AvBuyer Magazine July 2015

Bombardier FC July 2015.qxp_FC December 06 18/06/2015 09:59 Page 1

AVBUYER July 2015

™

B U S I N E S S

A V I A T I O N

BOMBARDIER YOUR FIRST CHOICE FOR HIGH END PRE-OWNED GLOBAL, CHALLENGER AND LEARJET AIRCRAFT. SEE PAGE 21 TO DISCOVER OUTSTANDING PRE-OWNED AIRCRAFT LIKE THIS GLOBAL XRS 2012

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

THIS MONTH Aircraft Comparative Analysis – Gulfstream GV Dealer Broker Market Update – Q2 2015 Dassault History – Building a BizJet Family Economic & Functional Obsolescence in BizAv www.AVBUYER.com

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P004 AC Index July15.qxp 18/06/2015 12:38 Page 1

Aircraft For Sale • AIRCRAFT • HELICOPTERS AIRCRAFT

PAGE

AIRBUS A318 Elite . . . . . 31, A319 . . . . . . . . . . 31, A320 VIP . . . . . . 75, 148,

AVIAT Husky A-1C . . . . 95,

BOEING/MCDONNELL DOUGLAS BBJ . . . . . . . . . . . 36, 74, 83, 95, DC- 8-62 VIP . . . 95, DC-8-72 . . . . . . . 29, 737-800 . . . . . . . 133,

BOMBARDIER Global 5000 . . . . 10, 31, 74, 75, 105, . . . . . . . . . . . . . . . 148, Global 6000 . . . . 74, 75, 148, Global Express . 16, 74, 75, 77, 148, Global Express XRS.. 1, 21, 29, 37, 75, . . . . . . . . . . . . . . . 115, 148,

Challenger 300 . . . . . . . . . . . 14, 29, 74, 75, 95, . . . . . . . . . . . . . . . 105, 147, 148, 600 . . . . . . . . . . . 62, 67, 601-1A . . . . . . . . 93, 601-3A . . . . . . . . 67, 601-3A-ER . . . . . 89, 601-3R . . . . . . . . 12, 91, 604 . . . . . . . . . . . 12, 31, 36, 45, 62, 67, . . . . . . . . . . . . . . . 75, 91, 105, 143, . . . . . . . . . . . . . . . 147, 148, 605 . . . . . . . . . . . 7, 74, 75, 89, 105, . . . . . . . . . . . . . . . 148, 650 . . . . . . . . . . . 23, 850 . . . . . . . . . . . 21, 74, 111,

AIRCRAFT

PAGE

II . . . . . . . . . . . . . 76, 134, V. . . . . . . . . . . . . . 61, X . . . . . . . . . . . . . 12, 62, 77, 83, 89, 93, . . . . . . . . . . . . . . . 115, 147, XLS . . . . . . . . . . . 81, XLS+ . . . . . . . . . . 16, CJ. . . . . . . . . . . . . 93, CJ1. . . . . . . . . . . . 61, 105, CJ1+ . . . . . . . . . . 12, 13, 93, CJ2. . . . . . . . . . . . . 12, 61, CJ1. . . . . . . . . . . . 61, 105, 107, CJ2+ . . . . . . . . . . 107, CJ3. . . . . . . . . . . . 23, 61, 75, 89, Bravo . . . . . . . . . 77, 89, 93, 107, Conquest I . . . . . 85, Conquest II . . . . 85, Grand Caravan . 95, Excel . . . . . . . . . . 61, 81, 84, 109, 145, Encore . . . . . . . . 12, Encore + . . . . . . 12, Jet . . . . . . . . . . . . 77, 105, Mustang . . . . . . . 81, M2 . . . . . . . . . . . . 61, Sovereign ......12, 75, 81, 148, SII . . . . . . . . . . . . 84, Ultra . . . . . . . . . . 107, 140, 400 . . . . . . . . . . . 61,

DORNIER 328-310 . . . . . . . 75,

EMBRAER EMB-135 LR . . . 95, EMB-145 EP . . . 95, Legacy 600 . . . . 77, 95, 148, Phenom 100 . . . 76, 89, Phenom 300 . . . 71, 89,

FALCON JET

31A . . . . . . . . . . . 76, 111, 31ER . . . . . . . . . . 85, 35A . . . . . . . . . . . 76, 143, 36A . . . . . . . . . . . 144, 40 . . . . . . . . . . . . 77, 40XR . . . . . . . . . . 89, 135, 45 . . . . . . . . . . . . 13, 23, 37, 77, 89, . . . . . . . . . . . . . . . 109, 132, 45XR . . . . . . . . . . 13, 67, 75, 89, 95, . . . . . . . . . . . . . . . 107, 148, 55 . . . . . . . . . . . . 76, 55C . . . . . . . . . . . 138, 60 . . . . . . . . . . . . 67, 71, 83, 89, 93, 60XR . . . . . . . . . . 21, 29, 75, 75, 89, . . . . . . . . . . . . . . . 111, 131, 148,

7X . . . . . . . . . . . . 3, 11, 30, 65, 84, . . . . . . . . . . . . . . . 109, 146, 147, 10 . . . . . . . . . . . . 76, 20E . . . . . . . . . . . 105, 50 . . . . . . . . . . . . 11, 16, 62, 91, 146, 50-40 . . . . . . . . . 147, 50EX . . . . . . . . . . 11, 16, 23, 30, 111, . . . . . . . . . . . . . . . 127, 146, 900B . . . . . . . . . . 11, 16, 75, 76, 89, . . . . . . . . . . . . . . . 95, 105, 109, 139, . . . . . . . . . . . . . . . 146, 148, 900C . . . . . . . . . . 3, 84, 146, 900EX . . . . . . . . . 16, 23, 37, 137, 900EX EASy . . . 3, 11, 115, 146, 147, . . . . . . . . . . . . . . . 148, 900LX . . . . . . . . . 3, 73, 75, 146, 2000 . . . . . . . . . . 11, 30, 76, 84, 95, . . . . . . . . . . . . . . . 109, 2000EX. . . . . . . . 75, 148,

Citation ISP . . . . . . . . . . . 61,

PAGE

AIRCRAFT

PAGE

2000LX . . . . . . . . 3, 23, 62, 75, 93, . . . . . . . . . . . . . . . 111, 148,

ROCKWELL

FOLLAND

SABRELINER

Gnatt . . . . . . . . . . 76,

65 . . . . . . . . . . . . 76,

GULFSTREAM

SOCATA

IV . . . . . . . . . . . . . 10, 75, 89, IVSP . . . . . . . . . . 10, 35, 73, 115, 147, V. . . . . . . . . . . . . . 16, 89, 105, 115, . . . . . . . . . . . . . . . 134, 143, 100 . . . . . . . . . . . 81, 147, 150 . . . . . . . . . . . 81, 200 . . . . . . . . . . . 10, 67, 71, 77, 81, 83, . . . . . . . . . . . . . . . 147, 280 . . . . . . . . . . . 130, 450 . . . . . . . . . . . 7, 10, 30, 35, 64, 73, . . . . . . . . . . . . . . . 75, 77, 81, 128, 550 . . . . . . . . . . . 7, 10, 16, 30, 36, 65, . . . . . . . . . . . . . . . 73, 75, 81, 83, 89, . . . . . . . . . . . . . . . 113, 129, 148, 650 . . . . . . . . . . . 16, 62, 64, 73, 82, . . . . . . . . . . . . . . . 148,

TBM 700B . . . . . 76, TBM 700 C2. . . . 109,

HAWKER BEECHCRAFT Beechcraft Premier I . . . . . . 107,

Learjet

CESSNA

AIRCRAFT

King Air 200 . . . . . . . . . . . 76, 300 . . . . . . . . . . . 107, 350 . . . . . . . . . . . 13, 61, 81, 93, B200 . . . . . . . . . . 81, 93, 105, 107, C90 . . . . . . . . . . . 81, C90A . . . . . . . . . . 105, F90-1 . . . . . . . . . 85,

Hawker 400XP . . . . . . . . . 81, 750 . . . . . . . . . . . 81, 800A . . . . . . . . . . 84, 800B . . . . . . . . . . 76, 800SP. . . . . . . . . 143, 800XP . . . . . . . . . 71, 81, 91, 139, 850XP. . . . . . . . . 81, 89, 900XP . . . . . . . . . 7, 62, 81, 4000 . . . . . . . . . . 111,

Turbo Commander 690B. . . . .76,

HELICOPTERS AGUSTAWESTLAND A109 . . . . . . . . . 95, A109 Power . . . . 75, 148, A109C . . . . . . . . 111, A109E Power . . 13, AW109SP. . . . . . 105, A119 KE . . . . . . . 105, AW139 . . . . . . . . 13, Koala. . . . . . . . . . 81,

BELL 206 L4. . . . . . . . . 144, 212 . . . . . . . . . . . 144, 407 .............136, 412 EMS . . . . . . 144, 427 . . . . . . . . . . . 89,

EUROCOPTER AS355F-2. . . . . . 95, BK 117C1. . . . . . 105, EC 120 B . . . . . . 144, EC 130 B4 . . . . . 93, 145, EC 135 P2+ . . . . 81, EC 135 OB. . . . . 13, EC 135 T21 . . . . 13,

MCDONNELL DOUGLAS MD900 . . . . . . . . 81,

SIKORSKY S-76C++ . . . . . . 13, 37, 115, S-76D . . . . . . . . . 37,

IAI Astra SP . . . . . . . 91, Astra SPX. . . . . . 89, 109,

PIAGGIO Avanti II . . . . . . . 143,

PIPER Cheyenne II . . . . 105, Meridian . . . . . . . 13, 85,

THE WORLD’S LEADING

AIRCRAFT DEALERS & BROKERS find one today 4

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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 +44 (0)208391 6777 Editorial@avbuyer.com

Needed Now, More than Ever

Editorial Contributor (USA Office) Dave Higdon Dave@avbuyer.com Consulting Editor Sean O’Farrell 1- 800 620 8801 +44 (0)20 8391 6779 Sean@avbuyer.com ADVERTISING 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 +44 (0) 208391 6774 Karen@avbuyer.com STUDIO/PRODUCTION Helen Cavalli / Mark Williams 1- 800 620 8801 +44 (0)208391 6776 Helen@avbuyer.com Mark@avbuyer.com CIRCULATION Barry Carter 1- 800 620 8801 +44 (0)208391 6770 Barry@avbuyer.com AVBUYER.COM Michael Myburgh Michael@avbuyer.com Emma Davey Emma@avbuyer.com MANAGING DIRECTOR John Brennan 1- 800 620 8801 +44 (0)208391 6771 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

n this era of instant communications, markets have become global and the pace of commerce has quickened. Rather than reducing the need to travel, the marvels of our Internet Age have simply quickened the pace of business and generated more reasons to be face-to-face with clients before being outpaced by the competition.

In spite of the business community’s need to travel, the airlines have adjusted their business models to generate higher load factors on each flight rather than provide more service. In a strategy known by some as “capacity discipline”, airlines have reduced the number of flights along traditional routes served before the economic downturn in 2008. Departures from the major hubs in the USA have been cut by over eight percent and flights between second and third tier cities by as much as 20 percent.

The scheduled airlines are not particularly responsive to the business traveler who needs to reach clients with minimum time spent in airline terminals or linking with a network of commuter flights. Don’t expect a change from the airlines—their new business model is on target to generate over $28bn in worldwide returns this year, which is a far cry from a decade ago when a typical airline experienced red ink each year.

It is no wonder that corporations and entrepreneurs need Business Aviation. Business aircraft can access 10 times the airports served by Scheduled Airlines and 100 times the locations that are served efficiently. Time and talent are too important to waste.

As a reader of AvBuyer, you know first-hand why Business Aviation is an integral and important component of a nation’s air transportation system. Outfitted with today’s satellite communication system, business aircraft are literally “offices that move”, allowing a business man or woman to conduct business in a secure,

I

productive environment as they travel to see clients or evaluate new opportunities anywhere on the globe. Manufacturers of business aircraft have responded to such travel needs with designs that can reach any destination worldwide with just one refueling stop.

As Business Aviation embraces its increasingly essential role in domestic and global transportation, the need for relevant information also is expanding. AvBuyer is dedicated to providing you and other aviation professionals with such material and intelligence. Please tell us how well we are addressing your informational needs and what we can do to serve you better.

In This Issue...

For Aviation Department managers, we offer a suite of features that focus on management challenges ranging from equipage for low visibility operations to decisions regarding when to replace existing equipment with a new or newer aircraft. Jodie Brown offers insights on how to communicate effectively, a basic requirement for all managers including those who deal with Business Aviation. Not to be overlooked are the articles covering trends that reflect the character of the Business Aviation marketplace, and a focus this month on buying, selling, operating and disposing of older aircraft affectively.

AvBuyer—we serve the informational needs of professionals in Business Aviation.

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

July 2015 – AVBUYER MAGAZINE

5

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Editorial Focus 26

Dealer Broker Market Update - Q2 2015

According to the selection of dealers and

brokers we spoke with this month, used aircraft

sales action is ‘heartening’. Discover why here…

40

High Flyers Interview

Victor Girgenti, owner/operator of an

Eclipse 500 TE, tells how BizAv is essential to

his one-man high-end deli products business.

78

Economic & Functional Obsolescence What’s involved in a decision to upgrade

or scrap an older aircraft? There are more

than the usual aspects to consider where economic worth’s concerned.

114

Aircraft Comparative Analysis – Gulfstream GV

How does Gulfstream’s GV square up against

the Falcon 7X and Global 5000? Find out in this month’s Aircraft Comparative Analysis!

8

AVBUYER MAGAZINE – July 2015

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Aircraft Index see Page 4

Contents Layout June15.qxp 17/06/2015 11:18 Page 2

Contents July2015

Volume 19, Issue 7

T BizAv Intelligence 18

32

34

Market Indicators: Analysis, Reflections, Trends and Comment Pre-Owned Aircraft Sales Trends: If the price is right…?

86

End-Stage Care for Aircraft: Recoup best value from a retired airplane…

90

Effective Flight Department Management: Be a believable communicator

94

Creating a Flight Department: Writing a business plan for the proposed department

98

Fatigue Management Tips: Manage fatigue better in the flight department

High-Time Aircraft: Who buys them and why?

T Boardroom 44

Why Business Aviation? Why Not…: There’s no need to justify the benefits of BizAv!

100 Retail Price Guide: 20-year Small & Entry Level Jet price guide from The Aircraft Bluebook

48

Maintaining Aircraft Capability: Should you upgrade or replace your airplane?

104 Specifications: Small & Entry Level Jet performance & specifications comparisons

52

Upgrading to Sell: How much should you invest before selling your aircraft?

T Community

56

New Normal for BizAv Insurance: Exploring the future of aviation insurance…

58

Dassault (Part 3 of 4): We profile a century of innovation from one of BizAv’s leading OEMs…

T Flight Department 66

Avionics Mandates (Part 7): A focus on Enhanced Low Visibility Operations

Advertising Enquiries see Page 5

120 BizAv Review: Falcon 5X Roll-Out, News, Appointments & Events

Next Month •

Completions & Refurbishments

•

Comparative Analysis: Falcon 900LX

•

Latin American Fleet Review

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July 2015 – AVBUYER MAGAZINE

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CL300SN-20216_WorldA OUTLINE.indd 1

6/10/15 2:13 PM

Make the World

Your Oyster.

Owning your own aircraft is the ultimate way to experience the world. The destinations of your dreams are literally at your fingertips.

Let our wisdom and over 40 years of experience ensure a successful transaction so you can get on with living your dreams.

MESINGER JET SALES BROKERAGE & ACQUISITIONS +1 303-444-6766

JETSALES.COM

MESINGER MARKETPLACE FOR SALE: NEW TO MARKET

FOR SALE: PRICE REDUCED

2013 Citation XLS+

Brokerage & Acquisitions Read our industry blog at jetsales.com/blog Follow us on twitter @jmesinger Watch videos at jetsales.com/inventory

FOR SALE: PRICE REDUCED

2014 Gulfstream G650

2011 Gulfstream G550

Serial Number: 6138 Hours: 317 TTAF

Asking Price: $8,500,000 Landings: 283

Serial Number: 6076 Hours: 49 TTAF

Now Asking: $71,500,000 Landings: 22

Serial Number: 5316 Hours: 2,557 TTAF

Now Asking: $39,950,000 Landings: 793

• Cessna Maintained, Fresh Inspections • Single Channel SwiftBroadband • IFIS, XM Weather, Jepp Charts, TCAS-4000 Change 7.1

• ProParts, PowerAdvantage+ & AuxAdvantage • Dual FMS-3000 (FMS 4.0), WAAS/LPV & Dual SBAS GPS Receivers

• Delivered September 25, 2014 • Factory Warranty • Block Point 1 (ASC-901 & ASC-18A) complied with

• Predictive Windshear, SwiftBroadband & More • Fwd Galley, Fwd & Aft Lavs, 4 Seating Sections — 17 Passenger Confi guration

• Engines enrolled on Rolls-Royce Corporate Care, APU enrolled on Honeywell MSP • ASC 910 w/ Enhanced Navigation

• TCAS 7.1, ADS-B Out, FANS 1/A, CPDLC Capabilities • Gogo Biz Broadband Internet, SwiftBroadband

FOR SALE: PRICE REDUCED

FOR SALE

2001 Gulfstream V

FOR SALE

2000 Falcon 900EX

1994 Falcon 900B

Serial Number: 642 Hours: 11,151 TTAF

Now Asking: $11,900,00 Landings: 4,223

Serial Number: 74 Hours: 5,631 TTAF

Asking Price: $12,250,000 Landings: 2,168

Serial Number: 134 Hours: 5,022 TTAF

Asking Price: $7,395,000 Landings: 2,393

• Engines enrolled on RollsRoyce Corporate Care, APU enrolled on Honeywell MSP • Two Owners Since New

• FAR Part 91 Professionally Operated and Maintained • Honeywell Avionics Protection Plan (HAPP)

• Engines on JSSI Premium Plus, APU on JSSI • Excellent Pedigree • Wing Tank Modifi cation

• TCAS 7.1 • Gogo Biz Broadband Internet

• Engines enrolled on Honeywell MSP Gold, APU enrolled on Honeywell MSP • Two Owners, Excellent Pedigree • Professionally Maintained

and Operated • Low Time/Cycles for Model-Year • WAAS/LPV Capable with (3) FMZ-2010 ver. 6.1

FOR SALE

FOR SALE

1997 Falcon 50EX

FOR SALE

2000 Global Express

1994 Falcon 50

Serial Number: 260 Hours: 4,739 TTAF

Asking Price: $4,950,000 Landings: 1,887

Serial Number: 9026 Landings: 2,133

Hours: 5,772 TTAF

Serial Number: 242 Hours: 9,102 TTAF

Asking Price: $2,495,000 Landings: 6,720

• Engines enrolled on Honeywell MSP Gold, APU enrolled on MSP • One Owner Since New • Very low total time to cycle ratio

• Complied with the 3C ceck and Wing Tank Modifi cation (SB 496) in June, 2015

• Engines enrolled on Rolls-Royce Corporate Care, APU enrolled on Honeywell MSP, Smart Parts Plus

• Batch 3 Software Upgrade w/ FANS 1A+ CPDLC and SBAS w/ LPV Approach, ADS-B Out • SwiftBroadband

• Engines enrolled on Honeywell MSP Gold, APU enrolled on MSP • Professionally Maintained & Operated • Wing Tank Modifi cation (SB 496) Accomplished

• Gogo Biz Broadband Internet w/ Wi-Fi • Duncan interior with LED lighting

UNDER CONTRACT: SELLING

2010 Global XRS Serial Number: 9320 Hours: 2,570 TTAF

Under Contract Landings: 750

• Engines enrolled on Rolls-Royce Corporate Care, APU enrolled on Honeywell MSP, HAAP • Batch 3 Software Upgrade w/ FANS 1A+

CPDLC, ADS-B Out, TCAS 7.1 and SBAS w/ LPV Approach Capability • Dual SwiftBroadband, Gogo Biz with Text & Talk

UNDER CONTRACT: ACQUISITION

FILE PHOTO

Gulfstream G550 DEAL PENDING: ACQUISITION

FILE PHOTO

Gulfstream G650 DEAL PENDING: ACQUISITIONS

FILE PHOTO

2 Gulfstream G100s DEAL PENDING: ACQUISITIONS

FILE PHOTO

2 Global 6000s SOLD: JUNE 2015

FILE PHOTO

Falcon 900EX

SEE ALL OF OUR LISTINGS JETSALES.COM

ACQUIRED: JUNE 2015

FILE PHOTO

Visit jetsales.com for full listings, blog posts, industry insight & more!

Global 5000

Mesinger Jet Sales

+1 303 444 6766

Fax: + 1 303 444 6866

jetsales.com

MarketIndicators .qxp_Layout 1 16/06/2015 16:08 Page 1

BIZAV INTELLIGENCE T MARKET INDICATORS

We’re Over the Worst!

Midway through 2015, much of the evidence throughout the industry suggests that we are mired in a sluggish market, although we’re past the worst summarizes Rollie Vincent, Editor, Market Indicators.

N

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

ew aircraft orders and deliveries, preowned sales, inventory for sale, asking and transaction prices, and flight operations indicators are mixed at best. Despite the apparent gloom, however, the majority of business aircraft owners and operators believe that the industry has passed the low point in the current business cycle.

Downside Indicators

Worldwide, whole retail transactions of pre-owned business jets were down 7% Year-over-Year (YOY) in the January–May 2015 period according to JETNET databases. Through the end of May 2015, four of the five months year-to-date have registered lower transaction volumes versus the same month last year.

As reported last month, shipments of new single-aisle business jets in GAMA’s Q1 2015 report were down 21 units (or -14%) YOY, as industry

AVBUYER MAGAZINE – July 2015

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observers anxiously await Q2 numbers due for release in late July.

Mixed Indicators

Pre-owned business jet inventory represented about 11% of the worldwide fleet in Q2 2015, similar to pre-recession conditions in 2007, and about 7% of the fleet aged 10 years or less, according to JETNET records. Generally speaking, the older the aircraft, the more likely it is to be a small jet and one that is on the market. Fully 42% of lights jets in the world fleet are more than 20 years old, in stark contrast to the heavy jet category where 46% are 10 years old or younger (see accompanying Chart A, top right).

As noted in the adjoining Asset Insight Index analysis (p24), prospective buyers – particularly of older aircraft - would be wise to obtain a clear understanding of maintenance and repair cost exposure before being too swayed by what Aircraft Index see Page 4

MarketIndicators .qxp_Layout 1 16/06/2015 10:17 Page 2

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As always, we recommend that buyers beware, and that they engage the services of a reputable business aircraft broker/dealer before stepping into these waters.

Pre-owned aircraft prices appear to be stabilizing across the market, although there is wide divergence depending on specific models, aircraft age, maintenance condition, current production status, inventory availability, and operational pedigree. Residual value curves have noticeably steepened over the past several years, with five-year values retaining no more than 65% of the factory new price for many models.

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domestic flights; three of the first four months of 2015 registered lower YOY cycles in international flight operations.

On the product development front, a number of new aircraft are in development that will support new sales at the OEMs, but also put downward pressure on residual values of aircraft they replace or displace. Textron Aviation achieved FAA type certification of the $16.25m Citation Latitude on June 5, 2015 with entry-into-service scheduled for Q3.

In a page from a well-used playbook at Cessna, the Latitude boasts a number of improvements in performance versus original promises, including range extensions to 2,700nm at high-speed cruise, opening up a spectrum of nonstop US transcontinental city-pairs that should appeal to a large number of Citation Excel/XLS and Hawker 800/900 owners and operators.

Dassault remains on track to certify its

Positive Indicators

Lastly, some indicators that are trending positively: FAA business jet flight cycles (one take-off and landing) through April 2015 were up 3% YOY on a trailing 12months basis, primarily driven by US

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www.AVBUYER.com

Falcon 8X ultra-long-range jet by mid2016, with three aircraft in flight tests; it also rolled out the Falcon 5X in Bordeaux, France in June, an aircraft that sets a new high-water mark for cabin design and comfort, smartly packaged in a Mach 0.90 design that we believe will be the basis for an entire family of Falcons. First flight is scheduled for mid2015, with entry-into-service expected in mid-2017 pending a review of the impact of the recently announced Snecma Silvercrest engine program delay.

Embraer, coming off of a slow Q1 2015 (when it delivered just 12 new business jets, versus 20 in Q1 2014) brought its soon-to-be-certified Legacy 450 to EBACE2015 in May. New production and completions facilities for the Legacy 500/450 in Melbourne, FL are expected to come on-line in 2016, with a build capacity of six aircraft per month.

Elsewhere, the HondaJet has completed certification flight testing, and received provisional FAA type certification on March 27, 2015. A production HondaJet participated in the static display at EBACE2015 and is now on a global demonstration tour.

On the whole, business aircraft owner/operator sentiment is the highest yet measured in quarterly JETNET iQ Surveys, which reach every corner of the market with respondents in 125 countries to date. The overall optimism of the market is largely driven by steadily improving conditions in the US, home to more than 60% of the business jet fleet, where optimists outnumber pessimists by more than 5 to 1.

Despite what you may read in the news headlines, European market conditions appear to have largely stabilized for Business Aviation, with about half of all European-based owners and operators polled indicating that current conditions are past the low-point in the business cycle. In Germany, unemployment is at an all-time low since the 1990 reunification as its manufacturing and export-driven economy spool up. In the UK, annualized GDP growth has hovered in a respectable range between 2.4% and 3.0% for the past six quarters. China’s business jet fleet, meanwhile, grew at a rate of 15.5% in 2014 (see Asian Sky Group’s report, overleaf).

