AvBuyer Magazine July 2016

Bombardier FC July 2016.qxp_FC December 06 22/06/2016 10:55 Page 1

AVBUYER July 2016

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B U S I N E S S

A V I A T I O N

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

BOMBARDIER YOUR FIRST CHOICE FOR PRE-OWNED GLOBAL, CHALLENGER AND LEARJET AIRCRAFT SEE PAGE PAGE 9 XX DISCOVER OUTSTANDING PRE-OWNED SEE TOTO DISCOVER OUTSTANDING PRE-OWNED AIRCRAFT LIKE THIS 2010 GLOBAL EXPRESS XRS S/N 9251 AIRCRAFT LIKE THIS 2010 GLOBAL EXPRESS XRS S/N 9251

THIS MONTH Aircraft Comparative Analysis – Falcon 7X Financing Older Aircraft Part-NCC and CAMO www.AVBUYER.com

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DON’T SHARE. OWN. PROVEN. AFFORDABLE. YOURS.

Imagine being able to fly wherever you want. Whenever you want. Enjoying the flexibility and comfort that only a Falcon can provide. Freedom like this is within your reach. Not only is a pre-owned Falcon a smart business decision. When you purchase one from Dassault, you can be confident that your aircraft has been maintained by the people who know it best. To deliver maximum performance and efficiency. Now and for years to come.

Visit falconjet.com/preowned I FRANCE: +33 1 47 11 60 71 I USA: +1 201 541 4556

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Falcon 7X 2011 • s/n 109 • 1,885 hrs. total time • 14 seats / 12 passengers, no crew rest • FalconCare enrolled • EASy II (Base line, ADSB-out, CPDLC ATNB1) • HUD, EFB, 3 FMS, 3 IRS, 3 VHF • Cabin Humidifier • Iridium Satcom 4 Channels with DIU

Falcon F900EXy with Winglets 2007 • s/n 184 • 3,638 hrs. total time • 13 passengers with forward and Aft lavatories • Engines and APU on MSP Gold • Aircraft on FalconCare, 2C due August 2019 • EASy II, LPV, ADS-B out, SVS, Dual Jeppensen Charts, CPDLC ATNB 1 & FANS 1A • Iridium Satcom with DIU • 3 FMS, 3 IRS, 3 VHF

Falcon 2000LX 2012 • s/n 230 • 800 hrs. total time • 8 passengers • EASy II upgrade (SVS, Full CPDLC, ADS-B out) • EASA / EUOPS1 compliant • February 2018 C check • Engines on ESP, APU on MSP • 3 VHF, 3 IRS, 3 FMS, HUD, EFVS, Dual EFB’s • Dual Satcom, Iridium & Aviator 300

Falcon 2000LX 2009 • s/n 193 • 1,803 hrs. total time • 10 passengers • EUOPS1 compliant • Fresh C Check • ESP, MSP • EASy II baseline • Iridium Satcom • 3 VHF, 3 IRS, 1 EFB, Dual external camera

Falcon 2000 1997 • s/n 037 • 4,684 hrs. total time • Very low time Aircraft • 8 passengers with Fwd and Aft lavatories • EASA / EUOPS1 compliant • Engines and APU on CSP / MSP • Sept 2015 C, 3C, 1B inspection • One owner one operator since new • 7.1 TCAS, Collins Sat-906-4 Satcom

Falcon 50EX 2001 • s/n 315 • 4,026 hrs. total time • 9 passengers configuration • Proline 21 cockpit • Like new in and out condition • EUOPS1 compliant • Dual Satcom (iridium and Inmarsat) • Ipeco crew seats • Belly 4 view camera

Editor Welcome July.qxp_JMesingerNov06 22/06/2016 10:57 Page 1

Editor’s

Welcome

We’re Listening vBuyer articles are researched and written to serve the informational needs of our readers, which include owners and operators of business aircraft globally as identified by JETNET. We are dedicated to providing you with data and perspectives that you can use to further your involvement with Business Aviation. Our strapline is Business Aviation Intelligence, and that is what we strive to offer.

Because your need for intelligence drives our selection of articles, the editorial team at AvBuyer keeps its fingers on the pulse of the Business Aviation community. In addition to staying in touch with users of business aircraft and their professional advisors throughout the year, periodically we conduct reader research to explore the obvious and latent informational needs of our readers. We seek and heed what you tell us about the areas where we can be most helpful. Thus it is with sincere appreciation that we thank our many readers who responded to our recent request for their opinions.

We are heartened by reader support for our editorial menu, which is organized in four areas—BizAv Intelligence, Boardroom, Flight Department and Community News. The vast majority of AvBuyer readers (over 75%) tell us they regularly read the magazine as part of their overall coverage of Business Aviation and to stay abreast of what is happening within the community. You tell us that we are providing meaningful material that you use to conduct your activities more successfully, efficiently and safely.

We are also encouraged by reader response to our survey questions regarding anticipated transactions during the next 12 months. Over 45% of respondents anticipate purchasing an aircraft, which is approximately equal to the readers (41%) who said they expect to sell their business aircraft in the next year. Such response reflects an active marketplace for business aircraft, at least among AvBuyer readers.

We pledge to you, however, not to rest on our laurels. Email us your thoughts, and we will respond. Please communicate with me (jack@avbuyer.com) with your reaction to what you read and your suggestions for additional coverage. AvBuyer pays attention to what you say. Reader input adds to the richness and value of AvBuyer’s Mission to provide Intelligence that the Business Aviation community can use.

A

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AVBUYER MAGAZINE – July 2016

In This Issue

Rollie Vincent leads AvBuyer’s coverage of current market activity and transactional movements. Other contributors, recognized for their expertise in specialized areas of market dynamics add to our BizAv Intelligence section – and this month we conclude the section with the perspectives of OGARAJETS’ Johnny Foster.

In the Boardroom section, David Wyndham launches a three-part series on aircraft valuations, examining the fundamental position of utilization and discussing the factors that influence preservation of asset value, while Jeremy Cox addresses the subject of valuation from the viewpoint of a Senior Certified Aircraft Appraiser.

Attorney Jessica Pownell dissects the latest EU regulation affecting owners operating in airspace overseen by EASA, cautioning that the nation of registration doesn’t negate following the impending mandates for Part-NCC. Rani Singh reviews passenger use of SmartAir’s Embraer Legacy 450 – the first Legacy 450 delivered into Europe by the OEM, while Sturt Hope offers advice that address FAR violations and insurance exclusions.

Addressing the needs of Flight Department Managers, contributors Jörg Rumstedt and Matthias Büttner of Lufthansa Bombardier Aviation Services provide useful perspectives for Aviation Managers facing Part-NCC compliance.

Ken Elliott discusses Performance Based Navigation (PNB) as part of his ongoing series of avionics mandates and equipage issues associated with NextGen. Dave Higdon continues his series on the practical aspects of operating in different regions throughout the globe, thus offering a contrast between the Air Traffic Management systems of various countries, this month focusing on South America, with particular reference to Brazil.

Andre Fodor reflects on integrating a new aircraft into a flight department, and Mario Pierobon discusses the risks of confirmation bias on flight operations. Mike Chase concludes AvBuyer’s Flight Department editorial section with his signature feature, Aircraft Comparative Analysis—this month featuring the Dassault Falcon 7X. Enjoy, and stay informed!

Jack Olcott - Editorial Director & Publisher. AvBuyer Your source for Business Aviation Intelligence www.AVBUYER.com

EDITORIAL Editorial Director / Publisher J.W. (Jack) Olcott 1- 201 572 9284 Jack@avbuyer.com Commissioning & Online Editor Matthew Harris 1- 800 620 8801 +44 (0)20 8939 7722 Editorial@avbuyer.com Editorial Contributor (USA Office) Dave Higdon Dave@avbuyer.com Consulting Editor Sean O’Farrell 1- 800 620 8801 +44 (0)20 8939 7728 Sean@avbuyer.com ADVERTISING Linda Blackburn (USA Sales) 1- 614 418 7064 Linda@avbuyer.com Lise Margin (USA Sales) 1-703 818 1024 Lise@avbuyer.com Maria Brabec (European Sales) +420 604 224 828 Maria@avbuyer.com Karen Price 1- 800 620 8801 +44 (0)20 8255 4700 Karen@avbuyer.com STUDIO/PRODUCTION Helen Cavalli / Mark Williams 1- 800 620 8801 +44 (0)20 8939 7722/7726 Helen@avbuyer.com Mark@avbuyer.com CIRCULATION Barry Carter 1- 800 620 8801 +44 (0)20 8939 7720 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)20 8255 4229 John@avbuyer.com USA OFFICE 1210 West 11th Street, Wichita, KS 67203-3517 EUROPEAN OFFICE AvBuyer House, 34A High Street, Thames Ditton, Surrey KT7 0RY, UK +44 (0)20 8255 4000 PRINTED BY Fry Communications, Inc. 800 West Church Road, Mechanicsburg, PA 17055 Aircraft Index see Page 161

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CLARITY IS KEY Today’s corporate jet market can be difficult to make out.

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Contents Layout July16.qxp 22/06/2016 10:53 Page 1

Volume 20, Issue 7

July2016

Contents

T BizAv Intelligence

Financing Older Aircraft: Martin Ormon has been financing older aircraft few lenders will consider since before 2008. What’s Aircraft Finance Corp’s secret to success?

CAMO: A Simple Fix to Part-NCC Confusion? With Part-NCC looming, Jörg Rumstedt & Matthias Büttner highlight how CAMO could be a straight forward solution for operators…

74

Used Aircraft Sales Trends: Most brokers enjoyed a good Q1 while those reporting sluggish activity still saw growth… Fletcher Aldredge gives the lowdown

2016 NextGen Update (Part 2 of 2): Ken Elliott provides an update on NextGen concluding this month with a summary of Performance Based Navigation…

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Int’l Business Aviation Operations (Part 3): South America is a complex region for flight planning, while Brazil’s airspace has the added complexity of the Olympics this summer.

