBO lobby, lounge or flight-planning room can contribute to a negative experience, while a great experience with employees and aircraft service can offset a lack of upscale amenities, leather-appointed passenger lounges and marble floors.

Fuel Prices & Loyalty Programs: Again, this trait cuts two ways. Low fuel prices always attract interest, particularly when the low-cost fuel still counts toward a loyalty program in which clients are enrolled. But push the envelope by cutting reasonable levels of service, and the FBO risks pushing customers to another facility or to another airport altogether.

Also, the crew risks displeasing passengers.

Ramp, Handling & Catering Fees: The pilot involved in our opening story absolutely will not return to that airport – even to drop-off someone flying from that same airport. Some FBOs avoid ramp fees, but charge to move or handle the aircraft or process catering when it arrives. If a fuel purchase voids those fees, be sure to check on the fuel charge – and “minimum purchase requirements” to eliminate ramp or handling fees.

Bottom line: Plan ahead! T Are you looking for more articles on Operating Costs? Visit www.avbuyer.com/articles/category/business-aviation-operating-costs

TECHNICAL SERVICES

M AT AT E R I A L S M A N A G E M E N T

CAMO Support I Engineering Consultancy

Spare Parts & GSE I Logistics Support

P H O N E + 4 4 ( 0 ) 1 2 7 9 8 1 8 8 0 0 I FA F A C S I M I L E + 4 4 ( 0 ) 1 2 7 9 8 1 8 8 0 1 I E N Q U I R I E S @ G A M I TT.. C O . U K I W W W W.. G A M I TT.. C O . U K

Advertising Enquiries see Page 5

www.AVBUYER.com

April 2015 – AVBUYER MAGAZINE

87

D E D I C AT E D T O H E L P I N G B U S I N E S S A C H I E V E I T S H I G H E S T G O A L S .

NBAA REGIONAL FORUM JUNE 25, 2015 • TETERBORO, NJ TETERBORO AIRPORT (TEB) The 2015 NBAA Regional Forum brings current and prospective business aircraft owners, manufacturers, customers and other industry personnel together to get critical business done. At the Teterboro Regional Forum, attendees will have access to:  Over 100 exhibitors showcasing their latest products and services  Nearly 30 business aircraft on static display  Education sessions on topics relevant to aircraft owners and operators  Networking with peers, along with new and existing vendors and suppliers

SAVE THE DATE: www.nbaa.org/forums/avbuyer

Values Intro_Finance 25/03/2015 16:18 Page 1

RETAIL PRICE GUIDE FLIGHT DEPARTMENT

Turboprops Give More...

Prop Advances keep these Workhorses Competitive The top-selling turboprops tend to be aircraft that are continually popular among owners needing fuel-efficient, multi-mission types, as we explore below…

W

hile exceptions exist, turboprop airplanes offer a common set of attributes that make them an attractive proposition. The powerplants are responsible for most - turboprop engines benefit today from propeller designs that are far more sophisticated than just a decade ago, resulting in lower maintenance costs; longer overhaul cycles; improved climb and cruise performance; and - in turn - reduced noise levels in the cabin.

In addition, specific fuel consumption numbers continue to improve – an attractive attribute given today’s depressed oil prices, with the practical effect of allowing the use of higher power-levels without suffering a proportionate increase in fuel consumption/costs. That, in turn, contributes to improvements in take-off, climb and cruise speed.

Another advantage offered by many turboprops is the single-pilot operational simplicity, engineered into even the multi-engine turboprops. The only exceptions to the sum total of these benefits exist among the unpressurized models that are available and form a small, important and dynamic segment of the turboprop market.

Today’s turboprops offer a broad range of turbine performance, propeller cost-effectiveness (some with at - or near to - Light jet cruise performance capabilities) with cabin and cockpit accoutrements that rival the best of the fanjet strata. And on trips of up to 300 nautical miles, the difference in travel time between a jet and a turboprop is negligible.

Turboprop Price Guide The following Turboprop Retail Price Guide represents current average values published in The Aircraft Bluebook–Price Digest. The study spans model years from 1996 through Spring 2015 (20 year period). Values reported are in US$ millions, with each reporting point representing the current Advertising Enquiries see Page 5

average retail value published in the Bluebook by its corresponding calendar year. For example, the Pilatus PC-12 reported in the Spring 2015 edition of the Bluebook shows US$2.2m for a 2004 model, US$2.1m for a 2003 model, and so forth.

Aircraft are listed alphabetically.

Note: For additional assistance and interest, Conklin & de Decker Performance and Specification data for these Turbopropscan be referred to, beginning on page 92 of this issue. www.AVBUYER.com



April 2015 – AVBUYER MAGAZINE

89

Retail Values_RPG 25/03/2015 11:56 Page 1

FLIGHT DEPARTMENT T RETAIL PRICE GUIDE

Turboprop Average Retail Price Guide YEAR OF MANUFACTURE $ MODEL

2015 US$M

2014 US$M

2013 US$M

2012 US$M

2011 US$M

7.0

5.5

5.1

4.8

2010 US$M

2009 US$M

2008 US$M

2007 US$M

2006 US$M

BEECH KING AIR KING AIR 350i

7.445

4.3

KING AIR 350 KING AIR 250

3.9 6.106

5.7

4.4

KING AIR B200

4.1

3.9

3.7

3.6

KING AIR B200GT KING AIR C90GTX

3.892

3.5

2.7

2.5

3.6

3.4

2.3

2.2

KING AIR C90GTI

3.7

3.2

2.8

2.1

1.9

KING AIR C90GT

3.5

3.4

2.6

2.5

1.7

1.6

1.375

1.3

KING AIR C90B KING AIR C90SE

CESSNA CARAVAN 208 GR. CAR- EX

2.400

208 GR. CAR-675/G1000

2.375 2.050

1.925

1.775

1.675

1.575

208B GR. CAR 208B SUP. C/MASTER EX

1.475 1.425

2.400

2.0

208B SUP. C/MASTER/G1000

1.850

1.750

1.650

1.550

208B SUP. C/MASTER

1.450 1400

208 CAR-675/G1000

2.0

1.825

1.725

1.625

1.525

208 CAR-675

1.350

1.3

1,325

1,275

1,225

3.1

2.8

2.6

2.5

2.4

1.350

1.250

1.150

2.3

1.9

1.8

1.425

208 CAR PIAGGIO AVANTI - P180

6.7

6.9

5.0

4.7

4.4

4.0

3.3

PILATUS PC-12/47E NG

4.5

4.0

3.7

3.5

3.3

3.1

2.8

PILATUS PC-12/47 PILATUS PC-12/45 PIPER MERIDIAN-PA46-500TP QUEST KODIAK-100 SOCATA TBM 900 SOCATA TBM 850

2.050

1.850

1.750

1.650

1.550

1.450

1.8

1.6

1.450

1.325

1.250

1.1

2.8

2.6

2.5

2.4

3.700 3.0

SOCATA TBM 700C2/EFIS

1.675

SOCATA TBM 700B/EFIS SOCATA TBM 700/EFIS AIRCRAFT BLUEBOOK DATA - CARL JANSSENS, EDITOR. EMAIL: CARL@JETAPPRAISALS.COM

90

AVBUYER MAGAZINE – April 2015

www.AVBUYER.com

Aircraft Index see Page 4

Retail Values_RPG 25/03/2015 11:57 Page 2

RETAIL PRICE GUIDE T FLIGHT DEPARTMENT

What your money buys today

SPRING 2015 2005 US$M

2004 US$M

2003 US$M

2002 US$M

2001 US$M

2000 US$M

1999 US$M

1998 US$M

1997 US$M

1996 US$M

YEAR OF MANUFACTURE $ MODEL BEECH KING AIR KING AIR 350i

3.3

3.2

2.7

2.6

2.5

2.4

2.3

2.2

2.1

2.0

KING AIR 350 KING AIR 250

2.4

2.3

2.2

2.1

2.0

1.9

1.8

1.7

1.6

1.5

KING AIR B200 KING AIR B200GT KING AIR C90GTX KING AIR C90GTI KING AIR C90GT

1.550

1.500

1.450

1.4

1.350

1.3

1.250

1.2

0.9

0.850

0.825

1.150 0.8

1.1

KING AIR C90B

0.775

KING AIR C90SE

CESSNA CARAVAN 208 GR. CAR- EX 208 GR. CAR-675/G1000 1.175

1.125

1.1

1.050

1.0

0.950

0.925

0.900

0.875

0.850

208B GR.CAR 208B SUP. C/MASTER EX 208B SUP. C/MASTER/G1000

1.250

1.2

1.150

1.1

1.050

1.0

0.950

0.925

0.900

0.875

208B SUP. C/MASTER 208 CAR-675/G1000

1.125

1.1

1.050

1.0

0.950

208 CAR-675 0.900

2.525

2.425

2.325

2.225

2.125

0.875

2.025

0.850

0.825

1.925

1.850

0.800

208 CAR PIAGGIO AVANTI - P180 PILATUS PC-12/47E NG PILATUS PC-12/47

2.3

2.2

2.1

2.0

1.9

1.050

0.950

0.850

0.775

0.7

1.8

1.7

1.6

1.5

1.4

PILATUS PC-12/45 PIPER MERIDIAN-PA46-500TP QUEST KODIAK-100 SOCATA TBM 900 SOCATA TBM 850

1.625

1.575

1.525

SOCATA TBM 700C2/EFIS 1.475

1.425

1.375

1.325

SOCATA TBM 700B/EFIS 1.275

1.225

1.2

SOCATA TBM 700/EFIS

AIRCRAFT BLUEBOOK DATA - CARL JANSSENS, EDITOR. EMAIL: CARL@JETAPPRAISALS.COM Advertising Enquiries see Page 5

www.AVBUYER.com

April 2015 – AVBUYER MAGAZINE

91

ACSpecs Intro April15_AC Specs Intronov06 25/03/2015 16:53 Page 1

FLIGHT DEPARTMENT T SPECIFICATIONS

Performance & Specifications Entry Level & Light Jets

T

he AvBuyer 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 - Turboprops – appears overleaf, to be followed by Ultra-Long-Range & Large Cabin Jets next month.

Please note that this data should be used as a guide only, and not as the basis

Description of Cost Elements 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.

•

•

•

•

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) 20 8391 6770; Email: editorial@avbuyer.com. © 2011 Conklin & de Decker Associates, Inc., P.O. Box 1142, Orleans, Massachusetts, 02653, Tel. 508-255-5975, www.conklindd.com

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.

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.).

Specifications Performance Range: • Range - Seats Full is the maximum IFR range of the aircraft with all 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.

• 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.

Weights: • Maximum Take-Off Weight and Maximum Landing Weight are specified during

Balanced Field Length BFL is the distance obtained by determining the decision speed (V1) at which the take-off

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.).

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 Take-off 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. continued on page 94

92

AVBUYER MAGAZINE – April 2015

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

Aircraft Index see Page 4

Aradian April 25/03/2015 14:08 Page 1

File photo

2007 Gulfstream 150

2008 Citation Mustang

2350TT. EU Ops complaint. Satcom.

Also 2008 available

7200TT. TCAS. TAWS. XM weather. HF.

2008 Hawker 750

2013 Gulfstream 450

1900TT. Beige leather. Satcom. MSP Gold

File photo

Gulfstream 550

2002 Gulfstream 200

Several aircraft including 2013

4200TT. JSSI. EU Ops. 9 pax interior.

1996 MD900

2007 Eurocopter EC135P2+

5525TT, SP IFR, High spec.

Excellent condition.

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

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

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

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

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

AircraftPer&Spec April15_PerfspecDecember06 25/03/2015 16:40 Page 1

TURBOPROPS

BEE CHC RAF T KI NG AIR C90 B BEE CHC RAF T KI NG AIR C90 GT BEE CHC RAF T KI NG AIR C90 GTi BEE CHC RAF T KI NG AIR C90 GTx BEE CHC RAF T KI NG AIR C90 SE BEE CHC RAF T KI NG AIR B20 0 BEE CHC RAF T KI NG AIR B20 0GT KING AIR 250

FLIGHT DEPARTMENT T SPECIFICATIONS

$1,143.23

$1,309.59

$1,291.47

$1,281.09

$1,173.92

$1,425.00

$1,564.82

$1,583.20

CABIN HEIGHT FT.

4.8

4.8

4.8

4.8

4.8

4.8

4.8

4.8

CABIN WIDTH FT.

4.5

4.5

4.5

4.5

4.5

4.5

4.5

4.5

CABIN LENGTH FT.

12.4

12.4

12.4

12.4

12.4

16.7

16.7

16.7

CABIN VOLUME CU.FT.

218

218

218

218

218

303

303

303

DOOR HEIGHT FT.

4.3

4.3

4.3

4.3

4.3

4.3

4.3

4.3

DOOR WIDTH FT.

2.25

2.25

2.25

2.25

2.25

2.25

2.25

2.23

BAGGAGE VOL. INT. CU.FT.

48

48

48

48

48

54

55

55

BAGGAGE VOL. EXT. CU.FT.

-

-

-

-

-

-

-

-

CREW #

2

2

2

2

2

2

2

2

SEATS - EXECUTIVE #

5

5

5

5

5

6

6

7

MTOW LBS

10100

10100

10100

10485

10100

12500

12500

12500

MLW LBS

9600

9600

9600

9700

9600

12500

12500

12500

B.O.W. W/CREW LBS

7210

7200

7200

7235

6625

8820

8760

8980

USEABLE FUEL LBS

2573

2573

2573

2573

2573

3645

3645

3645

PAYLOAD WITH FULL FUEL LBS

377

387

387

737

902

125

185

-35

MAX. PAYLOAD LBS

2950

2306

2306

2143

3205

2180

2240

2020

RANGE - SEATS FULL N.M.

640

-

-

903

640

920

960

636

MAX. RANGE N.M.

940

981

981

1152

940

1580

1650

1575

BALANCED FIELD LENGTH FT.

4519

4519

4519

3888

4519

5300

3640

3925

LANDING DIST. (FACTORED) FT.

3692

4007

4007

4002

3692

4417

4437

4625

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

2010

1953

1953

1953

2000

2448

2450

2437

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

495

474

474

474

554

745

745

682

MAX. CRUISE SPEED KTAS

250

270

270

274

250

290

305

292

NORMAL CRUISE SPEED KTAS

234

-

-

274

234

283

298

282

L/RANGE CRUISE SPEED KTAS

195

206

206

204

195

226

226

232

2

2

2

2

2

2

2

2

PT6A-21

PT6A-135A

PT6A-135A

PT6A-135A

PT6A-21

PT6A-42

PT6A-52

PT6A-52

VARIABLE COST PER HOUR $

ENGINES # ENGINE MODEL

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

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

Project1_Layout 1 19/02/2015 12:42 Page 1

Sho Showcasing wcasing g the t b best est in Aviation!

Aviiation!

PRA PRAGUE GUE

KBELY KBEL LY AIRP A AIRPORT ORT

www.EFAPrague.com Organised by the companies: @EFAPrague

/EFAPrague

AircraftPer&Spec April15_PerfspecDecember06 25/03/2015 16:40 Page 2

CES SNA 208 B GR AND CAR AVA N CES SNA 208 B GR AND CAR AVA N EX DAH ER-S OCA TA T BM 700 C2

TURBOPROPS

BEE CHC RAF T KI NG AIR 350 BEE CHC RAF T KI NG AIR 350 ER BEE CHC RAF T KI NG AIR 350 i BEE CHC RAF T KI NG AIR 350 iER CES SNA 208 CAR AVA N

FLIGHT DEPARTMENT T SPECIFICATIONS

$1,593.36

$1,616.41

$1,589.64

$1,607.73

$669.77

$678.19

$733.28

$811.61

CABIN HEIGHT FT.

4.8

4.8

4.8

4.8

4.5

4.5

4.5

4.1

CABIN WIDTH FT.

4.5

4.5

4.5

4.5

5.3

5.3

5.3

4

CABIN LENGTH FT.

19.2

19.2

19.2

19.5

12.75

16.75

16.75

10

CABIN VOLUME CU.FT.

344

344

344

344

271

352

352

143

DOOR HEIGHT FT.

4.3

4.3

4.3

4.3

4.2

4.2

4.2

3.9

DOOR WIDTH FT.

2.25

2.25

2.25

2.23

4.08

4.08

4.08

3.5

BAGGAGE VOL. INT. CU.FT.

56

56

56

55

32

32

32

30

BAGGAGE VOL. EXT. CU.FT.

16

16

16

-

-

-

-

5.9

CREW #

2

2

2

2

1

1

1

1

SEATS - EXECUTIVE #

8

8

8

8

9

9

9

5

MTOW LBS

15000

16500

15000

16500

8000

8750

8807

7394

MLW LBS

15000

15675

15000

15675

7800

8500

8500

7024

B.O.W. W/CREW LBS

9885

10400

10000

10585

4940

5270

5305

4889

USEABLE FUEL LBS

3611

5192

3611

5192

2224

2224

2247

1887

PAYLOAD WITH FULL FUEL LBS

1604

1008

1489

823

871

1291

1290

654

MAX. PAYLOAD LBS

2615

2600

2500

2415

2860

3230

3195

1143

RANGE - SEATS FULL N.M.

1440

1878

1440

1635

325

529

494

1000

MAX. RANGE N.M.

1550

2311

1550

2365

835

789

739

1200

BALANCED FIELD LENGTH FT.

3300

5105

3300

5105

2055

2420

2742

3100

LANDING DIST. (FACTORED) FT.

4140

4760

4143

4770

2508

2625

2800

3750

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

2700

2400

2700

2400

1234

975

1331

1570

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

622

337

622

337

-

-

-

-

MAX. CRUISE SPEED KTAS

320

303

320

303

186

184

194

292

NORMAL CRUISE SPEED KTAS

310

303

310

265

175

182

187

290

L/RANGE CRUISE SPEED KTAS

234

238

234

238

147

156

162

255

2

2

2

2

1

1

1

1

PT6A-60A

PT6A-60A

PT6A-60A

PT6A-60A

PT6A-114A

PT6A-114A

PT6A-140

PT6A-64

VARIABLE COST PER HOUR $

ENGINES # ENGINE MODEL

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

96

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Aircraft Index see Page 4



Singapore Airshow March_Layout 1 18/02/2015 15:50 Page 1

AircraftPer&Spec April15_PerfspecDecember06 25/03/2015 16:41 Page 3

QUE ST A IRCR AFT KOD IAK

46T P PIPE RM ERID IAN PA

PILA TUS PC-1 2 NG

PILA TUS PC-1 2

PIAG GIO AVA NTI P18 0 II

PIAG GIO AVA NTI P18 0

DAH ERSOC ATA TBM 900

TURBOPROPS

DAH ERSOC ATA TBM 850

FLIGHT DEPARTMENT T SPECIFICATIONS

$943.86

$886.66

$1,707.11

$1,535.82

$956.74

$955.72

$643.22

$642.56

CABIN HEIGHT FT.

4.1

4.1

5.8

5.8

4.75

4.83

3.9

4.5

CABIN WIDTH FT.

4

4

6.1

6.1

5

5

4.2

4.8

CABIN LENGTH FT.

10

10

14.9

17.5

16.9

16.92

12.3

15.5

CABIN VOLUME CU.FT.

143

143

393

393

356

356

106

248

DOOR HEIGHT FT.