As always, opportunities will present themselves, especially to those who know where to look and what to look for…  MI www.rollandvincent.com July 2015 – AVBUYER MAGAZINE

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BIZAV INTELLIGENCE T MARKET INDICATORS

European Flight Expansions Dissected Research from Gama Aviation reveals that the increase in business flights in Europe over the past five years has been driven by the fast growth of flights emanating from emerging European economies…

Last year there were 358,978 business flight departures across Europe – 5.6% more than there were in 2009. “What is clear from looking at this research is that many of the countries that have experienced the highest increase in business flights over the past five years have also conducted a lot of business together,” observed Marwan Khalek, CEO, Gama Aviation. “Germany, for example, is the biggest export partner for the Czech Republic, Hungary and Turkey, and the rapid economic growth in these countries has allowed them to expand their international business dealings, which has in turn necessitated

the use of frequent business travel.

“Over the past five years, Europe has seen an increase in the number of business flights, with an average of 52 more departures every day in 2014 than in 2009,” Khalek added.

Further analysis by Gama into Europe’s busiest business airports reveals that the major hubs are still major economic centers, with Paris Le Bourget (65 business flights per day in 2014), Geneva Cointrin (46), London Luton (35) and Moscow Vnukovo (30) all featuring in the top 10. However, significant growth in business flight departures has been recorded in Istanbul Sabiha Gökçen (191%), Ankara Esenboğa (80%) and Sheremetyevo International (35%) over the past five years.

MI www.gamaaviation.com

Steady Gulfstream Markets

While deliveries dipped slightly in the first quarter, Gulfstream executives are not seeing an appreciable difference in the market for its products at this time…

“Some deals are taking a little longer to get done but it was still a very good quarter,” explained Mark Burns, who succeeded Larry Flynn as president of Gulfstream on July 1. The company expects deliveries to remain relatively flat this year.

Scott Neal, senior vice president of sales and marketing, added Gulfstream is seeing fairly solid activity on most of its product line, particularly the G650/650ER, attributing the sales strength to the extended-range variant as well as the shrinking wait time down to about three years. And while the new G500 and G600 capture attention, Neal maintains the G450 and G550 are still selling.

Key to these jets' success is availability, with backlogs extending to about a year while the G500 and G600 are several years from entry into service. Additionally, the G450 and G550 “are very different airplanes” from the new models in development, notes Neal.

The mid-cabin jets had languished leading up to entry into service of the G280, which boosted deliveries last year by about 10 units. The market for the G150, however, remains “very slow,” Burns said, adding that there had been some activity during EBACE on this model.

MI www.gulfstream.com

BizAv Activity Europe

There were 73,436 Business Aviation flight departures in Europe in May 2015, according to WingX. That’s 493 more than in May 2014 (0.7% YOY growth).

The declining trend in 2015 has narrowed to 1.9% for the year to date.

20

AVBUYER MAGAZINE – July 2015

The Eurozone area clearly recovered during May with its five largest markets, comprising 56% of total activity, all growing. Other important markets such as Spain and Turkey also increased activity.

Particularly strong growth in Germany, France and Italy was nevertheless partly offset by declines in Switzerland, Austria, Netherlands and the still-fast subsiding demand for Business Aviation from Russia.

www.AVBUYER.com

Overall, this represents the first positive May since 2011. The aggregate result was boosted by growth in turboprop and particularly piston flights (total business jet activity actually decreased, by -1.7%).

Most of the business jet decline came in AOC activity, which fell -2%, and was apparent on many of the busiest charter city-pairs.

MI www.wingx-advance.com

Aircraft Index see Page 4



Yo u r fi rst ch o ice fo r h i g h e n d p r e - own e d

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Global Express XRS 2009 S/N 9283 | Hours 1432 | Engine program

Challenger 850 2009 S/N 8078 | Hours 1127 | Engine program

Learjet 60XR 2009 S/N 364 | Hours 2245 | Engine program

Learjet 60XR 2011 S/N 409 | Hours 2360 | Engine program

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Fo r i n q u i r i e s co ntac t yo u r d e d icate d Sale s D i r ec to r US West Coast Steve Rahn 714-401-2337 | US South Central Carl Low 214-415-3129 US North Central Zac Wachholz 316-648-7416 | US East Coast Chuck Thomas 561-234-9960 Latin America Nic Aliaga +1-316-285-4457 | Europe, Middle East and Asia Chiko Kundi +1-514-825-7783 Bombardier, Learjet, Challenger, Global, Global Express XRS and The Evolution of Mobility are trademarks of Bombardier Inc. or its subsidiaries. © 2015 Bombardier Inc. All rights reserved. The aircraft presented here are subject to availability. All images and information are for illustration purposes and are subject to change without notice.

DDBA0307_BBA_PreOwnedAdJuly2015AVBuyer_V11.indd 1

2015-06-16 10:33 AM

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BIZAV INTELLIGENCE T MARKET INDICATORS

BizAv Activity - US & Canada May Business Aviation flight activity posted an increase from April to finish the month up 0.7%, according to Argus TRAQPak. Results by operational category were mixed, with Part 135 and Part 91 activity posting increases of 0.9% and 0.8% respectively, but Fractional posting a monthly decline of -0.6%.

Looking at the aircraft categories, with the exception of turboprops (which posted an increase of 2.8%, all three jet categories were down for the second month in row. Large cabin posted a decline of -0.3%, followed by mid-size cabin, down -0.4% and small cabin, down -0.3%. The Fractional and Part 135 turboprop markets recorded the largest monthly gains for an individual segment, up 5.0% respectively.

Year-Over-Year

Reviewing year-over-year flight activity

(May 2015 vs. May 2014), TRAQPak data indicates that May 2015 posted an increase of 1.1%. The results by operational category continue to be strong for the Part 91 and Part 135 markets, up 1.0% and 3.2% in that order.

The Fractional market finished the period down -3.5%.

Flight activity by aircraft category was positive for most categories, with large cabin aircraft posting the largest gains, up 4.7% from May 2014. The small cabin and turboprop markets posted gains of 1.0% and 1.7% respectively (flight activity for Wheels-Up accounted for 90% of the increase in turboprop flight activity over last May). The mid-size cabin market was off -1.1% from last year. The largest yearover-year gain for an individual segment occurred in the small cabin Fractional market, which saw an increase of 9.4%.

MI www.argus.aero

Hawker 800XP/850XP/900XP Markets

Are you thinking of buying or selling a used Hawker 800XP, 850XP or 900XP? Then you’ll need to know how they’re trending on the market right now…

In his latest online blog at AvBuyer.com, Elliott Aviation’s senior aircraft appraiser Jim Becker notes that after declines of up to 70% from their peak price in 2008, the ProLine 21-equipped Hawker 800XP market is showing signs of greater stability while the Hawker 900XP market has even demonstrated some

22

AVBUYER MAGAZINE – July 2015

Further Drop In Chinese Growth

Chinese leasing companies are this year receiving about 30 business aircraft that do not yet have operators, notes Asian Sky Group.

Perhaps the truest indication of the state of demand in Greater China last year was the near halving of arrivals in the mainland, Hong Kong, Macau and Taiwan of second-hand aircraft, from 50 in 2013 to 26 last year. More used aircraft left Greater China than transferred into it in 2014.

Deliveries of aircraft to financial leasing companies will alone provide most of the forecast 2015 growth. Asian Sky estimates that “between the five main Chinese business jet leasing companies, there exist roughly 30 new aircraft either delivered and unsold, or due to be delivered in 2015 hanging over the market”. Everything that was wrong with the market in 2014 is still wrong: a severe anti-corruption campaign and associated drive for government austerity; a slowing economy; the closing of loopholes on aircraft taxes; and increasingly difficult access to the busy Hong Kong International Airport.

Overall, the number of business aircraft based in Greater China grew 15.5% last year, to 439 aircraft, compared with 34% average annual growth in the previous six years, and Asian Sky forecasts about 10% growth for 2015.

While fleet growth is down, operations activity is still up. There are, after all, still more aircraft in the country.

Probably the most up-to-date index of that is traffic at Shanghai Hawker Pacific, the busiest FBO, which handled 18% more movements in Q1 2015 than Q1 2014.  MI www.asianskygroup.com

isolated cased of price appreciation.

Analysing recent transactions, units for sale trends and other contributing factors, Mr. Becker believes the worst could be over for these Hawker markets.

MI Read the full analysis via Jim’s blog at http://www.avbuyer.com/ articles/category/the-biz-av-bloggers/, or email editorial@avbuyer.com to obtain a direct link.

www.AVBUYER.com

Aircraft Index see Page 4

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Bombardier Calls For 9,000 Jets

A new forecast by Bombardier Aerospace projects 9,000 light, medium and large business jets valued at $267bn will be delivered over the next 10 years.

Expansion of economic activity; globalization of trade; growth in the world’s developing markets; new aircraft programs; aircraft retirements and alternatives to full aircraft ownership, such as fractional ownership, card programs and charter will fuel the demand, according to Bombardier.

The forecast projects deliveries of 3,400 light jets valued at $39bn over the next 10 years with growth of about 2.4% year-over-year, and deliveries of 3,100 medium jets valued at $91bn with growth of about 3.8%. The greatest growth is expected to come from the large business jet category, with 2,500 deliveris of large jets valued at $137bn.

MI www.bombardier.com Advertising Enquiries see Page 5

African BizAv Growth Forecast The African Business Aircraft Association (AfBAA) has released its first data-driven report describing the state of Business Aviation in Africa.

The report, compiled by JETNET, included an online survey in which 84 respondents participated. There are close to 450 business jets and nearly 800 turboprops based in Africa. The average age of the African business aircraft fleet is 19.5 years the oldest of any region monitored

by JETNET. “We looked at operators’ origins and destinations,” noted Tarek Ragheb, AfBAA founding chairman. “We found that 72% of operations are inside Africa, 18% are between Africa and the Middle East and 6% are between Africa and Europe.”

While Africa currently has a relatively small number of high net worth individuals, JETNET research indicates that virtually the same percentage use business aircraft as in North America. This and forecasted economic growth bode well for the future growth of the business aircraft fleet there.

GDP grew 5.1% per year in Africa from www.AVBUYER.com

2004-2013, according to JETNET, the largest rate of growth of any region in the world. And GDP is forecast to grow at the same 5.1% rate during the next decade.

“South Africa is booming; there are rich mineral deposits in DRC [Democratic Republic of the Congo] and southwest nations; Nigeria, Zaire and Tanzania have hydrocarbons; and Rwanda is developing its human potential,” Ragheb summarized.

Regarding fleet upgrades, Ragheb believes that Pilatus PC-24, Embraer Legacy 500, used Gulfstream GV and new Gulfstream G650 aircraft will sell well in Africa.

MI www.http://afbaa.org 

July 2015 – AVBUYER MAGAZINE

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In-Service Aircraft Technical Condition & Price An Asset Insight Index analysis conducted on May 29 covering 80 fixed-wing models and 1,631 aircraft listed for sale revealed “Very Good” asset quality.

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) decreased 8.6 AI2 basis points, registering 5.345 from March’s 5.431. The figure remained comfortably above the Mid-Time/Mid-Life 5.000 level – on the ATC Score scale of -5 to 10, but represented the lowest/worst rating achieved during the past twelve months.

Financial Rating (ATFC Score): Asset Technical Financial Condition Score (evaluating scheduled maintenance event cost based on the aircraft Maintenance Rating) improved slightly – 2.6 AI2 basis points, based on the 0-10 ATFC Score scale, registering 5.113 versus March’s 5.087.

Asset Exposure (ATFE Value): Asset Technical Financial Exposure Value (an aircraft’s accumulated maintenance financial exposure) improved since March, dropping by $128k to register $1.785m, the lowest/best figure of 2015. By aircraft group, asset quality was as follows…

• Large Jets: Excellent quality, but below the group’s 12-month average; Ask Price marginally above April’s 12-month low; lowest year-to-date Asset Exposure; best Exposure to Price Ratio (ETP Ratio) generated in 2015, and among all groups.

• Medium Jets: Excellent asset quality; lowest Ask Price since July 2014; second worst Asset Exposure generated in 2015; worst recorded ETP Ratio for this group.

• Small Jets: Very good overall quality; 12-month-high Ask Price; very high Asset Exposure; worst ETP Ratio among all groups.

• Turboprops: VVery good asset quality; record Ask Price for this group; record worst/high Asset Exposure; improving ETP Ratio and best during 2015.

Exposure To Price (ETP) Ratio: Spread in the ratio of maintenance Exposure to Ask Price (ETP Ratio) narrowed by 23.6 percentage points over the past two months, while the average Ratio for aircraft tracked by Asset Insight registered its lowest figure for 2015. While the 57.8% 24

AVBUYER MAGAZINE – July 2015

industry average represents improvement, the average Ratio is still higher/worse than the industry’s 12-month average.

We consider an ETP Ratio over 40% to represent excessive Asset Exposure in relation to Ask Price, and the industry average has been above 40% since February of 2014. Average prices increased approximately $242k over the past two months, with Medium Jets the only group to lose ground over the past month. A closer examination of each market segment follows…

• Large Jets: The group’s Ratio improved, falling below the 40% level and registering 37.2% versus April’s 41.7%.

Large Jet average Ask Price improved to $15.03m and, while hardly “the stuff of legend” it did help achieve the best ETP Ratio among all groups and ongoing dominance of asset quality.

• Medium Jets: This sector retained second place relative to asset quality.

While the $3.52m Ask Price is close to the lowest recorded figure of $3.42m, the group has traded in the narrow band of $3.44m-$3.81m for the past year. The opportunity to capitalize on asset quality and reasonable price appear to be there for buyers to benefit.

• Small Jets: Asset quality allowed this sector to maintain third place. While the ETP Ratio of 88.8% marked an improvement over January’s record worst 101.1%, the figure remains one that only scientists might be able to rationalize given that average Ask Price, at $1.97m, reflected a 12-month record high. While Sellers might view higher Ask Prices as acting in their favor, knowledgeable Buyers will likely factor Asset Exposure into their offer price.

Still, if price negotiations find a starting point, a sale is always possible.

• Turboprops: A 46.0% ETP Ratio was second-best among all sectors, and registered at just about the 12-month average. Like Small Jets, Turboprop Ask Prices reached a record high figure at $1.97m. However, taking into account the group’s substantively lower ETP Ratio, Turboprops may presently represent better value than Small Jets.

Summary Overall asset quality dropped from “Excellent” to “Very Good” this month, but that is not to suggest high quality assets are not available. The challenge for buyers is in www.AVBUYER.com

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understanding the real Asset Exposure they’re accepting with respect to any aircraft.

With approximately 50% of tracked models averaging an ETP Ratio in excess of 40%, buyers must be careful not to unintentionally acquire a ‘disposable aircraft’. If they already own such an asset, Sellers need to be realistic about their available options – which are likely to be few and not inexpensive.

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

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Dealer Broker Market Update - Q2 2015 Used Aircraft Sales Action is “Heartening” 26

AVBUYER MAGAZINE – July 2015

www.AVBUYER.com

Aircraft Index see Page 4

Aircraft Sales Trends 1 new.qxp_Layout 1 15/06/2015 17:00 Page 2

After the market throttled back on used and new aircraft sales in Q1 2015, signs point to sales strengthening in Q2 2015, notes Dave Higdon after discussing the market with a selection of dealers and brokers.

T

he first quarter downturn was something of a surprise given the strong, record-setting performance of pre-owned businessturbine sales in 2014. But according to GAMA's Q1 2015 report, total airplane shipments declined from 520 during Q1 2014 to 441. Similarly, billings dropped 12.6 percent from Q1 2014 to $4.5bn. Rotorcraft shipments also declined, by 18.3 percent to 188 units in Q1 2015, and billings declined 17.9 percent to $0.8bn.

But it’s not all bad news. In mid-May JETNET iQ’s Rolland Vincent cited the continued slow economic growth as a positive indicator, helping sales domestically even as currency exchange issues in Europe handicaps US OEMs while making the US a riper market for new European-made and pre-owned Europe-based business aircraft.

So far this year, flying activity has gained yearover-year in March and April, and early reports on May activity indicate a continuation of that strength.

A significant percentage of operators continue to predict an increase in their 2015 flying over 2014 levels – and a continued interest in improving their fleets by replacing older aircraft with newer aircraft.

That interest in newer aircraft is a driver in preowned sales, according to the dealers and brokers focused on that market segment. Meanwhile, the inventory and asking prices in April and May did something that would make Adam Smith smile: they worked in opposite directions...

Inventories continued to decline – slightly, steadily, say dealers and brokers from across the spectrum – and jets, in particular continued a slight decline while prices continued a gradual increase.

The Double-Edged Dollar

The tighter inventories of pre-owned business aircraft in the US, and Europe's disproportionately high rate of business aircraft growth in recent years, make searching Europe for a deal more attractive for American prospects and their representatives.

But the competition can be a little tilted toward the medium- and large-cabin models, a particular favorite of many European operators. Slower gross domestic product growth in Europe may make buying new less attractive, but the uneven GDP growth level of the US should still translate to more new and pre-owned sales.

“We found the medium jet that a client wanted across ‘the pond' when it became apparent that a Advertising Enquiries see Page 8

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

better deal was available there,” explained an East Coast broker. “Unfortunately, a sale of the old airplane to a European prospect fell through because the current exchange rate drove up the costs; the same strong Euro that originally made the medium jet such a good buy had faded in favor of the dollar."

The US dollar grew 20% against the value of the Euro during the past year, making exports more expensive. In fact, exports were down approximately 3%, year-over-year, as of March, while deliveries of General Aviation aircraft to European customers accounted for just 16.4% of the 2014 total – down from highs of more than one-third posted in recent years.

Still, Europe remained second only to the 53.2 percent delivered to customers in North America.

Unfortunately, Europe may also attract attention from other US buyers as a shopping pool because of the contina sale of the ued escalation of asking prices for business aircraft within the North American pool. And that pool isn’t old airplane being refreshed as fast as in recent years with fewer jets populating the used fleet.

One West Coast dealer noted that some to a European prospects are looking deeper into the ongoing costs of the older fleet and not understanding that prospect fell maintenance costs don't always linearly increase with age. “They've read about 'increased maintethrough because nance burdens' but don't appreciate how maintenance programs help owners manage and control the current their costs.

“One prospect we worked with was drawn to exchange rate an 11-year-old light jet with low hours (for its age).

He pulled back after reading something about drove up maintenance costs for jets older than 10 years. We saved that deal by sitting him down with the the costs.” books, the logs, the spreadsheets and explaining the ongoing coverage of an hourly-based maintenance program.”

The prospect misunderstood the program's costs as an addition to the hourly cost predictions of his accountant – who failed to grasp the dealer's explanation of the maintenance program and how aging costs had already been included.

“Once he stopped trying to count that per-hour charge a second time, he was much happier. But it taught us that some buyers are taking the time to learn more – without always understanding what they've learned. It’s frustrating, but it makes us  work smarter.”

“

www.AVBUYER.com

July 2015 – AVBUYER MAGAZINE

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Smaller vs Larger

There's a type of prospective buyer with some knowledge of business aircraft use who believes that larger is automatically better; i.e., larger always means the aircraft can carry more...right?

“That's one of the myths we hear from first-time prospects, and a few who should be experienced enough to know better,” explained a Midwest broker. Dialing back expectations and toning down some common myths are a daily part of the dealers' and brokers' work. “If you can do this successfully, the bright buyers quickly come to realize they don't need all that space 90% of the time, so they can spend less on something smaller while still accomplishing 90% of their transportation needs.”

With the markets at their tightest in the mediumand large-cabin business jet categories at the moment, helping a prospect understand that the small jet can still do what is needed opens up options for the buyer... “by an entire segment,” the Midwest broker noted. “Right now that's a good thing in terms of availability, even if it's not necessarily a buyer's market anymore.”

A Northwest broker noted that it helps to start working with a prospect on the basis of the missions the aircraft will fly most. “One buyer was seduced by a smaller medium jet's range and wanted to reject a better candidate because it went only twothirds as far on full fuel,” he noted.

After explaining that the jet would seldom, if ever, fly max-range legs with the loads expected, the small jet's lower operating and ownership costs swayed the buyer back. “We made that sale after explaining the limitations of fuel versus payload, how such trade-offs work, and the fact that the perceived mission trips seldom exceed 50 percent of the light jet's range.”

That owner also learned that a chartered flight can cover the need if the occasional trip exceeds the light jet’s range. “We told her that if her business started needing bigger and longer legs on a regular basis, we'd help her dispose of the old jet while helping her find the replacement. That sold the aircraft.”

balances; and financing is much easier today.

The toughest element facing pre-owned sales, according to virtually all the sources we queried, is the ongoing decline in the available pool of preowned business aircraft, placing upward pressure on prices and increasing the difficulty in finding a match between a prospect and an available aircraft.

“That situation won't be getting any easier anytime soon,” the East Coast consultant concluded. T

The End Game

So many moving aspects make definitive market forecasting something many analysts and aircraft sellers hesitant to do...but they see at least as many positive signs as negatives. For example, the economic slowdown in Europe and in China bode badly for the growth that so many expected a couple of years ago. But many prospects remain (though less interested) in the market for new rather than preowned.

The dollar's strength against other currencies helps on one end and hurts on another. Today's lower crude-oil prices had put a noticeable dent in the price of both Jet A and AvGas – which, in turn, is helping flying activity levels. Capital abounds, with many companies holding large positive cash 28

AVBUYER MAGAZINE –July 2015

Are you looking for more articles on Visit www.avbuyer.com/articles/category/business-aviationmarket-insight.

www.AVBUYER.com

Aircraft Index see Page 4

BOMBARDIER GLOBAL XRS - SN 9189 ASKING: $27.5M

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BOMBARDIER LEARJET 60XR - SN 347 ASKING: $4.9M!!!

CONTACT Florian van der Cruyssen florian.vandercruyssen@globaljetmonaco.com M +33 6 12 44 2916 T +377 97 77 0104

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BIZAV INTELLIGENCE T AIRCRAFT SALES TRENDS

Pre-Owned Aircraft Sales Trends

If the Price is Right...?

General Aviation’s pre-owned market has been stuck in a kind of stop and go cycle since 2009, notes Vref’s Fletcher Aldredge. Prices drop, activity flares up, prices freeze, activity stops. To paraphrase Ronald Reagan, “Here we go again.” e can talk about robust activity and shrinking inventory, but that would be ignoring ‘the elephant in the room’, namely the continued erosion of prices, especially in the large cabin business jet market. Little did we know just how quickly we would become reliant on a worldwide marketplace.

Several years ago when we touted the emergence of BRIC (Brazil, Russia, India and China), we credited those economies (and others) with helping to pull General Aviation out of the quagmire called ‘The Great Recession’. Some of us quietly thought global demand practically saved the industry, or at the very least gave it a necessary transfusion. What we didn’t know was just how quickly and easily we would become reliant on a worldwide marketplace.

W

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

32

Piston Singles & Twin Indices

A check of the Vref Market Indices for the recent quarter shows only nominal change. Tiny bumps in late model F33A Bonanzas, Cardinal RGs and Cessna 182s moved the Complex Single Index up

AVBUYER MAGAZINE – July 2015

www.AVBUYER.com

+0.1%. We’re talking 25-year-old machinery here! Pilots have never been ones to quit on an airplane just because it’s got a little age on it…

Average pressurized piston twin values lost another 1.9% in the recent quarter. They are still a smart choice and far cheaper to operate than the nearest turbine, but the down-trend is clear.

Turboprop Indices

Regarding the Turboprops, generally speaking it’s “not too bad, not too remarkable” – except for the Pilatus. While most turboprops seem to be cloaked in stability, (the Vref Turboprop Index was basically flat for five consecutive quarters) PC-12s have steadily appreciated.

In the last two years the average PC-12 has gained more than 13% in value. Not remarkable you say? In an industry still feeling the aftershock of 2008, an uptrend of any kind is quite unique!

Jet Indices

This might be a good time for some readers to look away... The market is not pretty. This might also be a good time to respond to the individual who asked Aircraft Index see Page 4

Aircraft Sales Trends 2new.qxp_Layout 1 16/06/2015 11:52 Page 2

us not to tell anyone prices are still trending down. Really?!

There is not a credible buyer anywhere on Planet Earth who doesn’t already know the market has dropped to a new level…

While the Light Jet segment is steady or nearly flat, Mid-Size and Large Jets had another off quarter. The table to the right gives some of the particulars.

The takeaway is this: If last year was a good time to buy, this year is even better!

It Always Comes Down to This

Why is this happening and what will happen next quarter, next year? The ‘why’ is the easy part of the question. While many of us consider the US economic recovery to be anaemic, it might stand alone…as a recovery. 2014 was a disappointing year for growth in Europe, BRIC, and other business jet-consuming regions. According to The World Bank, some of the tepid growth forecasts for many countries have actually been revised Advertising Enquiries see Page 5

downward. The convenience and safety of private air transportation is, and will remain unparalleled. So, what will happen?

The fact that we’ve spoken so many times of the convenience and safety of GA, should tell us there will always be buyers in nearly every country with a runway. Will it take a fair price – some would say a discounted price – to attract these buyers?

Maybe… Indeed, probably!

One great advantage General Aviation has now (as compared to a decade ago) is the widespread realization we are operating in a free market, practicing free trade. The most encouraging statement we’ve heard in a long time was from a major manufacturer. Last quarter, while discussing the ‘cratering’ of the large jet market, he said, “The market is what the market is.” We say, “Whatever the market is, demand will be there next quarter and next year — if the price is right.” T More information www.vrefonline.com

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BIZAV INTELLIGENCE T AVIATION LEADERSHIP ROUNDTABLE

High-Time Aircraft Who Buys Them, and Why?

Jay Mesinger considers buyer concerns regarding high-time aircraft, and outlines how sellers of such aircraft can help remove barriers to a deal.