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Developing a Relationship With Your New Jet: It’s like getting to know a new child, reflects Andre Fodor, Aviation Director, Johnsonville Sausage. Here’s why

30

36

40

T Flight Department

68

18

Business Aviation Market Summary: Market trends, indicators, assessments and forecasts, introduced by Rollie Vincent

Business Aviation Market Insights: Discover the perspectives and thoughts on the BizAv Market of OGARAJETS’ Johnny Foster

T Boardroom

46

High Flyer’s Case Study: Captain Cédric G. speaks to Rani Singh about the enhanced service his company can offer with Europe’s first Legacy 450

92

Flight Department Safety: Confirmation bias can thrive within in the flight department with potentially deadly outcomes. Mario Pierobon highlights with a case study

50

BizJet Asset Management (1 of 3): What is the key to maintaining your aircraft’s value? David Wyndham begins a new series to discuss

94

Retail Price Guide: 20-year EntryLevel & Light Jet price guide from The Aircraft Bluebook

52

A Discussion of Aircraft Values: Senior certified aircraft appraiser Jeremy Cox offers perspectives on valuing business aircraft for resale

98

Specifications: Entry-Level & Light jet performance and specifications comparisons

108

Aircraft Comparative Analysis – Falcon 7X: How does Dassault’s Falcon 7X square up against Bombardier’s Global 5000? Find out here…

56

62

8

FAR Violations & Insurance Exclusions: When can a Business Aviation claim be denied? Stuart Hope offers guidance for business aircraft operators Attention EASA NCC Operators: Attorney Jessica Pownell examines the EU’s latest mandate for companies operating not-for-hire business aircraft…

AVBUYER MAGAZINE – July 2016

T Community

118 BizAv Review: News; OEM Bites; Arrivals & Events

www.AVBUYER.com

Aircraft Index see Page 161

YOUR FIRST CHOICE FOR PRE- OWNED

Global Express XRS 2010 S/N 9251 | Hours 1695

Global Express 2000 S/N 9026 | Hours 5912 | Engine program

Global Express XRS 2011 S/N 9403 | Hours 1588 | Engine program

LD SO

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

Challenger 300 2011 S/N 20331 | Hours 994 | Engine program

FO R I N Q U I R I E S CO N TAC T YO U R D E D I C AT E D SA L E S D I R E C TO R U S W E S T E R N S T E V E R A H N 7 1 4 - 4 0 1 - 2 3 3 7 | U S U P P E R C E N T R A L Z A C WA C H H O L Z 3 1 6 - 6 4 8 -74 1 6 U S E A S T E R N C H U C K T H O M A S 5 6 1 - 2 3 4 - 9 9 6 0 | U S LO W E R C E N T R A L C A R L L O W 2 1 4 - 4 1 5 - 3 1 2 9 L AT I N A M E R I C A N I C A L I A G A 3 1 6 - 2 8 5 - 4 4 5 7 | C A N A D A P E T E R B R O M B Y 5 1 4 - 2 4 2 - 5 5 1 0 E U R O P E , M I D D L E E A S T A N D A S I A C H I KO K U N D I +97 1 (0) 5 6 1 1 6 2 0 0 0 Bombardier, Learjet, Challenger, Global, Global Express XRS and The Evolution of Mobility are trademarks of Bombardier Inc. or its subsidiaries. © 2016 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.

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6500 TT, SBH, PBH, EMS

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256 TT, Strong Avionics Equipment, Like New

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1997 DASSAULT FALCON 900EX S/N 12

2005 DASSAULT FALCON 900DXy S/N 601

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8650 TT, CAMP, MSP Gold, HAPP, 14 Passengers

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1525 TT, 13 Seats

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BIZAV INTELLIGENCE T MARKET INDICATORS

Business Aviation Market Summary Flat is the New Up

Midway through 2016, the global market for Business Aviation products and services is about as flat as the Kansas prairie, notes Rollie Vincent, Editor, Market Indicators. t 854 units, whole retail transactions of pre-owned business jets through the end of May 2016 year-to-date (YTD) were off by just a handful of units from the same period last year, according to the latest JETNET records.

Business jet cycles (one takeoff and landing), while not available on a global basis from a single reliable source, were up just 1% YTD in the US through the end of May 2016, according to FAA, while business jet cycles in Europe were down about 1% YTD, according to WingX Advance, based on an analysis of Eurocontrol reports. In 2016, it is certainly fair to say “flat is the new up”.

With volatility in emerging markets, mounting consternation and sporadic violence surrounding the UK’s Brexit vote on June 23 (just after we go to press with this magazine), and the build-up to what will be a closely watched and no doubt divisive US federal election in November this year, there are many ‘big picture’ distractions that face business leaders and others in the Business

A

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

BUSINESS AVIATION MARKET LIKENED TO THE KANSAS PLAINS AT MID-YEAR 2016

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AVBUYER MAGAZINE – July 2016

www.AVBUYER.com

Aviation community. These distractions, in concert with economic outlooks that have been consistently ratcheted downwards over the past several quarters, have muddied the investment waters and caused many a C-level executive and high net worth individual to reconsider aircraft purchase decisions.

Aircraft Purchase Inhibitors

Based on responses to the Q1 2016 JETNET iQ Survey of 505 business aircraft owners and operators in 60 countries, the primary inhibitor to the purchase of a new aircraft is that owners/operators have no need for additional or replacement lift at this time.

This has been the leading ‘top of mind’ purchase inhibitor amongst aircraft owners/operators in each JETNET iQ Survey conducted over the past 5+ years. In Q1 2016, ‘Do not need additional aircraft’ (see Chart A, opposite) was once again the most-often mentioned inhibitor, with a weighted average response of 20.5% globally, and an even higher 23.2% for respondents based in North America (USA and Canada).

Concerns about the economic and regulatory environment, about declining business activity, and challenges associated with high trade-up costs and the sale of an existing aircraft all factor into the currently sluggish purchase outlook.

By many measures, the business jet market is simply oversupplied. Transaction prices for new and pre-owned jets continue to be relatively soft, as overall supply exceeds demand, and as new/newer entrants like Honda and Embraer accelerate their battles for market share.

With incumbent OEMs aggressively protecting their customers from encroachment, aircraft buyers are increasingly being teased by remarkable value for the dollar as they consider their next aircraft, whether new or pre-owned.

Falling pre-owned prices, aggressive dealmaking for new aircraft sales, higher inventory for sale (almost 12% of business jets worldwide as of this writing), and lower utilization levels per aircraft despite a growing fleet all point to the fact that we are not at an equilibrium.

Aircraft Index see Page 161

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CHART A:

Utilization Rates

Of note is a trend that we are watching closely – there appears to be a growing divergence in utilization rates by aircraft age category, with newer aircraft flying extensively and older aircraft flying little (if at all). Although aircraft databases like JETNET report that the size of the business jet fleet has recently exceeded 20,000 units worldwide, there are many older aircraft that are simply sitting around.

With diminished customer support infrastructure as organizations increasingly look to the OEMs and third-party service providers for even the most basic of maintenance responsibilities, we may well be quietly witnessing a long-expected wave of business jet retirements that have yet to be categorized as such on the various aircraft registries.

Book-to-Bill Ratios

At the OEMs, book-to-bill ratios (measuring the volume of net new orders being written, divided by the number of new aircraft that are being delivered) have slipped below 1.0 over the past year or more, drawing down order backlogs.

At the end of 2015, total jet backlog value was about $37bn at the ‘Big Five’ OEMs – Bombardier, Dassault, Embraer, Gulfstream, and Textron - representing more than 18 months of production at recent delivery rates. While this might seem adequate and a buffer against the current headwinds facing the manufacturers, it is important to note that backlog value was down 18% over the prior year.

Our current outlook for 2016 is that the industry will deliver 681 new business jets (excluding twin-aisle airliners like the B787) valued at about $20bn in 2016, which will be down 4% in units and 10% in value over the Advertising Enquiries see Page 4

results of 2015. With more than 40 business jet models in production or announced for delivery in the next few years, there is no doubt that buyers have a tremendous variety of choice in today’s market.

Although we believe that OEMs are overproducing for the current level of demand, they are facing difficult choices, and the potential risks and costs associated with slower production rates are enormous. These include conceding market share to an aggressive competitor, disappointing Wall Street investors, releasing employees and shuttering production lines and facilities, while slowing down the supply chain.

With white-hot commercial airliner markets – especially for the popular 150-200 seat singleaisle and 250-350 seat twin-aisle segments – suppliers might think twice about re-allocating assets and capital back to business aircraft programs in the light of diminished demand from a business jet OEM.

Summary

For business aircraft buyers, these are the best of times to find value in a purchase. It is hard to imagine a time when a dollar bought more in the business aircraft marketplace. For those who can bridge the gap between the offer they can accept on their existing aircraft and the sweet deal they can negotiate on their new or preowned purchase, it is a good time to step up into a more capable aircraft.

For concept buyers considering their first foray into Business Aviation, now is a great time to take action. Just like Kansas in the summer, the days are long, the breezes are warm, and the fields of gold are abundant.

MI www.rollandvincent.com  continued on page 22 www.AVBUYER.com

“Although we believe that OEMs are overproducing for the current level of demand, they are facing difficult choices, and the potential risks and costs associated with slower production rates are enormous.”

July 2016 – AVBUYER MAGAZINE

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BIZAV INTELLIGENCE T MARKET INDICATORS

BizAv Activity - US & Canada May Business Aviation flight activity posted an anticipated Month-overMonth (MoM) increase from April to May, finishing up 3.5%, notes ARGUS TRAQPak. Year-over-Year (YoY) flight activity (May 2016 vs. May 2015) increased 2.2%; the third straight YoY increase for the month of May… Results by operational category were all in the black MoM in May, notably fractional operators posted the largest monthly increase, up 5.3%. The Part 135 and Part 91 sectors recorded a solid rise from April, up 5.2% and 1.9% respectively.

Aircraft categories saw gains as well with the turboprop market leading the way for the largest monthly increase, up 7.4% from April. The small and large cabin markets followed, posting increases of 2.3% and 1.9%, in that order.

Mid-size cabin aircraft posted a slight 0.9% increase for the month.

The largest monthly change, for an individual segment, occurred in the fractional turboprop segment, up an astounding 33.3% from April.

Year-over-Year

The results by operational category were all positive for the month with the Part 135 market recording the largest YoY increase, up 2.6%. The Part 91 market followed in a close second, up 2.1% from May 2015. The Fractional market continued its

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AVBUYER MAGAZINE – July 2016

see-saw trend in 2016, posting an increase of 0.9%.

Flight activity for the aircraft categories was mostly positive, with turboprops recording the largest YoY increase, up 4.0%. Large cabin aircraft followed with an increase of 3.6%, and small cabin aircraft rose 2.3% for the period. Mid-size cabin aircraft recorded the only YoY decrease, down -0.8% from May 2015. The largest gain for an individual segment occurred in the fractional large cabin segment, which saw an increase of 15.9%.