3.9

3.9

4.4

4.4

4.5

4.42

3.8

4.1

DOOR WIDTH FT.

3.5

3.5

2

2

2

2

2

4.1

BAGGAGE VOL. INT. CU.FT.

30

30

16

16

34

40

20

38

BAGGAGE VOL. EXT. CU.FT.

5.9

5.9

44.15

44.15

-

-

-

-

CREW #

1

1

2

2

1

1

1

1

SEATS - EXECUTIVE #

5

5

6

6

7

7

5

5

MTOW LBS

7394

7394

11550

12100

10450

10450

5092

7255

MLW LBS

7024

7024

10945

11500

9920

9921

4850

6690

B.O.W. W/CREW LBS

4589

4556

8000

8500

6565

6782

3663

3975

USEABLE FUEL LBS

1910

2017

2802

2802

2704

2704

1140

2110

PAYLOAD WITH FULL FUEL LBS

931

857

798

848

1226

1009

331

1220

MAX. PAYLOAD LBS

1443

1476

1800

1300

2475

2257

1187

2515

RANGE - SEATS FULL N.M.

1102

989

980

752

1340

1309

489

524

MAX. RANGE N.M.

1214

1495

1440

1364

1660

1635

1091

845

BALANCED FIELD LENGTH FT.

3100

2823

3100

3500

2450

2450

2000

1720

LANDING DIST. (FACTORED) FT.

3750

3750

4550

4417

2783

2783

1950

1933

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

2005

2005

2950

2600

1680

1920

1556

1338

-

-

756

680

-

-

-

-

MAX. CRUISE SPEED KTAS

320

320

390

363

261

280

267

180

NORMAL CRUISE SPEED KTAS

316

316

354

346

261

268

262

154

L/RANGE CRUISE SPEED KTAS

255

252

310

314

209

209

225

133

1

1

2

2

1

1

1

1

PT6A-66D

PT6A-66D

PT6A-66

PT6A-66B

PT6A-67B

PT6A-67P

PT6A-42A

PT6A-34

VARIABLE COST PER HOUR $

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

ENGINES # ENGINE MODEL

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

98

AVBUYER MAGAZINE – April 2015

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Aircraft Index see Page 4

T

Join European business leaders, government officials, manufacturers, corporate aviation department personnel and all those involved in business aviation for the 15th annual European Business Aviation Convention & Exhibition (EBACE2015).

Visit the EBACE website to learn more and register today.

www.ebace.aero/avbuyer

AirCompAnalysis A_ACAn 24/03/2015 16:39 Page 1

FLIGHT DEPARTMENT T AIRCRAFT COMPARATIVE

Aircraft Comparative Analysis: Eclipse EA500

In this month’s Aircraft Comparative Analysis, Mike Chase provides information on a selection of used business jets and turboprops for the purpose of valuing the Eclipse EA500.

A

new 2014 Eclipse 550 has a list price of $2.895m, while the cost of a used Eclipse EA500 ranges between $650k (2006 year model) and $850k (2008 year model). Within this study we’ll consider productivity parameters (payload/range, speed and cabin size) and cover current and future market values.

The field in our study includes the single-engine Quest Kodiak 100 and the twin-engine King Air C90GTx turboprops. How does a VLJ business jet compare to both a single and twin-engined business turboprop as a step up into the business jet realm?

Mike Chase’s analytical and consultancy services are highly valued within the Business Aviation industry. He is founder and president of Chase & Associates, and works closely with several respected sources to compile his unique Aircraft Comparative Analysis feature. Contact Mike via mike@avbuyer.com

100

Brief History In 2002, the Eclipse 500 introduced a radically new business jet concept called the Very Light Jet (VLJ).

Accommodating up to 6 seats, the original plan was for the jet to use EJ22 turbofan engines from Williams, but these were found not to be “a viable solution”. Thus a pair of Pratt & Whitney Canada PW610F engines was selected to power the jet, necessitating a delay in the development program.

Nevertheless, in February 2006 Eclipse Aviation was named the winner of the Collier Trophy for 2005 by the National Aeronautic Association for its work with the

AVBUYER MAGAZINE – April 2015

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Eclipse 500. The award was controversial because only the prototype aircraft was flying. The aircraft was eventually FAA certified in mid-2006 and the first customer aircraft was delivered in January 2007.

During 2007 Eclipse produced 104 units and claimed a record for building its "first 100” airplanes faster than any other business jet OEM. EASA certification for private use was achieved on November 21, 2008 and then, just four days later, on November 25, Eclipse Aviation filed for Chapter 11 bankruptcy protection.

Eclipse Aerospace was confirmed as the new owner of the assets of the former Eclipse Aviation on August 20, 2009 and opened for business on September 1, 2009. The new company set out to build the Eclipse 550, and in June 2013 received FAA approval for a fatigue limit of 20,000 hours or 20,000 cycles with an unlimited calendar life. The first customer delivery of the Eclipse 550 was completed in March, 2014, and 12 EA550 units were delivered in 2014.

There are 262 wholly-owned Eclipse EA500 business jets in operation worldwide with 12 in shared-ownership and just one in fractional ownership. By continent, North America has the largest fleet percentage (87%), followed by Europe (8%), for a combined total of 95%.  Aircraft Index see Page 4

LEAS Single April_LEAS 25/03/2015 11:20 Page 1

Price $32,900,000

Contact us: USA 201-891-0881 aircraftsales@leas.com WWW.LEAS.COM 2008 Gulfstream G550 s/n 5180 16 pax. On CorporateCare, Enhanced Navigation WAAS/LPV, FANS 1/A-CPDLC, Paperless Flight Deck, Hi-speed Data Sys., Operated Part 135 Price $12,995,000

2008 Falcon 900EX EASy s/n 193

1997 Gulfstream V s/n 524

14 pax. Avionics EASy II Phase I Upgrade, FMS Upgrade 7.1 & RAAS, Engines MSP Gold, APU on MSP, Winglets, Synthetic Vision, C&Z insp. 5/2014

12 pax. On CorporateCare, APU on MSP, Avionics on HAPP, Electronic Flight Bags, Wi-Fi, ADS-B-Out, 12, 24, 48, 96, 192 mo. CMP Codes c/w 2014

Price $5,395,000

1996 Challenger 604 s/n 5315

1997 Gulfstream V s/n 504

10 pax. Smart Parts Plus, Engines GE OnPoint, APU on MSP, Precision Plus, ADS-B Out, TCAS II chg 7, Wi-Fi, 48, 96, 192 mo. insp. 7/2012, Operating Part 135 Price $10,750,000

2007 Challenger 300 s/n 20121 SALE or LEASE, 9 pax, Engines & APU on MSP, GoGo Wi-Fi, All new woodwork, 96-mo. airframe & gear insp.

1/2015, 4000 hr. & fuel nozzle replacement 6/2014

15 pax. Engines On Condition, Eligible-CorporateCare, Satellite TV, SATCOM w/7 channel Wi-Fi Router (Swift Broadband Hi-Speed) True North Phone, ADS-B Out, Soft goods 2012 Price $6,295,000

1995 Gulfstream IVSP s/n 1269 16 pax. Eligible for CorporateCare, Upgrade-150G APU, on MSP, Avionics on HAPP, Operating Part 135, EVAS, Aircell Axxess II SAT phone, Partial interior refurb. 2004 & 2012

Price $4,495,000

2000 Citation X s/n 750-0122 8 pax. On CorporateCare, APU on AUX Advantage, 9 yr. airframe 8/2011, 4500 hr. 8/2008, Doc. 3,4,7,16,27,29 4/2014, Single point refuel, Maintained Part 135

2007 Sikorsky S-76C++ s/n 760695 8 pax. Only 581 Hrs., Beautiful VIP interior, Emergency Flotation Sys., Avionics on HAPP, Excellent dispatch reliability, One owner

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

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

AirCompAnalysis A_ACAn 24/03/2015 16:44 Page 2

FLIGHT DEPARTMENT T AIRCRAFT COMPARATIVE

Payload & Range

Table A - Payload & Range MTOW (lb)

Max Fuel (lb)

Fuel Usage (GPH)

Max Payload (lb)

Avail Payload w/Max Fuel (lb)

Max Fuel Range (nm)

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

Eclipse 500

6,000

1,698

68

1,088

502

964

530

Kodiak 100

7,255

2,110

45

2,515

1,220

845

1,079

King Air C90GTx

10,485

2,573

93

2,143

737

1,152

275

Model

Data courtesy of Conklin & de Decker; JETNET; Aircraft Cost Calculator; B&CA May 2014 Purchase Planning Handbook & Aug. 2014 Operations Planning Guide

Chart A - Cabin Cross-Sections Eclipse 500

King Air C90GTx

Kodiak 100

The data contained in Table A (left) is sourced from Conklin & de Decker and B&CA’s May 2014 issue. A potential operator should focus on payload capability. The ‘Available Payload with Maximum Fuel’ for the Eclipse 500 is 502 lbs, which is considerably less than either the Kodiak 100 (1,220 pounds) or the King Air C90GTx (737 pounds).

Also shown in Table A is the fuel usage by each aircraft model. The Eclipse 500, which burns 68 gallons per hour (GPH) leads the King Air C90GTx (93 GPH). However, the Kodiak 100 burns 29% less fuel (at 45GPH) than the Eclipse 500, according to Aircraft Cost Calculator.

Cabin Cross-Sections According to Conklin & de Decker, the cabin volume of the Eclipse 500 (109 cubic feet) is significantly smaller than the Kodiak 100 (248 cubic feet) and the King Air C90 GTx (218 cubic feet). The respective cabin cross-sections (Chart A, left) are represented, courtesy of UPCAST JETBOOK.

Souce: UPCAST JETBOOK

Range Comparisons

Chart B - Range Comparison Quest Kodiak Eclipse 500 Beechcraft King Air C90GTx

510.900 Nm 559.650 Nm 880.430 Nm

As depicted by Chart B (left), according to Aircraft Cost Calculator (ACC) the Eclipse 500 shows slightly more range coverage than the Kodiak 100.

However, the King Air C90GTx has substantially more range than the other two aircraft at 880nm.

Note: For jets and turboprops, ‘Seats-Full Range’ represents the maximum IFR range of the aircraft at Long-Range Cruise with all passenger seats occupied. ACC assumes NBAA IFR fuel reserve calculation for a 200nm alternate. The lines depicted do not include winds aloft or any other weatherrelated obstacles.

Cost Per Mile As mentioned above, the Eclipse 500 is powered by two PW610F-A engines, each offering 900 pounds of thrust (lbst).

The Kodiak 100 offers less out-

Source: Aircraft Cost Calculator

102

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Aircraft Index see Page 4

AirCompAnalysis A_ACAn 24/03/2015 16:46 Page 3

AIRCRAFT COMPARATIVE T FLIGHT DEPARTMENT

put with one Pratt & Whitney PT6A-34 engine at 750 SHP than the King Air C90GTx with two Pratt & Whitney PT6A135A engines (550 SHP each).

Using data published in the May 2014 B&CA Planning and Purchasing Handbook and the August 2014 B&CA Operations Planning Guide we will compare our aircraft. The nationwide average Jet-A fuel cost used from the August 2014 edition was $6.18 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 C (top right) details ‘Cost per Mile’ and compares the Eclipse 500 to its competition factoring direct costs and with all aircraft flying a 300nm mission with an 800 pound (four passengers) payload. The Eclipse shows a cost per nautical mile of $1.93, which is considerably less than the Kodiak 100 ($2.64) and the King Air C90GTx ($3.35).

Total Variable Cost The ‘Total Variable Cost’ illustrated in Chart D is defined as the Cost of Fuel Expense, Maintenance Labor Expense, Scheduled Parts Expense and Miscellaneous Trip Expense.

The Total Variable Cost for the Eclipse 500 shows a cost at $598 which falls between the two others in this field of study.

The Kodiak 100 ($436) is the lowest in the field, and the King Air C90GTx is the highest ($815).

Chart C - Cost per Mile* US $ per nautical mile $0

2.00

King Air C90GTx Kodiak 100

Q $1.93

Eclipse 500/550

Q $3.35 Q $2.64

*300 nm mission costs, 800 lbs Payload

Chart D - Variable Cost US $ per nautical mile $0

$500.00

Q

King Air C90GTx Eclipse 500/550

Q $435.99

Kodiak 100

$814.71

Q $597.67

Table B - Comparison Table

Aircraft Comparison Table Table B contains the used retail prices from Vref Pricing guide for each aircraft. The average speed, cabin volume and maximum payload values are from Conklin & de Decker, while the number of aircraft in-operation and percentage ‘For Sale’ are as reported by JETNET. The Kodiak 100 and King Air C90GTx have less than 10 percent of their respective fleets currently ‘For Sale’ traditionally  Advertising Enquiries see Page 5

Long Range Speed (kts)

Cabin Volume (cu ft.)

Max Payload w/avail fuel range (nm)

Used Vref Price $m

In-Operation

% For Sale

Sold*

Eclipse 500

330

109

560

$0.850 ‘08

262

14.9%

37

Kodiak 100

133

248

511

$1.100 ’08

120

8.3%

16

King Air C90GTx

204

218

880

$1.975 ‘10

125

4.8%

19

Model

Data courtesy of Conklin & de Decker, Orleans, MA, USA; JETNET; Vref: ACC

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April 2015 – AVBUYER MAGAZINE

103

AirCompAnalysis A_ACAn 24/03/2015 16:54 Page 4

FLIGHT DEPARTMENT T AIRCRAFT COMPARATIVE

TABLE C - PART 91 & 135 MACRS SCHEDULE MACRS SCHEDULE FOR PART 91 Year Deduction

1

2

3

4

5

6

-

-

20.00 %

32.00 %

19.20 %

11.52 %

11.52 %

5.76 %

-

-

MACRS SCHEDULE FOR PART 135 Year Deduction

1

2

3

4

5

6

7

8

14.29 %

24.49 %

17.49 %

12.49 %

8.93 %

8.92 %

8.93 %

4.46 %

Source: NBAA

TABLE D - MACRS Depreciation Schedule 2008 ECLIPSE 500 - PRIVATE (PART 91) Full Rate Price-Thousand

$850k 1

2

3

4

5

6

20.00 %

32.00 %

19.2 %

11.5 %

11.5 %

5.8 %

Depreciation ($M)

$0.2

0.3

0.2

0.1

0.1

0.0

Depreciation Value ($M)

$0.7

0.4

0.2

0.1

0.0

0

Cum. Depreciation ($M)

$0.2

0.4

0.6

0.7

0.8

0.9

Year Rate (%)

ASKING PRICES VS RANGE, AGE AND QUANTITY

2008 ECLIPSE 500 - CHARTER (PART 135) Full Rate Price -Thousand

$850k 1

2

3

4

5

6

7

8

14.3 %

24.5 %

17.5 %

12.5 %

8.9 %

8.9 %

8.9 %

4.5 %

Depreciation ($M)

$0.12

0.21

0.15

0.11

0.08

0.08

0.08

0.04

Depreciation Value ($M)

$0.73

0.52

0.37

0.27

0.19

0.11

0.04

0.00

Cum. Depreciation ($M)

$0.1

0.3

0.5

0.6

0.7

0.7

0.8

0.9

Year Rate (%)

Source: Vref

representing a buyer’s market.

Evidently Eclipse 500s make an attractive proposition with a total of 37 units (Used) sold over the past 12 months (an average of 3.1 units monthly) compared to the Kodiak 100 with 16 units (1.3 units per month) and the King Air C90GTx with 19 units (1.6 per month).

Depreciation Schedule Aircraft that are owned and operated by businesses are often depreciable for income

104

AVBUYER MAGAZINE – April 2015

tax purposes under the Modified Accelerated Cost Recovery System (MACRS).

Under MACRS, taxpayers are allowed to accelerate the depreciation of assets by taking a greater percentage of the deductions during the first few years of the applicable recovery period (see Table C above).

In certain cases, aircraft may not qualify under the MACRS system and must be depreciated under the less favorable Alternative Depreciation System (ADS) where deprecia-

tion is based on a straight-line method. Under ADS, equal deductions are taken during each year of the applicable recovery period. In most cases, recovery periods under ADS are longer than recovery periods available under MACRS. There are a variety of factors that taxpayers must consider in determining if an aircraft may be depreciated, and if so, the correct depreciation method and recovery period that should be utilized. For example, aircraft used in commercial

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charter service (i.e. Part 135) are normally depreciated under MACRS over a seven-year recovery period or under ADS using a twelve-year recovery period.

Aircraft used for qualified business purposes, such as Part 91 business use flights, are generally depreciated under MACRS over a period of five years or by using ADS with a six year recovery period. There are certain uses of the aircraft, such as non-business flights, that may have an impact on the allowable depreciation deduction available in a given year.

Table D (left) depicts an example of using the MACRS schedule for a 2008 model Eclipse 500 aircraft in private (Part 91) and charter (Part 135) operations over five and sevenyear periods, assuming a used retail value of $850k (per the Vref Pricing guide).

Chart E (right), sourced from the Multi-dimensional Economic Evaluators Inc. (www.meevaluators.com), shows Value and Demand for the pre-owned Eclipse 500 jet and other turboprop models including the single-engine Kodiak 100 and the twinengined King Air C90GTx. The current pre-owned market for Eclipse 500 aircraft shows a total of 42 aircraft ‘For Sale’ with 22 displaying an asking price, thus we have plotted those 22. We also added to the mix other pre-owned turboprop aircraft with asking prices ranging from $0.750m to $5.25m.

The equation that we derived from these asking prices and other criteria used should enable sellers and buyers to compare, and perhaps adjust their offerings if necessary.

Demand and Value are on opposite sides of the same Price axis.

In essence, the market for used Eclipse 500s responds to at least four features: Years, Range, Price and Quantity.

Aircraft Index see Page 4

AirCompAnalysis A_ACAn 25/03/2015 12:13 Page 5

AIRCRAFT COMPARATIVE T FLIGHT DEPARTMENT

The points in Chart F (bottom, right) are centered on the same group of aircraft. Pricing used in the vertical axis is as published in Vref. The productivity index requires further discussion in that the factors used can be somewhat arbitrary.

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

Chart E - Value & Demand The Market for Used Eclipse 500 Very Light Business Jets Compared to Several Business Turboprops The Market for Used EA500s (Blue Cubes), Compared to Other Models

$5.25M $4.50M

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.

$3.75M

$3.00M $2.25M

Asking Prices

Productivity Comparisons

$1.50M $0.75M

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

The Eclipse 500 continues to be very popular in the preAdvertising Enquiries see Page 5

Chart E - Productivity Price (Millions)

After consideration of the Price, Range, Speed and Cabin Size, we can conclude that the Eclipse 500, as shown in the productivity index is productive compared with its Kodiak 100 competitor with which the Eclipse 500 competes head-on, offering a lower cost per mile, slightly more range, more speed and a lower purchase price.

However, the Eclipse 500 ‘Available payload with Maximum Fuel’ at 502 lbs is the lowest in this field of study, and it offers considerably less cabin space compared to the two business turboprops featured.

While the lower purchase price has a bearing on the overall strength in the pre-owned retail market, operators should weigh up their mission requirements precisely when choosing the option that is best suited to them.