T

he manager of a leading aircraft valuation guide asked what I thought about adding a category for aircraft previously owned and operated in fractional programs. Essentially, these aircraft were going to have higher cycles and times. Shouldn’t they be viewed and valued differently to other aircraft?

When fractional ownership programs began, no one really knew if hours flown by fractionals would match the expectation at that time, which was about 800 hours annually – approximately twice the typical annual usage for a whollyowned business jet. We concluded that it would be wise to wait and see if the fractional idea even caught on first.

Imagine that!

With the benefit of hindsight, it probably would have been a good idea to add that category. It’s clear now that the idea certainly caught on, and in fact there are a tremendous amount of aircraft that have been used in these programs now sitting on the market with two or three times the number of hours on their airframe and engines versus a comparable non-fractional airplane.

discount the aircraft do so because they cannot overcome the perception that the airplane may not be as safe as a lower-time model. In my opinion, this is probably unfounded provided the aircraft has been maintained properly. Thus we find perception, rather than reality, becomes the central focus.

The idea of a higher-cost to operate is based more in reality than perception. The higher the time and cycles of the airplane, the closer one gets to the expiration of many life-limited components. Even those without life-limits become more liable to develop faults or simply wear out. While these conditions do not make the airplane unsafe, they do make it a more costly prospect.

As regards to that high-time airplane becoming harder to sell, it takes an intelligent, experienced buyer who realizes at a certain price (one less than the lower-time airplane) the value outweighs the cost.

So as we get to a fleet age that is on an upward trajectory, and then segment those airplanes into average airframe time versus higher airframe time, we arrive at a reality of segmentation that will not change.

Another problem with pegging the value of the high-time aircraft is that there are far fewer transactions that occur to create real comparisons for valuation. So if there is not an industry-recognized calculation that accurately depicts the impact of high-time, it unfortunately becomes a ‘What are you willing to pay me?’ scenario when selling to the smaller buying population that would accept the aircraft.

As a seller of a high-time airplane, you should be very open to buyers that express an interest in your aircraft, and refrain from using terms like ‘bottom feeder’.

To answer the question in the title of this article, the ‘Who’ is the knowledgeable buyer, and the ‘Why’ is price of the aircraft. I chose the words to answer that question thoughtfully. If someone makes you an offer on a high-time aircraft, consider it carefully. Work to get a good contract and have it include realistic pre-buy protocols. Bottom line, make the deal! T

“ Thus we find perception, rather than reality, becomes the central focus.”

Perception Vs. Reality

Since aircraft typically used in fractional programs do not have airframe life-cycle restrictions, there’s no reason not to consider them a viable proposition to sell and buy, but very little guidance is given – even today – as to how they should be valued. The valuation guides do report an average airframe time for each model year, and they give a calculation to use for additional hours over that, so that a prospective buyer can correct the valuation above or below the average time calculated for a given year. That works for small variances but not for significant changes.

As an example, let’s assume an airplane for a given year has an average airframe time of 5,000 hours. A comparable one that has been in several years of fractional service has 10,000 or more hours on the airframe. The difference has various implications for the buyer. First, it elicits questions from the less experienced buyer regarding safety. The experienced buyer, on the other hand, will focus on cost of operation and resale. These are both legitimate questions, and are not unlike the discussions that arise from buyers with respect to damage history in an aircraft.

The outcome is usually a smaller pool of prospective buyers - sometimes significantly smaller. The smaller the pool of prospects, the longer it could take to find a buyer. Many who 34

AVBUYER MAGAZINE – July 2015

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

Freestream July.qxp 17/06/2015 12:07 Page 1

2007 Gulfstream G450

2009 Gulfstream G450

• Price: Make Offer • Total Time: 1850 hrs • Landings: 775 • Engines Enrolled on RRCC • HUD/EVS • SecuraPlane External Camera System • Airshow 4000 • Honeywell MCS 7000 SATCOM • 14 Passenger Interior • Aft Galley • Forward Crew Lavatory

• Price: Make Offer • Into Service 2010 • TTAF: 1402 • Landings: 668 • Engines on RRCC • Part 135 Compliance • Aft Galley • Crew Area • Fwd and Aft Lavs • 14 Passenger Configuration

2010 Gulfstream G450

2011 Gulfstream G450

• Price: Make Offer • Total Time: 849 hrs • Landings: 455 • Engines on RRCC • SV-PFD (Synthetic Vision – Primary Flight Display) 2.0 • Honeywell HD-710 High Speed Data System • Part 135 Compliance (Up to 10 hours) • Aft Galley • 14 Passenger Interior

• Price USD $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

1996 Gulfstream GIVSP

• Price Reduced • 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 FREESTREAM AIRCRAFT LIMITED

London +44 207 584 3800 sales@freestream.com

FREESTREAM AIRCRAFT (BERMUDA) LIMITED

Hamilton, Bermuda +441 505 1062 sales@freestreambermuda.bm

FREESTREAM AIRCRAFT (H.K.) LIMITED

Hong Kong +852 2724 5620 info@freestreamhongkong.com

FREESTREAM AIRCRAFT USA LIMITED

New York +1 201 365 6080 aircarftsales@freestream.com

Freestream July.qxp 17/06/2015 12:07 Page 2

2008 Gulfstream G550 S/N: 5176 • Price : US$29,950,000

2009 Gulfstream G550 S/N: 5231

• 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 • Available for viewing Immediately in Bridgeport, Connecticut

• Price: Make Offer • 1236 AFTT • 511 Cycles • Engines on RRCC • APU on MSP • Enhanced Nav w/Synthetic Vision • Honeywell Planeview Cert ‘F’ • Head-Up Guidance System • Fwd Galley • 18 passenger configuration

1998 Boeing BBJ S/N: 29273 • Price reduced

Boeing BBJ S/N: 36714. Reg: VP-BFT

• 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 • 18 Place Interior • One Owner Since New

• $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

Challenger 604 S/N: 5426

• $6.495M • Total Time: 6329:55 hours • Landings: 3397 • Engines enrolled on GE On Point • APU Enrolled on Honeywell APU MSP Gold • Enrolled on Bombardier Smart Parts Plus • Safe Flight Enhanced Auto Throttles • EMS High Speed Data 128 Stand Alone • EGPWS • TCAS II with Change 7 • 12 Passenger Interior

Freestream July.qxp 17/06/2015 12:07 Page 3

2006/2007 Global Express XRS • Make offer • Total Time: 3658:07 hrs • Landings: 1177 • Engines on 100% JSSI • Enrolled on JSSI Tip-to-Tail • Triple FMS • FANS 1/A+ and RNP 4 • SBAS with LPV APRH • Batch 3 • ADS-B • Forward and Aft lavs

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

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)

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 FREESTREAM AIRCRAFT LIMITED

London +44 207 584 3800 sales@freestream.com

FREESTREAM AIRCRAFT (BERMUDA) LIMITED

Hamilton, Bermuda +441 505 1062 sales@freestreambermuda.bm

FREESTREAM AIRCRAFT (H.K.) LIMITED

Hong Kong +852 2724 5620 info@freestreamhongkong.com

FREESTREAM AIRCRAFT USA LIMITED

New York +1 201 365 6080 aircarftsales@freestream.com

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Business Aviation and The Boardroom

What The Boardroom Needs To Know

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BOARDROOM T CASE STUDY

High Flyers Interview

High-Level Food Provider Flies Privately If you run your business as a one-man band, how can Business Aviation work for you? Rani Singh asks Victor Girgenti, whose Longview Trading, Inc. deals in high-end deli products for supermarkets’ private-label programs... ictor Girgenti, 58, is an engaging individual who responds to requests and questions at lightning speed. He manages to do this while flying privately and running his successful food empire daily, singlehanded. His business supplies the finest supermarkets with very high quality cold cuts, deli cheeses and deli salads with their customer’s name on the label.

“For years most retailers would place the worst quality product in their label,” Victor highlights. “I started my business over twenty years ago – and changing the mindset of the deli world has been an experience!” The products Longview manufactures have the lowest sodium levels in the industry. “No fillers or extenders are ever used. MSG is not in any product we produce. No artificial flavoring,” he notes.

V 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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All meat is from the US, and Victor processes it in a variety of different plants across the nation, keeping each species in separate plants to avoid cross contamination.

A decade ago, Victor’s business was doing well, so he started to make more use of his winter home in West Palm Beach, Florida (he lives in Sands Point, New York, a wonderful harbor town just outside New York City).

“The reason I started to take flying lessons was that when we used to charter a jet before I was able to fly, I would watch the pilots and worry that if they had eaten, let’s say a bad fish for dinner and had an attack of food poisoning, it might be helpful to know how to yell ‘HELP’ on the radio,” (Victor would charter a private jet to take his wife and two Labradors, Callie and Hobbie, to Florida).

“After the first lesson, and since my golf game  Aircraft Index see Page 4

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BOARDROOM T CASE STUDY

had not improved for 20 years, I decided to keep taking flying lessons,” Victor recalls. “Of course had it not been for Callie and Hobbie, I never would have chartered a jet to begin with. Thanks to those two most wonderful dogs I came to realize that private flying would also change my life and business. I now do animal rescue missions with the Eclipse 500 I own, bringing dogs from kill shelters in the south to sanctuaries in the northeastern states.”

Victor never dreamt he would one day fly himself to Florida. But he stayed the course working his way from a Cessna T182T, to a Columba 400, to a Piper Meridian and for the last two years has owned an Eclipse 500 TE (Total Eclipse). Today, he flies to his clients along the eastern seaboard of the US, from Florida to Pittsburgh, Pennsylvania.

Victor doesn’t mass produce, and is happy trading with those who appreciate his level of quality.

“Being able to jump into the Eclipse, go, and return quickly makes optimum efficiency possible.”

Out and Home in a Day

Previously, Victor was flying commercially on a regular basis to one customer in Jacksonville, Florida. “I was flying too much. You would think from NYC to Jacksonville there would be many flights daily. That’s not the case, and most trips there required a departure the day before the meeting. If the meeting ran late, I had to spend another night in Jacksonville before flying home on the airlines.

“Now I wake up in my own bed, enjoy a workout, check the stock markets, check emails and drive to my local airport,” he smiles. “I put my car into my hangar and fly off to Jacksonville. Two hours later I am there in plenty of time for the meeting. Afterwards, I’m back home in another two hours and having dinner with my wife. Flying yourself is worth every penny.”

Working from home, every hour counts for Victor.

As we spoke, he was preparing to fly to Atlanta, Georgia for a convention, offering a ride to one of his larger customers. “They get so excited to see the airplane and can't believe I’m the pilot. They’re amazed that we walk onto the aircraft and go. No taking-off shoes or metal detectors.

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AVBUYER MAGAZINE – July 2015

“Being able to jump into the Eclipse, go, and return quickly makes optimum efficiency possible.”

www.AVBUYER.com

The flight starts when we are ready. This blows them away!”

Highlighting the sheer flexibility afforded him by his business jet, Victor recalls, “Last year I needed to attend the same convention when it was in Denver, Colorado. I flew in on Saturday, dined with customers, attended the convention on Sunday, and quickly realized I had

Aircraft Index see Page 4

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Giving Back To Aviation

MR GIRGENTI WITH HIS ECLIPSE 500 TE, AND (BELOW, LEFT) AN EXAMPLE OF LONGVIEW’S DELI PRODUCTS

seen enough. While originally I was planning to stay and attend the convention a few more days, because I have my own aircraft I got up Monday morning, called the airport and asked that my airplane be fueled and ready for departure within 30 minutes.

“If I was on an airline, the effort and added cost to do something like that would be huge. While everyone else was still in Denver, I was back at my desk doing important business.”

Why the Eclipse?

“While everyone else was still in Denver, I was back at my desk doing important business.”

Victor has a simple, but effective sideline business that he feels gives back to the industry that has helped him so much.

“Manufacturers such as Piper build aircraft that use the same airframe for both piston (gas burning) and turbine (jet fuel burning) airplanes,” he notes. “The folks that fill the airplanes with fuel at the airports don't always know which engine is installed - and if they make a mistake and place the wrong fuel-type in an aircraft the results can be deadly.

A simple warning system was needed to alert these line-people as to what type of fuel was needed in an aircraft. “I invented and market a product called FuelTape - a roll of tape that states the type of fuel that the aircraft needs, or should not be fueled with. The pilot, after landing, tears off a piece of this tape and places it over the fuel cap so the line people need to remove it before fueling.

“Today with diesel engines burning Jet A, FuelTape will be needed more than ever.

Check out www.fueltape.com to learn more.”

Victor feels that the Eclipse is his perfect vehicle. “It is fast at 375 knots, and able to fly way above the weather with a ceiling of 41,000’,” he enthuses. “It is comfortable, and very quiet - normal volume conversation is not a problem, and in fact no headsets are offered to the passengers.

“Best of all is the lack of fuel burn - trips from New York City to West Palm Beach, Florida only burn 190 gallons,” he adds.

Victor’s business philosophy is built on the belief that every call, email or text needs to be answered within minutes. Delaying an hour is not an option – thus he has taken care to select an aircraft with sufficient in-flight connectivity so that he can be productive while flying. “Being in touch in the air is a must,” he concludes. “Customers don't care where you are, as long as you respond quickly. Being able to do so, and the time savings made possible by flying to your schedule, are the ultimate advantages of Business Aviation.”

For more information on Longview Trading & its products, visit www.longviewtrading.com Are you looking for more Business Aviation Case Studies? Visit www.avbuyer.com/articles/categories/ business-aviation-interview-case-studies T Advertising Enquiries see Page 5

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July 2015 – AVBUYER MAGAZINE

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Why Business Aviation?

Why not!

The benefits of BizAv are clear to those who use it…

How do you justify using Business Aviation?

Pete Agur has a novel approach—you don’t!

ustifying the acquisition of a business aircraft is the same as justifying ownership of a private vehicle. You either need, want, and can afford a car… or you don’t want it. Lacking any one of those key ingredients would suggest not owning a car. I have a friend, Eileen, in DC who does not even know how to drive. She grew up in New York City where owning a car is an extravagance. She now chooses to live in another city where the Metro and Uber meet all her local travel needs.

So why use Business Aviation? That was the challenge one of our clients faced a few years ago: Mr. B. called to ask if we could help him with a problem. He is the Chairman of the Board for a company that had recently hired a new CEO, Tom. He was hired to triple the revenues of the company within the coming decade. Like many CEOs, Tom is a brilliant, type-A kind of person.

And that was the problem. Mr. B. was concerned

J

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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Tom was wearing himself out flying on the airlines.

The future of the company relied on not only Tom’s effectiveness but also on his tenure. Tom was at risk of burning himself out after only a few years. If that happened, the company would not succeed.

The Board agreed Mr. B. should meet with Tom to discuss his need for a company aircraft. During that meeting, Mr. B. was surprised by Tom’s reaction. Tom acknowledged all the benefits of a private jet. But in light of the company’s profit goals, he had a big concern: the costs. Mr. B asked Tom to use a neutral third party in his discovery and decision process. He gave Tom my number.

Our Analysis

Tom called me the following Monday. We agreed, after a twenty minute conversation, that our firm should conduct an Air Travel Needs and Services Analysis. Not only would Tom gain clarity around the Aircraft Index see Page 4



Aircraft Marketing July.qxp_Layout 1 18/06/2015 09:19 Page 1

www.aircraftmarketing.com

sales@aircraftmarketing.com

1997 Bombardier Challenger 604

Rolf Smith

Director of International Sales & Acquisitions.

Located in the prestigious region of Beverly Hills (90210) in the United Sates recently worked at Viation Ltd. UAE where he headed up the International Sales Department having joined the company from Aero Toy Store where he achieved record pricing sales. With 20 years experience in the corporate market, Rolf is well known amongst international customers.

He began his career in 1994 managing the Rolls Royce, Bentley, Aston Martin and Lamborghini

dealerships for his aviation mentor, Gulfstream Chairman Alan Paulson.

Rolf developed his career with Pacific Coast Lease, TWC Aviation, PrivatAir, Cerretani Aviation, Aero Toy Store and Viation Ltd UAE and his client’s range from the entertainment moguls to Fortune 100 corporations. Offering highly personalized service, Rolf’s unassuming yet sophisticated style quickly earned him the trust and respect of clients he still supports today. In his various positions, Rolf has contributed and developed a global market presence in the new and pre-owned business jet market from the US to Asia, Africa, Middle East, Latin America and other. Other areas of his expertise relate to large size Boeing BBJ, 747, Airbus VVIP model’s, and the executive VIP helicopter arena, leasing and finance structure.

Beverly Hills Office +1-310-285-0902 • Las Vegas Office +1-702-260-3333

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company’s air travel needs, but he would receive an analysis of each of his current and potential travel services’ costs and benefits.

This process went well beyond a basic time-cost study. It was conducted within the context of the company’s strategic intent as well as its culture. After a few weeks we sat down with Tom to share our results: •

• • •

•

The company’s strategic intent was for dramatic growth over the next decade. That growth was to come primarily from the acquisition of competitors and the establishment of operations in new domestic geographic regions.

This massive undertaking was to be led by Tom and a very small cadre of highly capable young executives; Tom’s Executive Team (ET).

Tom and the ET had to travel aggressively, together and independently. Face-to-face was their only option for the progress and pace they needed to maintain.

They were headquartered in a major airline hub city. That hub was dominated by an airline with a history of having a very poor on-time record. This was a major point of angst for Tom and the ET because their time was so tightly scheduled.

Tom averaged two trips per week, 40 weeks out of the year.

The projected time savings for using a business jet was more than three hours per leg. That meant Tom was losing at least 480 hours per year in door-to-door travel time using the airlines. That does not count the dramatic difference in the quality of work and rest enroute. In other words, Tom was losing about 20% of his productive time to the inefficiencies of airline travel. The rest of the ET was equally travel-time challenged, even though everyone was putting in over 60 hours a week.

Tom’s Response

After Tom had read our report he asked the Board to approve the capital budget for an aircraft. He gave three reasons: 1.

2.

3.

He realized he and his team could achieve more in less time. This would create revenues and profits well above their targets.

Tom determined the ET’s added efficiencies would allow him to forego hiring another senior executive, saving the costs not only of that person but the staff it takes to support him or her.

Some of the time saved would be reinvested as time with family. Tom is a huge proponent of work/life balance. He knew he and his ET needed down-time to be able to maintain the grueling pace the job required. Business Aviation services would be a big plus in this area.

In the end, Tom explained the impact of Business Aviation services would create revenues, savings and benefits that would far outstrip their added costs, as compared to the airlines.

Did Tom’s commitment to Business Aviation services pay off?

Tom’s company got its jet prior to the dramatic economic downturn of 2008. Today, Tom, his team and his company have flourished while many of their competitors have struggled. They were able to do more, with less. Today Tom is a strong advocate for his company’s Business Aviation services. When others ask him why he has a company jet, he responds, “Why not?” T

“Today, Tom, his team and his company have flourished while many of their competitors have struggled.”

Are you looking for more Business Aviation Ownership articles? Visit www.avbuyer.com/articles/category/business-aviation-ownership

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Aircraft Index see Page 4

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Maintaining Aircraft Capability Making the Upgrade/Replace Decision David Wyndham examines when upgrading or replacement of the company airplane is appropriate.

David Wyndham is co-owner & 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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he owners of a 10-year old light jet were facing the possibility of a significant avionics upgrade in the next few years.

They were also considering replacing the aircraft during the same timeframe. While the upgrade would add value to the aircraft and might make it easier to sell, what path was best?

There are many types of upgrades available for popular aircraft that can change them from unacceptable burdens to mission-capable assets while reducing their costs of operation. When does it

AVBUYER MAGAZINE – July 2015

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work to do the upgrade, and when doesn't it?

Certain avionics upgrades may be required just to keep an aircraft flying. The FAA NextGen navigation system is requiring new avionics equipment be installed by 2020 to allow aircraft to use the air navigation system. Modifying the aircraft can be costly, especially for older models with low values. Some aircraft may require even more avionics upgrades to operate globally, especially in Europe.

Do you do only the FAA-required upgrade and avoid trips to Europe? Do you acquire a new Aircraft Index see Page 4

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aircraft? Your flight department must consider several options to evaluate the upgrade/replace decision.

When to Do the Upgrade

Upgrades fall into two categories: adding new safety features and adding new capabilities. Certain upgrades associated with the FAA’s NextGen program will be required by 2020 just to maintain the aircraft’s operational viability. Either you spend the money or sell the aircraft for parts. If you require new avionics but don't need the advantages of a new aircraft, such as more range, speed or cabin volume, the upgrade path may work.

Possibly you seek to add performance, such as better fuel efficiency or range. Companies like Aviation Partners, Raisbeck and Blackhawk have been quite popular for many years. They, and others, have aerodynamic and engine upgrades that allow your current aircraft to fly faster, further, or both. Sierra Industries offers Williams engine upgrades for older Citations that add speed and range.

Nextant Aerospace is remanufacturing older Beechjets into Nextant 400XTi's - complete with new engines, new avionics and a new interior. Nextant is being joined by an engine upgrade from Textron. Other companies offer engine modifications as well.

There are a number of avionic upgrades available from Avidyne, Garmin, Honeywell, Rockwell Collins and others. Third party specialists are also doing modifications that range from updated navigation gear to a full (glass) panel replacement.

When looking at new systems, consider what the current variant of your aircraft (or closest relative) has for its avionic system.

Done right, these systems enhance both safety and reliability.

For the passenger cabin, interior specialists offer all sorts of options for in-flight entertainment and airborne Internet as well as new seat designs and modern materials.

It’s Personal

Before you undertake such a major project, however, there are some things to consider: • If you need "more" (as in seats, payload or room), your only true alternative is acquiring a larger aircraft.

• Aircraft age is also an issue. Older aircraft cost more to maintain than newer ones. Wear and tear items, aging aircraft issues, and engine overhauls all drive costs up. Your aircraft must be in excellent mechanical condition and essentially free of corrosion, otherwise don't consider the upgrades.

• Some upgrades add value to your aircraft while others add value only to you. With today's market, do the upgrade if it has value to you. If it has value in the market place, so much the better but do it primarily for you.

• Unique is great with art, not with aircraft. Stick with established programs with a successful track record. Do equipment upgrades that mirror the new models or closest equivalents. Those will tend to have the best impact on resale value and also maintenance supportability.

There is a trade-off between putting money into an existing aircraft and replacing it. A decade or two ago, you could always avoid the upgrade analysis and sell the aircraft to a buyer outside the US. That is not so easy anymore. Countries in South America, Africa and Asia are upgrading their air traffic and navigation systems. Many of them are looking toward Europe's 50

AVBUYER MAGAZINE – July 2015

airspace as their model. In today's economic conditions, spending money on an upgrade may not result in a 100% return on the investment, especially on older turbine-powered airplanes.

For example: upgrading the engines on a King Air C90 can run to over $700,000. A 20-year old C90B sells for just over $1 million. Looking at today's market, it’s doubtful that the upgraded C90B can recoup 100% of the upgrade at resale. The engine upgrade will add to the aircraft’s value, but don't do it just to resell the King Air after the retrofit. The likelihood of recovering all your money is very low. Do it because it adds value to you.

If you are upgrading just for a specific mission, but that mission is infrequent, consider the alternative. It might be more cost effective to charter an aircraft for the occasional European trip rather than upgrade your company's existing aircraft.

Budget carefully and talk to other operators who have done the same upgrades. Ask your accountant to run the numbers, including all tax considerations as well as your cost of borrowing the funds needed to upgrade or replace.

As long as your current aircraft is in excellent mechanical condition and you plan to keep it for the next few years, the added utility and flexibility of the upgrade may add all the value you need. T Are you looking for more Business Aviation Ownership articles?

Visit www.avbuyer.com/articles/category/business-aviationownership

www.AVBUYER.com

Aircraft Index see Page 4

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Buying&Selling July15.qxp_Layout 1 16/06/2015 12:58 Page 1

BOARDROOM T BUYING & SELLING

Upgrading to Sell?

How much should you invest to sell your aircraft?

Jay Mesinger addresses an often asked and appropriate question, but one that entails a complex answer. s anyone who owns and operates an aircraft knows, there are numerous ways to spend funds. While direct operating costs are ongoing, there are expenses that can be and often are deferred, such a striping and repainting or re-ragging the interior. What should be the timing of such discretionary items, particularly when you are considering the sale or replacement of the company aircraft? Should upgrades be done to enhance the ownership experience or to facilitate the sale at the time of replacement?

I discourage sellers from spending money that they do not get to enjoy. In other words, there should be a direct benefit from investing funds in your current aircraft. If you postponed painting and now realize that the aircraft’s cosmetics will be a real

A

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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deterrent for a buyer, painting immediately prior to selling without enjoying the pride that comes from operating a handsome steed is a real shame.

The same goes for interior work. Worse yet, let’s say you do invest in paint and interior work but the first thing a potential buyer says is, “I wish it where blue, not green”!

Other factors (such as price) being equal, cosmetics do make a measurable difference in the aircraft’s appeal at the time of sale. Do not misunderstand; your aircraft does not need to look brand new to be appealing to a buyer of preowned equipment. But a very clean aircraft is more desirable than one that the prospective buyer would be embarrassed to operate without investing in refurbishments, which means down time, additional cost and effort for the new buyer.

Aircraft Index see Page 4

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BOARDROOM T BUYING & SELLING

(Incidentally, cost and timing of refurb impact current owners as well as prospective buyers.)

During your ownership life you may find a predictable time to have cosmetic upgrades done in conjunction with other scheduled maintenance or shop visits. You should take advantage of such opportunities to bundle work. But if you haven’t and it is time to sell, consider discounting the aircraft by the cost of the paint job or cabin re-rag. That approach may work with some buyers. Remember, however, that you are asking the buyer to acquire the aircraft and take it out of service for two to three months before they get to enjoy the benefits of ownership, which is a lot to ask. It is better to bring a very nice looking, not necessarily pristine aircraft to market.