MI www.argus.aero

www.AVBUYER.com

BizAv Activity Europe There were 73,687 Business Aviation departures in Europe in May 2016, a -0.1% YOY decline in activity. A 2% growth in business jet activity was offset by a decline in turboprop and piston flights, while the Year-To-Date (YTD) trend is now at -1.2%, notes WingX. A weak growth trend was sustained in Western Europe, bolstered by 6% increase in flights from France this month. Other leading Business Aviation markets declined, especially in Spain and Turkey.

Most of the decline in the top markets came from turboprop activity, with jet activity slightly growing in UK, Switzerland and Italy. Countries with the highest growth in all Business Aviation activity in May included Sweden, Greece, Belgium and Netherlands.

Germany continued to see significant decline, averaging 242 fewer flights per month this year. Declines in both Russia and Turkey are trending at more than -10%. YTD, France is Europe‘s strongest market, slightly up compared to last year.

Arrivals into Europe from the Middle East were up 7% in May, with transatlantic arrivals up 2%; inbound from Africa down -1%; and flights from China to Europe up almost 70%. Flights from Europe to the CIS region were down -3%.

MI www.wingx-advance.com 

Aircraft Index see Page 161

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BIZAV INTELLIGENCE T MARKET INDICATORS

Asia-Pacific BizJet Fleet Report The Asia-Pacific business jet fleet stood at 1,134 aircraft by year end 2015, a 6.2% increase over the prior year, and in line with most market forecasts. Asian Sky Group elaborates…

Overall, Asia-Pacific added 140 aircraft – 66 new and 74 pre-owned – but also saw 74 aircraft leave. China remains the largest market in the Asia-Pacific region with 300 business jets, though its growth rate was just 3.8% in 2015, reflecting a significant deceleration from previous years.

After China, the next two largest markets in the Asia-Pacific region are Australia with 184 aircraft (7% growth in 2015) and India with 145 aircraft (4% growth in 2015). Hong Kong saw the largest number of aircraft added to its fleet in 2015, an increase of 16 business jets, which was partly a reflection of ongoing changes in the China market.

Taken together, the key territories of China, Hong Kong, Australia and India represent over two-thirds of the region’s business jet fleet.

By OEM: The top three OEMs in the Asia-Pacific region by market share are Bombardier, Gulfstream and Cessna, with 27%, 23% and 19% of the fleet, respectively. Examining only fleet additions in 2015, Bombardier saw the largest increase with 51 additional aircraft (28 new and 23 pre-owned), while the most popular model added across the region was the Global 6000.

By Operator: The top 20 operators in the Asia-Pacific region fly 35% of the fleet, with nine of the top 10 being operators in Greater China. Australia and India have the most operators, but these

markets are extremely fragmented where 70% and 67% of the operators respectively have just a single aircraft.

By Aircraft Age: From an age perspective, the Asia-Pacific region’s aircraft fleet remains one of the world’s youngest, with 63% of fleet being less than 10 years old (Hong Kong has the youngest and Australia the oldest fleet, on average).

The US aircraft (N) registration is still the most popular in the Asia Pacific region, and is currently being utilized in at least 15 countries.

MI www.asianskygroup.com

New Frost Study Released The global Business Aviation market is softening, according to various sources.

But is there opportunity for lighter aircraft? A new study by Frost tackles that question...

Providing detailed market forecasts, drivers and restraints as well as market shares and competitive analyses of participants from 2015-2020, Frost’s study covers the ‘heavy aircraft’, ‘medium aircraft’, ‘light aircraft’, and ‘turboprop aircraft’ sectors. Additionally, this study presents some technological changes to the market and the companies marketing those changes.

Beyond the delivery of new aircraft, this study examines the modification programs of aircraft and the MRO for existing fleets.

This research looks at the market from 2015 through 2020, in terms of aircraft deliveries and potential aircraft sales. Key questions the study addresses are: •

Have cessations of business activities reached a logical conclusion?

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AVBUYER MAGAZINE – July 2016

• • • • •

Can aircraft manufacturers expect to gain additional sales?

Will price points drive less functionality?

Do very light aircraft have much of a future?

Will production of new aircraft eliminate most modification operations?

What effect will the reduction in original equipment manufacturers (OEM) have on the aircraft price point?

MI www.frost.com

 continued on page 28

www.AVBUYER.com

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BUSINESS AVIATION INTELLIGENCE

Aircraft Index see Page 161

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2861 Aviation Way, West Columbia, SC 29170 The Citation Specialist

2009 CITATION CJ3, S/N 525B-0296

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2010 MERIDIAN, S/N 4697438

1982 CONQUEST I, S/N 425-0108

2004 CESSNA T182T, S/N T18208308

Phone International: (803) 822-5520 sales@eagle-aviation.com or visit www.eagle-aviation.com After hours contact Dennis Dabbs +1 803 822-5533 • Dan Hartley +1 803-822-5550 • Nicole Wright +1 803-822-5584 • Ralph Lacomba +1 803 822-5578

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

O'Gara Jets July.qxp_Layout 1 22/06/2016 08:31 Page 1

O'Gara Jets July.qxp_Layout 1 22/06/2016 08:31 Page 2

MarketIndicators July16.qxp_Layout 1 21/06/2016 15:23 Page 5

BIZAV INTELLIGENCE T MARKET INDICATORS

Global Jet Capital: 1 In 9 Large Jets ‘For Sale’

In-Service Aircraft Maintenance Condition & Price An Asset Insight Analysis conducted on May 31 covered 91 fixed-wing models, and 1,957 aircraft listed for sale, revealing: Excellent Asset Quality; record low average Ask Price (3.4% lower than last month); higher average Maintenance Exposure value; and, a 3.1% higher average Maintenance Exposure to Ask Price Ratio. Specifically…

Asset Insight Quality Rating (AIQ Rating): The Asset Insight Quality Rating was virtually unchanged, rising to 5.349 from last month’s 5.344, on the AIQ Rating scale of -2.5 to 10.

Maintenance Exposure (ATFE Value): Maintenance Exposure

Global Jet Capital has launched an aircraft sales division at a time that new research reveals 11.5% of the world’s midsize to heavy business aircraft (1,500 jets) are currently available ‘For Sale’…

Recognizing that the large number of pre-owned aircraft on the market gives buyers opportunity to be increasingly demanding, Global Jet Capital believes that the combination of its experience and the caliber of aircraft it is bringing to the market, along with including maintenance and training support with the purchase of an aircraft, will have unrivalled appeal to prospective owners.

The aircraft available through Global Jet Capital’s aircraft sales division are those for which it has previously provided financing, and therefore the company has detailed knowledge of the aircraft’s ownership and maintenance history, technology and refurbishment requirements.

The company has partnered with JSSI to provide a sixmonth comprehensive unscheduled maintenance package with worldwide technical support, and with FlightSafety to provide initial pilot and maintenance training programs.

According to Dave Labrozzi, COO, Global Jet Capital, “With a relatively large number of large business aircraft on the pre-owned market, anybody wanting to sell an aircraft has to present the best possible package to prospective buyers.

“Our new aircraft sales division does just that, and we are confident that what we can offer is unmatched by anyone in the industry. Our aim is to become the first port of call for anyone looking for a pre-owned business aircraft.”

MI www.globaljetcapital.com

(an aircraft’s accumulated maintenance financial exposure) worsened 1.4% over the past month, increasing $14k to $1.44m from $1.42m. By aircraft group, the Asset Quality Rating and Maintenance Exposure figures were as follows: •

•

•

•

Large Jets: ‘Outstanding’ asset quality (consistently the best among all groups) at 5.516, a 1.5 AI2 basis point improvement over last month; Maintenance Exposure worsened slightly, increasing from $3.033-3.061m.

Medium Jets: ‘Excellent’ asset quality at 5.389 (versus last month’s 5.376), a 12-month best figure, but insufficient to move the group into second place; Maintenance Exposure improved slightly, falling to $1.251-1.262m.

Small Jets: Barely edged out Medium Jets to retain second place with an ‘Excellent’ asset quality rating at 5.393, versus last month’s 5.385; Maintenance Exposure worsened $11k, increasing to $721k – but was only slightly higher than last month’s 12-month best figure.

Turboprops: ‘Very Good’ asset quality at 4.986, but the third consecutive monthly asset quality drop since February’s 5.146; Maintenance Exposure worsened $11k, climbing to $567k, equalling the group’s 12-month average.

Maintenance Exposure to Ask Price (ETP) Ratio

Spread in the ETP Ratio (the aircraft’s Maintenance Exposure divided by its Ask Price) increased slightly since last month.

Concurrently, the average ETP Ratio worsened, increasing to 52.9% from 51.3%, with all four groups losing ground for a

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AVBUYER MAGAZINE – July 2016

www.AVBUYER.com

Aircraft Index see Page 161

MarketIndicators July16.qxp_Layout 1 21/06/2016 15:24 Page 6

Table A

second consecutive month. Higher Maintenance Exposure figures for all but Medium Jets and a record low average Ask Price were the primary drivers. Asset Insight considers any ETP Ratio over 40% to represent excessive Exposure in relation to Ask Price, and the Ratio shows no signs of significant improvement.

•

•

•

•

Large Jets: ETP Ratio – best among the four groups – worsened, increasing to 37.4% from 35.4%. Ask Price fell to $14.15m from $14.89m (a 5% reduction and another 12-month low figure).

While this group continues to offer great values, due to high asset quality and an average Ask Price at a 12-month low point, Sellers are finding it difficult to locate Buyers, giving the latter a distinct advantage that could lead to further price erosion.

Medium Jets: ETP Ratio worsened slightly, increasing to 55.2% from 54.0%, remaining just below the group’s 12-month 56.0% average. Ask Price decreased another 2.6% and, at $3.46m, now sits just $50k above the group’s 12-month low figure. Good values are available, but Buyer demand is lacking.

Small Jets: ETP Ratio worsened for the third consecutive month, increasing to 68.2% from March’s 12-month low of 66.3%. Ask Price also pulled back a bit, averaging $2.15m versus last month’s $2.20m. We previously stated our belief that recent price increases would not be sustainable as market saturation was visible for a number of popular models. Accordingly, we are not surprised to witness this change.

Turboprops: This group also incurred a double penalty this month, as the ETP Ratio and Ask Price worsened 6.3% and 3.2%, respectively. The ETP Ratio – which is still the second best among all sectors – increased to 47.5% from last month’s 44.7%, while Ask Price fell to a 12-month low at $1.53m. During the past year, Turboprops have not experienced large valuation swings.

Accordingly, this month’s rather significant value change may signify Seller desire to entice the limited number of prospective Buyers.