$1.5

King Air C90GTx

$1.2 $0.9

Kodiak 100 $0.6

Eclipse 500

$0.3 $0.0 0.0000

0.0200

0.0300

0.0600

0.0800

0.1000

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

owned market today. Our expectations are that the Eclipse 500 aircraft, which started delivering in 2006 and stopped delivering new in 2008, will continue to do very well in the pre-owned market for the foreseeable future. T

Next month’s Comparative Analysis

Boeing BBJ

View the latest prices for jets for sale at

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BOARDROOM T CASE STUDY RICHARD SHINE, MANITOBA

High Flyers How Business Aviation made Manitoba Fly Speaking with Rani Singh, Richard Shine, CEO and Chief Pilot of Manitoba Corporation is adamant that his business would not be flourishing today if it were not for the company’s use of Business Aviation...

F

Rani Singh writes about aviation. A sought after Journalist and author she also reports on news, foreign affairs, politics and business with the world’s largest news organization.

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ounded in 1916 by Richard’s grandfather, Manitoba specializes in the recycling of non-ferrous scrap metals, along with sales and distribution of certain primary (nonscrap) metals such as copper and zinc. Richard joined the company in 1970 following six years on active duty with the US Air Force. Headquartered in Lancaster, NY (Buffalo), Manitoba currently operates two plants with a satellite operation in St. Louis, MO. In addition, it has a joint-venture with a Canadian partner that specializes in recycling meters (electric, gas and water) for public utilities throughout the USA. “In the past few years we’ve got involved with electronic recycling, too, as we have a management contract with a company located near Rochester, NY, that recycles electronic

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scrap,” adds Shine. “In the past we’ve managed on-site recycling facilities for public utilities and Fortune 500 companies here in Rochester; Philadelphia, PA; Los Angeles, CA; and Toronto, Ontario.”

Positioned for Take-Off While still in college, unsure of what he wanted to do in life, Richard made a decision that impacted his future greatly when he enrolled in the US Air Force Reserve Officer Training Corps program. He completed six years of active duty including a one yeartour to Vietnam. After he left active duty he returned home and joined the Reserves, which allowed him to pursue his business career while rising to the rank of Colonel. He considered a career piloting airliners but Aircraft Index see Page 4

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DAILY OPERATIONS AT MANITOBA

late-1970s is long gone—victims to the lack of smokestack industry that generates recyclable metals in Western New York. Our aviation activities allowed us to find new sources of supply, additional outlets, and even a few new activities.”

Richard bemoans the fact that the owners of business airplanes are often perceived as privileged ‘fat cats’ who mostly use their airplanes for going to the Super Bowl, exotic golf courses or car races. “The reality is that a business aircraft is simply a tool that allows companies to service their customers and prospects more efficiently than they could possibly do if they had to use the commercial airlines.”

He describes his company’s aircraft – currently a Mitsubishi MU-2 – as being about the size of an SUV. “It holds six people and is used strictly for transportation purposes. It’s pretty fuel efficient, and works well for our mission. Over the years I have owned about 10 different airplanes, three turboprops and seven piston twins. We only use our aircraft for transportation – never for cargo or product.”

Saving Time & Making Money

eventually joined the family business, which was quite different to what it is today.

“My family essentially owned a small metals recycling business in Buffalo that was started by my grandfather. My father and his business partner were at that time operating it,” he recalls. “The business was very local; customers and suppliers were located within 15 miles of our facility.”

Although the airlines had lost out on a prospective pilot, Richard’s love of aviation brought a novel approach to the table of his family’s business. “I bought a half interest in a small single-engine airplane. Once I had this airplane available I got the idea that perhaps we could use it to find business outside of our current trading area.”

Foresight Pays Dividends!

“When I joined the family business we had twenty major industrial sources of metal, and the families of both owners made a good living from this activity,” Richard reminisces. However in the late 1970s and into the 1980s, many of these plants shut their doors and moved away from the Buffalo area.

“By that time we were using our modest aircraft to find business opportunities out of the Western New York area. Fortunately for us, the aircraft allowed us to go on the road and prospect for new business, and do so in an efficient manner,” Richard reflects. “We could go out for a day or two, but still be around to oversee the business.

“Most of our competition back in the mid- to Advertising Enquiries see Page 5

“Our aviation activities allowed us to find new sources of supply, additional outlets, and even a few new activities.”

The company airplane allows pre- and post-meeting discussions to take place, to prepare and debrief the meeting results. “In our case, it allowed us to pack a number of prospecting/support visits into a one day trip most weeks, which meant we were left with four days to manage and grow our company. The same travel via the commercial airlines or private vehicle would take three days.

“The economic impact of General Aviation in the US is huge,” Richard notes. “It has created over a million good paying jobs and creates $200 billion in economic impact each year, thus the perception is far from reality in the world of Business Aviation, which has been growing both in the US and around the world. The industry suffered a significant setback due to the recession of 2008, but by all accounts it is making a good recovery now.”

Such is Richard’s gratitude towards Business Aviation, he always makes time for those involved in the industry. “I truly feel that if it weren’t for the fact that I know how to fly an airplane, and the fact that our company took advantage of that skill, we would not have survived the exodus of industry from our local area. Most of our competition listed in the phone books of the 1970s is no longer around.

“It’s for this reason that I’ve flown several missions for the Veterans Airlift Command, which provides free transportation to America’s veterans. In addition, I’ve become active in the NBAA, serving as a Member of the Board as a way to ‘give back’ for the success our company has enjoyed due to the use of a business aircraft.” [Richard is actually a past chairman of the NBAA Board of Directors.] T More from www.manitobacorp.com Are you looking for more Business Aviation Case Studies?

Visit www.avbuyer.com/articles/categories/business-aviationinterview-case-studies

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BOARDROOM T OWNERSHIP

New or Used?

Choosing the Option That’s Best for You (Part 1 of 3) Today’s Business Aviation user is sophisticated enough to explore the spectrum of available aircraft, new and used.

David Wyndham launches a three-part series on factors to consider when choosing between the options.

B David Wyndham is coowner & president of Conklin & de Decker where his expertise in cost and performance analyses, fleet planning and life cycle costing are invaluable. He’s formerly an instructor pilot with the US Air Force.

Contact him via david@conklindd.com

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usiness jets are certified to the same standards as commercial airliners, yet they typically operate a small fraction of the hours flown by the Scheduled Airlines. Airliners remain in service for decades and are commercially viable well beyond 50,000 flight hours. Thus it is understandable that a pre-owned business jet, properly maintained and updated with required avionics and safety features, is a plausible option when a company or entrepreneur is contemplating the multi-million dollar purchase of a business aircraft. Certainly the wise buyer looks at all possibilities open to them.

When evaluating a business aircraft, the best advice is to select equipment that fits your mission and can be acquired as well as operated within your budget. General wisdom also suggests that pre-owned aircraft cost more to operate, and new aircraft cost more to acquire. As always, there is more to the story. Over this series, we'll explore

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factors to consider when contemplating purchasing new, considerations when evaluating preowned, and address what the analysis should involve.

One caveat: Aircraft are not like automobiles. A 15-year old family sedan with 250,000 miles is probably at or near the end of its useful life. A new set of tires probably doubles the used sedan's value, so economically it makes little sense to spend much money on its roadworthiness. Aircraft, by their design and by the fact they are maintained to exacting tolerances, have useful lives well past 50 years. An aircraft's life is measured in flight-hours and cycles (or landings). The typical life span of an aircraft can be 50,000 or more flight hours.

Why Buy New? While the salesperson jokes nothing beats that new airplane smell, there are many reasons why new is Aircraft Index see Page 4

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aircraft with a common livery.

Maintenance monitoring systems and computerized features available on today’s models make troubleshooting the new aircraft a matter of looking up an error code. Line replaceable units make swapping out some equipment as easy as swapping a hard drive on your desktop computer. Cabin connectivity such as high-speed internet as well as anti-noise and anti-vibration technologies have evolved with smart cabins. Today’s aircraft are rapidly becoming an extension of the home office.

Warranties

the way to go. New aircraft may be more capable than their predecessors. The Gulfstream G650 has a one-third larger cabin and greater range than the Gulfstream G550. It also provides an advanced cabin-pressurization system that makes those 14-hour long trips even more comfortable. If you need that G650 capability, the G550 business jet doesn’t suffice.

New aircraft also come with new technologies that make operating them less costly and potentially more versatile than models available a few years ago. Head-up guidance and synthetic vision can give the pilot the equivalent of a daytime view when landing in poor visibility (surely a safety advantage). Navigating in North America, Europe and across the oceans have evolving requirements for more accurate avionics equipment.

The US FAA "NextGen" navigation system requires new capabilities that come with new aircraft.

You also get to choose the options you need, along with interior layout, colors, fabrics and other appointments. While somebody may like the colors of that purple and green aircraft, you may not. This situation is also important if your aircraft needs to match the corporation’s colors or if you have several Advertising Enquiries see Page 5

New aircraft come with full warranties. While new equipment tends to be more reliable, it can be costly to replace. The warranty gives the owner peace of mind that if components fail prematurely, the repair or replacement is covered.

New aircraft have reduced maintenance costs. This fact is not just because of warranty and better technology, but also because of the manufacturer's continuing refinement of required maintenance schedules and reliability centered maintenance practices.

In order to maintain aircraft safety, as aircraft age they tend to require more intense inspections and preventative care, especially those that spend a lot of time operating in corrosive environments.

The lower required maintenance of new aircraft also means they can fly more. Aircraft Availability is defined as a percentage of days an aircraft is available for flight in an operating year.

(Aircraft Reliability is the percentage of times an aircraft can be dispatched when available for service. This number is higher, sometimes measurably, than Aircraft Availability.) Keeping an aircraft reliable (not to mention, safe) requires maintenance.

When the aircraft is in for maintenance, it is not available for flight. If an aircraft is down for maintenance three weeks in a year, its availability is 94% (i.e., 49 weeks out of 52 weeks per year).

As aircraft age, unscheduled maintenance increases, and more maintenance usually is required to keep a high rate of reliability once the aircraft has been determined to be available.

Obviously, time in the hangar or maintenance shop detracts from the aircraft’s availability for flight operations. Represented in Table A (below), data researched by Conklin & de Decker show that availability drops off as the aircraft ages.

For this reason a business aircraft operator should think carefully about keeping their aircraft beyond age 20.

Several of our clients replace their business jet aircraft within six years of purchasing new. With that policy, their aircraft are always in warranty and the aircraft's first time-intensive maintenance check occurs in year six. That practice easily provides for 600 to 700 hours of flight operations per year, per aircraft.

Next month we will address factors when considering preowned business aircraft. T TABLE A: AIRCRAFT AVAILABILITY

AIRCRAFT AGE 0-20 Years 25 Years 30 Years

MAXIMUM AVAILABILITY Up to 95% Up to 70% Up to 55%

Data: Conklin & de Decker

Are you looking for more Business Aviation Ownership articles? Visit www.avbuyer.com/articles/category/business-aviation-ownership

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RSAF April 26/03/2015 10:42 Page 1

FILE PHOTO

Invitation to Tender

Sale of 4 Hawker Siddeley 125 Aircraft (HZ-105) & ( HZ-109) & (HZ-110) & (HZ-130) 1. Applicants must email official copies of their applications, together with copies of the inspecting team’s passports to: b.motairy@rsaf.gov.sa

or to

Fax: 0096 611478 1127

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4. Applications must be submitted in a sealed envelope no later than 27/07/2015 to the following address: 5. The opening date for all envelopes will be on 02/08/2015

Projects Management Directorate Contracts & Suppor t Depar tment Royal Saudi Air Force Headquar ters Riyadh Kingdom of Saudi Arabia

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TAX T BOARDROOM

Chartering your Company Aircraft: Have you considered the Tax Issues?

(Part 3 of 3) What should owners know about placing their business aircraft on a management company’s charter certificate? Keith Swirsky concludes his three-part discussion series...

T

Keith Swirsky is president of GKG Law, P.C., and Chairman of the firm’s corporate aircraft and tax groups. A founding member of NBAA’s Tax Committee, he is a regular speaker at tax conferences.

Email kswirsky@gkglaw.com

Advertising Enquiries see Page 5

he determination to charter an aircraft to third parties impacts eligibility for accelerated and bonus depreciation, the length of the depreciation schedule, and depreciation recapture.

With respect to accelerated depreciation under Internal Revenue Code (IRC) Section 280F, it is generally assumed that use of an aircraft to charter to unrelated third parties (i.e., the public) constitutes “qualified business use”. To be eligible for accelerated depreciation, an aircraft must be used more than 50% of the time in qualified business use. So, in the situation where an aircraft may not be used more than 50% of the time in a trade or www.AVBUYER.com

business activity, and therefore is ineligible for accelerated depreciation, adding charter hours to the aircraft’s usage profile may result in the aircraft’s aggregate “qualified business use” exceeding 50%.

While it is not significantly valuable from a tax perspective for an aircraft to be eligible for Modified Accelerated Cost Recovery System (MACRS) depreciation versus straight-line depreciation, MACRS nonetheless provides an accelerated write-off schedule. If an aircraft is new and the owner desires to take advantage of bonus depreciation, however, the aircraft must be eligible for accelerated depreciation (i.e., one of the  April 2015 – AVBUYER MAGAZINE

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BOARDROOM T TAX

requirements for claiming bonus depreciation is eligibility for accelerated depreciation). Accordingly, under the proper circumstances, placing an aircraft on a charter certificate (making it available for charter to unrelated third parties) may allow an aircraft to qualify for MACRS depreciation when it otherwise would not.

Conversely, when an aircraft is chartered to the public more than 50% of the time in commercial (FAR Part 135) operations, the aircraft is no longer eligible for the 5-year MACRS/6-year straight-line depreciation schedule and converts to the 7-year MACRS/12-year straight-line schedule. If the 50% commercial use threshold is met in the first year that the aircraft is placed in service by the owner, then the aircraft will remain on the 7-year MACRS/12-year straight-line schedule during the entire time such owner owns the aircraft.

Caution There is a trap here for the unwary; if the aircraft’s depreciation schedule commences using a 5-year MACRS/6-year straight-line schedule in the first year the aircraft is placed in service (or even continuing in the second, third, etc. years) and subsequently in any tax year, while the aircraft is still being depreciated, charter hours to the public exceeds 50% of the total use of the aircraft, then the owner must convert tax depreciation to a 7-year MACRS/12-year straight-line schedule.

Also, the owner must recapture that portion of the depreciation deductions previously claimed under the 5-year MACRS/6-year straight-line schedule that are in excess of those deductions that the owner would have been entitled to had the aircraft always been on the 7-year MACRS/12year straight-line schedule.

Many tax deductions related to the owner’s aircraft are also limited under the so-called “personal entertainment rules” of IRC Section 274(e). Under these rules, if an aircraft is used in a trade or business activity in a manner that allows for tax deductions, those deductions will be limited to the extent of any personal entertainment use of the aircraft. Personal entertainment use is tracked on a passenger-by-passenger, flight-by-flight basis. The rules for calculating the disallowance amount are beyond the scope of this article, but assume for purposes of this article that the lost deductions are roughly comparable to the percentage of the use of the aircraft for personal entertainment purposes.

Assume the total annual usage of the aircraft is 200 hours for combined business use and personal entertainment use (meaning that personal entertainment use was 80 hours for the year). Now, let’s assume that the same 80 hours of personal entertainment use and 120 of trade or business use continues, but the owner also places its aircraft on a charter certificate and adds 200 hours of thirdparty charter use.

By adding the 200 hours of third party charter use, the total annual use of the aircraft is 400 hours in the aggregate, and accordingly only 20% of the aggregate hours are now personal entertainment hours, resulting in only 20% loss of tax

Example Recall the case presented last month in Part 2 where the aircraft owner uses its aircraft solely in its trade or business. The owner computes its personal entertainment disallowance and, in this example, determines that 40% of the use of the aircraft was for personal entertainment, and therefore 40% of its deductions are disallowed.

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Aircraft Index see Page 4

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amounts it charges for charter flights. In the past several years, however, the IRS has been challenging whether or not too much control of the aircraft is ceded by an aircraft owner to the aircraft management company by virtue of the aircraft being placed on the management company’s charter certificate.

More specifically, while it is not the “official” position of the IRS, as a practical matter in an IRS audit, if an owner’s aircraft is solely operated in FAR Part 91 operations for the trade or business of the company, it is unlikely (assuming the aircraft ownership is properly structured) that the IRS will assess an FET on payments made by the owner to the management company relating the owner’s use of its aircraft. The prior statement is again a gross generalization and does require significant planning to ensure that the Part 91 aircraft operations are correctly structured to avoid having “transportation services” provided, for compensation, by one party to another party.

If an aircraft is placed on a management company’s charter certificate, so that aircraft operations are conducted under both FAR Part 91 and FAR Part 135, the IRS may assert that an FET is applicable to the Part 91 operations (as well as the Part 135 operations) because “possession, command and control” of the aircraft have been ceded to the management company with respect to all flights of the aircraft. This is a hotly contested issue, but it is nonetheless a topic of concern for aircraft owners.

The potential additional tax liability for a 7.5% FET due on all payments relating to Part 91 operations would substantially impair the economic benefits of chartering.

With respect to IRC Section 4261, sophisticated planning will include relevant considerations with respect to management company documentation.

And, while the aviation industry has responded to the IRS’ misguided efforts with respect to this issue generally, by not collecting FET on an aircraft owner’s Part 91 operations, an aircraft owner may be liable for such taxes if they are assessed against the management company depending on the terms and conditions of the owner’s agreement with its management company. Stay tuned. T deductions relating to the personal entertainment disallowance rules. So, in this example, by adding charter hours to the aircraft, the personal entertainment use disallowance is diluted, resulting in enhanced tax deductions.

Are you looking for more Business Aviation Tax articles?

Visit www.avbuyer.com/articles/category/business-aviation-tax

Important Additional Consideration

Search for the worlds best jets at

Another issue that arises in the context of charter operations of an aircraft relates to the imposition of federal air transportation excise taxes under IRC Section 4261 et al. It’s common knowledge that when an aircraft is chartered to unrelated third parties, the charter operator must collect federal air transportation excise taxes (hereinafter FET) on the Advertising Enquiries see Page 5

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BOARDROOM T AVIONICS

The Questions Abound...

Importance of Regulatory Mandates Jay Mesinger addresses the significance of impending regulatory changes and avionics mandates for decision makers; particularly those whose companies operate internationally.

K Jay Mesinger is the CEO and Founder of Mesinger Jet Sales. Jay serves on the Jet Aviation Customer and Airbus Corporate Jets Business Aviation Advisory Boards (BAAB).

Contact Jay at jay@jetsales.com

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en Elliott is providing critical input in a year-long series in this publication regarding upcoming mandates, with an emphasis on avionic requirements that are either already imposed for operation or likely to be imposed between now and 2020. Most of these mandates so far will be felt first by operators that fly internationally.

The topic of these articles and the mandates themselves have created huge buzz among both owners and providers. Also, the series relates to the needs of industry professionals who are tasked with the daunting job of tracking values and residual loss rates of aircraft. Every lending portfolio manager as well as the editors of Aircraft Bluebook Digest and Vref work diligently to capture valuation information, which is the backbone of our industry.

As you can imagine, the solutions that satisfy

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equipage mandates are neither easy nor especially cheap. Airframe manufactures, avionic manufacturers and installers are grinding away at the individual solutions to accomplish the mandate requirements.