Bottom line, don’t bring an aircraft to market that is in desperate need of cosmetics. Also, avoid a sizeable investment just to sell. Find the balance.

Other Costs

Consider other expenditures—major airframe inspections, for example. Often sellers ask about selling their aircraft right before a major maintenance event such as a “C” check, 72 or 96 month inspection. Again, buyers expect heavy discounting for near-term scheduled maintenance.

Typically, buyers want at least 25-35% of service life remaining before a major inspection is due.

Otherwise they may be unwilling to buy, or they may demand the inspection be completed by the current owner.

Spending funds on avionic upgrades requires careful thought, in part because various options may be available. When I help someone buy, I seek an aircraft that meets regulatory mandates and has suitable connectivity (high-speed internet) to satisfy mission needs.

When the current owner/seller has made the investment, my buyer probably will not be investing 100-cent dollars to get the modifications. However, if the seller has not done the upgrades, the price for avionics modifications essentially is set and not likely to escalate due to surprises that often happen when dealing with cosmetic or maintenance events.

“It is better to bring a very nice looking, not necessarily pristine aircraft to market.”

You have not made those investments in the aircraft (thus should have money in the bank), but it is unrealistic to expect that the potential buyer will view your aircraft as similar to one that requires little or no work. The buyer probably will discount your aircraft by an amount greater than the cost of required refurbishments.

It also is important to understand that some buyers want nothing to do with a “rehab project”— which is what some people call an aircraft that needs lots of work—regardless of price. The small universe of buyers willing to take on rehab projects is hard to find, often adding considerable time to the selling period. Thus, I advise clients to pursue every offer; think each through from a personal perspective; and I try to put the seller in the buyer’s shoes.

More importantly, if time is on your side, make long-range transition plans so that you can benefit from investments in upgrades during your ownership experience rather than spend funds that a total stranger will enjoy! T Are you looking for more Business Aviation Ownership articles? Visit www.avbuyer.com/ articles/category/business-aviation-ownership/

Worst-Case Scenario?

Consider the worst-case scenario: you own an aircraft that is facing significant maintenance work, has very poor cosmetics, no connectivity and mandatory regulatory upgrades. What do you do?

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Aircraft Index see Page 4

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July 2015 â&#x20AC;&#x201C; AVBUYER MAGAZINE 55

Insurance July15.qxp_Layout 1 16/06/2015 11:20 Page 1

BOARDROOM T INSURANCE

New Normal for BizAv Insurance?

Assessing Past and Present Trends to Project the Future

Stuart Hope reviews what has changed within aviation insurance and considers what we might expect in the future...

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Aircraft Index see Page 4

Insurance July15.qxp_Layout 1 16/06/2015 11:21 Page 2

e all worry about the unknowns that lurk in the future—in our lives, our careers, our businesses. To calm our fears, it is often comforting to identify past trends. Let’s add the aviation insurance industry to the mix.

Our community has seen a number of changes over the past 10 years. We’ll take a look back and review what changed and why, then consider possible future changes or trends.

W

market share. To further differentiate themselves, many insurers have invested large sums of money into safety offerings to their clients that are in my opinion exceptional.

Unfortunately many clients fail to take advantage of these free safety offerings, possibly because of the perceived time demands, or a failure to understand what is being made available. There is a trending effort by most insurance companies to further automate their processes, continue to push for a complete paperless environment, and use outsourcing of clerical tasks to companies in India and the Philippines, among others.

Past

As anyone who owned an aircraft post 9/11 knows, aviation insurance rates tripled shortly after that horrendous deed, and only seven companies in the US continued to write aviation policies. Other insurers declined any risk that had the word ‘aviation’ in it. We were in what is known within the insurance industry as a ‘hard’ market, which was characterized by increasing premium rates, a restriction of available coverage and strict underwriting with few exceptions.

Lessening fear of another aviation terrorist event plus several years of good claims experience eventually resulted in superior underwriting profits for the insurance companies covering aviation. These attractive returns did not go unnoticed by other insurance carriers looking to diversify their portfolios.

One by one, new suppliers of aviation insurance entered the market at the retail level.

Allianz Aviation, CV Starr, QBE, Travelers (who entered then exited the market after three years), and Swiss Re all began writing aviation coverage. Other insurance companies have followed suit. The law of supply and demand made its presence felt immediately as rates began declining, ancillary coverage offerings were expanded, and previously hard-to-place risks had options. We returned to a ‘soft’ market.

Present

Since 2005 and continuing today, the aviation insurance industry remains in the softest market in its history. There are now over 20 domestic insurance companies writing aviation policies in the US. It is a full-out buyer’s market. All aircraft owners are getting a great deal on their insurance coverage.

Post 9/11, the premium for a liability limit of $100m on a corporate aircraft was $27,000, with no exceptions regardless of which insurer was quoting the risk. Keep in mind, this was for the liability component of the overall policy premium and did not include the premium for the physical damage hull coverage on the aircraft. The same premium today is approximately $9,500.

Even in the recent wake of several disastrous years of losses in the airline world, premiums remain level year-to-year as rates have literally bottomed out, with some considered below the ‘burn rate’ - generally defined as the rate below which the insurer is losing money. Insurers have been willing to increase existing ancillary coverage limits and add/create new ancillary coverage offerings in an effort to capture more Advertising Enquiries see Page 5

Future

“With excess reinsurance capacity in abundance and a seemingly bottomless attraction of capital to the aviation insurance market... the future seems to favor the status quo.”

Many of the gurus of the aviation insurance world feel the current market is the “new normal”. With excess reinsurance capacity in abundance and a seemingly bottomless attraction of capital to the aviation insurance market, short of another 9/11-type event, the future seems to favor the status quo.

There may be some markets that will attempt to offer their product on a retail basis direct to the aircraft owner via a website that bypasses the insurance broker. As many of you have read, Google has been getting approval to sell insurance on their compare site through different insurance partners.

Although I don’t think this will be a threat to the aviation insurance industry due to the complexity of the differing policy language from company to company (aircraft owners will need the expertise of a good aviation insurance broker to negotiate on their behalf), it would be a fool’s deed to count this completely out.

Emerging technology, if not embraced, could find some insurers not only losing their competitive edge but possibly losing their relevance. Mergers and acquisitions in the insurance brokerage community have been on the rise, so expect consolidation there.

Last Consideration

Will we see an effort by insurers to reduce ambiguity in their policy language? Will we one day have an exclusionless policy for some insureds? Stay tuned. Better yet, consider the words of a wise but unknown philosopher who said, “Today is the Tomorrow we worried about Yesterday.” T Are you looking for more Business Aviation Insurance articles? Visit www.avbuyer.com/articles/category/ business-aviation-insurance

Stuart Hope, co-owner of Hope Aviation, is a licensed Airline Transport Pilot and a frequent NBAA speaker and industry authority oninsurance and risk management topics. Contact him via shope@hopeaviation.com www.AVBUYER.com

July 2015 – AVBUYER MAGAZINE

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OEM June15.qxp_Layout 1 16/06/2015 15:51 Page 1

BOARDROOM T OEM PROFILE

Dassault Builds the Falcon Family: Technology and passion join forces to serve the needs of Business Aviation (Part 3 of 4) In our look back at the rich history of

Avions Marcel Dassault, Rod Simpson explored the company’s progress

following the war years, including

its first steps into Business Aviation.

How would Dassault build on its entry into the BizAv arena?

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AVBUYER MAGAZINE – July 2015

ollowing the visit of Charles Lindbergh to Bordeaux in May 1963, Avions Marcel Dassault joined forces with Pan Am to form the airline’s Business Jets Division. In July, 1963 Pan Am placed its first order for 40 Mystère 20s with options for a further 120, and two years later the aircraft was certificated with the first green airframe already sitting at Burbank, California for outfitting.

Directed by James B. Taylor, Pan Am Business Jets marketed the aircraft, initially as the Fan Jet Falcon and subsequently as the Falcon 20. Orders rolled in from US Corporations and other entities throughout the aviation world. Several air forces, including the Royal Canadian Air Force and the Royal Australian Air Force, ordered the Falcon 20, and early deliveries went to Fortune 500 companies such as FMC Corporation, Johns-Manville, Atlantic

F

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Richfield, Bechtel and Pepsico together with private owners such as Winthrop Rockefeller and the Aga Khan.

If the Falcon was the right size for corporate aviation, it was also the right size for FedEx whose founder, Frederick W. Smith, had a solution for an American banking problem. In the 1960s, long before computer networks facilitated instant transactions, the banks faced a week-long truck journey between New York and Los Angeles before their checks and other documents could be “cleared” for financial value. For the banks, time was money, and Fred Smith’s plan for a fleet of fast jet freighters, which could reduce delivery time by several days and significantly reduce transaction “float”, was compelling.

He chose the Fan Jet Falcon as the freighter and placed orders for 33 aircraft, engaging Product Design Group, a small firm Advertising Enquiries see Page 5

based in Rose Hill, Kansas, run by Gomer Jones and Willard Bashaw, to engineer the large port-side freight door. Soon the purple and orange Falcons became a familiar sight across the USA. Federal Express, with its huge distribution center in Memphis, Tennessee, would go on to outgrow the Falcons - but these aircraft proved the small package concept copied by UPS, DHL and many others, and also brought unique visibility for the new jet.

Building on Success

In the late 1960s, back in Bordeaux, Dassault engineers were busy on several fronts. They developed prototypes of the twin engined Spirale for ground attack roles and the elegant Hirondelle twin-turboprop business aircraft. In 1971 Dassault launched

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July 2015 – AVBUYER MAGAZINE

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BOARDROOM T OEM PROFILE

into the airliner market with the Mercure 150-passenger transport, eleven of which were built for Air France’s domestic airline, Air Inter, fitted with advanced features such as a head-up display.

Dassault also added to its fighter line with the Mirage F.1, over 650 of which were built for eleven countries and, in the late 1970s, the very successful Mirage III delta-winged jet fighter grew into the Mirage 2000 that has been built in large numbers at Bordeaux-Merignac and exported to countries such as India, the UAE, Peru and Brazil. All these aircraft are noted for their precise and reliable designs, and Marcel Dassault insisted systems should be engineered within the company, rather than outsourced.

Dassault’s Equipment Division, based at Argonay in Eastern France, was formed for this purpose. Dassault also merged with Avions Louis Bréguet in 1968, which brought aircraft such as the Alizé and Atlantique patrol aircraft and the Alpha Jet and Jaguar into the company family.

Meanwhile, Dassault engineers were also working on new versions of the Falcon. First to emerge was the “Mini-Falcon” (later known as the Falcon 10) which was a smaller business jet for seven passengers, with two Garrett AiResearch TFE731-2 turbofans, the first production example of which flew in April 1973. Its excellent performance, which attracted many corporate customers, was thanks to pioneering work by Dassault engineers who were the first to incorporate supercritical airfoils in business aircraft.

The Falcon 10 was later upgraded with a new flight deck, extra cabin windows and a higher gross weight as the Falcon 100; overall 229 having been built when production of the Falcon 10/100 series ceased in 1990.

The Falcon theme then took on a much larger variant dubbed the Falcon 30, which was a 29-passenger commuter airliner with Falcon 20 wings and an enlarged fuselage. It first flew in 1973, but the ALF502 engines available at the time could not give the required performance and Dassault reluctantly abandoned further development.

Nevertheless, many Falcon 20 customers wanted more range and speed, so Dassault moved on to a new aircraft with a 3,470 mile intercontinental range using a stretched Falcon 20 fuselage and three Garrett TFE731 turbofans. The new 8-9 passenger Falcon 50, which featured an area-ruled rear fuselage profile, flew in November 1976 and went into production less than three years later. Once again, it was a major success in North America and production continued with various improvements until 2007, by which time 352 had been produced.

Second Generation Falcons

By the early 1980s, a second generation of Falcons was on the drawing board to meet customer demand for more internal space and more range, the first being the three-engined Falcon 900, which flew in September 1984. Its development was a product of the CATIA (Computer-Aided Three-dimensional Interactive Application) system that was created by Dassault Systèmes during the 1970s. The use of this outstanding computer design methodology has allowed Dassault to create highly efficient Falcon airframes with light structural weight and advanced aerodynamics.

The Falcon 900 was intended as an inter-continental 3,800nm alternative to the Falcon 50, with more powerful TFE731 turbofans and a substantially larger 13-passenger cabin. Progressive improvements have seen the Falcon 900 grow with upgrades in gross weight, engine power, fuel capacity and range. The latest Falcon 900LX, which can fly 4,750nm, has Dassault’s advanced 60

AVBUYER MAGAZINE – July 2015

THE 1963 MYSTERE 20 INTERIOR (ABOVE) AND TODAY’S SPACIOUS, TECH-SAVVY, COMFORTABLE FALCON 2000LXS CABIN (BELOW)

EASy flight deck incorporating a HUD, Synthetic Vision and sophisticated crew management systems.

The other second generation Falcon, developed in the late 1980s, was a replacement for the venerable Falcon 20 as the aircraft neared the end of its production run. Dassault’s new model would, like the Falcon 900, have a larger cabin and a 3,000nm range but be powered by two turbofan engines. First flown in March 1993, the twin-engined Falcon 2000 has proved to be one of the most popular of the Falcon family and nearly 400 had been delivered by the end of 2014.

The initial version used a pair of rear-mounted 6,000 lbst CFE738 engines and gained its type certificate in February 1995, with later versions having more power, longer legs and increasingly more modern equipment. The current variants are the 4,000nm Falcon 2000LXS and the 3,350nm Falcon 2000S, which features improvements to its wing devices to provide much enhanced short field performance.

In our September edition, we’ll continue our Dassault profile series with the fourth and final part: ‘Generation Three - The XPlanes’… Stay tuned! T Are you looking for more Business Aviation Profile articles? Visit www.avbuyer.com/articles/category/business-aviation- interviews-case-studies/

www.AVBUYER.com

Aircraft Index see Page 4

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Avionics Mandate July15.qxp_Finance 16/06/2015 15:21 Page 1

FLIGHT DEPARTMENT T AVIONICS MANDATES

DASSAULT’S RECENTLY ROLLED-OUT FALCON 5X SPORTED ELBIT SYSTEMS’ ENHANCED FLIGHT VISION SYSTEM

Avionics Mandates (Part 7): Enhanced Low Visibility Operations

Helping you understand avionics advances and related

requirements for equipage, Ken Elliott reviews aviation

technologies within the NextGen/SESAR architecture, this month focusing on Enhanced Low Visibility Operations.

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

66

ost improvements in aviation are incremental (and rightly so), with safety and performance being paramount. However, once in a while there arises a paradigm shift where the improvement opportunity becomes a game changer and the uptake is driven by competition, or by mandate.

One such major shift is the recent advance that enables enhanced low vision operations. In a very unlikely scenario, the FAA is providing a certification

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AVBUYER MAGAZINE – July 2015

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path for operators to equip and be approved for something never before accomplished. In the realm of low vision and under a pillar of NextGen, the Holy Grail of all-weather operations is finally within reach for owners and their pilots.

Aircraft OEM competition fuels necessary equipage as mandates are not yet forthcoming, unless you are an air carrier based in China where new rules require Head-Up Displays for air carriers and others.

Aircraft Index see Page 4

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Avionics Mandate July15.qxp_Finance 16/06/2015 15:02 Page 2

FLIGHT DEPARTMENT T AVIONICS MANDATES

ILS

Let’s start at the beginning - in 1941 to be precise. In that year the world was introduced to Instrument Landing Systems (ILS), which in turn developed into different categories (as shown in Table A, left).

The critical aspect of ILS, that has never changed, is the need for ground infrastructure at each runway where an ILS approach exists. Once the operator needs to fly the approach under Category II or III rules the increased ground infrastructure is matched by a corresponding increase in duplicate aircraft equipage, recurrent pilot training and frequent equipment testing.

Both FAA and owners alike have long sought a solution to this one problem, best explained as ‘a means to operate below non-precision approach (NPA) minima at any runway end without the need for expensive ground and air equipage, including all the related operating costs’.

GNSS

Then along came the Global Navigation Satellite System (GNSS) using GPS, which is a satellite solution and a means to provide an accurate lateral and vertical guidance path as precise as ILS, more or less.

While GPS provided amazing opportunities for enroute and terminal operations, it never quite met the accuracy requirements to do better than a Cat I ILS. Aircraft-based augmentation system (ABAS) improved the reliability and integrity of airborne GPS systems.

Satellite-based augmentation system (SBAS) with terrestrial based error monitoring stations, has enabled 923 approaches (as of April 2015) equivalent to Category I ILS. Ground-based augmentation system (GBAS) promises to break the 200ft HAT/DH barrier currently set for Cat I ILS.

So is GBAS the Holy Grail?

Unfortunately not. GBAS requires a terrestrial-based error monitoring and correction station at each airport, and is only installed in a few locations. GBAS is also a focus for air carriers, meaning that highvolume Metroplex airports will be the first equipped and wide-body jets the first approved for GBAS operations, a similar situation that has occurred with RNP-AR. Significantly, all of these satellite-based technologies, as with ILS, are extending the instrument segment of an approach.

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Avionics Mandate July15.qxp_Finance 16/06/2015 15:03 Page 3

However, at some point in every flight there needs to be a transition to the visual segment.

Unless an aircraft and crew have all the gizmos, training and approval for Cat II or III, and the corresponding runway is suitably equipped and approved, there has been no change to the visual transition point since 1941. The rule is still ‘see with the human eye at the visual transition point or you must begin the missed approach procedure’!

Synthetic Vision

Apart from some tweaking with a limited number of approaches and special authorization to enable lower than CAT I when equipped and operating with HUDs, the only way forward today is with synthetic vision. To repeat and also to reinforce the point, for extending the instrument portion of any straight-in approach to ‘lower than current CAT I minimums’ at any non ILS runway, while avoiding airport equipage, the only way forward is with Synthetic Vision: To be more accurate, with a Synthetic Vision Guidance System (SVGS).

Competitive aircraft OEMs understand this fact, but they also understand that while SVGS presses the instrument segment barrier closer toward the ground (at best 150ft HAT/DH with 1400 RVR), it still leaves the visual segment itself unresolved, such that an operator can plan and always fly the trip as filed during low visibility. Note that the visual segment of an approach is from 200ft height above the ground touchdown point (HAT) or decision height (DH).

Instruments can guide an aircraft to that point without the human eye as long as a full operational ILS exists at the runway. This is referred to as ILS CAT I. The lower instrument barrier for SVGS referred to here is intended for runways with or without ILS as long as an approved alternative low approach, such as WAAS-LPV, exists.

Enhanced Flight Vision

As they say, ‘seeing is believing’, and no database with GPS technology can ever match what you see in real time. But what if you have a real time device that sees as if it were a human eye, and more importantly at frequencies outside the visible spectrum of light? Enter the enhanced vision system (EVS).

Currently there are a few ‘sweet spot’ Advertising Enquiries see Page 5

frequencies that can see what the eye cannot and with signal processing, provide a pretty decent picture. Certain bands of infrared (IR) can create windows in fog, haze, snow, rain, smog and dust, but not pure cloud. Some active radars in various bands can see through most visibility blockers found at airports, but they have poor image quality or are not mature enough in their technology to ‘cut the mustard’.

Highly sensitive and expensive (cooled) IR-based cameras are widely populated in Gulfstream and Bombardier model long range jets. Their sensitivity is key toward providing the operator with an ability to use lower landing minimums.

Evaluations of active radar devices are also underway, and understandably under wraps until proven commercially viable.

However, Rockwell Collins has announced a version of its X band radar that may be used to facilitate synthetic vision with real time data, due to its ability to ‘pick out’ visual cues in the runway environment.

Cleverly lower cost and uncooled, multi-spectral cameras tease out essential visual cues both on the approach and during the landing phase. While not yet certified, two systems are in development and undergoing aircraft certification: Rockwell Collins EVS-3000 on the Embraer Legacy 500/450; and Elbit’s ClearView on Dassault’s Falcon 5X/8X. Both systems utilize several different sensors encapsulated into a single camera unit, to catch the various cues at an airwww.AVBUYER.com

port including LED lighting. GPS technology is used to confirm the expected position of these cues in relation to the aircraft position.

New vision-based technologies are emerging all the time as competitors seek the Holy Grail. With so many ways to achieve low visibility performance, there has arisen confusion around the use of EVS and the misuse of the term by many potential operators. EVS in itself is a great situational awareness tool, with low cost uncooled devices migrating into all types of aircraft and helicopters. These have good enough sensitivity to be useful for pilots. For any reduction in landing minima, however, an EVS today must be cooled (an internal maintenance-free function), and have a sensitivity much better than 35mK (milli-Kelvin).

Because certification is dependent on the pilot’s ability to maintain visibility within the airport approach and landing environment at all times, the EVS can only earn credit when displayed on a Head-Up Display (HUD), and it must be sufficiently sensitive and possess adequate resolution to be equivalent to the human eye.

Critically, human eye equivalency is what it is all about. The reason for this is the rule for landing an aircraft has never changed. FAR 91.175 simply added two sections (l) and (m) to allow for Enhanced Flight Vision System (EFVS meaning EVS displayed on HUD) to be used in lieu of natural vision (the human eye). To replace natural vision, the system must be July 2015 – AVBUYER MAGAZINE

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FLIGHT DEPARTMENT T AVIONICS MANDATES

FIGURE 1: Visual & Instrument Segments of the Approach; What Technology May Apply; and Where

equivalent as demonstrated by a complex series of flight testing during aircraft certification.

A HUD displaying EVS and approved for credit, such as lower minima, is known only by the FAA as EFVS. Confusingly, it is still known anywhere else as EVS.

Instrument and Visual Segments

NPRM FAR 91.176 (a)

FIGURE 2: Extending the Visual Segment of the Approach with EFVS in Lieu of Natural Vision

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Here is where the philosophies of flight do battle and the outcome is not yet decided. Synthetic vision (SV) proponents believe that with sufficient instrumentation guidance (and perhaps a small EVSfilled window in the Primary Flight Display), head down approach and landing can be achieved. Honeywell has openly promoted this position.

HUD proponents such as Rockwell and currently supported by the FAA position, display SV on a HUD. The SV is switchable with EVS. EVS, displayed on the HUD, is then operationally approved as an EVS-HUD combination (EFVS in the US), for landing credit that currently goes to 100ft height above the terrain and the decision height for continuing to land.

The decision height for ILS CAT I still stands at 200ft, so the EVS rule equates to ILS CAT II, but may not be called as such.

Note: For Europe the EVS credit is tied to RVR where a one-third RVR credit for any specific runway may be received.

Because synthetic vision does not see in real time, any lower minima gained by its use as a complex guidance system pushes the instrument segment lower to the ground (see Figure 1, top left). For EVS however, because it is real time visualization, it may be used (if displayed on a HUD) for visual credit in the visual segment.

So next we arrive at the method by which an operator may attain the Holy Grail…

The FAA has essentially taken the old landing rule FAR 91.175 and returned it to its existing status with no EFVS provisions. It has created a new landing rule just for EFVS operators. The rule is still under Notice of Proposed Rulemaking (NPRM), but is due for final release in 2015. If granted, this FAR changes the game as a true paradigm shift. Why so significant? Here an aviation authority has created a rule that is ahead of a technology able to perform and meet its fullest intent!

In essence the FAA has created a path with an end goal where all OEMs and  Aircraft Index see Page 4

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FLIGHT DEPARTMENT T AVIONICS MANDATES

their customers operating under Part 91, 91K, 135 and 121 can plan their long term equipage, comfortable in the knowledge there will be no major operational roadblocks ahead.

This rule FAR 91.176(a) describes the steps to attain 0/0 approach and landing operations including approach ban clearance for Part 121 operators. Interestingly the FAA proposes also to move the existing FAR 91.175 section (l) and (m) into a new FAR 91.176(b), where the 100ft HAT/DH limit still applies.

By extending the visual segment all the way to touchdown and rollout, without the intervention of the human eye at any point, the means to the Holy Grail has been determined.

So the yellow brick road has been constructed to the Emerald City, but on this road just as in the Wizard of Oz novel, there are difficult spots to navigate: everyone is looking for the technology that will overcome the opaque visibility barrier.

The FAA has added two new visual cues to FAR 91.176(a); namely runway 72

AVBUYER MAGAZINE – July 2015

threshold or runway touchdown zone landing surface. Wisely the FAA proposes to implement the new rule in phases beginning with 1,000, then 300 and then 0 RVR, along with the corresponding altitude limitations.

The most important and fundamental challenge for the aviation technologist is how to overcome the opaque visual barrier by designing a product that can continuously see the runway threshold or the runway touchdown zone landing surface, from 200ft or greater (the point at which the instrument approach being flown transitions to visual). To be truly revolutionary, the technology needs to see in all low visibility conditions, a situation unattainable today.

While this landing ‘predictability solution’ does not take care of runways closed due to thunderstorms, ice or NOTAM events, it certainly ups the ante for many operators. As with all game changers, the new capability does come with certain requirements and limitations — additional training and OpSpec/MSpec www.AVBUYER.com

or LOA for example. Takeoff credits may follow where methods exist today to obtain lower takeoff RVR approvals, such as for air carriers.

Summary

In summary, low visibility landings are still an immature area of flight operations, but since the early 2000s tremendous strides have occurred. Aircraft OEMs are lining up for various forms of low visibility operations (LVO) technology as the enabling rules expand gradually across the world.

As technology slims down in size and prices reach affordability, smaller GA will take an interest. Because of its complexity however, expect LVO equipage for credit to be mostly an aircraft OEM venture, at least for the near future. T Are you looking for more articles on Avionics?

Visit www.avbuyer.com/articles/category/businessaviation-avionics

Aircraft Index see Page 4

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AC Obsolescence July15.qxp_Finance 16/06/2015 12:30 Page 1

FLIGHT DEPARTMENT OWNERSHIP

Economic & Functional Obsolescence

Should you scrap or upgrade your older aircraft?