Table B

Market Summary

National election years always create business uncertainty and negatively affect capital expenditures. Asset Insight believes once the US election is over – and assuming no new instability appears – sufficient pent-up replacement demand exists to improve aircraft transaction numbers and, perhaps, pricing.

In the near-term, for Sellers that need to move their asset, prices are not in their favor. For Buyers, historical asset quality has been better by only a slim margin, so taking advantage of current low prices can lead to great values – unless, of course, you are one of those unlucky individuals that also has an aircraft to sell.

MI www.assetinsightinc.com T Advertising Enquiries see Page 4

www.AVBUYER.com

July 2016 – AVBUYER MAGAZINE

29

Finance July16.qxp_Finance 21/06/2016 10:21 Page 1

BIZAV INTELLIGENCE T OWNERSHIP

Financing Older Aircraft: Lessons from a Company Bucking BizAv Lending Trends

Martin Ormon, founder of Aircraft Finance Corp, has been financing older aircraft for clients since before the 2008 recession. Dave Higdon discusses his successful business model centered on a niche few other lenders will consider‌

T

hose with memories of the business aircraft market in 2007-2008 will remember one of the factors that undercut residual values: A steep decline in financing options for aircraft aged 1014 years, and the near-total collapse in loan opportunities for aircraft aged 15-plus.

Loans on aircraft older than 10 years required significantly higher down-payments, came with shorter terms, and commanded higher interest rates. For aircraft older than 20 the bar rose even higher. Overall, money to finance anything but factory-new was scarce. For those who found any options, they were expensive.

While conditions in the business aircraft market have improved markedly in the years that followed, loans on older business aircraft didn't

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AVBUYER MAGAZINE – July 2016

return to the levels and terms before the current market glut brought a slowdown in pre-owned aircraft transactions.

Meanwhile, beginning before the downturn, through the slump and into better times, one company has been offering terms and rates on older jets and propjets. Aircraft aged 10, 20 even almost 30 years old are all part of its loan portfolio. Martin Ormon, Founder of Californiabased Aircraft Finance Corporation, is committed to providing clients with highly competitive rates, with highly competitive loan programs and a highly personalized service.

The Accidental Banker

At age 27, Ormon founded a successful hedge fund in 1992 after getting started in the field

www.AVBUYER.com

Aircraft Index see Page 161

Finance July16.qxp_Finance 21/06/2016 15:43 Page 2

MARTIN ORMON

working for other people. “I went to work on Wall Street but didn't really like the people,” he told AvBuyer in a recent interview. But those times opened doors, helped his practical education, and put him in the company of business aircraft operators.

One of his hedge-fund clients owned a relatively new Hawker 800; they needed financing for a piece of property on which they wanted to build a dealership. “They got in touch with me about some land they wanted. I saw what they wanted – they didn't want to tap their credit line. So we used the Hawker as collateral on a short-term loan,” he recalled.

But after 15 months, he recalled, they still couldn’t get their act together. “The deal fell apart and I wound up taking the Hawker. My partners looked at me and said, ‘Ok, smart guy, what now?’” He told them they were going into the aircraft business…! So in 2000 Ormon started Aircraft Finance Corp.

Ormon found a client who leased the Hawker 800 for three years, which almost paid off the note. “I leased it again for a while, and then sold it to a buyer for zero down - and we made money. It turns out that the residual value of an aircraft holds well long after it's been fully depreciated for tax purposes.”

That difference in approach works for the buyers he finances, for the sellers able to move their old aircraft, and for Aircraft Finance Corporation. In August 2000 Ormon started his small aircraft finance bank and let it make money for him. “I didn't think much more about the Advertising Enquiries see Page 4

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

small amount of business we were doing...until the downturn,” he recalls.

Opportunity from Adversity

“It was in 2006-2007 that pre-owned business aircraft sales started dropping,” he recalls.

“Everybody was leaving the market, with thousands of aircraft out there and available. I saw it as a great time to get in.”

With investment funds from some of his hedge fund clients, he ramped up Aircraft Finance Corp to a higher level, taking an approach nearly completely the opposite to the conventional banks.

So far, he's been profitable on his terms.

“So many financing companies don't want an older airplane on their balance sheet,” Ormon reflects. “They get rid of them if they're 12-14 years old - but they're still viable! I based my amortization on 20 years. And that's why I’ve created this niche.

It works.

“The bankers all laughed while I took on such loans during the downturn, but throughout the slump I had no defaults. Many of the bigger banks suffered multiple defaults.”

Part of Ormon's success grew out of his achievements as an investment banker consequently, Aircraft Finance Corp uses relatively little outside money to underwrite its deals. “We are our own bank,” Ormon stresses. “Eighty-five percent of our money is our own through our partnership with two federally chartered banks. We guarantee our clients loans. We write the deal.”

The other 15 pe rcent comes from private-equity financing Aircraft Finance Corp arranges. www.AVBUYER.com

“Everybody was leaving the market, with thousands of aircraft out there and available. I saw it as a great time to get in.”



July 2016 – AVBUYER MAGAZINE

31

Finance July16.qxp_Finance 21/06/2016 15:47 Page 3

BIZAV INTELLIGENCE T OWNERSHIP

“If you’re in this market for financing older aircraft, you need to want to keep your customer flying and keep your margin of financial safety there.”

32

Asked whether the difference in practices stems from failing to appreciate the difference between residual value and depreciated value, Ormon nearly leaps off his feet. “Exactly! You can buy a Hawker 800 for $4m that was $17m new. If the airplane’s enrolled on an engine program, we’re comfortable to write the loan for 20 years.

The owner won’t usually keep it for the 20 years (the average is 4.5 years).

“They sell it, pay us off, and get another airplane that we can lend on.

“Some of the bigger banks might give that owner 5-7 years, and if the market goes south or fuel costs spike, the owner will walk away leaving the bank with an expensive, inactive asset that’s costing them money...”

The Aviation Rollercoaster

In a recent press release Business Aviation analyst Rolland Vincent noted, “These are dynamic times for our industry. What had seemed a steady march toward recovery these last several years, has now taken a bit of a stumble. This is evident in OEM deliveries and operator sentiment.”

He also notes that deliveries of new business aircraft are declining and future growth forecasts have been dialed back multiple times. This reversal is also evident in a growing inventory of unsold pre-owned business aircraft. “We are tremendously oversupplied in this industry. That oversupply is probably the biggest factor driving prices down.”

Vincent's calculation of the US market estimates that approximately 3,800 business jets remain idle. A large portion of them are older than 10 years, meaning there's plenty of potential for the financing of older business aircraft. For his part, Ormon doesn't agree that

AVBUYER MAGAZINE – July 2016

www.AVBUYER.com

the aviation market is “lousy” as one analyst recently told AvBuyer.

In 2015, Aircraft Finance Corp wrote almost $150m in conventional aircraft loans and another $30m in unconventional aircraft loans, Ormon revealed. Both numbers are well above the $2030m in business that Aircraft Finance Corp was writing during its early years. “The average loan last year was about $3.1m on approximately 50 conventional loans. If you add the hard money, we financed about 67 aircraft.”

So far in 2016, business is even better, he highlights. “I feel we're probably up by 6-7% year-over-year.”

Lessons in Flexible Lending

There is a lesson, Ormon acknowledged, in the problems mortgage companies, homeowners and finance firms faced as they struggled through the Great Recession: It pays to keep the asset in use. “If you’re in this market for financing older aircraft, you need to want to keep your customer flying and keep your margin of financial safety there,” he said. Keeping older aircraft financed, flying and financially viable is largely a matter of flexibility and sensibility.

“When you're focused on non-performing assets you don't repossess,” he explained.

“When you repossess, you're left with an empty house or an inactive, underused, expensive asset like an aircraft sitting in a hangar...and it’s costing you money.

“It’s better to renegotiate the note,” he offers.

“Help the customer through the rough spot so that when they sell everyone comes out whole.

After all, in the event of repossession, everybody loses…”

More information from www.aircraftbanker.com Aircraft Index see Page 161

Hatt & Associates July.qxp_Layout 1 20/06/2016 15:38 Page 1

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Used Aircraft Sales Trends July16.qxp_Finance 21/06/2016 10:06 Page 1

BIZAV INTELLIGENCE T USED AIRCRAFT SALES TRENDS

Pre-Owned Aircraft Sales Trends

The ‘New Normal’ Isn’t So New… Most brokers and dealers had a good first quarter in the bank and aircraft are selling, notes Vref’s Fletcher Aldredge. A few, however, are reporting sluggish sales but activity is increasing. Here’s the lowdown… s the Business Aviation market still crazy after all these years? We don’t think so.

This marketplace, perhaps even the larger economy, looks about as normal as possible considering the lack of unbridled lending and unbridled spending.

That is, word for word, the opening paragraph of the 2012 Q2 Vref Newsletter. So lies the million-dollar question: is this the ‘New Normal’?

Yes and no. Without any significant economic changes, this is normal, but it hasn’t been “new” for quite some time. Normal is now, and has been for a few years exceptionally price driven.

Let’s take a look at the markets.

I

Piston Singles

Value has once again remained stable among Piston Singles. With activity on the rise, a few airplanes are starting to show a twinkle of strength. Inventories are good and financing is possible.

Well-equipped airplanes, if priced right, are receiving much-deserved attention, and yes, some are selling. This combined with great fuel prices is an opportunity to realize your dream of ownership!

36

AVBUYER MAGAZINE – July 2016

Piston Twins

Some piston twin markets are still a little disappointing. But that leaves the door wide open to purchase an indescribably convenient and safe way to travel. All that at a fantastic bargain. Let’s Go!

Turboprops

The turboprop category, generally, is relatively flat with essentially no change over Q1 2016.

Only a few have experienced a moderate weakness but remain generally solid.

Buyers will always be there at the ‘right price’.

The price of any aircraft is determined by what someone is willing to pay (thus, free market).

There are plenty of airplanes to sell and prices won’t be better than this for a while. Many are ripe and ready to pick—grab one and get off the ground.

Jets

They are still burdened with heavy top down pressure on these fantastic machines. Many jets, new and used, are being sold this year, but discounts are prevalent. Most brokers have a solid start on 2016, equal to 2015 and some even

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Aircraft Index see Page 161

Used Aircraft Sales Trends July16.qxp_Finance 21/06/2016 10:07 Page 2

Best Buys

better than 2015. Price is the one driving force that is still haunting us all. To put it another way, the trend is not your friend (unless you are a buyer). This continues to be a favorable time to buy. See our Best Buy Table (right).