This article will not delve into the specific mandates. Ken and others are doing a fine job on that side of the story. There are questions, however, that I think will resonate with the aircraft owners as well as the operators.

Many owners, particularly those who purchased their aircraft within the last few years, must be asking themselves how these requirements seemingly snuck up on them?

Could these mandates, which often involve additional investments in the newly acquired aircraft, been brought to their attention earlier, when they were considering their purchase?

Aircraft Index see Page 4

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BOARDROOM T AVIONICS

Insightful Advice When prospects or clients come to us or other providers within the Business Aviation community, are they aware of “mandate realities”? Do they know what equipment is required for what routes and how a lack of equipment might restrict an aircraft’s operation? Surely they want and need such information.

Unfortunately, some prospective buyers may be unaware of what questions to ask. You don’t always know what you don’t know. Professionals within Business Aviation feel obliged to brief prospective buyers, requirement by requirement, on what will be essential for an aircraft’s operations—model by model and mission by mission. The answers are complicated. Different solutions exist depending on the aircraft model and its installed avionics suite. In some cases aircraft manufacturers have adopted compliant retrofits provided by avionic manufacturers.

Brokers are not required by any authority to educate buyers, but the true professionals take the role of advisor very seriously. Providing the best advice is essential.

The cost for avionics modifications to comply with the FAA’s NextGen and Eurocontrol’s SESAR architectures could run to as much a $1,500,000 for some older business jets. Upgrading some models will cost less, of course, but no airplane will be exempt from regulatory requirements being established or proposed, particularly for operations in oceanic and European airspace.

Team Solutions This reality provides another important opportunity for responsible brokers to stand shoulder to shoulder with their prospects and clients. There is no way that sales professionals supplant the technical side of our industry, but we do believe it is important to educate so that the prospect or client asks relevant questions. Avionic mandates are real, and aircraft will have to have these accomplished to fly globally, and within a few years to fly domestically.

Aside from the obvious issues about the necessity of upgrades comes the all-important question about how the value of the aircraft will be enhanced once it has been retrofitted with compliant avionics?

I have some good news! I believe that the needed modifications will in fact enhance value.

Modifications should not be wasted dollars thrown at the aircraft, never to be recovered. Of course any installed equipment will be subject to annual depreciation, as is the situation with the whole aircraft. No one should expect to get 100% of the investment returned years later. But equipage should be considered an investment that enables the operators to fulfill important missions.

I believe aircraft will start to look like “Haves and

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“...no airplane will be exempt from regulatory requirements being established or proposed...”

Have-nots”. Those that have upgrades should sell faster than those that have not been retrofitted, and they should sell for more by a larger percentage of the investment than those that have not had the upgrades.

There is no getting around existing and forthcoming avionics mandates, but there is the added value of the investment in mandates hitting your bottom line. As a Board Member, owner or operator, you should ask questions.

Make those representatives of the aircraft you are considering be very specific about any modifications that have been done. And be sure the specification sheet used to acquire the aircraft is fully vetted by the pre-buy inspection company so that any needed modifications may be quoted accurately and without caveats. T Are you looking for more Business Aviation Ownership articles? Visit www.avbuyer.com/ articles/business-aircraft-ownership

View the latest prices for jets for sale at

www.AVBUYER.com

Aircraft Index see Page 4

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BOARDROOM T AVIONICS

Four Points About Onboard Technology...

It takes a Blend of Tech and Touch!

Each Business Aviation passenger saves at least three hours for every leg he or she flies compared to the airlines, notes Pete Agur. Even better, their en-route productivity is greatly multiplied on these “time machines”…

I

Peter Agur is Chairman & Founder of VanAllen a leading Business Aviation consultancy firm. He is a member of the Flight Safety Foundation’s Advisory Committee, NBAA’s Safety Committee and NBAA’s CAM Committee (emeritus).

Contact him via pagur@vanallen.com.

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n past years, executives have often told me how they love the solace of the sanctuary in the back of the airplane. No calls, no interruptions. It was a time to concentrate and talk among the passengers. And then along came connectivity.

In the mid-1990s, one of America’s wired wizards bought his first long-range aircraft. He had every option except the one he wanted the most decent connectivity. He had people search high and low for satellite and land-based systems to get him connected while en-route. He knew what he wanted, and he was willing to pay for it. The best answer he could get was straight out of the 1980s: baud rates and band width that looked like sand draining through an hour glass. It really frustrated him.

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Point One What is easy to do in your office is an entirely different challenge in flight. Limited sources of support, regulations, certifications, lack of critical market mass, oh my! When it comes to airborne up- and downloads, Moore’s Law does not apply. Be patient.

A few years ago the chairman of a major bank reviewed the annual budget for his three-aircraft fleet.

Since they have North American operations only, the department had recommended installing modestly priced Wi-Fi in all the aircraft. The chairman approved the upgrade for his aircraft but said the other officers wouldn’t use it or need it as much as he did. All went well until his aircraft was down for a few weeks for a routine major inspection. He had to ride in the disconnected aircraft. Now they all  have Wi-Fi.

Aircraft Index see Page 4

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BOARDROOM T AVIONICS

Point Two Airborne connectivity is not just for the elite. It has become the norm. As one director of aviation recently said, “I think our passengers would rather we lose an engine than lose connectivity.”

In 2010, the chairman of a tech company was growing his business through relationships in India.

He bought an ultra-long-range aircraft to fly nonstop between New York and Mumbai. The aircraft salesman told him he would have all the connectivity he wanted if he bought the top of the line communications system. Not so. It worked great in North America, but not offshore.

After weeks of added downtime and hundreds of thousands of dollars for the addition of a second system to support direct satellite links, the chairman launched for India with high hopes. He landed livid. No one had told him the polar route took him out of satellite range for about 1/3 of his flight.

Point Three If you want to be leading edge, your wallet will bleed the most. Seek out technology-specific experts. Be clear about what you want and listen to the answers. If the techies say they cannot do it, believe them. If they say they can get you close, believe them… and live with the limitations. Be sure to tell them to under-promise and over-deliver.

You will likely not be disappointed.

Back in the 1980s, my first client was a major railroad. They were wonderful people with treasured traditions steeped in the iron horse legacy. Interestingly, the president was afraid of flying. He would rather hook his private car onto a coal train going his way overnight than sit in the back of his large jet for an hour’s flight.

He rationalized that he was totally productive while he was in the Pullman. He had his staff with him and was able to work and communicate throughout the trip, unlike in his business jet (remember, this was pre-airborne Wi-Fi or satellite communication).

We, in aviation, tend to look down our noses at traditional travel modes. But there are lessons to be learned and trends to be detected when you analyze the patterns of the past.

Point Four It has taken us 20 years to finally approach the promise of “the office in the sky.” Once the technology is near parity between the airplane and the office, where is the next opportunity to achieve even greater productivity from your most critical assets - your airplane’s passengers?

For operational passengers, connectivity alone may be enough. For strategic players—the ones who leverage the success of the enterprise day-today and place-to-place—the next level of en-route productivity will be on the soft side. Once the hardware and software are in place, like the Pullmans of yore, your aircraft’s key passengers can be 120

AVBUYER MAGAZINE – April 2015

“I think our passengers would rather we lose an engine than lose connectivity.” liberated to the next level by sharing their ride with staffers who can, in real time, facilitate and accelerate taking great ideas to fruition.

Sometimes traditional approaches can point the way to the next significant step forward: High tech and high touch; the next quantum leap in onboard productivity. T Are you looking for more Business Aviation Ownership articles. Visit www.avbuyer.com/articles/business-aircraftownership www.AVBUYER.com

Aircraft Index see Page 4

Aircraft Guaranty / Wright Brothers AG March_Layout 1 26/03/2015 09:43 Page 1

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COMMUNITY NEWS T BIZAV REVIEW

Pilatus PC-12: 1,300 Units On, It’s Still Going Strong!

Pilatus has delivered 1,300 units of its popular turboprop, and the worldwide fleet has surpassed five-million flight hours. Rod Simpson considers the ongoing appeal of the PC-12…

F

Rod Simpson is an experienced journalist and aircraft historian who specialises in Business Aviation. He is the author of more than a dozen aviation books and has worked as a consultant in the US General Aviation industry and contributed to many journals on both sides of the Atlantic.

Contact him via rod@aeroplan.freeserve. co.uk

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or decades, turboprop business aircraft customers have really only had one choice with Beechcraft’s twin-engined King Airs commanding the market. The safety factor of two engines was always an important consideration, but that’s now being challenged by single-engined turboprops; notably the Swissmanufactured Pilatus PC-12.

The PC-12 has the significant advantage of lower costs of operation, while attitudes to single engines are changing. For example, it’s now widely accepted that turboprop engines - notably the PT6A powerplants - are so reliable that aircraft such as the PC-12 are viable alternatives to the King Airs.

Reliability & Economy Pilatus Aircraft, based at Stans, 45 kilometres south of Zurich, is long established and famous for its military trainers and the STOL-capable PC-6 Porter.

The PC-12, which first flew in 1991, was designed for a unique market niche, appealing to business users by offering the cabin size of a King Air 200 with single-engined economy. Yet the PC-12 appeals to many other classes of operator with its large, rear

AVBUYER MAGAZINE – April 2015

www.AVBUYER.com

cargo door and rugged undercarriage to allow landings on unprepared strips.

The PC-12 has a convenient airstair door ahead of the wing and the interior has a flat floor, facilitating cargo carrying or easy loading of aeromedical equipment. Because of this flexibility, the PC-12 is in worldwide service with organizations such as the Royal Canadian Mounted Police, Australia’s Royal Flying Doctor Service and the Mission Aviation Fellowship.

The first PC-12 was delivered to American customer Carlston Leasing Corporation in 1994, then the 1,000th example was completed in 2010. Most recently, the 1,300th unit was handed over to California-based, Surf Air in February.

Surf Air has pioneered the concept of the private travel club, operating in California and providing its subscribing members with a network of 44 flights a day taking in eight destinations in the San Francisco, San Diego and Los Angeles areas. This unique offering gives Surf Air’s members unlimited travel for a fixed monthly subscription and Surf Air says its business model works, thanks to the reliability and economy of the PC-12NG. Aircraft Index see Page 4

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P123 25/03/2015 12:29 Page 1

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COMMUNITY NEWS T BIZAV REVIEW Building on Success Although today’s PC-12NG is externally the same as the original 1994 model, Pilatus has made several changes during the past 20 years. There have been increases in maximum takeoff weight and the Next Generation PC-12NG, introduced in 2008, brought a more powerful PT6A engine and saw the cockpit upgraded with a fully-integrated Honeywell Primus Apex avionics package. Further enhancements to the avionics followed, including optional enhanced vision and the Smartview synthetic vision system.

Last year the aircraft was given electrically-operated landing gear, the wireless Connected Flight Deck system and six new choices for the cabin interior, designed by BMW Group DesignworksUSA.

Multiple Appeal The flexibility of the PC-12 is what appeals to many Business Aviation users.

“We regularly transport a jazz band around the country,” explained one Florida-based operator, “and the PC-12 is ideal with the four comfortable cabin seats occupied by the band and all their equipment safely loaded through the rear door.”

The PC-12 also operates scheduled services with many companies such as Alaska-based Iliamna Air Taxi which uses its two aircraft to provide mail, freight and passenger service to six destinations

including Anchorage, Port Alsworth and Kokhanok. In New England, meanwhile, Tradewind Aviation has nine PC-12s, flying ‘Premium Scheduled Service’ out of White Plains to Martha’s Vineyard and Nantucket. Tailwind also has aircraft based in the Caribbean, operating out of San Juan, Puerto Rico to Anguilla, Antigua, Nevis and St. Barths.

Corporate fleet operators have added PC-12s into their mixed fleets, particularly to serve company locations which have nearby light aircraft strips which suit the PC-12’s short field and offairport capabilities.

The aircraft is also very popular with private pilot owners who use it as a flying station wagon, capable of carrying large loads. Typical of these owners is David Fountain, a businessman based in Halifax, Nova Scotia who has upgraded through no less than three PC-12s.

“There is no other aircraft in the world like the PC-12,” he notes. “The size, speed, range and the Swiss quality of the aircraft are exceptional, and it’s a joy to fly."

The PC-12 is to be joined by the twinjet PC-24 which will be faster, but as a first-of-its-kind will retain the cargo facilities and unprepared field ability once it enters service. Through its PC-12 model, however, Pilatus has truly created a niche for itself, and we anticipate the PC-12NG will remain in production for many years to come.

More from www.pilatus-aircraft.com T

OEM Bites

Bell Helicopter recently announced that its 505 Jet Ranger X’s second flight test vehicle has successfully achieved its first flight. The 505 was designed based on extensive input provided by a Customer Advisory Council. The company has already received more than 300 letters of intent for the new model. www.bellhelicopter.com Daher has dropped the Socata branding from its TBM single-engined turboprop line, ending a 26-year association between two well-known names in the Business and General Aviation industry. www.tbm.aero Embraer Executive Jets delivered 73 Phenom 300s in 2014, making it the most delivered business jet in the world, according to GAMA. Deliveries of this aircraft reached 60 units in 2013, again the largest quantity for that year. www.embraerexecutivejets.com Honda Aircraft Company has taken delivery of the first HondaJet flight simulator. The full motion, Level D simulator was developed in partnership with FlightSafety International and will be located at the HondaJet Training Center on the campus of Honda Aircraft. www.hondajet.com Pilatus is moving towards the maiden flight of its new $9m PC-24, the first business jet ever produced by the company. First flight of the Williams FJ444A-powered PC-24 is scheduled for May this year, initiating a two-year-long certification campaign using three flight-test articles. Certification and first delivery is scheduled for early 2017. www.pilatus-aircraft.com Quest Aircraft has been bought by Setouchi Holdings of Japan. The acquisition will allow Quest to begin investing in product development and enhancements, including a new addition to its one-aircraft family. Setouchi is part of the Tsuneishi Group, a global company engaged in shipbuilding, transportation and related industries. www.questaircraft.com

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Aircraft Index see Page 4

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COMPANY PROFILE COMMUNITY NEWS

Two Aircraft Specialty Firms, One Owner Wright Brothers Title & Aircraft Guaranty xpect gains in service but no reduction in focus with the longtime aircraft services company Aircraft Guaranty Corporation under its new owner and operator – Debbie Mercer-Erwin, founder and owner of the well-established aircraft-title company Wright Brothers Aircraft Title.

It's been 25 years since Dr. Connie Wood brought to market his vision of an aircraft registration services company focused on international transactions, business entities and ownership structures that included a US registration number. So was born Aircraft Guaranty Corporation (AGC) in Onalaska, Texas.

Fifteen years ago, Debbie Mercer-Erwin opened Wright Brothers Aircraft Title in Oklahoma City building on ideas developed during years at other similar firms: Use new technologies to streamline US aircraft registrations.

Today, clients of these two independent companies continue to benefit from the best both firms offer, but under MercerErwin. “It's not a merger,” Mercer-Erwin explains. “I purchased AGC independently and am managing it parallel with Wright Brothers. We aim to give our clients access to the best of both company's strengths and build on them.”

AGC maintains a dozen international offices to keep Onalaska connected to the international markets in busy regions around the world.

The paperwork documenting America's aviation segments flows through Oklahoma City, as well as a significant portion of international transactions. Wright Brothers specializing in escrow closings, clearing titles and liens or other issues has an office in the FAA's Mike Monroney Aeronautical Center located in Oklahoma City. The company also serves a vast population of overseas owners, helping clients create the best structure for their aircraft ownership.

E

Jointly Managed, Independent in Operations Between the collective strengths of the staffs, Ms. Wright-Mercer outlines that Advertising Enquiries see Page 5

they can serve as a one-stop shop for any kind of ownership or transaction, domestically and internationally. The expertise of the two companies’ staff members is highly complementary.

Aircraft Guaranty Corp (AGC): opened in 1989 to help non-U.S. citizens obtain a US “N” registration number for aircraft operated primarily outside the country. AGC ranks in the top ten in US ownership of private and corporate aircraft on the FAA’s aircraft register. AGC provides its clients, both US-based and international, with ownership entities and structures with maximum anonymity of ownership, protection from liability claims and tax benefits.

AGC provides fiduciary services for several hundred trusts, corporations, and limited liability companies through the use of more than a dozen offices around the globe. Collectively providing Trustee services for aircraft located in 125 countries of the world. Around 60% of these are operating in Europe & the Middle East, the remainder in Mexico & Latin America, and SE Asia and all AGC Trustee’s are insured fiduciaries. AGC is also an accepted Trustee service provider for numerous worldwide financial institutions.

The credentials of its staff underpin the company's reputation for trustworthy service and its in-house management team includes lawyers and accountants experienced in regulatory affairs and international business transactions and industry-recognized aviation personnel experienced in worldwide aircraft operations.

Wright Brothers Aircraft Title: headquartered in Oklahoma City, Oklahoma, also boasts an office inside the FAA's Mike Monroney Aeronautical Center. That office allows Wright Brothers staff full, rapid and efficient access to all of the FAA's aircraft records.

Wright Brothers opened in 2001, after Mercer-Erwin worked for an industry competitor. During that time, she said, “I saw opportunities to improve services and based my company on our commitment to do that.” www.AVBUYER.com

Services offered by Wright Brothers include: • Aircraft Escrow • FAA Airframe/Engine/Propeller Searches • FAA Document Preparation/Filing • FAA Title Clearing • International Registry Airframe/ Helicopter/Engine Searches • International Registry Filings • International Registry User Entity Set-Ups. “Our office is available 24/7 to make it simple for us to open and close escrow transactions at the time most needed,” Mercer-Erwin said. “We can avoid time losses incurred by different time zones.”

The company handles transactions in the US and internationally and maintains a strong relationship with a major financial institution worldwide. “We can provide currency accounts for not only US dollars and Euros but all other currencies.”

Moving Forward Mercer-Erwin plans to maintain Wright Brother's office and AGC's 12 overseas offices. “We'll continue to provide clients with the best service, regardless of location, whether they come through Wright Brothers or Aircraft Guaranty.”

And she noted that Dr. Wood plans to stay on to aid in the transition and remain a mentor to her. “Serving our customers got us here,” she concluded. “We will never lose sight of that.”

More information from: Wright Brothers Aircraft Title 9075 Harmony Drive Oklahoma City, OK, 73130 USA +1 405 680 9289 wbaircraft.com/ Aircraft Guaranty Corporation POB 2549 Onalaska, Texas, 77360 USA +1 281 445 7594 www.agcorp.com/

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COMMUNITY NEWS T APPOINTMENTS

BOUTSEN APPOINTMENTS Dominique Trinquet (top, right), has been named president and Mathieu Pezin (bottom, right) executive vice president at Monaco-based Boutsen Aviation.

Thierry Boutsen, founder of the company and chairman, states “the changes will further help develop Boutsen Aviation’s position as one of the most successful aviation specialists with an impressive track record of 295 aircraft sold to date.” All three, together with co-founder Daniela Boutsen are now shareholders and board members of the company. As part of the overall sales team, Karim Hijazi will continue to represent Boutsen Aviation in Dubai.