What is involved in a decision to upgrade or scrap an older aircraft?

Aircraft appraiser Jim Becker notes there are more than the usual aspects of avionics, equipment, records and condition to consider where deciding on an older aircraft’s economic worth is concerned… n aircraft has both a physical life and an economically useful life. Generally defined, the physical life is the number of years or hours that the aircraft can be operated before functional or economic obsolescence is considered. The economically useful life is the number of hours or years that the aircraft may be profitably operated for the purpose intended.

These two definitions may present different cirJim Becker is a valued cumstances for operators of older aircraft. and respected Accredited As defined, economic obsolescence is a form of Senior Appraiser with the depreciation where the loss in value of a property is American Society of caused by factors external to the property, and may Appraisers. He also holds an FAA Airframe & Power include passage of new legislation; changes in ordiPlant Mechanic license. nances; and reduced demand for the product.

With nearly 25 years in Functional obsolescence, on the other hand, is a the aviation industry, 20 form of depreciation in which the loss of value or of those years have been usefulness of a property is caused by inefficiencies with Elliott Aviation in or inadequacies of the property itself, when comthe capacity of valuing pared to a more efficient or less costly replacement aircraft. Contact him via jbecker@elliottaviation.com property that new technology has developed. Some of the symptoms suggesting the presence of func-

A

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tional obsolescence are excess operating cost and lack of utility.

It is easy to imagine how these two definitions would affect a piece of equipment such as a copy machine or a tractor. But how does it affect our aging corporate aircraft fleet?

Keep in mind that the peak production year for corporate aircraft was in 1981 and there are thousands of 30+ year-old aircraft still in operation.

Obviously, just because an aircraft is old doesn’t mean that it can’t be operated safely but in some cases, it cannot be operated economically. There are several issues that will affect the continued operation of these older aircraft.

Investment Issues

Are there times when it makes economic sense to invest an amount in your aircraft that exceeds its actual market value?

Although the values of older aircraft have plummeted, cost of operation tends to go up the older an aircraft gets - and in some cases, can be double Aircraft Index see Page 4

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AC Obsolescence July15.qxp_Finance 16/06/2015 16:24 Page 2

FLIGHT DEPARTMENT T OWNERSHIP HUBBARD AVIATION TECHNOLOGIES’ QS3 HUSHKIT SOLUTION FOR OPERATORS OF GULFSTREAM GII/IIIs

2015 deadline for aircraft to be Stage 3 noise-compliant in order to be operated in the US. This affects the older generation of turbojet engines (such as those powering the Learjet 24/25 series; Hawker 600 and Gulfstream GII/GIII). The key question for these operators is, do they want to invest in a noise suppression system (hush kit) to become compliant, or does it make more sense not to invest? The answer will vary for each individual flight department.

An even larger upcoming regulatory issue is the Automatic Dependent Surveillance – Broadcast (ADS-B) Out mandate, which takes effect in 2020.

Part of the FAA’s NextGen System, this will affect all aircraft operated in the US for flight in most controlled airspace. Even though ADS-B is only five years away from being mandated, there is still a lot of uncertainty regarding when particular, less-popular legacy aircraft will have a solution and what the actual cost will be. As with most avionics upgrades, the older aircraft can be expensive to modify.

Something else to consider is the functional obsolescence of the Cathode Ray Tube (CRT) type Electronic Flight Instrument Systems (EFIS). This affects not only some older aircraft but many that are as new as ten years old. The problem is that the CRT EFIS tubes have a finite service life. Although there are still replacement tubes to be had, there are no companies manufacturing new tubes anymore.

When the inventory currently in the suppliers’ hands is depleted, there will be no more replacements. As of today, many models do not have a LCD panel replacement option and those that do will be forced to upgrade.

Cocktail of Factors or triple the cost per hour of a younger aircraft. For some aircraft, a major maintenance inspection can cost upwards of $250,000, with engine overhauls nearing $500,000+, per engine. Considering that the value of the aircraft may be a half to a third of that amount, it is a difficult decision to decide whether to invest two or three times the aircraft’s market value just to keep it operational.

In many cases, making upgrades can still be beneficial to you by extending the life of an aircraft that may already fit your mission profile. For instance, if you are going to spend over a million dollars on an aircraft that is worth $700,000, it still may be less than finding a replacement aircraft of equal utility. In addition, you do not have to spend the time and money in finding a suitable replacement aircraft; training crew members; understanding new maintenance programs; and potentially finding a new maintenance facility.

Regulatory Issues

Next, what are the regulatory matters that may affect older aircraft? As an example, there is a December 80

AVBUYER MAGAZINE – July 2015

“...if you are going to spend over a million dollars on an aircraft that is worth $700,000, it still may be less than finding a replacement aircraft.” www.AVBUYER.com

For those who still operate older aircraft, just because some element of functional or economic obsolescence affects you doesn’t mean that your aircraft is necessarily ready for the scrap yard. There really isn’t any one issue that will render an aircraft obsolete. Many factors will ultimately determine whether you will still be able to, or even desire to operate your aircraft ongoing.

Each flight department must weigh the pros and cons of replacing a legacy aircraft, giving consideration to their flight budget and specific flight missions. As long as parts are still available and the aircraft can be made compliant to the upcoming regulatory mandates, there is no reason that an older aircraft can not be operated safely for the foreseeable future, although it may not always make economic sense to do so.

Next month, we will continue our discussion of older aircraft and the issue of economic obsolescence by considering the typical owner/operator who may be in the market to buy an older jet. T Are you looking for more articles on Flight Department Management? Visit www.avbuyer.com/articles/flightdepartment-management/ Aircraft Index see Page 4

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Aircraft Disposal.qxp_Finance 15/06/2015 16:44 Page 1

FLIGHT DEPARTMENT T OWNERSHIP

End-Stage Care for Business Aircraft:

Recyclers Offer Safe, Legal, Profitable Disposal

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Aircraft Index see Page 4

Aircraft Disposal.qxp_Finance 15/06/2015 16:45 Page 2

Recoup as much capital from a retired business aircraft as

possible, asserts Dave Higdon. Don’t just park and abandon it.

There’s ‘gold in the old’!

n acquaintance flies older business jets as a matter of routine practice. He buys knowing the airplane is with its final owner. Operating the aircraft until engines need overhaul – or other six-figure maintenance is required - he then disposes of the old jet and buys another older airplane.

A local broker supports the same approach, advising first-time business aircraft buyers to go cheap until they're sure an airplane works with the business. Then they can look to buy a long-term solution.

In each case the metrics are simple: When the cost of overhauling engines exceeds the value of the airplane, the airplane goes to salvage. Every year scores of near, or over-retirement-age aircraft are snapped up by experienced operators and users new to Business Aviation because they can be acquired for relatively little. And when those airplanes wear out, those same operators look to ship the airplane off to parts dealers and salvage companies.

“There is some gold in each of these old airplanes,” the low-cost operator acquaintance explained. “The gold is in the systems, airframe hardware - even the run-out engines. So we get a nice price from a salvager, who either ferries the airplane to its last airport or sends a truck to pull the wings and ship everything back to his salvage operation.”

This pilot thinks of the routine as an “airframe organ-donation program”, providing transplant components to other, still-viable airframes. As new airplane sales go these days, so goes the aircraft recycling business. It's not booming as it was a few years ago, but it's still solid and a viable option for anyone with an older aircraft edging nearer its retirement.

The salvage approach offers some notable appeal as opposed to simply parking the airplane and walking away. Undertaken properly, by knowledgeable, reputable salvage operations, the items that can be recycled from an old business jet or propjet amounts to more than 90% of what's in the airframe.

The key to maximizing the return for aircraft salvage is finding a salvager who understands the process, and applies best practices for protecting the environment and ‘extracting the gold from the old’.

These companies can also assess a value of the components and pay a reasonable price for an aircraft no longer worth the investment to keep aloft.

A

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Multiple Systems Flying in Close Formation

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 foot-launched wings to combat jets.

Contact him via Dave@avbuyer.com

To highlight the complexity and potential for parting out an end-of-life airplane, consider these areas in which an entire system operates, from the ground up: • Landing Gear System: Main gear legs; trunnions; wheels; brakes; down-locks; up-locks; gear doors; and the associated hardware needed to reposition the gear between down-andlocked and up-and-clean.

• Cabin Pressurization System: Plumbing to take bleed air off turbine-engine compressor sections; plumbing to route that air through an intercooler to the cabin; and an outflow valve to modulate the pressurization level in the aircraft.

• Cabin Amenities: Seats; tables; lights; fresh-air vents; galley and lavatory parts. In-flight entertainment equipment, and any cabin electronics (phones, Internet routers, and the like).

• Cockpit Systems: Flight crew seats (and in some cases jump seats); avionics systems; powerplant controls; flight and air-data instruments, radios and intercoms.

• Powerplants, Control Linkages & Associated Hardware: Even engines due an overhaul can have viable components – all of them expensive to buy, but less expensive to check against life limits for possible use in other engines.

• Trim & Fabrics: Aside from the furniture, the cabin also yields plastic or composite side panels, foam from seats...even the cabin windows can be salvaged.

• The Airframe: There’s lots of valuable metals in a modern business-turbine aircraft, most of it expensive aluminum, but also various kinds of steel, titanium and other exotic metals.

A salvager finds plenty of ‘gold’ after stripping the aircraft down to its shell. Depending on the aircraft the yield of aluminum alone can run into tens of thousands of pounds; copper wire, stainless steel tubing, and other metals all add up to help the salvager recoup the cost. Engine nacelles, flaps, ailerons, leading-edge cuffs, landing gear and more have value. As one active salvage-to-parts operator explained, “the value can vary with the number of that type still flying and the pool of similar parts available in the market.”

Meanwhile, the practice of stripping out aircraft for recyclable materials and viable components involves handling materials considered toxic to the environment, which tends to be highly regulated.

Failing to comply can pose significant penalties. www.AVBUYER.com

“...the items that can be recycled from an old business jet or propjet amounts to more than 90% of what’s in the airframe...”



July 2015 – AVBUYER MAGAZINE

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FLIGHT DEPARTMENT T OWNERSHIP

“ Others, not recognizing the potential value of the salvageable materials, may simply abandon the airplane...”

88

Hydraulic fluids, fuels, oils and lubricants require special handling and disposal practices. And if an aircraft sports an installed lavatory, that means handling biological waste materials.

Some owners may not realize the complexity and responsibilities of handling these should they opt to try stripping out the airpane themselves. Others, not recognizing the potential value of the salvageable materials, may simply abandon the airplane far from view.

Ensuring a Sound Salvage

Scrapping a modern aircraft can involve regulatory issues similar to maintaining the aircraft in an airworthy condition. The FAA still has oversight of parts deemed worth returning to service, but it's the EPA and state environmental rules instead of the FAA that make the salvage business one that’s best left to the pros.

In some parts of the world finding the salvage operation may be as easy as looking up a used-parts purveyor; the chances are that much of their inventory came from run-out aircraft they purchased and processed for their re-usable parts and components.

Elsewhere it may be necessary to look further afield.

One good place to start is the Aircraft Fleet Recycling Association (AFRA), which sets accreditation standards, provides guides to responsible salvaging and a connection between its members and people in need of their services.

AFRA members are global leaders in the management of aging aircraft fleets, providing an international perspective and promoting greater cooperation among governments and industries. AFRA touts its membership as representative of every sector of the aviation industry, from manufacturing to materials recycling. “Leaders from every part of the value-chain have joined AFRA to develop end-of-life

AVBUYER MAGAZINE – July 2015

www.AVBUYER.com

solutions,” the association says. The association established and maintains the only industry-developed best practices guide for aircraft disassembly— its ‘AFRA Best Management Practices (BMP) Guide for Disassembly.’

Another source of information on aircraft salvage services is your aircraft insurance company that must pay-off “totaled” aircraft. Totaled aircraft are deemed unworthy of the costs of repairing to airworthy condition. When an insurer totals an aircraft – writing the owner a check for the insured amount – that insurer takes ownership of the aircraft and turns to aircraft salvage companies to buy it, often through an auction.

That process helps the insurer recoup some of the funds paid to the old owner and helps feed the pool of aircraft parts for either reuse or sale to the scrap yard.

Don’t Just Abandon!

As several companies noted, abandoning an aircraft that's worn out may still leave the owner liable for storage charges and any environmental issues stemming from fluids leaking onto the tarmac. In some cases, airports have sought out former owners of abandoned aircraft and served them with papers demanding payment for parking, storage, environmental damage and, occasionally, property taxes now due because the aircraft can no longer be claimed as a business tool.

The way to avoid that happening to you would be to find a salvager that works with your aircraft type and ask them to make an offer. You'll get back more that way than just walking away – and you’ll also avoid a pile of possible legal and regulatory hassles. T More information from http://www.afraassociation.org/

Aircraft Index see Page 4

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Management 1 July15 final.qxp_Finance 16/06/2015 10:48 Page 1

FLIGHT DEPARTMENT T MANAGEMENT

Effective Flight Department Management: Be a Believable Communicator

Jodie Brown reveals the simple secrets behind successful communicators, relating their skills to everyday management of the Flight Department.

T

he Director of Aviation was asked by the corporate Board to make a formal presentation with recommendations for three options: purchase a new aircraft, upgrade the current model, or look into a fractional service. After describing his well-researched possibilities, the Director’s own conclusion was to upgrade their current model.

Jodie Brown has over 20 years’ Business Aviation Once the meeting was over the CFO had the experience, and more than sad task to inform the Aviation Director that the 25 years of leadership and Board had decided to sell the corporate aircraft, teaching experience. She is close the department and move entirely into fracfounder and president of tional. When asked for feedback, the CFO said, Summit Solutions.

“You looked nervous. The Board didn’t feel confiContact Jodie via dent giving you or your department the funds to Jodie@summitmanage a larger investment.” solutions.com 90

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www.AVBUYER.com

This experience was a tough and important lesson. It showed the power of personal impact in all communications both formal and informal. Having the best research, the best idea or the best plan is simply not enough if you can’t “sell” your idea.

When managers are faced with getting their team to buy into a new process, they want all parties to be instrumental in making the program successful. It’s imperative to be persuasive. When a leader has to confront an employee about poor performance, the communication has to be presented effectively to achieve a positive outcome.

When the captain has to inform the executive passengers that their international flight is going to be re-routed, he or she must be calm and confident enough to convey the facts believably.

Aircraft Index see Page 4

J Hopkinson 1 May.qxp 22/04/2015 12:08 Page 1

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Falcon 50 13,634 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 7336 AFTT, GTCP-150 APU, GoGo Wifi, Engines on GE “On Point”, Airshow 400, 10 Passenger

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Management 1 July15 final.qxp_Finance 16/06/2015 10:54 Page 2

FLIGHT DEPARTMENT T MANAGEMENT

Acquiring Necessary Skills

portive vocal tones and gestures. For example, a manager who looks downward, speaks in a halting voice, clears his throat, twists his ring isn’t credible when he says, “This is all going to be for the best.”

Some people are born with the “gift of the gab”.

Others must work hard at it. The happy truth is that regardless of your natural tendency and energy, you can learn the qualities that are most often found in successful communicators. All it takes is a conscious effort to apply effective communication skills on a consistent basis, with some honest feedback and selfreflection.

The key ingredient to effective communication is believability. If the speaker isn’t credible, nothing that’s said will make much difference in the mind of the listener. There can be no action where there is no belief. It’s easy to remember the three elements that are present every time we speak. It’s the consistency among these three that build believability: • • •

Body Language Tone of Voice Word Selection.

If you give an inconsistent message when you’re speaking, your listener refers first and foremost to your body language. If we believe what we see, the visual aspect is the most credible.

This feature is followed by the tone of your voice.

Finally there is your word selection. When all the elements support each other, your message sounds credible and believable.

When you are speaking, people tend to look at your face. Your most prominent features are your eyes and mouth. Listeners judge you based on what they observe – irritation, excitement, anger, anxiety, seriousness and frustration. It is important to reflect on how you come across to people as you speak. Study your features in a mirror as you practice your communication. Be cognizant of your posture and hand movements. Are they consistent with your tone and words? Observe the listener’s reactions.

In situations when we are nervous or feel under pressure, we tend to give an inconsistent message.

Our best intention can become clouded by unsup92

Get feedback

AVBUYER MAGAZINE – July 2015

“ When you are speaking, people tend to look at your face.

Your most prominent features are your eyes and mouth.” www.AVBUYER.com

The simplest way is to ask others. “How did I come across?” If you are open and forthright by asking, you will gain valuable perspective on yourself.

Become conscious of supporting your words with appropriate tone and behavior.

Listen to your voice—the transport that carries your message. Is it an old engine that chugs along sounding tired?

Or it is finely tuned and smooth. Both get you to your destination, but the quality of the ride is much more pleasant.

When you speak, end your sentences with a period not a question.

Mentally create a clear intention for the interaction. Then pay attention to what you say and do. Write out your key points and present your thoughts in order of importance.

People recall the first and last things you say. If you focus on these facts, you will expend less effort to achieve a greater result.

Whether communicating to the Board, a colleague or your aviation team, your ability to express a thought is as important as the thought itself. T Are you looking for more articles on Flight Department Management? Visit www.avbuyer.com/articles/ flight-department-management/

Aircraft Index see Page 4

Charlie Bravo July.qxp_Layout 1 15/06/2015 16:31 Page 1

Management 2 July15 final.qxp_Finance 16/06/2015 14:11 Page 1

FLIGHT DEPARTMENT T MANAGEMENT

Creating a Flight Department:

Writing a business plan for your proposed Flight Department Regardless of size, a flight department should be structured as a business unit supporting the overall purpose of the organization. The starting point for such structuring is a business plan, note Fred Haap and Jack Olcott. ost organizations considering the formation of an in-house flight department are relatively small enterprises, often led by a dynamic entrepreneur. Thus it’s understandable why far too many efforts to add a business aircraft to the organization's list of available tools lack sufficient planning. As long as the boss wants an aircraft, little else is required, so goes the near-sighted reasoning.

Relying solely (or even mostly) on the desires of the CEO/Boss to use a business aircraft is building your flight department on a weak premise and an unstable foundation. The obvious fallacy of such reasoning is the high risk that the aircraft will be sold if there is a change of top management, owners or if shareholders seek quick solutions to disappointing quarterly financial results for a public corporation.

More significantly, however, failure to integrate the use of a company aircraft into the overall purpose of the organization significantly diminishes

M

Fred Haap is an ISBAO accredited auditor and past Chairman of NBAA. During his distinguished career in aviation, Mr. Haap also spent nearly 30 years as a corporate aviation department manager & pilot, logging more than 13,000 flight hours in a variety of aircraft.

Contact him via fhaap3@aol.com

94

AVBUYER MAGAZINE – July 2015

www.AVBUYER.com

the value that Business Aviation can provide stakeholders.

A flight department should be aligned to the organization's objectives just as other business units are so structured. Its role is to serve the organization's transportation needs while maximizing productivity of personnel and time. Thinking of the entity aircraft as existing only to make travel more comfortable for the CEO, Boss or his favored colleagues is truly limiting the scope of what Business Aviation can do to facilitate organizational success.

The Business Plan

Management 101 calls for a Business Plan preceding the launch of any enterprise. The same reasoning applies to the enterprise’s components, such as the Flight Department. Your objective is to present a compelling argument to the enterprise's decision makers that they should authorize the acquisition of a business aircraft as well as formation and on-going support of a Flight Department.

Each dimension of that decision needs to be Aircraft Index see Page 4



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Management 2 July15 final.qxp_Finance 16/06/2015 15:44 Page 2

FLIGHT DEPARTMENT T MANAGEMENT

explored and resolved. Not unlike any investment in equipment and personnel, the case for a Flight Department requires rational thought and articulate presentation.

A Flight Department Business Plan (FDBP) clearly presents the reasons for operating business aircraft and specifies why the enterprise should invest in, and use Business Aviation. It stipulates the FD’s integration into the enterprise and describes how departmental outputs align with organizational objectives. As with other business units, metrics are established to track the FD’s output against anticipated results.

While the content of a FDBP may differ from that of a plan for the organization's finance department, for example, the general format is consistent with a classic Business Plan. Basic paragraph headings are as follows: • • • • • • • • • • • • • •

Table of Contents; Executive Summary; General Description of the Department; Departmental Organization, Assets & Personnel; Department Deliverables & their Value; Measurement of Deliverables & their Value; Users of Aircraft (executives, employees, customers, guests); Communications with Users; Operational Plan & Use of Established Industry Standards (i.e., NBAA Management Guide, IS-BAO); Management Plan (including reporting format and frequency to superiors within the organization as well as with regulatory authorities); Safety & Security Discipline (including Risk Management); Financials Plan (including startup costs, operating costs and tax considerations); Launch Plan & Periodic Performance Audits of the Flight Department; Appendices & Supporting Documentation.

A successful Business Plan for a Flight Department leaves no doubt in the reader’s mind that the activity is well conceived and will be well implemented.

Writing the Plan

Executive Summary: As tempting as it might be to generate the Executive Summary first, that element of the FDBP should be the last to be completed since it is a concise summary of the basic purpose of the Flight Department and why that purpose benefits stakeholders. As the name implies, the section summarizes the points you make in the FDBP, and does so in two pages or less. If you feel more than two pages are necessary for the Executive Summary, you need to refine the arguments you make in the subsequent sections.

The Executive Summary is the place to unabashedly assert 96

AVBUYER MAGAZINE – July 2015

that Business Aviation can support the overall purpose of the company, and that the Flight Department should be included within the organization's matrix of business units.

General Description: The case for forming a Flight Department is made in the section labeled General Description of the Department, which immediately follows the Executive Summary. Lead this section with a concise Vision Statement— namely what you and your associates believe will be the overall achievement of the Flight Department when it is fully functional. Perhaps your department’s Vision is “To provide transportation by organization aircraft that minimizes travel time and maximizes productivity of personnel interfacing with clients and business partners.”

Most likely your Department’s Vision Statement will read differently since each department has its unique idea of how it can best serve the organization as it matures. One size does not fit all.

Vision Statement: Pay particular attention to crafting a Vision Statement that is embraced by all departmental and enterprise personnel. When there is genuine buy-in by all participants, everyone is looking in the same direction and visualizing what is possible. Much hassle and misunderstanding will be avoided when all parties have a common Vision for the Flight Department. Such buy-in requires that all relevant parties participate in the creation of the Vision Statement.

www.AVBUYER.com

Aircraft Index see Page 4

Management 2 July15 final.qxp_Finance 16/06/2015 15:45 Page 3

Mission Statement: The General Description of the Department should also include a Mission Statement, which is more focused and less conceptual that a Vision Statement, but nevertheless is directive. An example of a Mission Statement might be…”Using the organization's aircraft, provide safe transportation that meets the specific needs of organization personnel, clients and business partners”. Like Vision, it should be constructed by those who implement the Department’s activities.

Governing Principles: A declaration of Departmental Values or Governing Principles rounds out the key concepts that form the Flight Department’s foundation. For example, a department might believe safe operations, effective use of time, responsiveness to passenger needs, versatile use of aviation assets, and efficiency are governing principles. Instilling such Values or Governing Principles within the description of the Flight Department adds context to what is being presented.

Like statements of Vision, statements of Mission and Governing Principles (or Values) each should be expressed concisely in a declarative sentence of as few words as possible.

Departmental personnel should be able to recall these governing concepts easily and apply them to their daily activities as Flight Department Staff.

purpose, and how the department will be structured within the framework of the overall organization rounds out this section.

Specifics such as departmental organization and personnel, destinations to be served, measures of value delivered by the Flight Department, how the benefits of Business Aviation will be communicated to potential passengers, and how the department will be managed are addressed in subsequent sections of the FDBP. A well-crafted General Description of the Department is a powerful component within the FDBP for selling management on why your organization should form and maintain a Flight Department. And it sets the stage for subsequent sections within the Business Plan.

Next month, we address Departmental Organization, Assets and Personnel; Department Deliverables and their Value; and how best to measure the department’s contributions to the corporation. T Are you looking for more articles on Flight Department Management? Visit www.avbuyer.com/articles/flight-department-management/

General Description: A general description of who the Flight Department will serve, why the use of the organization aircraft should be available to all personnel with a compelling business Advertising Enquiries see Page 5

www.AVBUYER.com

July 2015 – AVBUYER MAGAZINE

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Safety 1 July.qxp_Finance 15/06/2015 16:53 Page 1

FLIGHT DEPARTMENT T SAFETY

Fatigue Management Tips Managing Fatigue Better in the BizAv Flight Department

Considerable efforts are being made to tackle aircrew fatigue both by individual business aircraft operators and by organizations representing the industry as a whole, notes Mario Pierobon.

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www.AVBUYER.com

Aircraft Index see Page 4

Safety 1 July.qxp_Finance 15/06/2015 16:54 Page 2

arge operators of business aircraft are implementing sophisticated tools such as bio-mathematical models to monitor fatigue of its aircrews, while the International Business Aviation Council (IBAC) has co-authored ICAO Document 10033, ‘Fatigue Management Guidance Manual for General Aviation Operators’, to be jointly released by the International Civil Aviation Organization (ICAO), IBAC and the Flight Safety Foundation (FSF).

Unlike the larger organizations, smaller flight departments tend to have less sophisticated organizational structures for managing crew fatigue, even though the fatigue risk is perhaps higher within their operational context. For example, there is likely to be less redundancy in replacing a fatigued pilot at relatively short notice.

Thus, some short guidelines on managing fatigue risk in Business Aviation may be of help to consider ways to implement a simplified fatigue management system.

A fatigue management system (FMS) is simply a subset of a safety management system (SMS) focussing on the management of fatigue hazards. As such an organizational system for managing fatigue is characterised by the same components and elements as the overarching SMS of the flight department.