Best Buys are calculated solely on the amount of discount since new (heavy discounts have been already taken). Many other factors should be considered in determining your own favorite Best Buy. Your Best Buy could be a big discount, or maybe you prefer a large residual value. Any way you slice it a bargain can be had – you decide what airplane might serve your needs best.

How about this best buy example? A 1978 Hawker 700A with MSP and new interior had a new list price of $3,700,000. Currently, it is listed for sale at $450,000. That’s only 12% of new!

Obviously times and condition have a lot to do with declared value, but there is much opportunity in this anaemic economy.

Speaking of economies, there is little change to report. Even at a mere 2.4% growth, however, the US continues to be a shiny penny in the global economy.

Summary

Airplanes aren’t toxic: it’s not about you. So don’t hold your breath, and do not hold your nose. Buy an aircraft. Begin the euphoric pride of ownership to go where you want, when you want, if you want.

The take away from the recent NAFA conference: Guard your identity, don’t mess with customs authorities, and expect 2016 to be the same as 2015 (give or take). T

Fletcher Aldredge is publisher of the industry-respected 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

More information www.vrefonline.com Advertising Enquiries see Page 4

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July 2016 – AVBUYER MAGAZINE

37

Project2_Layout 1 28/06/2016 11:15 Page 1

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Project2_Layout 1 28/06/2016 11:16 Page 1

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BizAv Market Insight July.qxp_JMesingerNov06 21/06/2016 10:28 Page 1

BIZAV INTELLIGENCE T MARKET INSIGHTS

Business Aviation Market Insights Johnny Foster, CEO, OGARAJETS

Providing a unique glimpse of the Business Aviation market from the perspective of those who buy, sell and operate business aircraft or offer expert advice, this month AvBuyer features the insights of OGARAJETS’ Johnny Foster.

D

uring its nearly four decades of brokering and consulting in the arena of Business Aviation, OGARAJETS has experienced most of what the industry has to offer. Carrier pilots during the Vietnam War, the company’s founders John Foster and Ed O’Gara continued in aviation after separating from the US Navy. John started his civilian career with Hangar One selling King Airs but soon joined Ed in the company that bears his name.

Within five years of forming their brokerage, Ed and John were inventorying King Airs as well as other models of business aircraft. The company they founded continues to this day as an inventorying broker as well as consultants in the field of Business Aviation.

In 1990, just prior to a brief US recession, the firm purchased three Gulfstream GIIs for resale, a decision that tested O’Gara’s resolve but opened the company’s perspectives to brokering large cabin business jets (about four years were required before the last GII was placed with a client).

Successfully navigating Business Aviation’s cyclical nature during the last quarter century, OGARAJETS has built its reputation as a family-run firm that has as its Mission “… [creating] personalized service experiences where integrity and knowledge foster confident business aircraft transactions”.

In addition to market challenges, OGARAJETS has negotiated the transition from founders to second-generation management that began when son Johnny Foster joined the firm in 1991 and his younger brother David came onboard four years later. In 2013 the company assumed its current name and branding.

Throughout the years working together as a family and leading a team of eight dedicated aviation professionals, CEO Johnny Foster has gained valuable perspectives on what is needed to be successful…

Tracking Trends

“We follow all the basic marketing and demographics data generated by our industry,” Johnny told AvBuyer. “We track overall supply, sales and particularly market absorption, which we believe is the true indicator of market health. While none of those specifics really impacts or directs our brokerage or consulting efforts, they influence our decisions whether to buy or sell inventory.

“We maintain a fully transparent relationship with our clients, whether they are on the buy or sell side of the transaction,” he added. “We have no hidden agenda. Our goal is to provide our clients and prospective clients absolutely unbiased 40

AVBUYER MAGAZINE – July 2016

information and guidance so that they can make the most informed decision possible, including delaying the transaction if that be the best option at the time.

“We urge clients to analyze the data and opportunities just as we do when we are purchasing aircraft for our inventory.

Our business is sufficiently active to allow us latitude in timing our transactions. We are always prepared to move when conditions are advantageous to do so.”

What to Expect

Asked what he thought would be key issues facing the Business Aviation community and the brokerage industry in the near future, Johnny’s response seemed to reflect both his decades of business success as well as his position as the current Chairman of the National Aircraft Resale Association (NARA).

“At some point in the future,” he projected, “there will be a demand for basic regulation that affords buyers and sellers greater transparency regarding fees, broker obligations, overall qualifications of the parties involved, and assurance of ethical practices. While NARA has made tremendous strides in setting high standards, the brokerage industry as a whole has a way to go as it continues to mature.

“Despite the ready availability of information via web portals, much of our industry trades in the shadows of the socalled ‘off-market’. By off-market, I mean a transaction where the individual involved has no control over the aircraft being considered and/or no contractual relationship with its owner, but might have a way to put something together and thus gain by his or her action.

“Such a concept is fraught with potential problems for the buyer and the seller,” he continued. “I am amazed at the willingness of buyers and sellers to dismiss conducting reasonable due diligence, apparently seduced by the lure of the off market. Common sense, I believe, dictates knowing all the players and how they relate to the aircraft being transacted.”

Regarding Business Aviation as a whole, Johnny seems confident that the demand for this unique form of transportation is strong and growing. “We are dedicated to our Mission, which we perform with absolute integrity, full transparency and adherence to our family values,” he concluded. “That commitment is our brand promise. We believe that trust is the true backbone of every successful business relationship.” T More from www.ogarajets.com

www.AVBUYER.com

Aircraft Index see Page 161

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BOARDROOM T CASE STUDY

High-Flyer’s Interview Embracing Embraer’s Legacy 450

Captain Cédric G. of SmartAir, based in Brussels, is flying Europe’s first Embraer Legacy 450 and tells Rani Singh he’s the envy of his colleagues in other companies. Here’s why…

iscussing SmartAir’s new Embraer Legacy 450, Captain Cédric G. smiles…

“I’m happy that we convinced the owner to buy this aircraft – at the time, we used arguments that have proven correct. Eighteen months ago, we could foresee that this aircraft was state of the art.”

Cédric has been with SmartAir for three years, and has since persuaded the owner to replace his Cessna Citation XLS+ with the Legacy 450 midsize jet.

Owned by the chairman of a private company Board of Directors (who is in his late seventies), the

D

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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AVBUYER MAGAZINE – July 2016

www.AVBUYER.com

Legacy 450 has various features that are greatly appreciated by those who fly in it, including individuals who charter the aircraft.

“We flew the aircraft’s owner from Brussels to Zurich, and from Brussels to Clermont-Ferrand near Riom, France. We also recently flew to Zurich because unfortunately during the terrorist attacks on Brussels airport there was no airline service available to enable him to return to Brussels. We were asked to fly and collect him.”

Enhanced Flexibility

The key advantage of Business Aviation is its Aircraft Index see Page 161

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SMARTAIR’S LEGACY 450 FLYING AT ST TROPEZ

“With the Legacy 450, we have been able to land at places in Europe where other jets of a comparable size and above can’t go without compromising on payload, or are restricted by conditions.”

flexibility - both in getting as close to specific locations as possible and flying on the passenger’s own schedule. According to Cédric, that flexibility has dramatically increased with the new arrival.

“We can fly direct from London City to St Tropez. London City is a steep approach runway while St Tropez is short, making this city-pair impossible for many business jets,” the Captain reveals.

“We’ve landed comfortably at La Mole, in St Tropez where passenger business activities might include work in tourism, real estate, marketing, local industry and hotel chains. La Mole has a Advertising Enquiries see Page 4

runway measuring just 3,280 ft., and the Legacy 450 is the biggest aircraft certified to land there.

But our new jet [at an appropriate weight] is able to land on runways as short as 2,000 feet.

“With the Legacy 450, we have been able to land at places in Europe where other jets of a comparable size and above can’t go without compromising on payload, or are restricted by conditions. We have even landed on shorter, wet runways.

“One businessman took a flight from Nice to Antwerp. Antwerp also has a fairly short runway that means other aircraft of comparable size can www.AVBUYER.com

 July 2016 – AVBUYER MAGAZINE

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BOARDROOM T CASE STUDY

mostly only land there when it’s dry (which tends not to be so often in Belgium), thus they would have to divert to Brussels.

“We made flights from Nice and from London to Antwerp and there’s no question we could land if it’s raining. That added assurance for clients has proven very good for our charter business.”

Silence is Golden

One of the key drivers behind choosing a new jet for the SmartAir fleet was the passenger’s need for a productive cabin space. “We were attracted by the fact that with two seats in the middle, passengers can turn them ninety degrees to face one another, enabling passengers to speak to people to the left, right, and in front of them.

Because the cabin is wide, passengers can do so without their knees touching.”

Thus, the cabin area can be a productive space for meetings en route to the business destination – and users have also appreciated the silence in the cabin. “Because it is quiet they can talk quietly, or make a presentation from their iPad or their phones to the monitors. They can take advantage of the flying time to work. This is a productive space for them.”

While Cédric doesn’t always get to know the industries of his passengers in detail, some recent 48

AVBUYER MAGAZINE – July 2016

clients were working in construction and others in finance. “It’s important for these passengers to arrive feeling alert, refreshed, and ready for business,” he outlines.

“When you fly, the thing that makes you tired is the pressure inside the cabin. We understand the Legacy 450 to be better pressurised than comparable midsize jets. So at the end of the day people are less tired flying in our jet. A lot of people who flew with us in the last month really appreciated this,” he claims.

Summary

To SmartAir’s credit, those who were accustomed to chartering larger aircraft simply to have more space in the cabin can now right-size their aircraft choice to match their budgets in the Legacy 450.

Meanwhile, customers that traditionally chartered smaller aircraft find they can enjoy more space and amenities without paying large-cabin prices.

Increased cabin volume; smooth, quiet flight characteristics; the boardroom layout capability; generous baggage capacity; and access to destinations typically limited to smaller aircraft – it’s easy to see why, 18-months ago Cédric was so keen to press the case for the addition of a Legacy 450 to the fleet. T More information from www.flysmartair.com www.AVBUYER.com

“So at the end of the day people are less tired flying in our jet.”

- Captain Cédric G

Aircraft Index see Page 161

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Ownership July16.qxp_Layout 1 21/06/2016 09:34 Page 1

BOARDROOM T OWNERSHIP

Asset Management

The Key to Your Aircraft’s Value (Part 1 of 3) Invoking the philosophy of Reinhold Niebuhr, who asked God to grant him the serenity to accept the things he could not change, the courage to alter the things that he could change, and the wisdom to know the difference, David Wyndham examines how best to approach aircraft valuations… ome owners seem to adopt the first line of Niebuhr’s prayer and try to accept the inevitability of what will be while others take a more active approach. While external market forces affect the future value of an aircraft, you do have influence over your aircraft’s worth as it ages. Using Asset Management techniques, you can both use your aircraft and maintain its highest future value.