Ali Al Naqbi

Pierre Beaudoin

Ali Al Naqbi recently retired from his government position as VP, Finance & Administration, Presidential Flight. His time now will be entirely dedicated to the continued success of the Middle East & North Africa Business Aviation Association (MEBAA).

Pierre Beaudoin steps down as president & CEO of Bombardier to be replaced by Alaine Bellemare, the former head of United Technologies Corp.’s (UTC) Propulsion & Aerospace business. Beaudion replaces his father as executive chairman.

Marion C. Blakey has been appointed president & CEO, Rolls-Royce North America, and chair of the Rolls-Royce North America board of directors, replacing James M. Guyette who retires.

Gregor Bremer was appointed COO at OHS Aviation Services. Bremer previously spent 10 years with Beechcraft Berlin.

Marion Blakey

Mark Burns

Mark L. Burns, president of Product Support for Gulfstream, will succeed Larry Flynn as president of Gulfstream Aerospace Corp., effective July 1. Flynn is to become executive VP, General Dynamics Aerospace Group, replacing Joseph Lombardo, who retires.

Frank DeFeo is the new director of business development at DAC International, where he’ll be responsible for securing new OEM partnerships, growing DAC’s ECD-manufactured products, and acquiring new products for distribution.

Steve Hughes has been named as COO, Rizon Jet UK at Biggin Hill.

Dominique Trinquet President, Boutsen Aviation

Mathieu Pezin Executive Vice President, Boutsen Aviation

Larry Flynn

Scott Meyer

International Business Aviation Council (IBAC), for IS-BAO and IS-BAH. Scott Meyer became Comlux Group CEO effective April 1. Meyer, who had been COO replaces Jim Soleo, who continues to work with the Comlux Aviation board.

Scott Nordstrom recently was promoted to Sr. VP, sales & marketing for Zenith Aviation. He was formerly VP, corporate sales & services for AvCraft Support Services.

Rick Richardson was named national sales manager for Aircraft Interior Products.

Alexander Mair joins FAI’s competence team as commercial director.

Udo Rieder, president & CEO at Erickson Incorporated informed the board of directors of his intention to retire from the Company.

Jeff Roberts replaced him from April 1.

Bruce Mayes has been named new auditor accreditation manager on behalf of The

Richard Shaw, is appointed manager, North America sales, Innotech Aviation.

Dassault Announces the 2015 Falcon M&O Seminar Series The Falcon 2015 Regional Maintenance & Operations (M&O) Seminar Series will kick off April 7 in Seattle, Washington, making its way to nine cities across the United States, Europe and Asia before concluding in Mahwah, New Jersey on May 14. The series is scheduled as follows: April 7 Seattle, Washington, USA; April 9 Chicago, Illinois, USA; April 15 Shanghai, China; April 15 & 16 Paris, France; April 23 Sao Paulo, Brazil; April 28 Toluca, Mexico; April 30 Dallas, Texas, USA; May 12 West Palm Beach, Florida, USA; May 14 Mahwah, New Jersey, USA www.dassaultfalcon.com

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Aircraft Index see Page 4

Community News_Layout 1 25/03/2015 12:10 Page 5

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

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BizAv Events 2015 AEA (Aircraft Electronics Association Convention) Exploring Aircraft Operating Costs Seminar ABACE: Asian Business Aviation Conf & Exhibition Aircraft Interiors Europe Aero Friedrichshafen Sun’N Fun Fly-In NARA; Spring Meeting AEA (Aircraft Electronics Association Regional) NBAA: Maintenance Management Conference NBAA: Business Aviation Taxes Seminar The Elite London Aviation Africa 2015 Business Aviation Safety Summit (BASS 2015) AOPA Fly – In EBACE: (European Business Aviation Convention) HeliRussia 2015 AeroExpo Heli UK Expo HeliOps Conference France Air Expo AOPA Homecoming Fly – In European Festival of Aviation (EFA) Paris Airshow CBAA 2015 JETNET iQ Global Business Aviation Summit Helicopter Technology Eastern Europe Conference NBAA: Regional Forum NBAA: Flight Attendants/Flight Technicians Conf.

Advertising Enquiries see Page 5

Apr 8 - 11 Apr 14 - 15 Apr 14 – 16 Apr 14 – 16 Apr 15 – 18 Apr 21 – 26 Apr 29 May 5 - 6 May 5 – 7 May 8 May 8 – 9 May 10 – 11 May 13 - 14 May 16 May 19 – 21 May 21 – 23 May 29 – 31 May 29 - 31 Jun 4 Jun 4 – 6 Jun 6 Jun 11 – 13 Jun 15 – 21 Jun 16 – 18 Jun 23 - 24 Jun 24 – 25 Jun 25 Jun 30–Jul 2

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Sean advertorial - Products & Services April_Layout 1 26/03/2015 10:21 Page 1

PRODUCTS & SERVICES Bell Helicopter

Blackhawk Modifications

Recently announced that the company’s Prague facility has begun installation on the first Bell 429 to be outfitted with Mecaer Aviation Group’s (MAG) VVIP luxury interior branded the “MAGnificent”. Customers can customize the cabin interior to a variety of seating configurations, and choose from a wide range of fabrics, colors and amenities. Macaer’s specialty custom interior incorporates a noise abatement called SILENS™, and an In-Flight Entertainment Enhanced Lounge (I-FEEL), that provides a fully customized interactive touch screen based entertainment management system. www.bellhelicopter.com

Named Executive Flight Training of Beaufort, SC, as an authorized pilot training center for all twin-engine aircraft models for which Blackhawk provides higher performance, new PT6A engine upgrades. Executive Flight Training will teach pilots how to get the most from their new PT6A engine upgrades. Instruction will be available for Blackhawk upgraded King Air 90, King Air 200, Piper Cheyenne and Cessna Conquest I aircraft models. www.blackhawk.aero

Duncan Aviation

FlightSafety International

Is now offering business aviation operators along the Gulf Coast of Florida from Naples to Tampa, more convenient access to its mobile engine services that include AOG support, most scheduled and unscheduled events, as well as engine R&Rs. Duncan Aviation is not new to this area. For many years, customers have been supported through the Engine Rapid Response Team located in Fort Lauderdale. www.duncanaviation.com

Plans to increase its fleet of advanced helicopter simulators by over 40 percent. “Since building the first Level D qualified helicopter simulator more than 20 years ago, FlightSafety has continuously invested in new programs and facilities designed specifically to serve and support the helicopter industry,” said David Davenport, Executive Vice President. “We offer the most extensive range of helicopter training programs using advanced technology simulators. www.flightsafety.com

Flying Colours Corp

In-Flight Entertainment & Connectivity

The North Americas-based completions, refurbishment and maintenance specialists, has recently refurbished its first Sikorsky S-92 helicopter. The helicopter, which is a VIP variant, features a unique and eye-catching electric blue themed interior, and, in a first for the helicopter industry, the laying of a LIST granite flooring finish in the lavatory and helicopter entrance. www.flyingcolourscorp.com

If you are new to the In-Flight Entertainment & Connectivity (IFEC) industry, thinking about venturing in, just curious, or have even been around for a couple decades, there will be something in this book for you to learn and enjoy. Learn about the history, certification challenges and synergy between hardware/software components and content in the ever changing IFEC landscape in commercial aircraft and executive jets. www.BriskiConsulting.com

Briski Consulting, LLC Pratt & Whitney Canada

SR Technics

Has received certification for the engines that will power Gulfstream’s two newest business jets unveiled last October.

Transport Canada certificated the PW814GA and PW815GA engines for the 5,000nm-range G500 and 6,200nm-range G600.

Both type certificates “represent major achievements for P&WC”, says John Saabas, president of the Mirabel, Canada-based engine manufacturer. The PW800 engine is derived from the core of the PW1000G series of geared turbofans. www.pwc.ca

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Has been awarded a five-year contract to maintain, repair and overhaul Royal Jet’s CFM56-7B engine fleet, currently in service on six BBJs. The work on the engines will be carried out at SR Technics’ facilities at Zurich Airport, Switzerland. The maintenance, repair and overhaul of the first of the twelve Royal Jet CFM engines began in the second week of February, 2015. Royal Jet is recognized globally for its standard of luxury, reliability, confidentiality and safety in the private aviation industry. www.srtechnics.com

www.AVBUYER.com

Aircraft Index see Page 4

J Hopkinson 2 December 17/02/2015 16:29 Page 1

Cessna Citation Ultras

19 Sold 6 Remaining that Must Be Sold!

AVIONICS Honeywell Primus 1000 3 - Tube EFIS Honeywell Primus GNS-XL FMS System Honeywell MKVII EGPWS Honeywell TCAS II w/Change 7 L3 Cockpit Voice Recorder Global-Wulfsberg AFIS

INTERIOR Seven Passenger Interior & Belted Lav Seat Aft Tailcone Baggage w/Ski Tube.

Zephyr Air Conditioning.

Recently refreshed Interior EXTERIOR Recently completed Permaguard sealed Exterior

MAINTENANCE Fresh Phase 1 - 5 completed by Landmark, Scottsdale Zero Engine Option

follow us on twitter@HopkinsonAssoc Tel: (403) 291 9027 Fax: (403) 637 2153 sales@hopkinsonassociates.com www.hopkinsonassociates.com

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

2015 Gulfstream G650 s/n 6117 • N650ZK

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Gulfstream® SALES AND ACQUISITION EXPERTS 100 Bull Street, Suite 200 - Savannah, Georgia 31401 - +1.912.236.8500 - hagertyjetgroup.com - THE GULFSTREAM® EXPERTS

Hagerty Jet Group 1996 Gulfstream IVSP April 25/03/2015 11:35 Page 1

S H O W C A S E

1996 Gulfstream IVSP Serial Number: 1292 Registration: N292MU Airframe TT: 9,406 Landings: 5,003 Engines Rolls-Royce Tay 611-8 s/n TSN Cycles Program Left CAE 16698 8,986 4,794 RRCC Right CAE 16695 9,173 4,890 RRCC As of 03/12/2015 APU APU: Honeywell GTCP-6-150G s/n TSN Cycles Program P-775-C 5,402 4,502 MSP As of 02/05/2015 Avionics Honeywell PlaneDeck Six Screen LCD Primary flight Display Upgrade Honeywell SPZ-8400 AutoPilot Honeywell 2020 Head Up Display Honeywell XMD-157 XM Weather Bf Goodrich GH-3000 ESIS w/Mini ADC Dual Esterline cursor controls Dual CMC cMA-1100 electronic flight Bags Triple Collins VHf-422D Comm’s w/8.33 Spacing Dual Collins VIr-432 Nav’s w/FM Immunity Dual Collins DMe-442 DME’s Dual Collins ADf-462 ADF’s Dual Collins TDr-94D Mode S transponders w/enhanced flight ID Honeywell Primus 880 color Weather radar Dual Honeywell NZ-2010 FMS w/6.1 (Upgrade to Support ADS-B Out)

Dual Honeywell 12-channel GPS Dual Honeywell Laseref IRS’s Triple Honeywell cDU-820 control Display Units Additional Equipment EB FAR Part 135 RVSM / 8.33 Spacing / FM Immunity RNP & MNPS capable Forward Jump Seat Airshow Genesys Forward & Aft cabin 17” Monitors Aircell AtG-4000 Go-Go Wifi Domestic High Speed Internet Printer / copier / Scanner / fax Machine DVD/CD Player Dual Davtron clocks Aft equipment Bay w/Storage Box Portable tow Bar Provisions Interior Elegant thirteen (13) Passenger fireblocked executive interior featuring a forward cabin four (4) place club followed by a mid-cabin three (3) place berthable divan opposite a two (2) place club. The aft cabin features a four (4) place left side conference/dining group with an opposing right side credenza. All individual seats are finished in beige leather and the mid-cabin divan is upholstered in a solid coordinated lighter tan fabric. Beautifully sculpted Light tan carpeting runs throughout the cabin. The aircraft cabinetry, executive tables, conference table, drink rails and bulkheads are finished in a very attractive High Gloss Waterfall Bubinga Veneer accented by Gold colored bright-work.

Hagerty Jet Group, LLC 100 Bull Street, Suite 200 Savannah, GA 31401 USA

Advertising Enquiries see Page 5

www.AvBuyer.com

Tel: +1 (912) 236-8500 - Office Tel: +1 (912) 695-5579 - Mobile E-mail: James@hagertyjetgroup.com www.hagertyjetgroup.com

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Hagerty Jet Group Gulfstream 450 April 25/03/2015 11:41 Page 1

S H O W C A S E

2008 Gulfstream 450 Serial Number: Registration: Airframe TT: Landings:

4141 N18CJ 2,412 810

• ASC 054B Enhanced Navigation Upgrade • ATG-5000 Gogo WiFi with Talk & Text • Synthetic Vision System II (SVS2) • ASC 079 ADS-B Out • One US Owner since new • Part 135 Capable Engines ROLLS-ROYCE - TAY MK 611-8 s/n Time Since New Cycles Program Left 85297 2,398 802 None Right 85296 2,398 802 None APU ALLIED SIGNAL GTCP-36-150 (GIV) s/n Time Since New Cycles Program P-256 1,020 1,635 None Interior Fourteen passenger configuration; forward fourchair club grouping in light tan leather; midcabin two-chair club and divan grouping in coordinating fabric; aft four-place conference grouping in light tan leather, opposite wood credenza with fax, CD/DVD, and Airshow 410. Forward and midcabin seats and the divan are provided with LCD video monitors; aft conference grouping is provided with a larger LCD monitor above credenza. Large LCD Monitor on Fwd L/H Bulkhead. Electric shades. Woodwork is medium

dark Walnut; hardware is polished Nickel and Silver Pearlite; aft lavatory and baggage; aft galley and galley annex with convection and microwave ovens, ice chest, dual coffee maker, and ample storage for glassware, china, additional supplies, etc. Forward crew lavatory, crew closet. Cabin 110V outlets with T-11 data jacks Exterior Overall white with light and grey metallic stripes Features & Options • Brother MFC-420CN Plain Paper Fax • Wing-tip taxi lights; Pulse Light System • Forward Crew Jump Seat; Part 135 Equipped • Wireless LAN Sys. - Provisional only • SecuraPlane 500 - Provisional Only • ATG-5000 Gogo WiFi with Talk & Text Avionics • Four Honeywell DU-1310 Flat Planet • Two Honeywell DC-884 Display Controllers • One Honeywell DP-884 Display Brightness Controller • One Honeywell Visual Guidance Sys. (VGS) • Three Honeywell MAU-913 Modular Avionics Unit • One (1) Honeywell GP-500 Flight Guidance Panel • Three (3) MC-850 Multifunction Control Display Units • Three (3) Honeywell AZ-200 Air Dat Modules • One (1) Honeywell WU-880 Weather Radar Receiver/Transmitter Antenna • Two (2) Honeywell WC-884 Weather Radar Controllers

Hagerty Jet Group, LLC 100 Bull Street, Suite 200 Savannah, GA 31401 USA

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Tel: +1 (912) 236-8500 - Office Tel: +1 (912) 695-5579 - Mobile E-mail: James@hagertyjetgroup.com www.hagertyjetgroup.com

Aircraft Index see Page 4

Kaiser Air April 26/03/2015 09:59 Page 1

S H O W C A S E

1998 Gulfstream V Serial Number: Airframe TT: Landings:

550 7039 3,120

Aircraft fuselage is overall Matterhorn White and is conservatively accented with Aristo Blue and Medium Gray striping. Three crew, 16 passenger with AFT galley configuration. Entryway crew rest area with two place (75 inch) divan and crew lavatory. Forward cabin consists of left and right hand club seating. The center section features a left side conference group seating for four across from a large credenza with ample storage. The conference group berths to a two person sleeping area.

The AFT cabin area includes left side club seating across from a berth-able four place divan. The galley features a water heater, coffee maker, a cold storage compartment, high temp oven and a microwave oven.

Engines Rolls-Royce BR710A1-10 • Serial Numbers(L/R) 11211/11212 • Hours Since New: 6751/6751 • Cycles Since New 3098/3098 • OH (Remaining) 1249/1249 • Program JSSI APU Honeywell RE220. • Serial Number P-155 • Hours Since New 4130 • Program JSSI Aircraft Programs: Honeywell HAPP & Honeywell MPP Additional Highlights/Options • Excellent Pedigree • RVSM, RNP-1, RNP-5, RNP-10 • FM Immunity • 110V Outlets throughout • Pulse Lights • Certified for FAR Part 91/135 Operations

1980 Cessna Citation II Serial Number: Airframe TT: Landings:

550-149 8924.8 1909

Engines TSN TSHSI S/N

LEFT 692.6 1136.1 JF0036

RIGHT 112.7 N/A JF0021

Interior Refurbished 07/17/04 Exterior New Paint 2014 • 7 PAX CONFIGURATION • WHITE WITH BLUE, TEAL, BLACK STRIPES • LEATHER SEATS

One owner, loaded with options, first run engine

• BEVERAGE BAR • GRAY WOOD DRINK RAILS • 8TH SEAT AVAILABLE CHANGE OUT Additional Features • FLIGHT ENVIRONMENTS • STROBE LIGHTS • AIR CONDITIONER • SUPER SOUNDPROOFING • DUAL RMI • COCKPIT VOICE RECORDER • INCREASED GROSS WEIGHT • SIERRA GLARE SHIELD • FLUSHING AFT LAV 13,500 TO 14,700 • INSTR PANEL MODIFICATION • 20 CELL BATT • DUAL DAVTRON 811B CLOCKS • NAVCOM PACKAGE 11/04

Kaiser Air Oakland Jet Center Otto Wright

Advertising Enquiries see Page 5

• ASC-173 Ribbon Heat Tape Completed • Interior Refreshed 2011 Cockpit Avionics • Honeywell SPZ-8500 6-Tube EFIS/Autopilot • Dual Honeywell NZ2000 FMS’s (5.2 Software) • Single Lasertrak INS • Dual Honeywell GPS’s • Dual Collins RTU-4280 Radio Tuning Units • Dual Collins VHF-422D Comm’s (8.33MHz) • Dual Collins HF-9000 Comm’s • Triple Honeywell Laser IRU’s • CPDLC EQUIPPED • ADS B EQUIPPED Cabin Avionics •Aircell Axxcess Iridium Phone with 4 Handsets •Aircell Gogo Biz Broadband (6 Dataports and STC’d Wifi) •EMS-400 Swift Broadband •Collins iPod/iPhone Interface •FDS Charging Station •Airshow Gensys

www.AvBuyer.com

Avionics • DUAL COLLINS FD 109 (ADI • DUAL ENCODING • WULFSBERG FF IV • DUAL COLLINS 329B-8Y HIS • GARMIN 500 GPS W/TAWS B • COLLINS COMPARATOR • DUAL COLLINS VHF-20A • ROSEMOUNT PROBE • TELEDYNE ANGLE ATTACK SYS. • DUAL COLLINS VIR-30A • DUAL VG-14A VERTICAL • AUTOPILOT SP 200 WITH • DUAL COLLINS DME-40 • GYRO SWITCHING LEFT TO RIGHT • DUAL COLLINS TDR-90 • FRESH PHASE 1-4 AT CESSNA SACRAMENTO

Tel: +1 (510) 553-8438 1-(800) JET-2OAK E-mail: owright@kaiserair.com www.kaiserair.com April 2015 – AVBUYER MAGAZINE

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Aerosmith Penny 1999 Gulfstream V March 26/03/2015 10:05 Page 1