L

Safety Policy & Objectives

Fatigue risk management ultimately needs to be a top-down initiative led by company management.

With regard to fatigue there needs to be recognition that it is a hazard worthy of management’s attention as well as employee action.

This can be difficult to achieve due to the very nature of the business, and admitting to fatigue can imply additional operational complexities. For example, a standby crew may not be available in the case of a smaller operation. Unlike the commercial airlines that consider an admission of fatigue to be a responsible and professional approach, Business Aviation might regard concerns about fatigue with suspicion and perceptions of laziness.

A ‘just’ culture, which also recognizes the damaging potential of fatigue on the safety of an operation, should serve to draw the line between the professional, safety-conscious way to recognize oneself as fatigued and acceptance of unacceptable, lazy behaviours.

Safety Risk Management

The risk management part of fatigue management is meant to assess and mitigate the consequences of fatigue, which include impaired performance on the flight deck and subsequent impact to safety of flight. Risk levels depend very much on the company and its operational context. Factors include staffing levels and the types of operations performed (short-haul, night operations, long-haul).

In developing mitigation actions, safety practitioners should take into account what is most Advertising Enquiries see Page 5

likely to cause fatigue in air operations. A summary of identified work-related fatigue causes (derived from NASA field studies 18) is contained in the draft version of ICAO’s Document 10033.

Although the list is not exhaustive, NASA has identified the following causes of fatigue: • • • • • • • • • • •

Restricted sleep due to short rest periods; Restricted sleep due to early duty report times; Multiple high workload periods across the duty day; Multiple sectors; High-density airspace; Long duty days; Extended wakefulness on duty days; High workload during low sleep periods; Circadian disruption (due to night work and/or crossing multiple time zones); Split sleep patterns and short sleep episodes on layovers; Circadian drift following extended patterns.

Safety Assurance

The draft of Doc 10033 reports that for assessing the effectiveness of implemented mitigations there’s a need to set safety performance indicators. The document recommends schedule-related indicators and proactive/reactive fatigue indicators. Examples of the former are the number of crew duty day exceedances including into allowable excesses (as determined through risk assessment – i.e., longer than 14 hours), and the number of reduced rest breaks between duties (by more than a specified number of minutes).

According to Doc 10033 proactive/reactive fatigue indicators could be the number and severity of fatigue reports, the number of fatigue-related incidents, flight operations quality assurance (FOQA) indications of reduced pilot performance possibly due to fatigue, measured data on sleepiness ratings, sleep diaries, or inadequate layover sleep duration and fatigue calls.

“...safety promotion should also include instructions to develop habits to prevent the risk of fatigue emerging.”

Safety Promotion

On top of training and communication on the overall fatigue management system, which may consist of instructions to line-employees on how to submit fatigue reports and develop sensitivity to fatigue as a safety hazard, safety promotion should also include instructions to develop habits to prevent the risk of fatigue emerging.

Education should be given on the importance of sleep, on respecting the circadian body clock as well as on the strategic use of caffeine.

Education on fatigue has the effect of improving individual performance and safety, but it is also an opportunity for a company to demonstrate its commitment and genuine interest to the well-being of its people. T Are you looking for more articles on Safety? Visit www.avbuyer.com/ articles-guides/business-aviation-safety 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

July 2015 – AVBUYER MAGAZINE

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Values Intro.qxp_Finance 16/06/2015 17:17 Page 1

FLIGHT DEPARTMENT T RETAIL PRICE GUIDE

Entry-Level & Small Jets Are you Seeking Flexibility at a Lower Cost Level?

Where performance and value are dominant factors for a mission need, remember this: there’s nothing lightweight about the value and flexibility of the Entry-Level & Small Jets.

A

s business jets increase in size from Entry-Level & Small jets to the low end of the Large Cabin models, six to eight seats generally remains the standard configuration across size-category lines. And while cabins increase in volume generally (enabling more productive workspace for those traveling longer distances), full-fuel payload doesn’t seem to grow proportionally in most cases.

As jets get bigger and heavier their runway needs increase, with no appreciable gain in how many people or equipment can fly – and thus we touch upon the key advantages of the Entry-Level & Small jet category - the value and flexibility offered to those who typically fly shorter legs.

Fully-fuelled, an Entry-Level or Small jet can often barely carry the typical passenger load of three persons, unless one or two of them doubles as a crew member. Nevertheless, with the average mission length below 750 miles and the nominal maximum-range of Small jets around 1,200 miles, the crew enjoys the option of flying lighter and saving fuel. Fueling for the mission with NBAA reserves allows larger cabin loads, making three or four - plus crew - possible.

The time difference between Entry-Level & Small jets and Large jets to fly a typical 750nm mission is minimal (about 10 to 12 minutes, overall) and is not a large time-saving for costs that may be considerably higher for the larger aircraft. Further, beyond these speed-range-payload operational basics, the Small jet crew will have the option of far more airports, often closer, more convenient and less expensive than what’s needed for the Medium and Large jets. Thus, it’s hard to escape the heavyweight value of the Entry-Level & Small jet.

So what exactly is a Small jet? Today we consider a jet “small” when its MTOW falls between 10,000 100

AVBUYER MAGAZINE – July 2015

and 20,000 pounds. About a decade ago the Small segment represented the bottom rung of the business jet ladder. That was before the Entry-Level Jets entered the market, differentiated by weights below almost everything ever built at less than 10,000 pounds.

Entry-Level & Small Jet Price Guide

The following Entry-Level & Small Jets Retail Price Guide represents current average values published in The Aircraft Bluebook – Price Digest. The study spans a twenty year period, from 1996 through summer 2015, and covers 31 models. Values reported are in US$m, with each reporting point representing the current average retail value published in the Bluebook by its corresponding calendar year. For example, the Beechcraft Premier 1A average value reported in the summer 2015 edition of Bluebook shows $2.3 million for a 2010 model, $2.0 million for a 2009 model and so forth. www.AVBUYER.com



Note: For additional assistance and interest, Conklin & de Decker Performance and Specification data for these Entry-Level & Small Jet models can be referred to, beginning on page 104 of this issue.

Aircraft Index see Page 4

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Retail Values.qxp_RPG 16/06/2015 16:56 Page 1

FLIGHT DEPARTMENT T RETAIL PRICE GUIDE

Small/Entry Level Jets Average Retail Price Guide YEAR OF MANUFACTURE $ MODEL

2015 US$M

2014 US$M

2013 US$M

BEECHCRAFT PREMIER 1A

2012 US$M

2011 US$M

2010 US$M

2009 US$M

2008 US$M

2007 US$M

2006 US$M

2.9

2.6

2.3

2.0

1.8

1.7

1.6

7.2

6.8

6.3

5.7

5.1

4.4

4.1

4.2

3.9

3.4

3.0

3.2

2.8

4.7

BEECHCRAFT PREMIER 1 BOMBARDIER LEARJET 45XR BOMBARDIER LEARJET 45 BOMBARDIER LEARJET 40XR

6.0

5.2

4.6

3.9

3.6

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

13.165

11.0

9.0

8.5

7.8

7.3

6.8

6.8

CESSNA CITATION XLS 560

5.8

5.0

5.2

CESSNA CITATION ENCORE+ 560

4.8

4.4

4.1

CESSNA CITATION V ENCORE 560

3.9

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

2.7

CESSNA CITATION CJ4 525C

9.414

8.6

7.7

7.3

6.9

6.5

CESSNA CITATION CJ3+ 525C

8.430

CESSNA CITATION CJ3 525B

8.345

7.5

6.4

6.0

5.6

5.3

5.0

4.8

4.6

4.3

CESSNA CITATION CJ2+ 525A

7.198

6.5

5.9

5.5

5.2

4.7

4.4

4.2

3.9

3.5

CESSNA CITATION CJ2 525A CESSNA CITATION M2 525

3.0 4.718

4.4

4.0

CESSNA CITATION CJ1+ 525

3.4

3.1

2.9

2.7

2.5

2.3

2.1

2.0

1.9

1.8

1.7

1.6

0.850

0.800

0.750

2.1

1.9

CESSNA CITATION CJ1 525 CESSNA CITATIONJET 525 CESSNA CITATION MUSTANG 510

3.480

3.0

2.5

2.2

ECLIPSE 500

1.8

EMBRAER PHENOM 300

8.995

8.7

EMBRAER PHENOM 100E

4.161

3.8

EMBRAER PHENOM 100

8.1

7.6

7.3

6.8

6.7

3.5

3.3

3.0

2.7

2.4

2.2

2.6

2.4

2.2

HAWKER 400XP HAWKER BEECHJET 400A NEXTANT 400XTI

4.7

4.0

3.4

3.2

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

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AVBUYER MAGAZINE – July 2015

www.AVBUYER.com

Aircraft Index see Page 4

Retail Values.qxp_RPG 16/06/2015 17:13 Page 2

RETAIL PRICE GUIDE T FLIGHT DEPARTMENT

What your money buys today

SUMMER 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 BEECHCRAFT PREMIER 1A

1.5

1.4

1.3

3.8

3.6

3.3

3.6

3.4

3.0

1.2

1.I

BEECHCRAFT PREMIER 1 BOMBARDIER LEARJET 45XR

2.8

2.7

2.6

2.5

2.4

BOMBARDIER LEARJET 45

2.6 2.4

BOMBARDIER LEARJET 40XR 2.2

BOMBARDIER LEARJET 40 1.650

1.550

1.450

1.350

1.250

1.150

1.1

1.050

BOMBARDIER LEARJET 31A CESSNA CITATION XLS+ 560

3.9

3.7

CESSNA CITATION XLS 560 CESSNA CITATION ENCORE+ 560

3.7

2.5

3.5

3.2

2.9

3.6

3.5

3.4

2.3

2.1

1.9

2.7 3.2

1.8

2.6

CESSNA CITATION V ENCORE 560

2.9

2.7

1.7

2.5

CESSNA CITATION EXCEL 560-XL

1.7

1.6

1.5

1.6

1.5

1.4

1.4

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

4.1

3.9

CESSNA CITATION CJ3 525B

3.3 2.9

CESSNA CITATION CJ2+ 525A 2.8

2.7

2.6

2.5

2.4

CESSNA CITATION CJ2 525A CESSNA CITATION M2 525

2.1 1.9

CESSNA CITATION CJ1+ 525 1.8

1.7

1.6

1.5

1.4

CESSNA CITATION CJ1 525 1.3

1.250

1.2

1.150

CESSNA CITATIONJET 525 CESSNA CITATION MUSTANG 510 ECLIPSE 500 EMBRAER PHENOM 300 EMBRAER PHENOM 100E EMBRAER PHENOM 100

1.7

1.5

HAWKER 400XP 1.350

1.250

1.150

1.050

1.000

0.950

0.900

0.850

HAWKER BEECHJET 400A NEXTANT 400XTI

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

www.AVBUYER.com

July 2015 – AVBUYER MAGAZINE

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ACSpecs IntroJuly.qxp_AC Specs Intronov06 16/06/2015 14:33 Page 1

FLIGHT DEPARTMENT T SPECIFICATIONS

Aircraft Performance & Specifications Small & Entry Level 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 -Small & Entry Level Jets – appears overleaf, to be followed by Turboprops next month.

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

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

Tel: +44 (0) 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

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

104

AVBUYER MAGAZINE – July 2015

cabin space. Cabin Volume is the interior volume, with headliner in place, without chairs or other furnishings. Cabin Door Height and Width are the measurements of the main passenger cabin entry door.

BAGGAGE Internal baggage volume is the baggage volume that is accessible in flight by the passenger. This amount may vary with the interior layout. External baggage volume is the baggage volume not accessible in flight (nacelle lockers, etc.).

CREW SEATS/SEATS EXECUTIVE This is the typical crew and passenger seating commonly used on the aircraft. This is not the maximum certificated seats of the aircraft. These numbers may vary for different operations (Corporate, Commercial, EMS, etc.).

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

• Basic Operating Weight is the empty weight, typically equipped, plus unusable fuel and liquids, flight crew @ 200 pounds each and their supplies.

• Useable fuel is the useable fuel in gallons x 6.7 pounds per gallon (Jet fuel) or 6 pounds per gallon (AVGAS).

• Payload with Full Fuel is the useful load minus the useable fuel. The useful load is based on the maximum ramp weight minus the basic operating weight.

• Maximum Payload is the maximum zero fuel weight minus the basic operating weight.

Specifications Performance Range: • Range - Seats Full is the maximum IFR range of the aircraft with all passenger seats occupied. This uses the NBAA IFR 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 www.AVBUYER.com

•

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

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

Balanced Field Length BFL is the distance obtained by determining the decision speed (V1) at which the take-off distance and the accelerate-stop distance are equal (fixed-wing multi-engine aircraft only).

This is based on four passengers and maximum fuel on board (turbine aircraft). For single-engine and all piston fixed-wing aircraft, this distance represents the take-off field length at Maximum 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.

Aircraft Index see Page 4



Boutsen July.qxp_Layout 1 15/06/2015 16:38 Page 1

AircraftPer&SpecJune15.qxp_PerfspecDecember06 16/06/2015 16:40 Page 1

SMALL & ENTRY LEVEL JETS

BEE CHC RAF T BE ECH JET 400 A BEE CHC RAF T HA WKE R 40 0XP BEE CHC RAF T HA WKE R 40 0XP R BEE CHC RAF T PR EMI ER I BEE CHC RAF T PR EMI ER I A BOM BAR DIER LEA RJET 31A BOM BAR DIER LEA RJET 31A /ER BOM BAR DIER LEA RJET 40 BOM BAR DIER LEA RJET 40X BOM R BAR DIER LEA RJET 45

FLIGHT DEPARTMENT T SPECIFICATIONS

$2,234.20

$2,202.81

$1,742.33

$1,634.45

$1,621.43

$2,310.29

$2,310.88

$2,185.18

$2,234.47

$2,223.41

CABIN HEIGHT FT.

4.8

4.75

4.75

5.4

5.4

4.35

4.35

4.92

4.92

4.92

CABIN WIDTH FT.

4.9

4.92

4.92

5.5

5.5

4.95

4.95

5.12

5.12

5.12

CABIN LENGTH FT.

15.6

15.5

15.5

13.6

13.6

12.9

12.9

17.67

17.67

19.75

CABIN VOLUME CU.FT.

305

305

305

285

285

281

281

369

369

415

DOOR HEIGHT FT.

4.16

4.2

4.2

4.16

4.167

4.16

3.75

4.8

4.8

4.8

DOOR WIDTH FT.

2.41

2.4

2.4

2.125

2.125

3

3

2.5

2.5

2.5

BAGGAGE VOL. INT. CU.FT.

30

31

31

23

23

40

30

15

15

15

BAGGAGE VOL. EXT. CU.FT.

26

25

25

55

55

-

-

50

50

50

CREW #

2

2

2

2

2

2

2

2

2

2

SEATS - EXECUTIVE #

7

8

8

6

6

6

6

6

6

8

MTOW LBS

16100

16300

16300

12500

12500

17200

17700

20350

21000

20500

MLW LBS

15700

15700

15700

11600

11600

16000

16000

19200

19200

19200

B.O.W. W/CREW LBS

10915

10985

10900

8565

8600

11203

11247

13718

13949

13890

USEABLE FUEL LBS

4912

4912

4912

3611

3670

4124

4653

5375

6062

6062

PAYLOAD WITH FULL FUEL LBS

473

603

688

414

320

1873

2000

1507

1239

798

MAX. PAYLOAD LBS

2085

2015

2100

1435

1400

2297

2253

2282

2051

2110

RANGE - SEATS FULL N.M.

1180

1180

1243

850

850

1211

1480

1573

1778

1423

MAX. RANGE N.M.

1519

1519

1974

1340

1340

1337

1600

1707

1960

1968

BALANCED FIELD LENGTH FT.

4600

4600

4030

4650

4650

3800

3800

4330

4680

4350

LANDING DIST. (FACTORED) FT.

5083

5025

5237

5208

5208

4200

4200

4033

4060

4063

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

4020

4020

5000

4000

4000

5110

4890

2820

2820

2800

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

560

560

620

948

948

1610

1515

710

394

590

MAX. CRUISE SPEED KTAS

458

450

450

461

454

462

462

465

465

465

NORMAL CRUISE SPEED KTAS

449

450

450

426

426

441

441

436

436

436

L/RANGE CRUISE SPEED KTAS

410

410

425

370

370

417

417

428

432

416

2

2

2

2

2

2

2

2

2

2

JT15D-5

JT15D-5R

FJ44-4A-32

FJ44-2A

FJ44-2A

TFE 731-2

TFE 731-2

VARIABLE COST PER HOUR $

ENGINES # ENGINE MODEL

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

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.

106

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Aircraft Index see Page 4



Elliott July.qxp_Layout 1 15/06/2015 16:52 Page 1

AircraftPer&SpecJune15.qxp_PerfspecDecember06 16/06/2015 16:41 Page 2

CES SNA CITA TION CJ2+ CES SNA CITA TION CJ3 CES SNA CITA TION CJ3+ CES SNA CITA TION CJ4

CES SNA CITA TION BRA VO CES SNA CITA TION JET CES SNA CITA TION CJ1 CES SNA CITA TION CJ1+ CES SNA CITA TION CJ2

SMALL & ENTRY LEVEL JETS

BOM BAR DIER

LEA RJET 45X R

FLIGHT DEPARTMENT T SPECIFICATIONS

$2,301.13

$1,744.78

$1,530.86

$1,434.23

$1,456.95

$1,518.48

$1,601.24

$1,701.38

$1,681.04

$1,972.41

CABIN HEIGHT FT.

4.92

4.7

4.8

4.75

4.75

4.75

4.75

4.75

4.75

4.75

CABIN WIDTH FT.

5.12

4.8

4.83

4.83

4.83

4.83

4.83

4.83

4.83

4.83

CABIN LENGTH FT.

19.75

15.75

11

11

11

13.58

13.58

15.67

15.67

17.3

CABIN VOLUME CU.FT.

415

292

205

201

201

248

248

286

286

293

DOOR HEIGHT FT.

4.8

4.25

4.25

4.25

4.25

4.25

4.25

4.25

4.25

4

DOOR WIDTH FT.

2.5

2

2

2

2

2

2

2

2

2

BAGGAGE VOL. INT. CU.FT.

15

28

4

8

-

4

-

-

-

6

BAGGAGE VOL. EXT. CU.FT.

50

46

51

51

45

70

65

65

65

71

CREW #

2

2

2

2

2

2

2

2

2

2

SEATS - EXECUTIVE #

8

7

5

5

5

6

6

6

6

7

MTOW LBS

21500

14800

10400

10600

10700

12375

12500

13870

13870

17110

MLW LBS

19200

13500

9700

9800

9900

11500

11525

12750

12750

15660

B.O.W. W/CREW LBS

14125

9375

6950

7050

7035

7900

7980

8585

8585

10350

USEABLE FUEL LBS

6062

4824

3220

3220

3220

3932

3930

4710

4710

5828

PAYLOAD WITH FULL FUEL LBS

1563

801

330

430

545

668

715

775

775

1052

MAX. PAYLOAD LBS

1875

1925

1450

1350

1365

1400

1720

1925

1925

2150

RANGE - SEATS FULL N.M.

1685

1290

750

775

895

1075

1194

1374

1374

1667

MAX. RANGE N.M.

1937

1720

1130

1161

1245

1530

1626

1891

1891

1991

BALANCED FIELD LENGTH FT.

5040

4160

4010

4220

3990

3820

3810

3440

3440

3500

LANDING DIST. (FACTORED) FT.

4105

4295

4333

4407

4135

4628

4645

4203

4203

3978

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

2630

3190

3311

3230

3290

3870

4120

4478

4478

3858

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

589

845

868

850

906

1160

1004

1090

1090

1248

MAX. CRUISE SPEED KTAS

465

405

377

381

389

413

413

417

417

454

NORMAL CRUISE SPEED KTAS

436

405

364

381

389

413

413

417

417

454

L/RANGE CRUISE SPEED KTAS

432

335

302

307

307

344

351

348

348

380

2

2

2

2

2

2

2

2

2

2

TFE 731-20BR

PW530A

FJ44-1A

FJ44-1A

FJ44-1AP

FJ44-2C

FJ44-3A-24

FJ44-3A

FJ44-3A

FJ44-4A

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.

108

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Aircraft Index see Page 4



General Aviation July.qxp_Layout 1 15/06/2015 16:59 Page 1

AircraftPer&SpecJune15.qxp_PerfspecDecember06 16/06/2015 16:41 Page 3

CIRR US V ISIO N SF 50

CES SNA CITA TION MUS TAN G CES SNA CITA TION V

CES SNA CITA TION M2

CES SNA CITA TION XLS +

SMALL & ENTRY LEVEL JETS

CES SNA CITA TION ENC ORE CES SNA CITA TION ENC ORE + CES SNA CITA TION EXC EL CES SNA CITA TION XLS

FLIGHT DEPARTMENT T SPECIFICATIONS

$2,074.31

$2,029.22

$2,418.85

$2,345.30

$2,305.60

$1,395.04

$1,018.35

$2,300.46

$657.95

CABIN HEIGHT FT.

4.75

4.75

5.7

5.7

5.7

4.75

4.5

4.8

4.07

CABIN WIDTH FT.

4.83

4.83

5.5

5.5

5.5

4.83

4.58

4.83

5.08

CABIN LENGTH FT.

17.33

17.33

18.5

18.5

18.5

11

9.8

17.33

11.48

CABIN VOLUME CU.FT.

314

314

422

422

422

201

163

310

170

DOOR HEIGHT FT.

4.25

4.25

4.54

4.5

4.5

4.25

3.8

4.25

4.12

DOOR WIDTH FT.

2

2

2

2

2

2

2

2

2.05

BAGGAGE VOL. INT. CU.FT.

28

28

10

10

10

-

6

26

-

BAGGAGE VOL. EXT. CU.FT.

43

43

80

80

80

43.1

57

41

23.5

CREW #

2

2

2

2

2

2

1

2

1

SEATS - EXECUTIVE #

7

7

7

8

8

6

4

7

4

MTOW LBS

16630

16830

20000

20200

20200

10700

8645

15900

6000

MLW LBS

15200

15200

18700

18700

18700

9900

8000

15200

5550

B.O.W. W/CREW LBS

10525

10460

12500

12800

12800

7000

5550

9400

3730

USEABLE FUEL LBS

5400

5400

6740

6740

6740

3296

2580

5770

1980

PAYLOAD WITH FULL FUEL LBS

905

1170

960

860

860

504

600

930

330

MAX. PAYLOAD LBS

2075

2390

2500

2300

2300

1400

1200

1800

1170

RANGE - SEATS FULL N.M.

1410

1494

1449

1539

1528

694

718

1220

747

MAX. RANGE N.M.

1736

1792

1839

1989

1976

1380

1070

1644

1169

BALANCED FIELD LENGTH FT.

3920

3920

4060

3910

3910

3250

3380

3740

-

LANDING DIST. (FACTORED) FT.

4195

4182

4917

4738

4738

4125

3683

3750

-

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

4740

4620

3790

3500

3500

3698

3010

3684

2000

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

1440

1400

699

800

800

1075

870

1139

-

MAX. CRUISE SPEED KTAS

430

430

433

433

440

404

340

397

300

NORMAL CRUISE SPEED KTAS

430

430

433

433

440

379

340

397

295

L/RANGE CRUISE SPEED KTAS

372

372

373

373

373

331

319

350

210

2

2

2

2

2

2

2

2

1

PW535A

PW535B

PW545A

PW545B

PW545C

FJ44-1AP

PW615F

JT15D-5A

FJ33-5A

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.

110

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Aircraft Index see Page 4



GLOBALLY INTIMATE. BROKERAGE | ACQUISITIONS | SALES | MANAGEMENT

Visit our website: www.scross.com

Email: acsales@scross.com www.twitter.com/SCrossAviation www.facebook.com/SCrossAviation

2007 Challenger 850 • s/n 8056 • OE-ISF

2009 Falcon 2000LX • s/n 0157

Only 1,875 TT • Smartparts Plus / MSP- Long Range PATS Fuel System • Jar Ops Compliant • 15 Pax VIP Configuration • Very Well Equipped

2250 TTSN • Engines on ESP • APU on MSP • Easy II upgrade • HUD

2000 Falcon 50EX • s/n 286 • N286ZT

2009 Hawker 4000 • s/n RC-14

API Winglets • 4450 TT Since New JSSI for Engines & APU C, 2C & Gear OH by Dassault/Paris in 2011

All Block Point Upgrades c/w • Only 440 TT / 280 TC • Engine, APU, and Avionics Programs • 72 month inspection currently underway at Hawker Beechcraft, Tampa

Lear 31A • s/n 106 • N531TS

2008 Lear 60XR • s/n 343 • N343EC

Only 4,500 TT, No Damage • Excellent Cosmetics • Engines on MSP Gold Raisbeck Lockers, Dee Howard TR’s, Big Door • UNS-1E FMS • Fresh A-C Inspections c/w in 2015

1580 TT • Engines on ESP Gold • Fresh A-B-C Inspections • NDH

2000 Lear 31A • s/n 203 • N595SA

1990 Agusta 109C • s/n 7613

Only 2807 TT since new • MSP Gold • Reisbeck storage locker • New Interior and paint in 2010

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. LAUDERDALE

CHARLOTTE

SÃO PAULO

LONDON

1120 NW 51st Court Ft. Lauderdale, FL 33309 USA

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

AV Copacabana 177-Alphaville 06453-041-São Paulo-Brazil

Conway House - Cranfield MK43 0FQ - United Kingdom

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

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

Tel: +55 (11) 3588-0311

Tel: +44 (1234) 817-770

(Invoicing/Contracting Address)

OFFICES WORLDWIDE

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HON DA A IRCR AFT HA420 HON DAJ NEX ET TAN T AE ROS PAC E 40 0XT NEX TAN T AE ROS PAC E 40 0XT i

EMB RAE R PH ENO M1 00 EMB RAE R PH ENO M1 00E EMB RAE R PH ENO M3 00

ECL IPSE 550

ECL IPSE AER OSP ACE

ECL IPSE AER OSP ACE

SMALL & ENTRY LEVEL JETS

ECL IPSE AER OSP ACE

ECL IPSE 500

FLIGHT DEPARTMENT T SPECIFICATIONS

TOTA L EC LIPS E 50 0

AircraftPer&SpecJune15.qxp_PerfspecDecember06 16/06/2015 17:02 Page 4

$926.14

$929.32

$891.02

$1,156.13

$1,156.26

$1,764.87

$1,134.00

$1,678.40

$1,674.23

CABIN HEIGHT FT.