The business aircraft is an asset. It is an item of value that is controlled by you and your aviation department. Valuation is a function of how the aircraft is managed in three areas: • Its utilization, • Its financing, and • Its maintenance.

Understanding and balancing these three areas can keep your aircraft in a “ready to sell” condition while still offering productivity.

S

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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Utilization

The first area to manage is utilization, or useful life.

The drivers in this arena are hours flown, number of cycles (take-offs/landings) logged, aircraft age, and regulatory limits on its components, such as engines and systems.

We had one client with a global business jet that in addition to conducting long-range missions, started flying a number of short trips with light passenger loads. In addition to the scheduling issues, we looked at the potential loss of residual value based on the time and increased cycles. We knew that a used mid-size business jet would meet the short trips with ease, and we calculated that the majority of the added costs for the second aircraft would be offset by the reduced costs of operating the global jet fewer hours and the reduced market depreciation on that long-range aircraft due to lower utilization.

Aircraft Index see Page 161

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Aircraft availability can be managed as well.

Keeping an older aircraft ready for dispatch usually requires more maintenance, both in downtime and money. Older aircraft can also see more intensive inspections and may have to enter a corrosion control program as the airframe ages.

If your usage strategy calls for high utilization and high rates of availability, you may be better served with operating newer aircraft. One operator we worked with flies 600 to 700 hours annually. They buy new aircraft and replace them at about age six, which corresponds with the end of the warranty as well as the end of the tax depreciation, and before any major maintenance is due.

Finance

The next area to manage is the financial life of the aircraft. If the aircraft is financed, this includes the term of the lease or loan. Business aircraft can be tax-depreciated aggressively under the MACRS five-Year schedule. But is that depreciation useful to your company or are you better served by taking greater tax write-offs further down the road?

Write-offs are great when there are profits to protect, but the CFO is looking ahead to more than just next year. He or she manages the tax burden of the entire corporation over the long haul.

Operating leases have end-of-lease terms that require the aircraft to be in very good condition when returned. Much like the automobile lease charges for higher mileage cars at lease end, a similar adjustment can be made on the aircraft lease.

Your utilization strategy may render a lease less attractive.

Maintenance

Lastly is the physical condition of the aircraft. This is within the responsibility and control of your aviation department. It involves the appearance, configuration and mechanical condition of your aircraft. The aircraft mission defines its utilization while the corporate financial plans primarily define its financial life. In order to maintain value with those two restrictions, the aviation department needs to have a plan to proactively keep the aircraft in the best condition - ready to sell.

The first task is keeping the aircraft clean and the interior wear and tear to a minimum. As a rule of thumb, if your business aircraft interior has gone about seven to eight years without a refurbishment, it is too old. The market value of your aircraft will be decreased if the interior is old or out of date, not just visibly worn.

The same rational applies for paint. Not only are touch-ups necessary, but so is the repainting of the

aircraft on a regular basis. Aircraft that spend a lot of time outdoors, especially in dusty environments, may need repainting more often than one always hangared. (It is rare, but I have heard of an owner spending $40 million on a business jet and then parking it outside because the hangar rents were too high!)

The configuration of the aircraft needs to be kept updated in order to maximize its value. Do you still have that old Betamax player in the cabin? Maybe it’s time to get a DVD player…

The aircraft avionics are a big concern here. If the standard aircraft for sale in your aircraft’s category has triple inertial navigation units (INUs), don’t skimp and specify two INUs. If you’re looking at getting a new avionics suite for your older aircraft, consider what the current production variant of your aircraft has for the systems and evaluate matching that setup. One of a kind is great for art and not so good for maximizing your aircraft value.

In Part 2, we’ll discuss how Asset Management can help you manage the aircraft and maintain its value into the future. T

“The configuration of the aircraft needs to be kept updated in order to maximize its value.”

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

The best aircraft for sale search anywhere, everywhere - on pc, smartphone and tablet.

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BUSINESS AVIATION INTELLIGENCE

July 2016 – AVBUYER MAGAZINE

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BOARDROOM T BUYING & SELLING

A Discussion On Aircraft Values: How and Why They are Vastly Different

Jeremy R.C. Cox, Senior Certified Aircraft Appraiser and professional aircraft broker, offers his perspectives on valuing business aircraft for resale.

T Jeremy Cox is Vice President at JetBrokers, Inc, a National Aircraft Appraisers Association (NAAA) Senior Certified Aircraft Appraiser, as well as a NAAA Qualified Buyer’s Agent. Jeremy has been a Director of Maintenance for several different companies and employed by several airframe OEMs’ independent Service Centers. Contact him via jcox@jetbrokers.com

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• • • • • • •

he market value of a specific aircraft is affected by a multitude of variables, which include but are not limited to: Total-Time in-service/Landings/Cycles; Modification and Upgrades Status; Inspection and Maintenance Status; Configuration/Desirability; Design/Finishes; Condition; Location/Ease of Purchase/Registration Transfer.

To begin our journey through the land of Aircraft Values, it’s important to define and understand various Value Terms, many of which come from the current edition of the Uniform Standards of Professional Appraisal Practice (USPAP), produced by the Appraisal Standards Board of the Appraisal Foundation.

The Definition of VALUE is “The monetary relationship between properties, and those who buy, sell, or use those properties.”

AVBUYER MAGAZINE – July 2016

www.AVBUYER.com

Value expresses an economic concept. As such, it is never a fact but always an opinion of the worth of a property at a given time in accordance with a specific definition of value. In appraisal practice, value must always be qualified (for example market value, liquidation value or investment value).

Market Value: A type of value, stated as an opinion, that presumes the transfer of a property (i.e., a right of ownership, or a bundle of such rights), as of a certain date, under specific conditions set forth in the definition of the term identified by the appraiser as applicable in an appraisal.

Forming an opinion of market value is the purpose of many property appraisal assignments, particularly when the client’s intended use includes more than one intended user. The conditions included in market value definitions establish market perspectives for development of the opinion.

Aircraft Index see Page 161

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Buying & Selling July16.qxp_Layout 1 21/06/2016 09:41 Page 2

BOARDROOM T BUYING & SELLING

These conditions may vary from definition to definition but generally fall into three categories: 1.

2.

3.

The relationship, knowledge and motivation of the parties (i.e., seller and buyer) The terms of sale (e.g., cash, cash equivalent or other terms); and The conditions of sale (e.g., exposure in a competitive market for a reasonable time prior to sale).

Appraisers are cautioned to identify the exact definition of market value as well as its applicability in each appraisal completed for the purpose of determining market value.

Average Retail: As defined by the Aircraft Bluebook, “this…is the retail market price for an average (mid-time) used aircraft. This price is not a forecast. It is a report from the end of the previous quarter. Use the Bluebook as a guide, then check the current market.”

Wholesale: Again from the Bluebook this is a “component of Average Retail resulting in lower value. Prices and other data in the Aircraft Bluebook are editor opinions, which are based on information derived from sources that our editorial staff believes to be reliable. The publisher and editors do not assume any responsibilities for the accuracy of the source material.”

Standard Price: This ‘Factory New List Price’ assumes an aircraft with the minimum equipment as specified by the manufacturer. This price for most aircraft includes paint, interior and minimal VFR instruments.

Average Equipped: The second ‘Factory New List Price’ reflects the way most aircraft of a particular type left the manufacturer or completion center. It generally includes the equipment listed in the ‘BASE AVG’. Before completing our lesson in definitions, we will quickly return to USPAP for our last two…

Personal Property: Identifiable tangible objects that are considered by the general public as being “personal” - for example, furnishings, artwork, antiques, gems and jewelry, collectibles, machinery, and equipment; all tangible property that is not classified as real estate.

Real Property: The interests, benefits and rights inherent in the ownership of real estate. (As you see, the USPAP considers all aircraft as ‘Personal Property.’)

Digging Deeper

It is widely accepted that Market Values are consumer-driven, while Appraised Values are 54

AVBUYER MAGAZINE – July 2016

driven by experts. Unlike Market Value, Appraised Value is not necessarily the sale or purchase price of an aircraft. Rather, it is a guideline in the selling or buying process. Generally, an aircraft will not be sold for more than the Appraised Value, especially if a lender is financing the purchase. Yet the aircraft may actually be worth more than the Appraised Value to a Buyer, and a Seller, based upon their own unique circumstances.

Today’s struggling “Post Global Financial Crisis” economy appears to still be in the doldrums as it struggles to re-energize amidst random acts of terrorism, war-torn refugees, company mergers, uncomfortably high unemployment figures abroad, political embezzlement, uncooperative opposing government factions, and an intensely wasteful US Presidential election (two years!). I would argue that there really is no such thing as stable Retail and Wholesale Values anymore.

Today’s market most definitely favors the buyer.

The majority of sales transactions that I see going through other brokerage firms appear to be priced at or below the quoted Wholesale book value, rather than anything close to quoted Retail. This situation supports my argument that Retail and Wholesale have merged into one Lower-Value, which I now prefer to call “Base Merged Value.”

Over the coming months, we’ll consider a variety of Value Concepts as well as issues that include Damage History, Missing Logbooks, Condition, Status, Modifications, and a series of Aircraft Model Specific Points of Value. Please stay tuned. T

“ I would argue that there really is no such thing as stable Retail and Wholesale Values anymore.”

Are you looking for more Business Aviation Insurance articles? Visit www.avbuyer.com/articles/category/ business-aviation-insurance www.AVBUYER.com

Aircraft Index see Page 161

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BOARDROOM T INSURANCE

FAR Violations & Insurance Exclusions

When Can a Business Aviation Claim be Denied…?

Aircraft owners and pilots should be aware there are some instances when

violation of a FAR can be grounds for a claim denial by the insurer, cautions Stuart Hope. he Federal Air Regulations (FARs) are a body of rules specified and enforced by the Federal Aviation Administration that govern all aviation activities in the United States. The rules most relevant to day-in day-out flying, as well as recommended procedures for safe flying are contained in the Airman’s Information Manual (AIM), which is a government-issued document of roughly 1,200 pages.