S H O W C A S E

1999 Gulfstream V Serial Number: Airframe TT: Landings:

593 5751 3584

Airframe & Engines BMW ROLLS-ROYCE ENGINES BR 710 TIME SINCE NEW: 5751 5699 Time MID Life Done AT: 3464 (2007) 3464 (2008) APU SERIAL NUMBER P-220 / TIME SINCE NEW 2801 HOURS Avionics DUAL HONEYWELL SPZ-8500 IFCS/DIR DUAL HONEYWELL SPZ-8500 IFCS/AP TRIPLE HONEYWELL LASEREF III IRS DUAL HONEYWELL IC-800 AND THIRD NZ2000 FMS (5.2) DUALHONEYWELL HG-2021 G.P.S. DUAL COLLINS VHF-422B COMM’s DUAL COLLINS VIR-432 NAV’s DUAL COLLINS ADF-462 ADF DUAL COLLINS DME-442 DME DUAL COLLINS HF-9000 HF COMM w/SELCAL DUAL COLLINS RTU-4280 RTV’s DUAL HONEYWELL RT-300 RADAR ALTIMETER PRIMUS P-880 – COLOR RADAR HONEYWELL MARK V EGPWS HONEYWELL AFIS TCAS II with CHANGE 7.1 COLLINS TDR-94D MODE S w/ FLIGHT ID

134

Features HUD 2020 HEADS UP DISPLAY HONEYWELL EMS AMT 700G SATCOM W/SWIFTBROADBAND L-3 FA2100 2 HR CVR TELEDYNE DIGITAL FDR 25 HRS MINI QAR FM IMMUNITY/ELEMENTARY SURVEILLANCE EASA OPS 1 COMPLIANT MAINTAINED JET AVIATION BASEL FADEC MODIFICATION TO 10.2 HONEYWELL LSZ-860 LIGHTING SENSOR PULSE LIGHT SYSTEM ON HONEYWELL HAAP PROGRAM STAGE 4 NOISE CERTIFICATION WATER RIBBON HEATER UPGRADE Interior 18 PASSENGER FIREBLOCKED CABIN WITH FORWARD GALLEY AND LAV. FORWARD CREW REST AREA ENTERTAINMENT INCLUDES BOSE STEREO, AIRSHOW GENSYS, TWO 18” MONITORS AND EIGHT 8” MONITORS DVD, CD, PHONE Exterior OVERALL WHITE with BROWN AND TAN TAIL CALL FOR PRICING

AeroSmith Penny II LLC Bob Nygren or Jeff Carter 8031 Airport Blvd., Suite 224, Houston, TX 77061

Prestige Jet Alexandre Le Tourneur

Tel: +1 (713) 649-6100 Email: aspinfo@aerosmithpenny.com www.aerosmithpenny.com

Tel: +41 (0) 76 3870273 Email: a.letourneur@prestigejet.ch

AVBUYER MAGAZINE – April 2015

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Aircraft Index see Page 4

Aerosmith Penny Citation Excel March 26/03/2015 10:06 Page 1

S H O W C A S E

2002 Citation Excel Serial Number: Registration: Airframe TT: Landings:

560-5244 N898PP 7278 7049

Airframe & Engines PRATT & WHITNEY 545A LEFT: TSN 7107 TSMOH 2221 RIGHT: TSN 6747 TSMOH 2016 (204) HOT APU HONEYWELL RE-100XL 1,479 TT Avionics FLT DIR: HONEYWELL PRIMUS 1000 IFCS W/8.33 EFIS: HONEYWELL PRIMUS 1000 3 TUBE RADAR: HONEYWELL PRIMUS 880 COLOR COMMS: DUAL HONEYWELL RCZ-851 NAVS: DUAL HONEYWELL RNZ-850 ADF: DUAL HONEYWELL DF-850 ELT: ARTEX 110-406 EGPWS: HONEYWELL MARK V w/WINDSHEAR FMS: UNIVERSAL UNS-1CSP HF: HONEYWELL KHF-950 PROVISIONS CVR: L3 FA-2100 TCAS: HONEYWELL CAS-67A TCAS II RMU: DUAL HONEYWELL RM-855 AHRS: LITEF LCR-93

Additional HAPP REMOTE CABIN TEMP CONTROL SEAT TRACKS EXTERNAL LAV SERVICE CABIN 110V OUTLETS DOUBLE WIDE PEDESTAL RVSM CESCOM MAINTENANCE TRACKING AV 300 SYSTEM WEATHER Interior 2013- SOFT GOODS REPLACED- INTERIOR REVITALIZED. NEW CARPET, NEW SIDE PANELS, NEW SHEEPSKINS IN COCKPIT, WOODWORK CLEANED AND ALL SEATS CLEANED AND DYED. FORWARD TWO PLACE RH DIVAN, OPPOSITE REFRESHMENT CENTER. MID CABIN FOUR PLACE CLUB AND TWO FORWARD FACING AFT SEATS. SATCOM PHONE, CERTIFIED FOR 9 PASSENGER. BELTED SEAT IN LAV Exterior OVERALL SNOW WHITE, WITH BEIGE, RED, AND BLUE STRIPING CALL FOR PRICING

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

Advertising Enquiries see Page 5

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Tel: +1 (713) 649-6100 Fax: +1 (713) 649-8417 Email: aspinfo@aerosmithpenny.com www.aerosmithpenny.com April 2015 – AVBUYER MAGAZINE

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IAG Challenger 601 April 24/03/2015 12:26 Page 1

S H O W C A S E

1993 Challenger CL-601-3R Serial Number: Registration: Airframe TT: Landings:

5141 N601JP 12132 6548

• US Registered, 10 Passenger Configuration • 6000 Cycle LLP Replacement Completed • 20 Year Airframe Inspection Completed • GoGo Biz • Upgraded -150 APU • Dual CDU-820 • Triple IRS Engines Engine Model 2 x CF34-3A1 Engine #1 Engine #2 Serial Number 807120 807090 Time Since New (HRS) 12131.7 11844.7 Cycles Since New 6545 6238 Auxiliary Power Unit Type Honeywell GTCP-36-150(CL) Serial Number P-277 Time Since New (HRS) 11090 Avionics Avionics Package 1 Honeywell SPZ-8000 IFCS EFIS 1 Honeywell EDZ-815 5-Tube Flight Management System (FMS) 2 Honeywell NZ-2000 w/ CDU-820 Inertial Reference System (IRS) 3 Honeywell LASEREF III Air Data Systems (ADS) 2 Honeywell AZ-810 Navigation Radio (NAV) 2 Collins VIR-32 w/FM Immunity Distance Measuring Equipment (DME) 2 Collins

DME-42 Automatic Direction Finder (ADF) 2 Collins ADF-462 Flight Director (FD) 2 Honeywell DFZ-800 Autopilot (AP) 1 Honeywell SPZ-8000 VHF Radio (VHF) 2 Collins VHF-22D w/8.33 spacing HF Radio (HF) 2 Collins HF-9000 w/SELCAL Weather Radar 1 Honeywell Primus-880 Radio Altimeter 1 Honeywell RT-300 Transponder 2 Collins TDR-94D Mode S Compliance 8.33kHz Spacing FM Immunity RVSM Capable RNP 5 Capable RNP 10 Capable B-RNAV (RNP 5) Capable NAT MNPS Capable Configuration Forward Cabin Right 2 Place Club Forward Cabin Left 2 Place Club Aft Cabin Right 4 Place Divan Aft Cabin Left 2 Place Club Cabin equipment & options Airshow Audio International Cabin Management System Alpine CD Player Alpine DVD Player Forward and Aft Monitors Audio International Sound System Exterior Matterhorn White w/Red and Gold Trim

Manhattan Seattle Silicon Valley 136

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Cass Anderson or Jeff Habib Managing Partners Tel: +1 212 888 7979 Email: info@iagjets.com www.iagjets.com Aircraft Index see Page 4

IAG Dassault Falcon 900EX April 24/03/2015 12:31 Page 1

S H O W C A S E

1997 Dassault Falcon 900EX Serial Number: Registration: Airframe TT: Landings:

18 N166FB 4321.9 1523

• Low Time - Less than 250 hours per year average utilization • Excellent Pedigree - No known damage • US Registered - Two owners since new • Forward Crew Lavatory • 13 Passenger Configuration • Engines on MSP Engines Engine #1 Engine #2 Engine #3 Serial Number P112162 P112163 P112161 TSN (HRS) 4299.2 4251.7 4250.2 CSN 1515 1500 1506 MPI Last 4282.9 2272.2 2421.1 MPI Next 6782.9 4772.2 4992.8 CZI Last 4282.9 n/a n/a CZI Next 9282.9 5000 5000 MPI/CZI Intervals (HRS) 2500/5000 2500/5000 2500/5000 Auxiliary Power Unit APU Plan MSP Type GTCP 36-150 Serial Number P-300 Time Since New (HRS) 2292.7 Time Since Hot Section (HRS) n/a Hot Section Due (HRS) 4500 HS Interval (HRS) 4500 Maintenance Maintenance Tracking CAMP Maintenance Schedule 91.403 (f) (3)

Avionics Air Data Systems (ADS) 2 Honeywell Airborne Flight Information (AFIS) 1 Allied Signal SATAFIS (Satcom Direct) Audio System 3 Baker/Honeywell B1045 Automatic Direction Finder (ADF) 2 Collins ADF-462 Autopilot/Flight Director (AP/FD) 2 Honeywell Primus 2000 IFCS Autothrottle 1 Honeywell Avionics Suite/EFIS 1 Honeywell Primus 2000 Clocks 2 Davtron M-877 Cockpit Voice Recorder (CVR) 1 Allied Signal 980-6020-011 Control Display Unit (CDU) 3 Honeywell CDU810 Data Loader (DL) 1 Gables DL-950 Distance Measuring Equipment (DME) 2 Collins DME-442 EFIS Displays 4 Honeywell DU-870 Emergency Locator (ELT) 1 COSPAS ADT 406 AF/AP Flight Data Recorder 1 Allied Signal 980-4700-017 Satcom 1 Collins SAT-906 6 Channel Additional Equipment Aerial View Systems Flightdeck Video Camera System Provisions for Magnastar 2000 Digital Telephone System w/5 Handsets Installed Exterior White top, emerald jade green bottom, separated by gold striping

Manhattan Seattle Silicon Valley Advertising Enquiries see Page 5

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Cass Anderson or Jeff Habib Managing Partners Tel: +1 212 888 7979 Email: info@iagjets.com www.iagjets.com April 2015 – AVBUYER MAGAZINE

137

EASTUNION - Sorens Group Ltd March 24/03/2015 12:34 Page 1

S H O W C A S E

2014 Gulfstream G450 Serial Number: Registration: Airframe TT: Landings:

4321 N321LV 22:9 9

• Engines Enrolled on Rolls-Royce Corporate Care Program • APU Enrolled on Honeywell MSP contract • Honeywell HD-710 High Speed Data • PlaneView Enhanced Navigation Package • Synthetic Vision 2.0 • ADS-B Out • Runway Awareness Advisory System (RAAS) • Digital Flight Data Recorder • High Speed Data System • Enhanced sound proofing Aircraft specifications L/H Engine TAY MK 611-8C Serial Number 85653 Actual engine hours 22:9 R/H Engine TAY MK 611-8C Serial Number 85652 Actual engine hours 22:9 Engines Enrolled on Rolls-Royce Corporate Care Program APU Enrolled on Honeywell MSP contract Aircraft Enrolled on Gulfstream PlaneParts Program Avionics •Four (4) Honeywell DU-1310 Flat Panel Display Units •Two (2) Honeywell DC-884 Display Controllers •One (1) Honeywell DP-884 Display Brightness Panel

•One (1) Honeywell / Kollsman Visual Guidance System •Triple (3) Honeywell MAU-913 Modular Avionics Units •One (1) Honeywell GP-500 Flight Guidance Panel •Triple (3) Honeywell MC-850 Control Display Units •Triple (3) Honeywell AZ-200 Air Data Modules •One (1) Honeywell WU-880 Weather Radar Receiver / Transmitter Antenna •Two (2) Honeywell WC-884 Weather Radar Controllers •Triple (3) Honeywell IR-500 LASEREF V Micro Inertial Reference Units •Dual (2) Honeywell MRC-855A Modular Radio Cabinets •One (1) Miltope printer (cockpit) •One (1) Honeywell MCS 7000+ SATCOM •One (1) Chelton SATCOM antenna •One (1) Aircell Transceiver ST-4200 •One (1) Sensor Systems Dual Element Antenna •One (1) Aircell Iridium-based corded handset (cockpit) Interior •Fourteen (14) passenger executive interior. The forward cabin features a forward four (4) place club with pull out tables as well as a crew refreshment area and forward crew vacuum lavatory.

•The mid cabin area offers a four (4) place left side conference group opposite a credenza which incorporates the Cabin Entertainment System and miscellaneous storage. The aft cabin beings at a hard partition divider and features a right side four (4) place divan opposite a two (2) place club arrangement. Aft passenger vacuum lavatory. The forward galley features both High- Temp and Microwave ovens as well as both Coffee &

Sorens Group Ltd 1 1\2 Miles Northern Highway, Belize City, Belize

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Espresso makers. The cabin Entertainment System features an Airshow 4000 System (V2) with three (3) external cameras as well as an Enhanced Vision System Video Interface Installed to enable passengers to view FLIR camera images.

Options/Features •19" LCD monitor above credenza •Sky Lounger berthing pads •Quartz polymer countertop surface material •Aerolux espresso machine to include cups, saucers & spoons

Tel: +43 (664) 430-12-27 Email: sales@sorens.aero www.sorens.aero

Aircraft Index see Page 4

Northern Jet Lear 40XR March 24/03/2015 12:37 Page 1

S H O W C A S E

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

40-2100 N959RP 3,733 3,007

• Smart Parts Airframe Factory Warranty Smart Parts Engines Left Engine 3,745 / Right Engine 3,738 MSP Gold Avionics • Honeywell Primus 1000 Integrated Flight • Director & Autopilot System • 4-tube 8x7” EFIS • Dual Universal UNS1 L FMS • Dual Comm radios with 8.33 Capabilities • Honeywell HF 1050 Comm • Dual Nav and RMI • Dual Mode S Transponders • Dual DME • Single ADF • Honeywell TCAS II • Honeywell Mark VII EGPWS • Honeywell Primus Radar 660 • ARTEX 406 Emergency Locator Transmitter

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

Northern Jet Management Gerald R. Ford International Airport 5500 - 44th Street, SE • Grand Rapids, MI 49512

Advertising Enquiries see Page 5

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Tel: 800 462 7709 Tel: +1 616 336 4737 Cell: +1 616 648 2656 Fax: +1 616 336 4709 mserbenski@northernjet.net www.northernjet.net April 2015 – AVBUYER MAGAZINE

139

JetPro Texas 2005 Lear 45 April_Heeren Cit Ultra sep 24/03/2015 12:42 Page 1

S H O W C A S E

2005 Lear 45 Serial Number: Registration:

280 N145JP

Airframe TT: Landings:

3,608 2,763

Airframe On CAMP and enrolled on Bombardier’s SmartParts+ program Engines Honeywell TFE731-20AR-1B Engines with 3,500 lbs of thrust each Enrolled on Honeywell’s MSP Gold Engine 1 s/n P-116634 3,608 SNEW 2,763 CSN 701 SMPI Engine 2 s/n P-116632 3,608 SNEW 2,763 CSN 701 SMPI APU: Honeywell RE100 s/n P-311: TTSN 1,626 Enrolled On Honeywell’s MSP Gold Avionics 4 Tube HONEYWELL PRIMUS 1000 EFIS Dual Universal UNS-1E FMS Dual Honeywell RCZ-851 Comm Units Dual Honeywell RNZ-851 Nav Units Honeywell PRIMUS 660 RADAR Honeywell PRIMUS 1000 Autopilot Honeywell TCAS II w/Change 7.0 Honeywell CD-850 CLRNC DEL UNIT Artex C-406-2 ELT Honeywell Mk V EGPWS with Windshear Honeywell CVR-30 CVR L3 Communications FA2100 SSFDR Honeywell KTR-953 HF w/SELCAL Honeywell RT-300 Radar Altimeter

Special Features EU OPS Compliant Steep Approach RVSM, MNPS, P-RNAV & RNP-10 Capable Collins Airshow 400 w/ Dual Screens Audio International DVD Player 110v Inverter and outlets Flip Down Galley Seat Exterior Overall DeSoto Matterhorn White with Columbia Blue Metallic, Flight Red and Cumulus Gray Metallic stripes. Refurbished 3/2014 Interior The eight passenger interior is arranged in a double club with an additional 9th belted lavatory seat. Seats are finished in steel blue leather with new gray Kalogridis carpet, and Ultra Leather headliner. Amenities include a forward right-hand galley with dry storage and hot coffee dispenser, ice drawer with overboard drain. Cabin entertainment and outfitting includes Airshow 400 with forward and aft bulkhead monitors with DVD Player and 110v Outlets in the cabin. There is a private aft flushing lavatory with vanity with hot and cold running water, hard partitions and additional baggage storage. Interior refurbished, new crew seats and new carpet 3/2014 Maintenance Full Prepurchase Survey c/w 12/2013 by BAS-AMS Phase A c/w 1/2015 at 3,608 by BAS next due 1/2015 Phase B c/w 4/2013 at 3,320 by BAS next due 4/2015 Phase C c/w 9/2013 at 3,417 by BAS next due 9/2017 Phase D c/w 9/2009 at 2,378 next due 9/2017

Please contact: Don and Sam Starling

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www.AVBUYER.com

Tel: +1 (254) 848 9192 Mob: +1 (254) 716 2981 E-mail: sales@jetprotexas.com www.jetprotexas.com Aircraft Index see Page 4

CAI Legacy 600 April 24/03/2015 12:45 Page 1

S H O W C A S E

2008 Legacy 600 Serial Number: 1069 Registration: N12MA Airframe TT: 450 Landings: 315 Engines Rolls Royce Model AE 3007A1E - On Corporate Care Left Eng: S/N CAE-313127 450 TTSN 315 TCSN Right Eng: S/N CAE-313135 450 TTSN 315 TCSN APU Honeywell Sunstrand APS500R (with APU Silencer) 785.6 hrs/296 cycles since new Avionics Honeywell Primus 1000 Five 8” X 7” displays (2 PFD, 2 MFD, and 1 EICAS) Dual integrated computers Dual communication system (Integrated VHF/ mode S diversity transponder) with 8.33 kHz frequency spacing Dual navigation systems (NAV/ADF/DME) Dual FMS + GPS Dual Inertial Reference System (IRS) Dual Radio Management Units (RMU) Communications Management Unit (CMU) with 3rd VHF Emergency Locator Transmitter (ELT) Solid state Cockpit Voice Recorder (CVR) Solid state Flight Data Recorder (FDR) EFB with EPOP s/w Aural warning unit Dual Air Data Computers (ADC) Meets RVSM requirements

Interior Elegant 13 passenger cabin interior plus cockpit jump seat and forward lavatory, features a forward four (4) place club with foldout tables, a mid cabin conference grouping (4 place with table) that converts to a double bed, with a credenza opposite and a mid cabin dividing bulkhead leading into the aft cabin with a 3 place divan that opens into a flat bed, opposite two (2) place club seating. All cabin seating is beautifully upholstered in an elegant two tone light tan and beige leather and the divan is covered in matching soft plush fabric. Cabin amenities include forward and aft 17” flat screen monitors, Dual DVD players, CD player and Airshow 4000. In Flight Phone System, Mid-cabin partition, AC power outlets to all cabin zones, VIP panel and additional VIP control.