4.16

4.16

4.16

4.92

4.94

4.92

4.94

4.75

4.75

CABIN WIDTH FT.

4.66

4.66

4.66

5.08

5.08

5.08

5

4.92

4.92

CABIN LENGTH FT.

7.6

7.6

7.6

11

11

17.17

12

15.5

15.5

CABIN VOLUME CU.FT.

109

109

109

212

212

324

-

305

305

DOOR HEIGHT FT.

3.9

3.9

3.9

4.86

4.86

4.86

-

4.2

4.2

DOOR WIDTH FT.

1.96

1.96

1.96

2.04

2.04

2.42

-

2.4

2.4

BAGGAGE VOL. INT. CU.FT.

16

16

16

10

10

19

-

31

31

BAGGAGE VOL. EXT. CU.FT.

-

-

-

60

60

66

66

25

25

CREW #

1

1

1

1

1

2

1

2

2

SEATS - EXECUTIVE #

3

3

3

5

5

7

5

7

7

MTOW LBS

6000

6000

6000

10472

10582

17968

9963

16300

16300

MLW LBS

5600

5600

5600

9766

9877

16865

-

15700

15700

B.O.W. W/CREW LBS

3834

3834

3834

7132

7220

11783

-

10531

10531

USEABLE FUEL LBS

1698

1698

1698

2804

2804

5353

-

4912

4912

PAYLOAD WITH FULL FUEL LBS

502

502

502

580

602

942

-

1057

1057

MAX. PAYLOAD LBS

1088

1088

1088

1312

1334

2216

-

2469

2469

RANGE - SEATS FULL N.M.

574

574

574

915

917

1811

1035

1852

1852

MAX. RANGE N.M.

964

964

964

1242

1233

2077

1304

2108

2108

BALANCED FIELD LENGTH FT.

2898

2898

2898

3040

3479

3138

-

4600

4600

LANDING DIST. (FACTORED) FT.

5173

5173

5173

4068

4110

3700

-

4045

4045

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

2575

2575

2575

3061

3061

3335

3990

5000

5000

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

780

780

780

702

702

1044

-

995

995

MAX. CRUISE SPEED KTAS

371

371

371

390

390

444

420

471

471

NORMAL CRUISE SPEED KTAS

369

369

369

371

371

430

420

460

460

L/RANGE CRUISE SPEED KTAS

330

330

330

333

333

383

-

405

405

2

2

2

2

2

2

2

2

2

PW610F-A

PW610F-A

PW610F-A

PW617F-E

PW617F-E

PW535E

HF120

FJ44-3AP

FJ44-3AP

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.

112

AVBUYER MAGAZINE – July 2015

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Aircraft Index see Page 4

Tempus Jets June.qxp_Layout 1 21/05/2015 12:28 Page 1

AirCompAnalysis June15.qxp_ACAn 16/06/2015 15:32 Page 1

FLIGHT DEPARTMENT T AIRCRAFT COMPARATIVE

Aircraft Comparative Analysis: Gulfstream GV

In this month’s Aircraft Comparative Analysis, Mike Chase provides information on a selection of pre-owned business jets for the purpose of valuing the Gulfstream GV.

W

ithin the following review, we’ll consider the productivity parameters (payload/ range, speed and cabin size) of three competitive business aircraft and cover current and future market values. The field in this study includes Dassault’s Falcon 7X and Bombardier’s Global 5000.

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

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Brief History

The Gulfstream GV, initially delivered in 1995, was the first purpose-built, ultra-long-range, large cabin business jet. Its 6,500nm range—sufficient to fly non-stop between New York and Tokyo—is made possible (in part) by the aircraft’s two Rolls-Royce BR710-A1-10 engines.

Production of the GV marked the first time that Gulfstream decided to build more than one aircraft while another model was being manufactured.

Previously, Gulfstream had always ended production of one model (GI to GIV) before delivering a new aircraft.

AVBUYER MAGAZINE – July 2015

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Features on the GV include enhanced weather radar, head-up display for the pilot, and Enhanced Vision System (EVS) allowing increased visibility for approach and landing in adverse weather. The aircraft is also available with commercial and military communications equipment to provide secure voice and data capability. The GV is the only ultra longrange aircraft that provides a forward and/or an aft galley as an option.

Two new aircraft followed the GV; the Gulfstream G550 in 2003 with greater range, and the G500 in 2004.

Worldwide Appeal

There are 183 wholly owned GV models in operation worldwide, plus six in shared-ownership and four in fractional ownership, according to JETNET. By continent, North America has the largest percentage of the fleet (80%), followed by Asia (11%) for a combined total of 91%. Leased GVs account for 14.8% of the worldwide fleet.

Aircraft Index see Page 4



LEAS Single July.qxp_LEAS 18/06/2015 09:25 Page 1

Price $6,295,000

Contact us: USA 201-891-0881 aircraftsales@leas.com WWW.LEAS.COM 1995 Gulfstream IVSP s/n 1269

16 pax. Engine O/H 4/2013, Eligible for Corporate Care, APU Upgrade to GTCP36-150G On MSP Gold, Avionics on HAPP, Operating Part 135, Partial Interior Refurb.

9/2014 & 1/2012, Triple IRS, Axxess II Iridium Satphone

Price $5,600,000

2007 Global Express XRS s/n 9191

13 pax. Many upgrades-IAC Batch 3 Software Upgrade, FMS Mod to FANS 1/A+ & RNP4 capability, GPS Mod & Intro of SBAS/LPV Approach, ADS-B Out, TCAS 7.1, Domestic & Int’l Wi-Fi, Satellite TV, Operating Part 135

1995 Gulfstream IVSP s/n 1262

13 pax. Engines on RR Corporate Care, APU on MSP, Avionics on HAPP, Aircell ATG-4000 GoGoBiz Wi-Fi, Aircell Axxess II Iridium Satphone, APU Enclosure Ventilation Mod, Currently Operated Part 135

2004 Falcon 900EX EASy s/n 137

12 pax. Engines & APU on MSP Gold, New Paint & Interior 9/2014, Enhanced Avionics Suite EASy II, Synthetic Vision, Enhanced Navigation, ADS-B Out, TCAS 7.1, Domestic & Int’l Wi-Fi, GoGoBiz Text & Talk, CPDLX Wiring

1994 Gulfstream IVSP s/n 1236 1997 Gulfstream V s/n 504

15 pax. Engines on Condition Eligible Corporate Care, Satellite TV, Inmarsat SATCOM w/7 ch. Wi-Fi Router (Swift Broadband), True North Phone, ADS-B-Out, TCAS II w/Chg. 7.1, 24-48-CMP Codes 5/2014. Soft Goods 2012

2007 Sikorsky S-76C++ s/n 760695

8 pax. Low time, Only 580 Hrs., Beautiful Custom VIP Interior, 500 Hr. insp. c/w 9/2012, Emergency Flotation Sys., Avionics on HAPP, Excellent Dispatch Reliability, One Owner, Always Hangared

16 pax. Engines Eligible for Corporate Care-475 Hrs TSOH, Aircell ATG 4000 w/GogoBiz Internet/Wi-Fi, Aircell Axxess II Iridium Satphone, ADS-B Out, SBAS/lLPV GPS Approaches, -150 APU Upgrade, 2 US Owners Since New

2000 Citation X s/n 122

8 pax. Engines On Corporate Care, APU on AUX Advantage, 9 Yr. Airframe 9/2011, 4500 Hr. 8/2008, Doc. 3,4,7,16,27,29 4/2014, Single Point Refuel, Improved TR’s, Maintained Part 135

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 June15.qxp_ACAn 16/06/2015 16:53 Page 2

FLIGHT DEPARTMENT T AIRCRAFT COMPARATIVE

Table A - Payload & Range

Payload & Range

Model

MTOW (lb)

Max Fuel (lb)

Fuel Usage (GPH)

Max Payload (lb)

Avail Payload w/Max Fuel (lb)

Gulfstream GV

90,500

41,000

453

6,100

1,500

6,675

5,416

Falcon 7X

70,000

31,940

347

4,400

1,660

5,870

5,000

Global 5000

92,500

38,959

455

7,139

2,930

5,350

4,958

Max Fuel Range (nm)

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

The data contained in Table A (left) are sourced from Conklin & de Decker and B&CA’s May 2015 issue. The ‘Available Payload with Maximum Fuel’ for the GV is 1,500 lbs, which is less than the Falcon 7X (1,660 pounds), and significantly less than the Bombardier Global 5000 (2,930 pounds).

Additionally, Table A shows the fuel usage of each aircraft in this field of study, as stated

by Aircraft Cost Calculator.

The GV at 453 gallons per hour (GPH) and the Global 5000 at 455 GPH are nearly the same. The Falcon 7X is the most frugal of the field at 347 GPH.

Data courtesy of Conklin & de Decker; JETNET; Aircraft Cost Calculator; B&CA May 2015 Purchase Planning Handbook & Aug. 2014 Operations Planning Guide

Chart A - Cabin Cross-Sections

8.17 ft

7.7 ft

Souce: UPCAST JETBOOK

Chart B - Range Comparison Bombardier Global 5000 Dassault Falcon 7X Gulfstream GV

5070.000 Nm 5352.750 Nm 6093.750 Nm

Cabin Cross Sections

According to Conklin & de Decker, the GV cabin volume is 1,595 cubic feet and cabin length is 50.1ft, the longest in this field of study. The Falcon 7X has the smallest cabin volume (1,506 cubic ft.) and the shortest cabin length (39.1ft), and the Global 5000 has the largest cabin volume at 1,889ft (18.4% greater than GV) although the cabin length is 42.47ft (15.2% less than the GV). The respective cabin cross-sections are represented, courtesy of UPCAST JETBOOK in Chart A (left).

Range Comparison

As depicted by Chart B (left), using Teterboro Airport, New Jersey as a starting point, according to Aircraft Cost Calculator (ACC), the GV shows more range coverage than the Global 5000 and the Falcon 7X. Note: For jets and turboprops, ‘Seats-Full Range’ represents the maximum IFR range of the aircraft at LongRange 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.

Source: Aircraft Cost Calculator

116

6.25 ft

6.2 ft 7.3 ft

Bombardier Global 5000

6.2 ft

Dassault Falcon 7X

Gulfstream GV

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AVBUYER MAGAZINE – July 2015

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Aircraft Index see Page 4

AirCompAnalysis June15.qxp_ACAn 16/06/2015 15:35 Page 3

Powerplant Details

Chart C - Cost per Mile*

The Gulfstream GV is powered by two Rolls-Royce BR710-A110 engines, each offering 14,750 pounds of thrust (lbst).

The Global 5000 also uses two Rolls-Royce BR710-A2-20 engines, each offering the exact same thrust at 14,750 as that of the GV. Meanwhile, the Falcon 7X is powered by three Pratt & Whitney Canada PW307A engines, each offering 6,402 lbst.

US $ per nautical mile $0.00

Global 5000

Q $5.60

Falcon 7X

*1,000nm, 1,600lbs payload mission costs

Using data published in the May 2015 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 Gulfstream GV to its competition, factoring direct costs and with all aircraft flying a 1,000nm mission with 1,600 pound (eight passengers) payload. The Gulfstream GV shows the highest cost per nautical mile at $7.96 compared to the Global 5000 at $7.68 and the Falcon 7X at $5.60.

Chart D - Variable Cost US $ per hour $1,000

$0

$2,000

$3,000

Q $3,602 Q $3,466

Gulfstream GV Global 5000

Q $2,452

Falcon 7X

Table B - Comparison Table

Total Variable Cost

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

The Total Variable Cost for the Gulfstream GV equates to $3,602, which is higher than the Global 5000 at $3,466 and the Falcon 7X at $2,452.

Long Range Speed (kts)

Cabin Volume (cu ft.)

Max Payload w/avail fuel range (nm)

Used Vref Price $m

In-Operation

% For Sale

New & Pre-owned Sold*

Gulfstream GV

459

1595

5,416

$16.5 ‘02

191

12.0%

20

Falcon 7X

459

1506

5,000

$25.0 ‘07

236

9.3%

36

Global 5000

471

1889

4,958

$17.0 ‘05

184

7.6%

37

Model

Aircraft Comparison Table

Advertising Enquiries see Page 5

Q $7.96 Q $7.68

Gulfstream GV

Cost Per Mile

Table B (right) contains the used retail prices from Vref for each aircraft. The average

$6.00

$3.00



*New & Pre-owned Full Sales Transactions in the past 12 months; Source: JETNET Data courtesy of Conklin & de Decker; JETNET; Vref; ACC

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July 2015 – AVBUYER MAGAZINE

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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 %

-

-

1

2

3

4

5

6

7

8

14.29 %

24.49 %

17.49 %

12.49 %

8.93 %

8.92 %

8.93 %

4.46 %

MACRS SCHEDULE FOR PART 135 Year Deduction

Source: NBAA

TABLE D - MACRS Depreciation Schedule 2002 GULFSTREAM GV - PRIVATE (PART 91) Full Retail Price - Million Year

$16.5 1

2

3

4

5

6

20.00 %

32.00 %

19.2 %

11.5 %

11.5 %

5.8 %

Depreciation ($M)

$3.3

5.3

3.2

1.9

1.9

1.0

Depreciation Value ($M)

$13.2

7.9

4.8

2.9

1.0

0

Cum. Depreciation ($M)

$3.3

8.6

11.7

13.6

15.5

16.5

Full Retail Price - Million

$16.5

Rate (%)

2002 GULFSTREAM GV - CHARTER (PART 135) Year Rate (%)

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)

$2.36

4.04

2.89

2.06

1.47

1.47

1.47

0.74

Depreciation Value ($M)

$14.14

10.10

7.22

5.15

3.68

2.21

0.74

0.00

Cum. Depreciation ($M)

$2.4

6.4

9.3

11.3

12.8

14.3

15.8

16.5

Source: Vref

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 Falcon 7X and Global 5000 have less than 10 percent of their respective fleets currently ‘For Sale’ – the Falcon 7X selling approximately 3.0 units per month, and the Global 5000 selling at

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AVBUYER MAGAZINE – July 2015

a rate of 3.1 per month.

However, the Gulfstream GV currently sees a slightly higher 12% of the fleet for sale, although over the past 12 months, an average 1.67 units have sold monthly.

Depreciation Schedule

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

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Depreciation System (ADS) where depreciation is based on a straight-line method (meaning that 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 business aircraft 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 2002 model Gulfstream GV aircraft in private (Part 91) and charter (Part 135) operations over five and seven-year periods, assuming a used retail value of $16.5m as sourced from Vref Pricing guide.

Asking Prices vs Age, Quantity and Engines

Chart E (top, right), sourced from the Multi-dimensional Economic Evaluators Inc. (www.meevaluators.com), shows a Value and Demand chart for the pre-owned Gulfstream GV and includes the Falcon 7X and Global 5000. The current pre-owned market for Gulfstream GV aircraft shows a total of 23 aircraft ‘For Sale’ with nine displaying an asking price, thus Aircraft Index see Page 4

AirCompAnalysis June15.qxp_ACAn 16/06/2015 15:38 Page 5

we have plotted those nine.

We also added to the mix other ultra-long-range preowned business jets of similar ilk with asking prices ranging from $17m-$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. Thus, the market for used Gulfstream GV responds to at least four features: Years, Engines, Quantity and Price.

Chart E - Value & Demand

A Study of Pre-owned Gulfstream GV Compared to the Falcon 7X and Global 5000 Ultra-Long-Range and Large Cabin Business Jets

Productivity Comparisons

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.

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

After consideration of the Price, Range, Speed and Cabin Size, we can conclude that the Gulfstream GV is highly productive.

Operators should weigh their mission requirements precisely when picking which option is the best for them, however.

Summary

Within the preceding paragraphs we have touched upon Advertising Enquiries see Page 5

Chart F - Productivity Price (Millions)

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

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

$30.0

2007 Falcon 7X

$20.0

2005 Global 5000

$10.0

2002 Gulfstream GV

$0.0 0.0000

2.0000

4.0000

6.0000

8.0000

10.0000

12.0000

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

several of the attributes that business aircraft operators find valuable. There are other qualities such as airport performance, terminal area performance, and time-toclimb performance that might factor in a buying decision, however.

The Gulfstream GV continues to be very popular in the pre-owned market today. We anticipate that the Gulfstream GV aircraft, which started delivering 20 years ago, will continue to do very well in the pre-owned market for the foreseeable future. T

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July 2015 â&#x20AC;&#x201C; AVBUYER MAGAZINE

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COMMUNITY NEWS T BIZAV REVIEW

Pace Steps Up At Dassault Dassault’s New Falcon 5X Rolled-Out The pace of change at Dassault is breathtaking, reports Rod Simpson.

The Falcon 8X was rolled out last December and now it is the turn of the Falcon 5X. ork on the new twin-engined Falcon 5X, first announced at the 2013 NBAA Convention in Las Vegas, has advanced very rapidly and the first development aircraft was rolled out at Dassault’s Bordeaux factory on June 2nd, 2015. The Falcon 5X prototype will take to the air this summer with a further three aircraft also to be used in the flight test program. Certification is targeted for the end of 2016 with entry into service early in 2017.

The arrival of the Falcon 5X takes the Dassault product line up to six models (the Falcon 900LX, 2000LXS, 2000S, 5X, 7X and 8X) offering range capability from 3,350nm to 6,450nm.

The Falcon 5X fits into the middle of this range profile and, according to Dassault’s Chairman and CEO Eric Trappier, “is designed to answer an operators demand for an aircraft in the 5,000-mile range

W

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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AVBUYER MAGAZINE – July 2015

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segment that could provide more space and comfort than existing large body jets while combining the handling qualities; the low-speed performance; and operating economies that are the hallmarks of Falcons.”

Light, Roomy Cabin

The result is an aircraft with a 39ft long cabin, similar in length to that of the Falcon 7X, but with 6ft 6in headroom and 8ft 6in width giving a 14% increase in cabin volume compared with the 7X. In fact, Dassault claims it has the largest cabin crosssection in the market, taller and wider, even, than the Gulfstream G650.

The cabin will be very bright with 28 windows – 30% more window area than on the Falcon 900LX – while the forward galley has a skylight in the roof to give natural light for the cabin crew.

Aircraft Index see Page 4



01 - 02 SEPTEMBER 2015 MOHAMMED V INTERNATIONAL AIRPORT CASABLANCA, MOROCCO

THE

NEW DESTINATION FOR BUSINESS AVIATION www.mebaamorocco.aero Organised by:

On behalf of:

Community News.qxp_Layout 1 16/06/2015 15:55 Page 2

COMMUNITY NEWS T BIZAV REVIEW

EBACE 2015 Summary

Several internal layouts will be possible for anywhere up to 16 passengers, but the standard 12-passenger interior has three zones with a forward club-seating section, a central dining and meeting area and a rear lounge with four or five seats. Pressurisation is set for a cabin altitude of 3,900ft at 41,000ft and Dassault has paid particular attention to cabin air quality.

Optimal Performance

The Falcon 5X may have the same family appearance as its sisters, but it’s a completely new design incorporating the latest technology. Dassault’s engineers kept an all-metal structure rather than moving to composites because Falcons are already famous for their light-weight airframes that contribute to their high-performance on less power than their competitors (resulting in lower operating costs).

The wing of the 5X is a new ultra-efficient design with the highest lift-drag ratio of any of the Falcon series. With a 33-degree sweep angle and a curved trailing edge accommodating ailerons, airbrakes, flaps and a flaperon, each wing also has three leading edge slats and a winglet. The additional flaperon is particularly innovative, and is positioned at the middle of each wing’s trailing edge. Derived from Dassault’s fighter jet experience, this is an active high-speed surface capable of being used both as a flap and aileron. These will also provide assistance during steep approaches into airports such as London City.

As with the 7X and 8X, the Falcon 5X is a fly-by-wire aircraft using an advanced Digital Flight Control System (DFS) that commands all the control surfaces and allows them to be multi-functional.

The flight deck itself incorporates Dassault’s latest EASy III interactive cockpit based on the Honeywell Primus Epic package (including flight management system, a Graphical Datalink for communications using a pointand-click cursor and the ADS-B capable SmartTraffic TPA-100C TCAS system). Also included are dual HUDs (Head-Up Displays) from Elbit Systems that are larger than normal with a wider field of view and are able to display enhanced vision SVS and EVS displays.

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AVBUYER MAGAZINE – July 2015

Power for the Falcon 5X comes from two 11,450 lbst Safran-Snecma Silvercrest turbofans, which promise to be very environmentally friendly and have a specific fuel consumption which is 10% less than existing engines. Dassault says that the aircraft will be more efficient than its competitors, with fuel forming only 45% of hourly flying costs, and it will be able to reach Moscow from Geneva with a 10,000 lb fuel load (not possible in a Gulfstream G450 or Global 5000).

When it comes to operating range, the 5,200-mile Falcon 5X will be able to fly from Beijing to Paris, New York to Buenos Aires, or London to Los Angeles. The maximum takeoff weight will be 69,600 lbs (31,570kg) which is 5,000 lbs less than the competing Gulfstream G450.

Service Support

In such a competitive market, service support and despatch reliability are of key importance, and Dassault has paid particular attention to the airframe’s maintenance and ergonomic factors. Using an interactive 3D studio, Dassault applied the skills of experienced aircraft mechanics to achieve optimum positioning of internal components. This should ensure that key parts can be rapidly removed and replaced with minimal effort.

The same design system has been employed in the cockpit to ensure that switches and other controls are in easy reach of the pilots, and there are other thoughtful touches such as the convenient bulkhead compartments to contain headsets.

The Falcon 5X is also equipped with a new on-board self diagnosis system called FalconScan that monitors all aircraft systems and collects and stores around 10,000 parameters in real time. This means that every fault can be downloaded in flight to the central control team and preparations for remedial action can be made prior to landing.

One can only be impressed by the amount of thought that has gone into design of the Falcon 5X, and Dassault deserves to be very successful with this new state-of-the-art business jet.

Visitors to the 2015 edition of EBACE, held in Geneva, 19-21 May, found more than 450 exhibitors and a static display of 57 business aircraft.

Several aircraft were making their European debuts - including the HondaJet HF420 that was due to embark on a twoweek European tour after the show and arrived fresh from a six-city visit to Japan. Provisional FAA certification has been achieved, and final approval is expected imminently as of this writing.

Also appearing for the first time was Textron’s Cessna Citation Latitude, which was also within weeks of certification (now received), along with the new Bombardier Challenger 350 and Embraer Legacy 450 mid-size jets.

Significant announcements included the first flight of Gulfstream’s G500, which took place on the day before the show, and launch of the new generation Airbus ACJ320neo, with the first order placed by Farnborough-based Acropolis Aviation.

Other notable orders announced at Geneva included another ten Gulfstreams to add to Qatar Executive’s existing 20-aircraft order, and the sale of a Global 7000 to Formula 1 guru, Nikki Lauda.

More information:

www.airbus.com www.bombardier.com http://cessna.txtav.com www.embraerexecutivejets.com www.gulfstream.com www.hondajet.com

More from www.dassaultfalcon.com www.AVBUYER.com

Aircraft Index see Page 4

Community News.qxp_Layout 1 16/06/2015 12:50 Page 3

ARRIVALS T COMMUNITY NEWS

David Coleal

Bruno Cousin

Robert Boman moves to director/site manager at Airbus Helicopters’ Columbus, Missouri assembly plant.

David M. Coleal was appointed president, Bombardier Business Aircraft, effective June 15, succeeding Éric Martel, who leaves to pursue other career opportunities.

Bruno Cousin has been appointed head of sales & marketing at Airbus Corporate Jet Centre (ACJC). In this role, he manages the cabin outfitting contracts team and the services sales team, covering ACJ cabins, airframes and engines.

Stan Dixon recently was named vice president, G650 Continuous Improvement, at Gulfstream Aerospace. In his new role, Dixon is responsible for ensuring the continued success, reliability, quality and availability of the G650 and G650ER. Derek Freeman has been appointed avionics sales manager at Western Aircraft. Freeman has more than 30 years of aviation experience, most recently serving as a senior avionics engineer for Kelowna Flightcraft.

Stan Dixon

Andrew Hoy

Timothée Marcie

Derek Zimmerman

Andrew Hoy, formerly with ExecuJet Aviation Group and Jetcraft, launched the Affinity Aviation Group with the aim of providing services including aircraft sales & acquisition, and the eventual operation of FBOs and charter operations.

Gulfstream’s manufacturing facility in Mexicali, Mexico. Ortega, reports to Greg Collett, vice president, Initial & Final Phase Operations. Brown is now director of Advanced Aircraft Programs Operations in Savannah.

Janus Kamradt was named by Executive Jet Management Europe (EJME) as the new regional sales vice president.

Jay Reeder becomes turboprop sales account manager at Western Aircraft. Reeder previously was material operations coordinator for EuroTec Vertical Flight Solutions.