If insurance companies were able to deny a claim anytime there was an accident in which all those procedures were not followed precisely or an FAR had been violated, they would rarely be required to pay a claim. The truth is that it’s very hard on any given flight NOT to violate an FAR. Consider the following example, which refers to CFR 91.171 (VOR equipment checks for IFR operations):

T 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

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“(a) No person may operate a civil aircraft under IFR using the VOR system of radio navigation unless the VOR equipment of that aircraft—(1) Is maintained, checked, and inspected under an approved procedure; or (2) Has been operationally checked within the preceding 30 days, and was found to be within the limits of the permissible indicated bearing error set forth in paragraph (b) or (c) of this section.”

The regulation continues for another seven paragraphs, but you get the picture. While we assume aviation professionals do comply with all those details, the bad news is that something might be missed. The good news? CFR 91.171 is an example of a regulation that if violated would NOT exclude coverage under an aircraft insurance policy.

Aircraft Index see Page 161

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BOARDROOM T INSURANCE

Violations that Void Coverage

“ But straying far enough from the FARs and the terms of the policy does leave the insurance company with no choice.”

58

As we have discussed in previous articles, all aviation insurance policies are not created equal.

Each insurer issues its own unique insurance contract, with some policies much broader than others. The pilot clause in many insurance policies is rife with opportunity to violate an FAR and the insurance policy at the same time. Consider the following wording direct from the pilot section of one such policy: “When in flight this aircraft will be piloted by the following pilot(s) provided each has a valid pilot’s certificate including a current and valid medical certificate appropriate for the flight and aircraft being flown…”

What constitutes a valid pilot’s certificate? If it’s an IFR flight and the pilot has not complied with the IFR currency requirements of FAR Part 61.57 (434 words long), the infraction is technically a policy violation that could invalidate coverage in the event of an accident.

The requirement for a “current and valid medical certificate appropriate for the flight and aircraft being flown” could present an easy opportunity for a FAR violation and claim denial.

There are different classes of FAA Medical Certificates required for each type of Pilot Certificate (Airline Transport Pilot, Commercial Pilot, Private Pilot). Each Medical Certificate has a different expiration date and must be renewed to remain in compliance (ATP – every 6 months, Commercial every 12 months, etc.).

Violation of an FAR involving the approved use of the aircraft is another example of a common FAR/Insurance Policy combination that can result in invalidation of coverage under your policy. Certain

AVBUYER MAGAZINE – July 2016

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insurance policies contain approved usage clauses that can be fairly restrictive.

Unless the policy has been appropriately endorsed, an aircraft owner allowing a subsidiary company to utilize the aircraft and to re-emburse full operating expenses - including reserve for overhaul, maintenance reserve, annual insurance premium, home base hangar fees, etc. - could unknowingly negate coverage in the event of a loss. Other common areas where the FAR/Insurance Exclusion combination can result in claims issues include an airworthiness certificate not in full force and effect, unlawful use of the aircraft, airworthiness inspections not current, etc.

Contrary to popular belief, insurance companies are not looking for ways to avoid paying claims.

Quite the opposite, most try to find a way to pay even if circumstances fall within a gray area. But straying far enough from the FARs and the terms of the policy does leave the insurance company with no choice. Denial may be their only option.

My advice, as always, is to consult your aviation insurance broker. Most corporate aircraft policies if negotiated properly are very broad and will not contain ‘gotcha’ clauses. But do your homework before there is a problem. Furthermore, even the most “insured-friendly” policy doesn’t mean you won’t have to pay attention to compliance with the FARs. If you are one of the rare aircraft owners who has an accident, the legal eagles will use any violation of the FARs as “evidence” to a jury of your peers that you run an unsafe flight department. T Are you looking for more Business Aviation Insurance articles? Visit www.avbuyer.com/articles/category/ Aircraft Index see Page 161

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BOARDROOM T REGULATORY

Attention EASA NCC Operators: Compliance by August 25, 2016 is Mandatory!

Attorney Jessica L. Pownell examines the European Union’s latest mandate for companies that operate not-for-hire business aircraft… s the compliance deadlines for other well-known regulations creep closer (such as the FAA’s 2020 deadline for Automatic Dependent Surveillance Broadcast (ADS-B) and the potential end later this year of the “stop-the-clock” provision of the European Union Emissions Trading Scheme (EUETS), a more immediate deadline looms for all non-commercial operators of complex motorpowered (NCC) aircraft that have their principal place of business or residence in a European Aviation Safety Agency (EASA) Member State.

Though some EASA Member States, such as France, have already implemented the Part-NCC regulations, many Member States utilized the EU regulatory option to postpone implementation of Part-NCC until August 25, 2016. Thus, NCC operators in all Member States must be ready for the final August 25 deadline.

A

Do I Have to Comply?

As noted, Part-NCC applies to all aircraft that are both non-commercial and complex motor-powered, where the operator has its principal place of business or residence in an EASA Member State (whether or 62

AVBUYER MAGAZINE – July 2016

not the aircraft is registered in an EASA Member State). Thus, determining whether Part-NCC applies to an operation requires an analysis of the type of aircraft, the characteristics of the aircraft operations, and the operator’s status.

The applicable definitions (found in the Basic Regulation) essentially provide that ‘commercial operation’ means any aircraft operation in return for remuneration or other valuable consideration available to the public or performed under a contract between an operator and a customer, where the customer has no control over the operator. The Basic Regulation further provides that “complex motor-powered aircraft” means: •

An airplane: — with a maximum certificated take-off mass exceeding 5,700 kg; or — certificated for a maximum passenger seating configuration of more than 19; or — certificated for operation with a minimum crew of at least two pilots; or — equipped with (a) turbojet engine(s) or more than one turboprop engine.

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Aircraft Index see Page 161

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•

•

A helicopter certificated: — for a maximum take-off mass exceeding 3,175 kg; or — for a maximum passenger seating configuration of more than nine; or — for operation with a minimum crew of at least two pilots.

A tilt-rotor aircraft.

If the aircraft operation is, indeed, a noncommercial operation of complex motor-powered aircraft, Part-NCC applies if the operator (defined in the Basic Regulation as any legal or natural person operating or proposing to operate the aircraft) has its principal place of business or residence in an EASA Member State. Note that the status of the aircraft’s registered owner is not determinative, and Part-NCC can apply even if the aircraft is registered, or if the owner is based in a non-EASA country.

How Do I Comply?

Part-NCC is focused on safety and is intended to implement a structured, auditable aircraft operations framework similar to that for Air Operator Certificate (AOC) holders. The regulation details requirements for various operational procedures and requirements, including aircraft performance and operating limitations; instruments, data, and equipment requirements; crew training and other requirements; regulations for the carriage of dangerous goods; and special rules for helicopters.

In particular, Part-NCC requires creation and implementation of a Minimum Equipment List (MEL), a Maintenance Control Manual (detailing the operator’s plan for the continuing management of the aircraft’s airworthiness), and a Company Operations Manual (to include a Fatigue Risk Management Program (FRMP) and a Safety Management System (SMS), and assignment of the aircraft to a Continuing Airworthiness Management Organization (CAMO)).

Further, prior to the August deadline, NCC operators must complete and submit to the aviation authority of the operator’s applicable Member State a declaration of compliance with Part-NCC, along with a list of any required specific approvals (such as RVSM). Part-NCC aircraft operations will, thereafter, be subject to ongoing inspections and audits. PartNCC includes a list of documentation that should be carried on board the aircraft, including the declaration; it is also advisable to carry on board any acknowledgement of the declaration that the operator receives from the applicable aviation authority.

As discussed earlier, Part-NCC may apply even if the aircraft is not registered in an EASA Member State. However, there are some exceptions for foreign, “third-country” registered aircraft. Notably, EASA has confirmed that, though like all other NCC operators, European NCC operators of third-country registered aircraft need to ensure and demonstrate 72 AVBUYEREnquiries MAGAZINEsee – March Advertising Page 42016

the ongoing management of their aircraft’s airworthiness, such need not be done by a CAMO and can be accomplished by the operator itself or another person or organization under the responsibility of the operator. (However, dealing with a CAMO may well be a viable option. See the following article.)

What’s the Liability Risk for Non-Compliance?

Affected operators should be aware that the penalties for Part-NCC non-compliance can be severe, including potential civil, criminal, and administrative liability; grounding of their aircraft; and denial of aircraft insurance coverage.

Note that one may be able to appoint a third party as the aircraft operator and, accordingly, transfer the operator liability to such entity. However, before doing so, one should not only confirm that such transfer of operational control complies with applicable law but also ensure that the applicable contracting documents fully transfer all operator responsibility and liability to the third party.

As well, an operator will want to consider any potential tax implications and confirm whether the aircraft’s insurer and lender (if any) will approve of such transfer.

Jessica L. Pownell is an attorney with Cooling & Herbers, P.C., representing and advising aircraft owners and operators, corporate flight departments, Fortune 500 companies, and other aviation-related businesses worldwide. She focuses her practice in the areas of acquisition, sale, leasing, and registration of corporate aircraft and related regulatory matters. jpownell@coolinglaw.com

Where Can an NCC Operator Turn for Assistance?

Various resources exist for operators working to comply with Part-NCC. In order to assist operators in reviewing the detailed Part-NCC regulation and its various Amendments, EASA has published a Consolidated Acceptable Means of Compliance and Guidance Material to Part-NCC. As well, many Member States have issued additional guidance.

Notably, International Standard for Business Aircraft Operations (IS-BAO) – the code of best practices created by the International Business Aviation Council (IBAC) in 2003 and amended by IBAC in 2012 to include helicopter operations – is about 75% complaint with the relevant portions of Part-NCC (as well as Part-ORO and Part-SPA, the portions of the EU Air OPS Regulation governing Organization Requirements and Operations Requiring Specific Approvals, respectively). IBAC offers a gap analysis tool for IS-BAO-compliant operators.

Finally, and perhaps most importantly, various third-party providers offer nearly all levels of assistance with achieving Part-NCC compliance. As noted, some providers even offer to act as the aircraft operator, though such a transfer can involve various considerations, as detailed earlier.

The deadline is approaching, but hopefully, with the various resources available, all European NCC operators will be able to comply with Part-NCC by August 25, 2016, and continue aircraft operations without interruption. T

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Ownership Part NCC July16.qxp_Finance 21/06/2016 10:34 Page 1

FLIGHT DEPARTMENT T OPERATING

CAMO – A Simple Fix to Part-NCC Confusion?

Looming large on the horizon, from August 25, 2016 operators in Europe who do not comply with EASA’s Part-NCC requirement will be grounded. Enrollment in a CAMO

program could be a straight-forward solution for those still needing to comply. Lufthansa Bombardier Aviation Services’ Jörg Rumstedt and Matthias Büttner explain why… n spite of the imminent threat of grounding, there are still many aircraft that have yet to comply with EASA’s Part-NCC (NonCommercial operations with Complex motor-powered aircraft) mandate. Part-NCC will impact all jet and turboprop aircraft, including some that are not even registered within the EU...