Exterior Original custom Paint in the current model Legacy paint scheme of Dark Blue, Grey and White with Light Blue high-lighting Additional Equipment Provisions for Extended Over-Water Operation (storage space for life rafts; 1 life raft for 6 pax + 1 life raft for 12 pax + lifeline) Mid Cabin Curtain Divider Separating the Divan Zone Offset Recessed Floor EGPWS w/windshear detection & escape guidance EFIS w/multi-reversionary capabilities, Dual RVSM compatible air data computers Dual stall protection system

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

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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

April 2015 – AVBUYER MAGAZINE

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Innotech April 24/03/2015 12:46 Page 1

S H O W C A S E

2007 Cessna Citation XLS Serial Number: 560-5717 Airframe TT: 2,216 Landings: 1,307 Airframe Enrolled on ProParts Engines Pratt & Whitney PW545B Left Right Serial Number DD0447 DD0448 Hours Since New 2,216 2,216 Cycles Since New 1,307 1,307 APU Honeywell RE100(XL) (enrolled on AuxAdvanatge) Serial Number P-679. Hours Since New 1,595.

Cycles Since New 335 Avionics HONEYWELL PRIMUS 1000 SYSTEM DUAL HONEYWELL ADC’S HONEYWELL TCAS II W/ PULSELITE (SW 7.0) ARTEX C406-N ELT HONEYWELL PRIMUS 880WX RADAR L-3 FA-2100 COCKPIT VOICE RECORDER HONEYWELL DF-850 ADF HONEYWELL MARK V EGPWS UNIVERSAL DUAL UNS-1ESP DUAL AHRS DUAL HONEYWELL RCZ-833 INT. COMMS DUAL HONEYWELL NV-850 INT. NAVS DUAL HONEYWELL DM-850 DME DUAL MODE S DIVERSITY TRANSPONDERS

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AVBUYER MAGAZINE – April 2015

Optional Equipment UNIVERSAL PERFORMANCE DATABASE HONEYWELL LSZ-860 LIGHTNING SENSOR CABIN DISPLAY POWER UNIVERSAL UNILINK UL-701 AIRCELL IRIDIUM ST-3100 PHONE NICKEL CADMIUM BATTERY Interior Eight (8) passenger interior consisting of seven (7) individual seats configured with a right hand side (RH) aft facing forward single (1) seat, four (4) place center club seats, two (2) forward facing aft seats, a Refreshment Center, Aft Lav with External Service and a single (1) belted sidefacing seat opposite lavatory seat. Seats are finished in Townsend Fog leather, Sidewall is finished in Feather Gray, Steel Blue carpet and Quarter Figured Etimoe High Gloss Veneer with Smoked Satin Nickel hardware Exterior Aircraft is painted in Snow White with Gold Metallic and Blue striping For further information, please contact one of our convenient offices listed below: www.execairejetsales.com

Toronto

Vancouver

London, UK

Harald Maron Tel: 905-673-0800 harald.maron@innotech-execaire.com

Ken Moon Tel: 604-273-8686 ken.moon@innotech-execaire.com

Andrew Pearce Tel: +44 (0) 7557 237730 andrew.pearce@innotech-execaire.com

www.AVBUYER.com

Aircraft Index see Page 4

Mente April 24/03/2015 12:48 Page 1

S H O W C A S E

2003 Hawker 800XP

Brian Proctor Cell: +1 (817) 307-7720 E-mail: brian@mentegroup.com

Serial Number: Registration: Airframe TT: Landings:

well appointed, spacious forward galley. A forward fourplace club arrangement with foldout tables. The spacious mid cabin boasts another single seat across from a side facing three-placed divan.

Seating is tastefully finished in light earth-tone leathers.

Interior is complemented by luxurious carpeting found throughout the cabin. Forward galley poses ample storage and a microwave oven.

Cabin Entertainment includes: Worldwide Airshow 400, and Airshow briefing system, forward and aft 14inch computer display capable LCD monitors, DVD, CD. The aircraft also has power outlets for laptops and other electronic devices.

Exterior Original Paint 2003 By Hawker Beechcraft Matterhorn white and dark blue base coat with dark and light blue stripes.

Winglets installed November 2010

258641 N513ML 4337.3 3624

Engines TFE 731-5BR-1H – 100% JSSI-Premium Plus Program Left: S/N P107839 4337.3 Hours 3624 Cycles Right: S/N P107840 4337.3 Hours 3624 Cycles APU Garrett GTCP 36-150W - 100% JSSI S/N P-748 3422 Hours Collins Proline 21 Avionics Suite ADF: Dual Collins ADF-462 Autopilot: Collins FGC-3000 IFCS Communication Radios: Dual Collins VHF-422C w/8.33 spacing DME: Dual Collins DME-442

Flight Director: Collins FGC-3000 IFCS FMS: Collins FMS-6000 w/dual GPS Navigation Radios: Dual Collins VIR-432 TCAS: Collins TCAS-4000 Stormscope: Honeywell LSZ-850 lightening sensor AFIS: Honeywell AFIS Avionics Package: Collins FGC-3000 IFCS / Pro Line 4 CVR: Universal CVR-120 FDR: Honeywell DFDR full rack & wiring provisions SATCOM: AirCell w/four handsets Hi Frequency: Collins HF-9000 w/SELCAL (provisions for 2nd) Radar Altimeter: Collins ALT-4000 TAWS: Honeywell Mark V EGPWS w/windshear Transponder: Dual Collins TDR-94D Mode S Interior Original Installation 2003 by Hawker Beechcraft.

Beautiful nine passenger executive interior, featuring a

1998 Falcon 900B Serial Number: Airframe TT: Landings:

170 3606.5 1909

Engines AlliedSignal TFE731-5BR-1C. On MSP Gold Engine #1: 3606.5 HRS TSN, 1940 Cycles Engine #2: 3606.5 HRS TSN, 1940 Cycles Engine #3: 3575.9 HRS TSN, 1922 Cycles APU Garrett GTCP36-150F. On MSP 2649 HRS TSN Avionics Dual Honeywell EDZ-820EFIS. Honeywell DFZ-800 Dual Honeywell NZ-2000 w/DL-950 Data Loader Dual Honeywell GNSSU (12 Channel) Dual Collins VHF-22A. Dual Collins VIR-32

Mark Payne Cell: +1 (972) 897-3246 E-mail: mark@mentegroup.com Dual Collins ADF-60B Dual Collins Dual Collins DME-42 Dual Collins TDR-94D Mode S/Enhanced Surveillance Honeywell Primus 880 w/2 RCU’s Collins TCAS-94 (change 7) Honeywell AA-300 Dual King KHF-950 w/Selcal (2 channel) Honeywell MCS-3000 (3 channel) Teledyne Controls/Magnastart C-750 Dual Honeywell III LIRS EGPWS Allied Signal Mark V with Windshear Allied Signal Cockpit Voice Recorder Allied Signal Flight Data Recorder ELT 97A-406 Maintenance AVTRAK, OCIP “A” Program, RVSM, 8.33 kHz, FM immunity, RNP-5/-10

Mente Group, LLC 15301 North Dallas Parkway, Suite 1010 Addison, TX 75001

Advertising Enquiries see Page 5

www.AvBuyer.com

Inspections “B” and “2B” Insp C/W February 2010 (2,869 Hours) “C” and “2C” Insp C/W May 2010 (2,903 Hours) Wing Dry Bay Modification C/W May 2010 (2,903 Hours) Landing Gear Overhaul C/W May 2010 (2,903 Hours) Interior Refurbished November 2007 8 beige leather seats (forward and mid-cabin) 2 beige leather seats (aft cabin) 3-seat divan in beige leather (aft cabin) Custom beige carpet. Forward closet. Forward galley Fireblocked for Part 135 Operations Exterior White upper and Royal Blue lower fuselage with Gold and Burgundy accent stripes Options Airshow 400 Fwd LCD Monitor 18” and Rear Monitor 15”

Tel: +1 214 351 9595 www.mentegroup.com

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Jet Sense Aviation, LLC Lear 60XR January_Empyrean 24/03/2015 12:51 Page 1

S H O W C A S E

Very Aggressively Priced at $4,395,000

2008 Lear 60XR Serial Number: Registration: Airframe TT: Landings:

334 N263FX 4,800 3,300

Engines P&WC305A Left Engine Hrs: 4563 - ESP GOLD Cycles: 3183 Right Engine Hrs: 4543 - ESP GOLD Cycles: 3183 APU Sundstrand T-20G-10C3A APU. Hours - 1682 Avionics COLLINS PROLINE 21 AVIONICS SYSTEM Traffic Alert Collision Avoidance System: TCAS-94D TCAS II with change 7 HF Radio: Honeywell KHF-950 HF w/SELCAL EGPWS: Honeywell Mark V EGPWS with Windshear Alert EFIS: Four Tube Collins AFD-3010 with 7" X 8" Displays Air Data Computer: Dual Collins ADC-850D Air Data Computers FMS: Dual Collins FMS 5000 Flight Management Systems Automatic Direction Finder: Dual Collins ADF-462 Cockpit Voice Recorder: Universal CVR-120 Cockpit Voice Recorder Communications: Dual Collins VHF 422C Distance Measuring Equipment: Dual Collins DME-442

Navigation: Dual Collins VIR-432 Nav Units Transponder: Dual Collins TDR-94D Radar: Collins WXR-840 Color Weather Radar System ELT: Artex C406-2 MHz ELT w/Nav Interface Features Enrolled on SMART PARTS ICG ICS-100 Iridium SATCOM Airshow 410 Emergency Lighting System Enrolled in CAMP R.V.S.M. Capable Fwd and Aft Monitors (L.C.D.) SONY cabin Entertainment system - DVD system Interior Fireblocked, XR Executive Floor plan A (Eight passengers) 7 passenger seats and 1 belted lavatory seat. The cabin features four-place executive club chairs with two executive fold-out tables and a forward three-place divan. Forward galley and the standard lavatory is located aft of the main cabin. External baggage compartment Exterior New 2014 Maintenance Fresh A & B inspection c/w. All maintenance due within 120 days and 150 hours c/w

Jet Sense Aviation, LLC Contact: Brett Forrester 550 N. Rand Road, Lake Zurich, Illinois 60047 Tel: +1 (847) 550 4660 Email: brett@jetsenseaviation.com www.jetsenseaviation.com

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www.AVBUYER.com

Gantt Aviation, Inc. Contact: Jay Gantt 221 Stearman Drive, Georgetown TX 78628 Tel Office: +1 512 863 5537 Email: Jay@ganttaviation.com www.ganttaviation.com Aircraft Index see Page 4

CAAP G280 April 24/03/2015 12:55 Page 1

S H O W C A S E

Asking price of $25,950,000

2014 G280 Serial Number: Registration: Airframe TT: Landings:

2052 N386RW 55 15

CAAP is pleased to offer this brand-new Gulfstream G280 to the market. This airplane has production test and delivery time only and is available for immediate sale.

G280 S/N 2052 is loaded with over $2 million of the most desirable factory options. This airplane also includes new aircraft training entitlements.

Avionics Aircraft equipped with G280 “Intercontinental Package” EVS & HUD Laseref VI IRS Third FMS, Triple VHF NAV Dual ADF & Dual HF Dual Flight Data Recorders & CVR ADS-B Out capability, CPDLC, RVSM Micro QAR for FOQA capability XM Weather & Dual Electronic Charts Interior 10-passenger Gulfstream “Hallmark” interior configuration Forward 4-place club group Aft LH 4-place conference/dining group Aft RH 2-place divan Forward galley Swift Broadband high-speed data (pending certification) Aircell Gogo Biz high-speed internet

Corporate Aviation Analysis & Planning Inc 97 Village Lane, Suite 100, Colleyville, TX 76034, USA Advertising Enquiries see Page 5

www.AvBuyer.com

Tel: +1 817 428 9200 Fax: +1 817 428 9201

April 2015 – AVBUYER MAGAZINE

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Florida Jet 2008 Bell 407 April 26/03/2015 09:43 Page 1

S H O W C A S E

2008 Bell 407 Serial Number: 53875 Registration: N523PC Airframe TT: 713.8 Landings: 1598 Engines Allison Rolls-Royce 250-C47B Starts: 1305 One U.S. Corporate Owner Since New Avionics Chelton synthetic EFIS w/ Chelton AHRS, GPS, TAWS and TAS interface Garmin GDL-69A w/ XM Weather Garmin SL-40 Comm. #2 Garmin GTX-330 Mode S Transponder Avionics Cooling Fans (two each) Avidyn/Ryan TAS610 TCAD-w- Mutable Audio Interfaced to GNS-530W Artex C406-NHM /3 Freq-w- GPS Interface Garmin GNS-530W GPS/COM/NAV/GS Avionics Master Switch PS Engineering PAV-80 AM/CD/DVD w/ IPOD interface PS Engineering PMA 7000B Audio Panel Parrot Bluetooth Cell Phone Interface 12 VDC Receptacle in Cockpit Additional Factory Equipment Hi-Viz rotor blades Rotor Brake Whelen 2 position strobes Max Gross Weight Kit 28 Amp Battery Standard Headliner W/ A/C ducts Dual controls Aux Fuel Tank Provisions

Interior Completed in 2009 Beautifully appointed 6 passenger corporate interior, seats, armrest and soundproofing. The seats are covered in 2 tone Spinneybeck leather with coordinated piping Exterior Completed in 2009 See photos for exterior paint. Inside of Cowlings Painted White / Top of Engine Cowling Behind Stack Painted Black Edwards & Associates, Inc. Completion Equipment Custom Passenger Assist Handles (2) High Visibility Crew Doors with Snap Vents Dual Control Safety Kit Fuel Filler Protector Baggage Floor Protector Rubber Mounted Chin Bubbles Windows Butterfly DZUS fasteners on battery compartment Ground Handling Wheels (Brackett) Automatic Door opener Kits, Cabin-Baggage Carbide Technologies AFT only Skid shoes Folding Maintenance Steps Custom Black Instrument Panel Sheepskin Covers on Crew Seats Wired for Bose Headsets (7) Wire Strike Protection System Crew Wedge Windows Super Night Scanner Belly Search Light Two Double Blisters Wrapped in Cabin Roof Fabric added to Cabin Containing Original Flood light & Pivoting Reading Light

Florida Jet Sales, Inc. 1516 Perimeter Road, Suite 201 Palm Beach International Airport West Palm Beach, FL 33406

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LED Position Lights IBF Filter w/ Access Door (in lieu of particle separator) Cabin Floor Protector Kit Pre-Flight Kit (steps) Map Pockets Collective Safety Cover Passenger Wedge Windows W/Slide Custom Assist Handles in Cockpit (2)

Tel: +1 (561) 615-8231 Fax: +1 (561) 615-8232 Email: info@flajet.com www.FlaJet.com Aircraft Index see Page 4

Empyrean April_Empyrean 25/03/2015 11:45 Page 1

S H O W C A S E

2006 Bombardier Challenger 604 Serial Number: Registration: Airframe TT: Landings:

5624 9H-JGR 5,601 2,309

One of the last 604s ever produced, Empyrean Aircraft Consulting Ltd is very proud to offer Serial Number 5624, a 2006 delivered machine.

With the aircraft fresh from 24/48/96 month checks, engines enrolled on GE “On Point”, fresh paint and a new interior, the aircraft is an excellent example of the 604 family. Managed and operated by a Swiss / Maltese AOC holder and maintained in Europe, the aircraft can be made available for inspection subject to prior notification. This exceptional aircraft now awaits a new home • Engines on GE “On Point” • APU enrolled on Honeywell MSP. • Enrolled on CAMP. • Fully EASA compliant.

Engines GE CF34-3B. Total Time & Total Cycles: 5,585 Hours & 2,290 APU Honeywell GTCP-36-150 – NEWLY Upgraded Avionics Electronic Flight instrument and Engine Indication & Crew Alerting System EFIS & EICAS Display 6 Collins EFD-4077 Data Concentrator Unit (DCU) 2 Collins DCU-4002 Display Control Panel 2 Collins DCP-4000

Airborne Flight Information System (AFIS) Data Management Unit (DMU) 1 Honeywell AFIS VHF Communications Antenna 1 Sensor Systems S65-8280-10 Auto Throttle Safe Flight Enhanced Auto Power System Flight Control System Flight Control Computer 4 Collins FCC-4006 Flight Control Panel 1 Collins FCP-4003 Inertial Reference Unit (IRU) and Air Data System Inertial Reference Unit Computer 2 Litton LTN-101 Air Data System (RVSM Accuracy) 2 Collins ADC-850E Air Data Reference Panel 2 Collins ARP-4000 Weather Radar System Weather Radar 1 Collins RTA-854 Weather Radar Control Panel 2 Collins WXP-4220 Flight Management System Flight Management Computer 2 Collins FMC-6000 Control Display Unit 2 Collins CDU-6000 Database Transfer Unit 1 Collins DTU Global Positioning System 2 Collins GPS-4000A Interior Cabin Layout: Fwd Cabin: Four place club.

Aft Cabin: Four place berthable divan and four place conference / dining group with dual double seating Galley and Lavatory: Forward Galley (equipped with oven, microwave and brewer coffee machine) Aft Lavatory

Empyrean Aircraft Consulting Ltd Contact: Andrew Butler

Advertising Enquiries see Page 5

www.AvBuyer.com

Tel: +34 96626 1967 Cell: +44 7880 717362 Email: ajb@empyreanaircraft.com www.empyreanaircraft.com April 2015 – AVBUYER MAGAZINE

147

JPS Associates Sarl April 26/03/2015 09:55 Page 1

S H O W C A S E

2013 Dassault Falcon 900LX Airframe TT: Landings:

230 94

• 2013 Entry into Service • EASY II , ADS-B Out, CPDLC • Falcon Care manufacturer program • Engines & APU on MSP • 14 pax cabin configuration Avionics Honeywell Primus Epic System (EASy II) Flight Display System Honeywell Easy Flight Management System triple Honeywell EASy Global Positioning System dual Honeywell VHF Communication Systems triple Honeywell TR-866B VOR/ILS/Marker Navigation System dual Honeywell NV-875B DME Systems dual Honeywell DM-855 ADF Systems dual Honeywell DF-855 Mode S Transponder System dual Honeywell XS-857A TCAS II System ACSS TCAS-3000 Color Weather Radar System Honeywell Primus 880 Head-Up Guidance System Rockwell Collins HGS-4860 HF Communication Systems dual Collins HF-9000 Micro Inertial Reference System triple Honeywell Laseref V Enhanced Ground Proximity Warning System Honeywell EASy Radio Altimeter System dual Honeywell RT-300

JPS Associates Sarl

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AVBUYER MAGAZINE – April 2015

Satcom Honeywell MCS-7120 (Swift broadband internet) wifi Electronic Flight Bag Dual Pilot view EFB Cockpit Voice Recorder Honeywell SSCVR (120 minutes) w ind. PowerSupply Flight Data Recorder Honeywell SSFDR with QAR Central Maintenance Computer Honeywell EASy Seating 14 passengers: 4 forward club seats (20’’ w.lumbar), 4 mid-‐cabin club seats w.electrical table w.extension, 2ea 3 aft 3-‐place divan (10’’ berth), 3rd crew seat Interior Off white ‘’ash’’ leather seats and fabric sofas, grey ‘’hermine’’ sidewalls & headliner.