Timothée Marcie is the latest addition to the sales team at Monaco-based, Boutsen Aviation. Timothée joins Boutsen from Dassault Falcon Jet where he was responsible for new aircraft sales for Northern China. In other news, the company recently celebrated its 300th aircraft sale.

David Melcher, former Exelis CEO and retired three-star general, has been named as the new president of Aerospace Industries Association (AIA).

John Watret is named interim president at Embry-Riddle Aeronautical University. This appointment follows the retirement announcement from president & CEO John Johnson.

Derek Zimmerman vice president, Customer Support and Materials, succeeds Mark Burns as president of Gulfstream’s Product Support organization. T

John Murphy is the new director of paint and interior at Elliott Aviation. Most recently he held the position of senior director of completions with Jet Aviation St. Louis.

John Ortega replaced Randy Brown as vice president & general manager of

Esterline CMC Electronics named four new vice presidents: Patrick Champagne, VP, products, display solutions; Marc Gagne, VP, operations; Ben Hendsbee, VP, commercial services; and Kristof Vierin, VP, sales.

BizAv Events 2015 NBAA: Flight Attendants/Flight Technicians Conf.

Jun 30–Jul 2 EAA AirVenture Oshkosh Jul 20 – 26 LABACE 2015 Aug 10 – 22 AEA (Aircraft Electronics Association Regional) Aug 14 AEA (Aircraft Electronics Association Regional) Aug 18 - 19 AOPA Fly – In Aug 22 Business Aviation in Latin America (BALA) Aug 11 MEBAA Sep 1 – 2 AEA (Aircraft Electronics Association Regional) Sep 10 - 11 Jet Expo Sep 10 – 12 Mediterranean Business Aviation Sep 11 The annual Business & General Aviation Day (BGAD) Sep 15 Aviation Expo/China 2015 Sep 16 – 19 NBAA: Regional Forum Sep 17 AEA (Aircraft Electronics Association Regional) Sep 21 - 22 The African Business Aviation Assoc. (AfBAA) Symposium Sep 24 – 25 AOPA Fly – In Sep 26 AEA (Aircraft Electronics Association Regional) Oct 1 - 2 Advertising Enquiries see Page 5

Tucson, AZ, USA Oshkosh, WI, USA Sao Paulo, Brazil Sao Paulo, Brazil Bogota, Colombia Anoka Airport, MN, USA Sao Paulo, Brazil Casablanca, Morocco Kansas City, MO, USA Moscow, Russia Sliema, Malta London Biggin Hill, UK Beijing, China St. Louis, MO, USA Reno, NV, USA Addis Ababa, Ethiopa Col Springs Airport, CO, USA Toronto, Canada

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www.nbaa.org www.eaa.org www.labace.org.br www.aea.net www.aea.net www.aopa.org www.aeropodium.com www.mebaa.aero www.aea.net www.jetexpo.ru www.aeropodium.com www.bgad.aero www.beijingaviation.com www.nbaa.org www.aea.net www.afbaa.org www.aopa.org www.aea.net July 2015 – AVBUYER MAGAZINE

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Introducing The New AvBuyer.com

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Sean advertorial - Products & Services July.qxp_Layout 1 15/06/2015 16:45 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 of 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

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CAAP G280 July.qxp 16/06/2015 14:39 Page 1

S H O W C A S E

Two Million Dollar Price Reduction- now $23,995,000

New Gulfstream 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 (two pilots and two technicians at FlightSafety).

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

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Tel: +1 817 428 9200 Fax: +1 817 428 9201

Aircraft Index see Page 4

Jet Sense Aviation, LLC Lear 60XR June.qxp_Empyrean 16/06/2015 14:42 Page 1

S H O W C A S E

Price Reduced to $4,195,000

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 Advertising Enquiries see Page 5

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 July 2015 â&#x20AC;&#x201C; AVBUYER MAGAZINE

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JetPro Texas 2005 Lear 45 July.qxp_Heeren Cit Ultra sep 17/06/2015 15:54 Page 1

S H O W C A S E

Make Offer ASAP

2005 Lear 45 Serial Number: Registration:

280 N145JP

Airframe TT: Landings:

3,620 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 3,620 SNEW 2,763 CSN 701 SMPI Engine 2 s/n P-116632 3,620 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 1/2016 at 3,608 by BAS next due 1/2016 Phase B c/w 5/2015 at 3,620 by BAS next due 5/2017 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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Tel: +1 (254) 848 9192 Mob: +1 (254) 716 2981 E-mail: sales@jetprotexas.com www.jetprotexas.com Aircraft Index see Page 4

CAI Boeing-737-800 June.qxp 17/06/2015 11:32 Page 1

S H O W C A S E

2015 Boeing 737-800 Engines Configuration 186Y Cargo 1,555 cu ft (44 cu m) Engines (maximum thrust) CFMI CFM56-7 27,300 lb Maximum Range 3,115 nautical miles (5,765 km) [2-class with winglets] Typical Cruise Speed (at 35,000 feet) 0.785 Mach Manufacturer CFM CFM Type CFM56-7 CFM56-7 Thrust 27,300 lb 27,300 lb Total Hours Since New TSN 0 TSN 0 Total Cycles Since New TCN 0 TCN 0 TSLSV N/A N/A Basic Dimensions Wing Span with Winglets 117 ft 5 in (35.8 m) Winglets Yes Overall Length 129 ft 6 in (39.5 m) Tail Height 41 ft 2 in (12.5 m) Interior cabin Width 11 ft 7 in (3.53 m) Technical Data Noise Abatement Compliance Stage III iaw ICAO Annex 16 Approach Category Cat III B Lavatory 3 Galleys (with chiller): G1, G2, G4B, G7 (Britax Sell) Weight & Fuel Data Maximum Taxi Weight 168,051 lbs Maximum Take-Off Weight 159,834 lbs Maximum Landing Weight 144,000 lbs Maximum Zero Fuel Weight 136,000 lbs Operational EmptyWeight TBD

Maximum Usable Fuel Capacity 6,875 U.S. gal (26,020 L) Avionics ATA 22 - Automatic Flight Controls Flight Control Computer 2 Rockwell Collins 822-1604-151 ATA 23 - Communication HF Transceiver 1 Allied Signal 964-0452-011 Transceiver VHF/COMM 3 Allied Signal 064-50000-2000 SELCAL Decoder 1 Motorola NA138-714C PRAM 1 Panasonic RD-AX7360-01 ACARS, CMU MK III 1 Honeywell 7519200-921 Cockpit Door Surveillance System (CDSS) 1 Goodrich 8400K2 ATA 23 - Passenger Entertainment System - Audio Video System - LCD 10,4" LH 10 Panasonic RD-AA902705-01 Video System - LCD 10,4" RH 10 Panasonic RD-AA902704-01 Video Service Control Unit (VSCU) 1 Panasonic RD-AV3007-05 Video Reproducer HI8 1 Panasonic RD-AV1217-01 CD Reproducer, Audio 1 Panasonic RD-AX7095-01 Air Track 1 TBD TBD ATA 27 - Flight Controls Stall Management Computer 2 CAS 285A1010-9 ATA 31 - Indication and Recording System Flight Data Recorder 1 Allied Signal 980-4700-042 Cockpit Voice Recorder 1 Allied Signal 980-6022-001 DFDAU, ARINC 717 1 Allied Signal 967-0212-050

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

Advertising Enquiries see Page 5

www.AvBuyer.com

Printer Multi-Port FANS 1 Allied Signal 8055515-4507 Common Display Sys. 2 Honeywell 4081600-940 Common Display DU 6 Honeywell S242A801-2100 Airbourne Auxiliary Power Unit Manufacturer Alllied Signal Model 131-9B Total APU Hours 0 APU Hours Total APU Cycles 0 APU Cycles Part Number 3800702-1 Last Shop Visit: N/A

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

(561) 433-3510 (561) 433-3842 (561) 289-3355 jp@caijets.com www.caijets.com

July 2015 â&#x20AC;&#x201C; AVBUYER MAGAZINE

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Kaiser Air July.qxp 17/06/2015 15:59 Page 1

S H O W C A S E

Price Reduced

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

• 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

Price Reduced

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

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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 Aircraft Index see Page 4

Northern Jet Lear 40XR March.qxp 16/06/2015 14:49 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

www.AVBUYER.com

Tel: 800 462 7709 Tel: +1 616 336 4737 Cell: +1 616 648 2656 Fax: +1 616 336 4709 mserbenski@northernjet.net www.northernjet.net July 2015 – AVBUYER MAGAZINE

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Florida Jet 2008 Bell 407 June.qxp 16/06/2015 14:51 Page 1

S H O W C A S E

Asking price $2,295,000

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

IAG Dassault Falcon 900EX May.qxp 16/06/2015 14:52 Page 1

S H O W C A S E

1997 Dassault Falcon 900EX Serial Number: Registration: Airframe TT: Landings:

18 N166FB 4365.7 1542

• 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) 4343 4295.5 4294 CSN 1534 1519 1525 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

www.AVBUYER.com

Cass Anderson or Jeff Habib Managing Partners Tel: +1 212 888 7979 Email: info@iagjets.com www.iagjets.com July 2015 – AVBUYER MAGAZINE

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Aerohead Aviation June.qxp_Heeren Cit Ultra sep 16/06/2015 14:53 Page 1

S H O W C A S E

1990 Learjet 55C Serial Number: 55-142 Registration: N755VT Airframe TT: 5309.1 Engines TFE731-3AR-3B. On MSP Left: 5237.7, CYC: 2869 Right: 5197.7, CYC: 2846 Avionics COMM DUAL COLLINS VHF-22A NAV DUAL COLLINS VIR-32 DME DUAL COLLINS DME-42 ADF COLLINS ADF-60 ADC DUAL COLLINS ADC-85L AIR DATA COMPUTERS TRANSPONDER DUAL COLLINS TDR-90 MODE C **STC CERTIFIED FOR RVSM OPERATIONS** RADAR COLLINS WXR-350 RADAR ALTIMETER COLLINS ALT-55B HF KING KHF-950 TCAS ALLIED SIGNAL CAS-66A TCAS 1 LONG RANGE NAV. DUAL UNS-1D FLIGHT MANAGEMENT SYSTEMS EGPWS/TAWS KING KGP 860 ENHANCED GRND PROX. WARNING SYSTEM Interior FORWARD TWO PLACE DIVAN, TAN LEATHER. HEADLINER AND SIDEWALLS IN LIGHT TAN LEATHER, WITH LOWER SIDEWALLS A COMBINATION OF FABRIC AND TEXTURED TAN CARPET TO FLOOR. CONFIGURED FOR 7 PASSENGER SEATING WITH 2 FOLDOUT DESKS/WORKSTATIONS CENTRALLY LOCATED. AFT FULL LAVATORY AREA WITH

PRIVACY SLIDING DOOR. FULL AFT GALLEY AREA CONTAINING 2 DRAWER REFRESHEMENT CENTER, PORTABLE COFFEE CONTAINER, LARGE DRINK COOLER. FULL HOT/COLD SINK AND VANITY AREA WITH OVERHEAD FLOURESCENT LIGHTING FOR VANITY AND MIRRORED CABINETS. 110 VOLT ACCESSORY CHARGING RECEPTACLE LOCATED AT VANITY Exterior Painted 7/17/2014 WHITE WITH Red, Black, and Grey stripes Autopilot/Flight Director COLLINS APS-85 AUTOPILOT WITH AC-585 AUTOPILOT CONTROLLER COLLINS 85L 5 TUBE EFIS FLIGHT DIRECTOR DISPLAY SUITE Additional Equipment 2 BOTTLE OXYGEN SYSTEM WITH EROS QUICK DON MASKS ARTEX C406-2 ELT COLLINS PRE-80L ALTITUDE PRESELECT SPPR SINGLE POINT REFUELING SYSTEM AERONCA THRUST REVERSERS 500# BAGGAGE COMPARTMENT INTERVOX II INTERCOM SYSTEML55-R PASSENGER BRIEFING SYSTEM SELCAL 5 SELCAL DECODER CABIN MOUNTED AIRSHOW DISPLAY FLITEFONE WITH 2 HANDSETS (COCKPIT, CABIN) MANUALLY ADJUSTABLE WINDOW SHADING SYSTEM

Aerohead Aviation Randall G. Corson, Aviation Department Manager 1550 E Missouri, Suite 300 Phoenix, AZ 85014

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www.AVBUYER.com

Tel: +1 602-738-9440 Fax: +1 480-948-5336

Aircraft Index see Page 4

Mente June.qxp 16/06/2015 15:18 Page 1

S H O W C A S E

2003 Hawker 800XP Serial Number: Registration: Airframe TT: Landings:

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

Brian Proctor Tel: +1 (214) 351-9595 E-mail: brian@mentegroup.com

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

Brian Proctor Tel: +1 (214) 351-9595 E-mail: brian@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

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

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

July 2015 – AVBUYER MAGAZINE

139

J Hopkinson 2 May.qxp 22/04/2015 14:52 Page 1

Cessna Citation Ultras

20 Sold 5 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 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

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

Looking for a Reliable Co-Pilot?

WEâ&#x20AC;&#x2122;VE BEEN IN THE RIGHT SEAT FOR OVER 60 YEARS For over 60 years, the business aviation community has looked to the National Business Aviation Association (NBAA) as its leader in enhancing safety and security, shaping public policy, providing world-renowned industry events, and advancing the goals of 8,000 Member Companies worldwide.

Discover how NBAA Membership can help you succeed.

Join today at www.nbaa.org/join/avb or call 1-866-363-4650.

Avbuyer_Layout 1 22/01/2015 14:34 Page 1

Introducing The New AvBuyer.com

The best aircraft for sale search anywhere, everywhere â&#x20AC;&#x201C; on pc, smartphone and tablet.

P143-145.qxp 17/06/2015 16:16 Page 1

Marketplace Piaggio Avanti II

Skyservices Jet Sales Price:

Please Call

Year:

2006

S/N:

1117

Reg:

C-GCOM

TTAF:

3232

Dual Collins AHC-3000, Dual Collins VHF-4000, Collins 5-Tube with AFD-3010, Collins FMC-3000, Collins GPS-4000A, Collins NAV-4500, Collins ALT-4000, Aircell, L3 Landmark TAWS-8000,Collins TTR-4000 TCAS with 7.0 Software, Dual Collins TDR-94D, Collins RTA-852, Dual Collins ADC-3000 Air Data Computers,Collins FSU-5010 (Charts), Dual Collins PWR-3000, Dual Collins FGC-3003 Flight Guidance Computer, Dual Collins CSU-3100, Dual Collins IOC-3100 Input/Output Concentrators, Collins CDU-3000 Control Display Unit,VIP floor plan (7-Place +1),4 single passenger seats in club arrangement, 2-place divan, 1 single forward-facing passenger seat, Aft fully enclosed lavatory with seat-belt, Aft coat closet,Charcoal leather seats with oak wood trim throughout cabin, Dual executive tables, Pyramid with ice chest & miscellaneous storage,Sheep skin for pilot & co-pilot seats.

Location: Canada (CYUL)

Bombardier Challenger 604

Skyservices Jet Sales Price:

Please Call

Year:

2000

S/N:

5458

Reg:

C-GZPX

TTAF:

4513.6

Location: Canada

Bombardier Learjet 35A

$ 995,000

Year:

1987

S/N:

626

Reg:

N21BK

TTAF:

10771.6

Tel: +1 (877) 759-7598 Email: jetsales@skyservice.com

GE ONPOINT, -150 APU on MSP Gold, Smart Parts Plus Program, Collins Proline 4 w/ 6 EFIS Displays, Collins APS-4000, Dual Collins VHF-422D, Dual Collins VIR 432, Dual Collins ADF 462, Dual Collins DME 442, Collins TWR-850, Collins ALT 55B,406 ELT, Medivac 02, 36-150 APU upgrade, Collins SRT 2000 Satcom, Securaplane Security System, Dual Winslow rafts w/ ELT, L-Shaped cargo area, Tow bar & ladder, Over-sized water tank, 6 club seats w/ tables, 4-place birthing divan, Tia oven, Microwave, Espresso machine, Coffee maker, 60HZ outlet, Hot/cold water, Airshow 400, LCD monitors, DVD, Factory installed FWD & AFT vacuum toilets, Forbes 500 Owner

International Jet Markets Price:

Tel: +1 (877) 759-7598 Email: jetsales@skyservice.com

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 V

Capital Jet Group Price:

$ 16,700,000

Year:

2001

S/N:

640

Reg:

N600JD

TTAF:

6331.7

Tel: +1 (703) 917 9000 E-mail: sales@capitaljetgroup.com 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

Capital Jet Group Price:

$1,550,000

Year:

1993

S/N:

258241

Reg:

XA-CHA

TTAF:

5997

Tel: +1 (703) 917 9000 Email: sales@capitaljetgroup.com 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

Advertising Enquiries see Page 5

www.AVBUYER.com

July 2015 â&#x20AC;&#x201C; AVBUYER MAGAZINE

143

P143-145.qxp 17/06/2015 14:09 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

Eurocopter EC-120B “Colibri”

SkyWay Aero, Inc. Price:

$795,000

Year:

1999

S/N:

1080

Reg:

N517SS

TTAF:

6,061

Tel: +1 (210) 262-4000 Email: david.welch@sijet.com Enjoy speed and style in this capable and cost-effective Colibri. Advanced ergonomic cockpit with Garmin GTN-750 GPS/Nav/Com, Ryan 9900 BX TCAD. Fresh IRAN inspections from 12 year down. Beautiful new interior, new custom paint, new smoked Plexiglas. 1,937 SMOH on engine, includes Air Conditioning, Artex ELT, FDC sand filter, lots more. Available immediately. Trades welcome.

Location: Texas, USA

www.aircraftsales.com 144

AVBUYER MAGAZINE – July 2015

www.AVBUYER.com

Aircraft Index see Page 4

P143-145.qxp 17/06/2015 16:22 Page 3

Marketplace Airbus/Eurocopter EC 130B4

Tel: +1 (954) 603-3330 E-mail: Sales@aircommander.net

Air Commander Aerospace Price:

Make offer

2009 EUROCOPTER EC130B4 - GREAT OPPORTUNITY!

Year:

2009

ALL AD & SB UP TO DATE.

S/N:

4626

NO DAMAGE OR INCIDENT HISTORY.

Reg:

PP-DMN

TTAF:

650

LOCATED IN BRAZIL. EASY TO BE EXPORTED! Corporate Owner Since New, Always Hangared, Air Conditioning, Emergency Floats, VIP Executive Leather Interior.

Location: Brazil

Tel: +1 (312) 953-7937 E-mail: lanceodnl@hotmail.com

Lance O'Donnell

Cessna Citation Excel

Price:

$2,390,000 USD

Year:

2000

S/N:

560-5101

No Damage history, on CESCOM/Proparts, no engine program or APU, externally serviced LAV, cabin 110v outlets and remote temp control, cabin soft goods redone 18 months ago.

Reg:

N81SH

Cycles: 3783

TTAF:

4213

Full details @ www.2000citationexcel.com

Location: USA- IL

www.2000citationexcel.com

Par Avion Ltd

Alberth Air Parts

+1 832 934 0055

Spare Parts

FALCONS • HAWKERS • LEARS

•BUY •SELL •TRADE

www.paravionltd.com

CESSNA LEARJET HAWKER WESTWIND FALCON GULFSTREAM

www.alberthaviation.com

SALES • ACQUISITIONS • CONSULTING

Fax: +1 832 934 0011 AvBuyer (USPS 014-911), July 2015, Vol 19, Issue No 7 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.

Advertiser’s Index 21st Century Jet Corporation ...............................146 Aerohead Aviation ...................................................138 Aircraft Guaranty Corporation.................................47 Aircraft Marketing.......................................................45 AMAC ...........................................................................53 Aradian Aviation..........................................................81 AvBuyer .............................................................124,142 Avjet Corporation.................................................82-83 Avpro ......................................................................10-13 Bell Aviation ..........................................................84-85 Bombardier ..........................................................FC, 21 Boutsen Aviation......................................................105 CAAP .........................................................................130 Central Business Jets .............................................147 Charlie Bravo ..............................................................93 Conklin & de Decker..................................................97 Corporate AirSearch Int’l .......................................133 Corporate Concepts .................................................95 Dassault Falcon Jet ...........................................2-3,41 Donath Aviation ..........................................................14 Advertising Enquiries see Page 5

Duncan Aviation..........................................................67 Eagle Aviation .............................................................61 Elliott Jets .........................................................101,107 Florida Jet Sales ......................................................136 Freestream Aircraft USA ....................................35-37 Gamit ............................................................................55 General Aviation Services .....................................109 Global Jet Monaco .............................29-31,127-129 Hagerty Jet Group......................................................73 Hatt & Associates ......................................................71 Hubbard Aviation........................................................79 IAG ..............................................................................137 Intellijet International.................................................6-7 Jet Sense Aviation/Gantt Aviation .......................131 Jet Support Services (JSSI) ....................................25 JetBrokers ..............................................................76-77 Jetcraft Corporation ..................................74-75, 148 Jeteffect........................................................................89 JetExpo ........................................................................38 JETNET ......................................................................125

www.AVBUYER.com

JetPro Texas ..............................................................132 John Hopkinson & Associates........................91,140 Kaiser Air ...................................................................134 Leading Edge Aviation Solutions .........................115 Lektro ............................................................................55 MEBAA Morocco ....................................................121 Mente Group ...................................................... 139 Mesinger Jet Sales ..............................................15-17 NBAA Corporate .....................................................141 Northern Jet Management .....................................135 OGARAJETS........................................................62-63 Par Avion ......................................................................23 Rolls-Royce .................................................................49 Southern Cross Aviation ........................................111 Survival Products .......................................................97 Tempus Jets ..............................................................113 The Jet Business..................................................64-65 VREF Aircraft Values.................................................55 Wright Brothers Aircraft Title...................................51 July 2015 – AVBUYER MAGAZINE

145

21st Century May 22/04/2015 15:58 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 June.qxp_CBJ November06 20/05/2015 12:09 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……

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

2008 GULFSTREAM G200 SN 199 2248 TT / 1212 Landings, ESP Gold, Meets all EASA / JAR OPS Requirements, Impressive List of Options including Aerial View Camera

FALCON 50-40 SN 25

GIVSP SN 1487

Last Falcon 50 Ever to be Multi-million Dollar Converted, Proline 21 cockpit, TFE-40 Engines on MSP Gold, 50EX Interior New 2010

One of the last ever to be built, Averages less than 300 Hours per year, Rolls Royce Corporate Care, Gulfstream PlaneParts, MSP Gold, etc…., Extremely Recent 12-Year Heavy Check. Also available GIVSP SN 1453 Single Midwestern US Owner

CITATION X SN 275

2000 CHALLENGER 604 SN 5458

Winglets, Primus Elite 875 LCD Flight Deck Upgrade, Aircell ATG-4000 Gogo Biz w/ Wifi, RRCC, Cescom Also available Citation X SN66 and Citation Sovereign SN156

4500 Hours, 2100 Landings, GE ONPOINT, -150 APU on MSP Gold, Smart Parts Plus Program, Factory Installed FWD and AFT Vacuum Toilets, Forbes 500 Owner

2003 GULFSTREAM G100 SN 150

CHALLENGER 300 SN 20264

3600 Hours TT w/ Long Range Fuel Option, Engines have been upgraded to 6000 TBO, Dual Universal 1C+, Collins Proline IV Cockpit

February 2010 In Service Date, 48-Month c/w 02/14 by Bombardier, MSP Gold Engine Program, ATG-5000 Gogo Biz w/ WIFI, Premium Interior Package, Single Midwestern US Owner

www.cbjets.com

ALSO AVAILABLE: Falcon 900EXy SN238 (Lease Only)

Landing Connections Around The World.

2008 EMBRAER LEGACY 600 S/N 14501058 •U pgraded Honeywell Primus Elite Avionics Suite • A irframe/Avionics/APU Enrolled on EEC (Enhanced) • Engines Enrolled on RRCC • No Damage History

A passionate team of aviation experts, our strategic approach and action-oriented thinking have made us the global leader for aircraft sales and ownership services.

With our worldwide network and inventory, industry connections and regional presence, we are the difference between getting an aircraft… and getting your aircraft.

2010 GULFSTREAM G550 S/N 5265 • 1,334.4 Hours; 586 Cycles • Engines Enroll on Rolls-Royce CorporateCare, APU is on Honeywell MSP • 17 Passenger Configuration

2013 BOMBARDIER GLOBAL 6000 S/N 9515

2013 GULFSTREAM G650 S/N 6004

• 906 Hours; 357 Landings • Airframe, Engines & APU Enrolled on Programs • 1 6 Passenger Configuration with Crew Rest

•1 6 December 2013 Entry into Service • U niversal Forward Galley with Crew Rest Compartment • Rolls-Royce CorporateCare on Engines

2003 BOMBARDIER GLOBAL EXPRESS S/N 9069 • • • •

Airframe Enrolled on Smart Parts Engines Enrolled on RRCC Swift Broadband Wifi Office-in-the-Sky

2004 DASSAULT FALCON 900EX EASy S/N 138 •E asy II Upgrade with CPDLC, ADS-B & FANS 1/A • H UD Installed • Engines & APU Enrolled on MSP Gold

I N FO @ JETC RAF T. CO M

7-2015_AVBuyer_Back Cover_Landing Connections.indd 1

ALSO AVAI L ABLE 2010 AGUSTA A109 POWER 2002 AIRBUS A320VIP 2007 CHALLENGER 300 2003 CHALLENGER 604 2010 CHALLENGER 605 2014 GLOBAL 5000 2012 GLOBAL 6000 2002 GLOBAL EXPRESS 2007 GLOBAL XRS 2005 LEARJET 45XR 2008 LEARJET 60XR 2008 CITATION SOVEREIGN 2003 FALCON 2000EX 2011 FALCON 2000LX 1987 FALCON 900B

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