Grey carpet, Hi-‐Gloss makore wood veneer, Platinium satin plating.

Fwd & Aft lavs, galley pocket door, Aft solid partition w.electrical curtain Exterior White with custom stripes (2ea)

JPS Associates Sarl David Saillard CP 448, WTC II-Route de Pres-Bois 29 Geneva 15 Airport, 1215 Switzerland www.AVBUYER.com

Tel: +41-22-710-7015 Cell: +41-79-846-0341 Email: d.saillard@jps-gva.ch www.jps-gva.ch Aircraft Index see Page 4

THE CENTRE OF THE

AEROSPACE INDUSTRY

BOOK YOUR SPACE NOW 08-12 NOVEMBER 2015

DUBAI WORLD CENTRAL, UAE WWW.DUBAIAIRSHOW.AERO

DAS_Advert_2015_205x270.indd 1

10/03/2015 15:38

P150-152 25/03/2015 16:49 Page 1

Marketplace Gulfstream V

Tel: +1 (703) 917 9000 E-mail: sales@capitaljetgroup.com

Capital Jet Group Price:

Make offer

Year:

2001

S/N:

640

Reg:

N600JD

TTAF:

6291

2 U.S. corporate owners since new, RR CorporateCare, PlaneDeck cockpit upgrade w/FMS 6.1 software, electronic charts, WAAS, ADS-B out, & XM-WX. Dual lavs, forward crew rest area, HUD/EVS, DFDR, 2010 paint & 13 pax fireblocked interior

Location: USA

Hawker 800SP

Tel: +1 (703) 917 9000 Email: sales@capitaljetgroup.com

Capital Jet Group Price:

$1,550,000

Year:

1993

S/N:

258241

Reg:

XA-CHA

TTAF:

5975

MSP GOLD for engines. API winglets for added range and performance. 2011 paint. 2013 48 month inspection.

Global AFIS. Aircell Iridium satphone. Dual GPS. Digital FDR. HF. TCAS 2000 8 passenger interior with DVD/CD/Airshow system with dual monitors.

Landings: 5154

Location: USA

Cessna Citation X

Price:

US $4.85 Mio

Year:

1999

S/N:

750-0085

Reg:

D-BTEN

TTAF:

8440

Location: Germany

Bombardier Learjet 35A

Tel: +49 (0) 7229 30 22 260 E-mail: jonas.kraft@acm.aero

ACM Air Charter

8 passenger seating in a double club configuration No damage history - One owner and operator since new New painting by Cessna in Wichita in December 2014 New Interior “Touch Up” in 2014 Cessna ProParts - Rolls Royce Corporate Care APU Honeywell MSP Gold - EU-OPS compliant Landings: 5,500 - immediately available

International Jet Markets Price:

Make Offer

Year:

1987

S/N:

626

Reg:

N21BK

TTAF:

10771.6

Tel: +1 (770) 971 5401 Email: JETMARKETS@aol.com

12 Year/12000 hour/3000 Landing C/W May 2011* Engines enrolled on Honeywell MSP & Fully Funded, Dual Collins FIS 84 Flight Directors, Fire Blocked- Eight Passenger Mid Cabin Configuration with 3 place Aft Divan across from two aft facing seats Landings: 9562 Cycles

Location: USA

Gulfstream G450

RebelJet Price:

Please call

Year:

2004

S/N:

4004

Reg:

N4500X

TTAF:

3407.3

Tel: +1 (310) 431 8400 E-mail: josh@rebel-jet.net Operated Part 135 (Very selective) Engines on Corporate Care APU on MSP Hangared Was showcased in feature films and advertisements

Location: USA

www.4500x.info 150

AVBUYER MAGAZINE – April 2015

www.AVBUYER.com

Aircraft Index see Page 4

P150-152 25/03/2015 17:09 Page 2

Marketplace Bombardier Learjet 36A

Leonard Hudson Drilling Price:

US $1,695,000

Year:

1977

S/N:

36A-030

Reg:

N160GC

TTAF:

15,600

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

Learjet 36A, Long range capability, as configured 2,400 nautical miles. Can be upgraded to 2,600 mile range.

Recent paint and interior, RVSM. Competitively priced at $1,695,000 USD, may trade on helicopter

Location: USA

BELL 206L4

Leonard Hudson Drilling Price:

Please Call

Year:

2002

S/N:

52265

Reg:

N339MG

TTAF:

1700

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

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

do justice to the helicopter, and the colors are very vibrant, it is ready for immediate work. It has had both a Bell/Edwards completion and maintenance with immaculate records, of course no damage of incidents. 1700 TTSN, Two corporate owners.

Location: USA

BELL 412EMS

Leonard Hudson Drilling Price:

US $3,875,000

Year:

1981

S/N:

33017

Reg:

N554AL

TTAF:

15265

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

Full EMS Medical 4 patient and 4 attendant interior.

Recent ‘no expense spared’ airframe refurbishment at Acro Helipro within the last 100 hours.

Both engines are fresh Pratt and Whitney overhauled.

Immediate delivery, Meticulous records.

Current with medical interior and 13 passenger utility interior are included, aircraft is ‘turn-key’ will provide Fresh annual /Export C of A

Location: USA

BELL 212 (Five Available)

Leonard Hudson Drilling Price:

Please Call

Year:

1991-1996

S/N:

Call for details

Reg:

Call for details

TTAF:

Call for details

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

Five, Late Model, Bell 212s In 'Off Shore’.

Available for immediate use.

Asking $3.1M to $3.6M USD. Serial numbers: 35034, 35048, 35060, 35088 and 35096

Location: USA

Beechcraft King Air C90 B

AELIS GROUP Price:

Make offer

Year:

1994

S/N:

LJ-1361

Reg:

F-HHAM

TTAF:

3289

Tel: +421 232 112 610 E-mail: marketing@aelisgroup.com EASA Certified Complete interior refurbishment in 2009 5 passenger seats Highest quality maintenance at UniAir Company / BCA, service center of HAWKER BEECHCRAFT Eng: PT6A-21(550HP) Maintenance: Propellers and LG overhaul: June 2014 S ATC Collins TDR 94 (changing P/N 003 control box): June 2014. Avionics: PACKAGE COLLINS 2 TUBES EFIS EFD-84 VHF COM: double Collins VHF22C 8.33 KHZ. Int: Interior blue leather seats for 5 passengers (replaced in September 2009)

Location: Le Bourget, France

www.aelisgroup.com Advertising Enquiries see Page 5

www.AVBUYER.com

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P150-152 25/03/2015 17:12 Page 3

Marketplace Dassault Falcon 7X

Tel: +1 (902) 890 8760 E-mail: ishawcross@me.com

IWS Management Price:

$39,500,000 USD

Year:

2010

S/N:

TBD

Low hours immediately available 2010 Dassault 7X. Configured for 14 passengers with double, fully berthing, electrically powered 3 place divans in the aft cabin enable ultra long travel in supreme comfort. Complete Honeywell EASy flight deck avionics suite, including Rockwell Collins HUD and EVS that enhances situational awareness and pilot performance. Options also include a forward galley with an extra large high temp oven, steep approach certified and impressive short field performance, SATCOM, wireless LAN and 2 channel Swift Broadband. Selling exclusively through IWS Management Services Inc.

Reg: TTAF:

712

Location: USA

Bombardier Global 6000

Tel: +1 (902) 890 8760 E-mail: ishawcross@me.com

IWS Management Price:

$53,500,000 USD

Year:

2015

S/N:

TBD

Brand new Q4 2015 Global 6000 immediately available. Configured for 16 passengers with a 3 place divan and 2 club seats in the aft cabin, forward galley and crew rest area enable ultra long travel in supreme comfort. Complete Bombardier Vision flight deck with Rockwell Collins pro line fusion avionics suite, including HUD, EVS and synthetic vision that enhances situational awareness and pilot performance. Enhancements also include increased MTOW, steep approach certified and impressive short field performance, SATCOM, wireless LAN,Global Office capability, Blu-ray entertainment system and increased storage space in the baggage compartment. Selling exclusively through IWS Management Services Inc only.

Reg: TTAF:

New

Location: USA

Royal Turbine Beech Duke

Tel: +1 (318) 278 0822 Email: skip@hangarbums.com

Amidon Aircraft Sales Price:

$975,000 USD

Year:

-

S/N:

P-583

Reg:

N724RK

TTAF:

3569

3569 hours TTAF, 635 hours since new P&WC PT6A-35 engines, and new Reversing Props. Garmin G600 with Synthetic Vision, G530, G430, L3-497 Skywatch, KFC250 A/P. Fast, phenomenal short field performance, very quiet cabin.

More information on: www.hangarbums.com

Location: -

Cessna Citation Jet

BAS Business Aviation Services GmbH Price:

$USD800,000

Year:

1998

S/N:

525-0279

Reg:

D-IGME

TTAF:

2.780

Location: Germany

Par Avion Ltd

Tel: +49 (0) 7403 914 04 66 E-mail: sales@basjets.com

In and out in good condition !!! Engines: Williams RollsRoyce FJ44-1A with TBO 3.500 hrs (not enrolled on Engine Program). LH Engine SN: 1565 2.780 hrs and 3.145 cycles since new last HSI (unscheduled 2013 @ 2.488 hrs TT) RH Engine SN: 1568 2.780 hrs and 3.145 cycles since new last HSI (unscheduled 2013 @ 2.488 hrs TT). Avionics: DUAL 5” EFIS. 1 x Honeywell GNS XLS (FMS). 1 x Bendix King KLN 90B (GPS). 2 x Allied Signal KY 196B (COM 8.33 kHz spacing). Interior: (Refurbished 2013)

Alberth Air Parts

+1 832 934 0055

Spare Parts

FALCONS • HAWKERS • LEARS

•BUY •SELL •TRADE

www.paravionltd.com

CESSNA LEARJET HAWKER WESTWIND FALCON GULFSTREAM

www.alberthaviation.com

SALES • ACQUISITIONS • CONSULTING

Fax: +1 832 934 0011 152

AVBUYER MAGAZINE – April 2015

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Aircraft Index see Page 4

P153 25/03/2015 17:20 Page 1

Always many new and pre-owned aircraft and helicopters for sale 2009 Pilatus PC12NG, D-FNAH REDUCED PRICE

2015 Piper Archer DX

Pre-owned aircraft for sale

2009 Pilatus PC12NG, D-FNAH, USD 3,550,000 - REDUCED PRICE 2001 Piper Saratoga II TC, OY-LAT, USD 295,000 1999 Piper Seneca V, OY-JAU, USD 249,000 1996 Piper Seneca IV, OY-OVD, USD 269,000

Factory new aircraft for sale

Piper Meridian M500

2015 Piper Meridian M500 - call for quote and delivery slot 2015 Piper Mirage - call for quote and delivery slot 2015 Piper Matrix - call for quote and delivery slot 2015 Seneca V - call for quote and delivery slot 2015 Piper Archer DX - ready for delivery May 2015

Pre-owned helicopter for sale

2006 Bell 407, OK-SOL, USD 2,299,000 - REDUCED PRICE

European Aircraft Sales ApS, Denmark + UK Katja Nielsen +45 2043 5287 / Bjarne Jorsal +45 4016 5401 Henrik Burkal +44 7771 900 198 / sales@europeanaircraftsales.com

www.europeanaircraftsales.com AvBuyer (USPS 014-911), April 2015, Vol 19, Issue No 4 is published monthly by AvBuyer 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: AvBuyer Magazine 1210 West 11th Street, Wichita, KS 67203-3517. Postage is paid at Wichita, KS and additional mailing offices © Copyright of AvBuyer Ltd. Every effort is made to ensure the accuracy of material published in AvBuyer 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 AvBuyer 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.

Copy date for the May 2015 issue - Wednesday 15th April 2015 Advertiser’s Index 21st Century Jet Corporation ...............................154 AeroSmith/Penny .........................................134 - 135 Aircraft Guaranty Corporation ..............................121 AMAC ...........................................................................67 Aradian Aviation..........................................................93 Avjet Corporation...............................................36 - 37 Avpro ....................................................................10 - 14 Bell Aviation ........................................................62 - 63 Bombardier..................................................................49 Boutsen Aviation ........................................................75 CAAP..........................................................................145 Central Business Jets .............................................155 Charlie Bravo ..............................................................39 Conklin & de Decker ...............................................123 Corporate AirSearch Int’l .......................................141 Corporate Concepts .................................................41 Dassault Falcon Jet Europe....................................2-3 Dubai Airshow ..........................................................149 Duncan Aviation ..................................................25, 55 Eagle Aviation..............................................................21 EASTUNION ............................................................138 EBACE .........................................................................98

Advertising Enquiries see Page 5

EFA Prague .................................................................95 Elliott Jets ...........................................................34 - 35 Empyrean...................................................................147 European Aircraft Sales .........................................153 Florida Jet Sales ......................................................146 Freestream Aircraft USA..................................15 - 17 Gamit.............................................................................87 General Aviation Services........................................59 Hagerty Jet Group........................................130 - 132 Hatt & Associates ......................................................23 IAG...................................................................136 - 137 Innotech-Execaire Aircraft Sales ..........................142 Intellijet International .................................................6-7 Jet Sense Aviation/Gantt Aviation .......................144 Jet Support Services (JSSI) ..................................117 JetBrokers..............................................................42-43 Jetcraft Corporation ........................FC, 50 - 53, 156 Jeteffect ........................................................................61 JETNET ........................................................................86 JetPro Texas..............................................................140 John Hopkinson & Associates........................77, 129 JPS Associates........................................................149 Kaiser Air ...................................................................133

www.AVBUYER.com

Leading Edge Aviation Solutions .........................101 Lektro..........................................................................123 Mente Group ...................................................... 143 Mesinger Jet Sales............................................28 - 29 NBAA Regional Forum .............................................88 NFS Advisors ...........................................................127 Northern Jet Management .....................................139 OGARAJETS......................................................26 - 27 Par Avion......................................................................40 Rolls-Royce ...............................................................119 RSAF..........................................................................110 Singapore Airshow ....................................................97 Sojourn Aviation.................................................68 - 69 Southern Cross Aviation...........................................83 Survival Products.....................................................123 Tempus Jets.................................................................33 Textron Aviation...........................................................57 The Elite London.........................................................72 The Jet Business ........................................................45 VREF Aircraft Values ..............................................123 Wiley Rein .................................................................127 Wright Brothers Aircraft Title ................................115

April 2015 – AVBUYER MAGAZINE

153

21st Century December 18/11/2014 16:03 Page 1

Tri-Jets have earned a stellar reputation among owners and operators and usually command higher resale values than the competition.

With efficient space management the Falcon 900 aircraft have a larger passenger seating area than the Gulfstream IV. These Tri-Jets weigh 15 tons less and are 22 feet shorter, providing a more beneficial ramp presence.

The 900EX can speed across the Atlantic with all seats full at 0.84 IMN; and has 300 NM greater range than the Gulfstream IV-SP. Furthermore, the 900EX can fly from London to Kansas City, Buenos Aires to New Orleans and Anchorage to Seoul at 0.75 IMN with eight passengers and NBAA IFR reserves.

Revolutionary and the world's first purpose built fly-by-wire (FBW) business jet, the Falcon 7X capitalizes on Mach 2 technology.

AVAILABLE: FALCON 900B

WANTED: FALCON 50 WITH -3D-1D ENGINE UPGRADE

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 April_CBJ November06 25/03/2015 11:48 Page 1

General Offices

Mexico office

Minneapolis / St. Paul

TEL: 52.55.5211.1505

TEL: (952) 894-8559

CELL: 52.55.3901.1055

FAX: (952) 894-8569

E-MAIL: Enrique CBJets.com

EMAIL: INFO@CBJETS.COM

Since 1983……

LIKE NEW CITATION X SN 276 Over $1.8M just spent in Cockpit and refurbishment Upgrades, Rolls Royce Corporate Care, Recent Inspections, Cescom

2013 Dassault Falcon 7X "Limited Edition" SN 213 Only 325 Hours Since New, Single Owner with Long Standing Falcon History, All Programs and Tip to Tail Warranties thru 12/15

CITATION X SN 275

2008 GULFSTREAM G200 SN 199

Winglets, Primus Elite 875 LCD Flight Deck Upgrade, Aircell AGT-4000 GOGO Biz w/ WIFI, RRCC, Cescom, No Damage History

2248 TT / 1212 Landings, ESP Gold, Meets all EASA / JAR OPS Requirements, Impressive List of Options including Aerial View Camera

1999 CITATION X N750GM

2003 GULFSTREAM G100 SN 150

Original Midwestern Fortune 500 owner, Rolls Royce Corporate Care, Cessna Cescom, No Damage History

3600 Hours TT w/ Long Range Fuel Option, Engines have been upgraded to 6000 TBO, Dual Universal 1C+, Collins Proline IV Cockpit

2007 CITATION SOVEREIGN SN 156

FALCON 50-40 SN 25

Trades will be considered, Meets all US and EASA/JAR OPS Requirements, On Cescom, 9 Place Interior tastefully appointed

Last Falcon 50 Ever to be Multi-million Dollar Converted, Proline 21 cockpit, TFE-40 Engines on MSP Gold, 50EX Interior New 2010

www.cbjets.com ALSO AVAILABLE: Falcon 900EXy SN238 (Lease Only)

Just because you no longer have connecting flights

you no longer need connections.

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

Want the best value in the business? Just connect the dots. www.jetcraft.com I info@jetcraft.com I Headquarters +1 919-941-8400

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

FEATURED INVENTORY

2013 CITATION XLS+ - SN 560-6138

267.4 Hours; 236 Cycles - Airframe on ProParts Engines on Power Advantage+

File Photo

2007 BOEING BBJ - SN 35990

1,769 Hours; 476 Cycles; 2C inspection June 2014 Multi-Million Dollar Price Reduction

4-2015_Back Cover_Connections.indd 1

2007 CHALLENGER 300 - SN 20131

Privately Operated with Low Hours - U.S. Registered Engines and APU Enrolled on MSP Gold 2010 Agusta A109 Power 2002 Airbus A320VIP 1997 Challenger 604 2011 Challenger 605 2008 Challenger 850 2001 CRJ 200LR 2007 Lear 45XR 2008 Lear 60XR 2006 Citation CJ3

Download the

2014 Global 6000 2007 Falcon 2000EX EASy 2015 Falcon 2000 LXS 1987 Falcon 900B 2006 Falcon 900EX EASy 2011 Legacy 650 2006 Gulfstream G450 2005 Gulfstream G550 1998 Gulfstream IVSP

2010 LINEAGE 1000 - SN 19000243

Airframe Enrolled on Embraer Executive Care (EEC) High Capacity 19 Passenger Interior

2008 GULFSTREAM G200 - SN 187

Airframe on PlaneParts; Engines on ESP; APU on MSP 10 Passengers Configuration; Collins CMS

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

DOESN’T MEAN

3/17/15 11:54 AM