I

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AVBUYER MAGAZINE – July 2016

Part-NCC Overview

According to the UK’s CAA, Part-NCC requires all operators to adhere to the same essential requirements as commercial air transport operators.

But instead of holding an Air Operator’s Certificate (AOC), private operators will need to submit a declaration to their local aviation authority

www.AVBUYER.com

Aircraft Index see Page 161

Ownership Part NCC July16.qxp_Finance 21/06/2016 10:34 Page 2

“Part-NCC will squeeze such operators to enroll in a CAMO program (or at least parts of it) irrespective of where their aircraft is registered if their primary operations fall within EASA airspace.”

Airworthiness Management Organization (CAMO) program, we saw some operators move their aircraft onto non-EU registers while continuing to operate within EASA states. This included some jets joining the Isle of Man register.

Part-NCC will squeeze such operators to enroll in a CAMO program (or at least parts of it) irrespective of where their aircraft is registered if their primary operatio ns fall within EASA airspace. In effect, the net is closing…

How Could CAMO Help?

concerning their operation, helping establish and maintain the required oversight program for the aircraft. That program should be tailored to the nature and complexity of each individual operation; by submitting the declaration, the operator ultimately accepts re sponsibility, accountability and liability for itself under the new regulation.

Also required, operators must have an Operations Manual (containing procedures, instructions and guidance for use by operational personnel in the execution of their duties), and operators must also be able to demonstrate they have an active management system in place.

Beware: Part-NCC will impact more than just aircraft registe red to an EASA state. The requirements extend to those not registered within the EU but where the operator is established or residing in an EASA state. Currently, there are around 1,200 N-Registered aircraft that are active within Europe (for example), and these should ensure they will not fall foul of the new rules when they come into effect.

When EASA made it mandatory for all EUregistered aircraft to join a Continuing Advertising Enquiries see Page 4

As a requirement for aircraft used for private or public transport within the EASA region, Continuing Airworthiness Management is designed to help operators achieve better dispatch reliability, improve their safety levels and reduce the overall cost of operation.

Within the increasingly complex regulatory environment of EASA a irspace, however, CAMO can help those seeking to become compliant with Part-NCC. As an example, one of the key aspects of an operator’s aircraft on-board documentation is the Minimum Equipment List (MEL). Part-NCC requires private operators (including those not registered within the EU but primarily operating there) to tailor the MEL to their aircraft.

With an aircraft-specific MEL required, an operator mu st think beyond the generic MMEL supplied by the OEM that may not take into account any individual aircraft configurations or subsequent modifications. Some owners would certainly benefit from having the dedicated eyes of a CAMO-provider developing and maintaining their tailored MEL. Furthermore, a CAMO solution could help satisfy Part-NCC’s requirement for regular audits and inspections of an aircraft by an approved organization, assuring continuous airworthiness management with a tailored management system for an individual aircraft that tracks and predicts maintenance tasks, life limited components, airworthiness directives and service bulletins, while forecasting and monitoring maintenance, tracking operating hours, and collecting and reporting on engine data.

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Jörg Rumstedt has been Manager CAMO & Customer Engineering and Production Planning with Lufthansa Bombardier Aviation Services for nearly 10 years.

Matthias Büttner, Engineer Continuing Airworthiness Management, coordinates the CAMO/MMS activities at Lufthansa Bombardier Aviation Services.

July 2016 – AVBUYER MAGAZINE

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“...operators of aircraft registered and/or operated elsewhere may find it worthwhile contacting a CAMO provider...”

70

while addressing EASA’s goal to press for increased safety standards within its airspace by ensuring a more proactive approach from its operators, CAMO helps operators coordinate all maintenance requirements (including scheduling, creating work packages and providing job cards to the chosen maintenance facility), providing repair/modification approval and status management, supervising the event and ensuring continued airworthiness for the operator.

It may also be worth understanding that in relation to operators obtaining certification of airworthiness, some CAMO providers are additionally approved to carry out an airworthiness review of a client’s aircraft in the name of the applicable aviation authority. Check with a prospective provider if this is something required by your operation.

Tailored to Need: MMS

While all EU operators of Complex Motor-Powered Aircraft are required to subscribe to a whole CAMO program and non-EU registered aircraft whose primary business is within EASA states also need to

AVBUYER MAGAZINE – July 2016

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nominate a person or organization responsible for continuing airworthiness per Part-NCC requirements, operators of aircraft registered and/or operated elsewhere may find it worthwhile contacting a CAMO provider to discuss their specific needs in relation to Maintenance Management Services (MMS).

For example, the MMS offered by Lufthansa Bombardier Aviation Services is a program tailored to a specific operat or’s requirements by modular selection of its CAMO product – thus the operator can select only the aspects of a CAMO program that enables them to comply with Part-NCC, irrespective of where the aircraft is based within the world.

Effectively CAMO (or MMS in the case of nonEASA registered aircraft) helps bring the various threads relating to ongoing airworthiness into one point of contact, freeing the air craft owner to concentrate on maximizing the productivity of their Business Aviation operations – the quick and convenient transportation of key personnel aboard the company aircraft! T More information from www.lbas.de

Aircraft Index see Page 161

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Avionics July16.qxp_Finance 21/06/2016 09:17 Page 1

FLIGHT DEPARTMENT T AVIONICS

2016 NextGen Update (Part 2)

Performance Based Navigation Helping you understand the technology, integration and advances of aircraft avionics and equipage, Ken Elliott concludes his update on NextGen with a summary of PBN. erformance Based Navigation (PBN) has different connotations for business jet operators than for Scheduled Air Carriers, yet because they often share the same regional airspace and airports, it is important for operators to understand PBN as if it applies to all.

PBN procedures are a vital part of NextGen and are widely embraced in specific regions of the world.

For NextGen, PBN procedures improve capacity, efficiency, safety and importantly for the Business Aviation/General Aviation community, access.

PBN is all about routing, separation and replacing point-to-point manual traffic c ontrol with prescribed flight paths for arrivals and departures.

P 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 ken.elliott@jetcraft.com or www.jetcraft.com

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AVBUYER MAGAZINE – July 2016

www.AVBUYER.com

In reality, though, PBN is more than that. It includes the final approach, landing, take-off and initial departure, for without success in any of these segments a PBN procedure would provide little benefit. Also, because the need for manual air traffic controlling is less, both air traffic and pilot workload decreases.

For many years, navigat ion for arrivals and departures was based on ground-positioned navigation aids. This has transitioned into Area Navigation (RNAV) procedures, where the waypoints are positioned closer to the desired flight path and not above the navaid itself.

Required Navigation Performance (RNP), which Aircraft Index see Page 161



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is more capable than RNAV, enables flight paths between waypoints that may be curved and/or optimized to provide the most efficient means for movement to and from the runway. Further, during en route operations the flight path is optimized with reduced spacing between tracks, such as during Oceanic flight.

As PBN can be a 3D method of navigation, straight-in Lateral Path Vertical (LPV) approaches flown by Ge neral Aviation are to be enhanced by the newer RNP curved arrivals, and current RNP Approval Required (RNP-AR) approaches used by air carriers are now enhanced with vertical guidance. By replacing straight-in approaches with ‘RNP-with vertical guidance’, simultaneous IMC-based operations on multiple runways may be conducted, all because the potential for flight path conflict will be avoided.

The use of effic ient direct vertical descent is termed Optional Profile Descent (OPD) and avoids the dive and drive of step down approaches, just like RNP lateral guidance avoids the vectoring of controller leg-to-leg guidance. Equally, the vertical guidance coupled with lateral (LPV - Localizer Performance with Vertical guidance), as used on WAAS-LPV approaches, provides ILS-like guidance for General Aviation operations.

PB N is now moving toward a 4D affair, using time-based flow management, to ensure aircraft arrive at ‘points in space’ by adjustment of an aircraft’s speed on efficient and specified tracks. The use of auto-throttles, as a means of an aircraft’s fine control, is further enhanced by the display of required or controlled time of arrival (RTA and CTA) at a future fix.

A Short Journey into Today’s PBN

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AVBUYER MAGAZINE – July 2016

BUSINESS AVIATION INTELLIGENCE

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From 2003, the FAA has had a regularly updated PBN road map. The map started with Q routes for en route and RNAV for terminal, following somewhat the existing ground-based navaids and vectors as overlays. The challenging terrain of mountain-bound airports has driven the need for RNP approaches that, since before 2010 have enabled a nontraditional approach to navigating in the NAS. RNP approaches require a high degree of continual technical accuracy, so the reliance on the GPS constellation, whether it is using US or another region’s satellites, is key to safety and Aircraft Index see Page 161

Avionics July16.qxp_Finance 21/06/2016 09:20 Page 3

performance. But who has what for GPS constellations used for PBN?     

USA – Global Navigation Satellite System (GNSS) Russia – Glonass Europe – Galileo China – BeiDou (BDS) India – Indian Regional Navigation Satellite System (IRNSS)

Different RNAV and RNP operations may be performed based upon the phase of flight. Table A (top, left) lists the different types of PBN operations and the phases of flight wh ere they are used. It also lists the purely satellite-based operations. Table B (bottom left), meanwhile, shows the sub-types of PBN RNAV 1 and 2 operations and then the two main groups of PBN approaches.

(Note that ILS and other ground-based approaches are not PBN).

The use of PBN is carefully controlled

by Guidance. Table C (right) lists the FAA guidance material for all the various PBN operations.

Air carrier s are currently utilizing RNPAR approaches that, being ‘Authorization Required’, are specific, by Special Authorization (SA), to the airline. Business jets and others are not frequently using these approaches today, because of the SA requirements and because they are typically used at large airports where simultaneous multiple runway operations are in use.

Advancing PBN

Interestingly, PBN has a bright future with the inclusion of time-based operations.

Although the future is not set in stone, much progress has been made to enhance the current PBN to advanced PBN, using new and existing ground and airborne technologies.

Table D (overleaf) provides some of the technologies and their roles in the 4D environment. Organizations such as MITRE and NASA have been collaborating with FAA for several years developing the long-term plan. Each step will be simulated and prepared for prototype introduction at a demonstration airport.

In effect the advanced PBN development is allowing aircraft to be sequenced and spaced further out from the TRACON. The pathways are stretched and shortened as necessary to ensure proper arrival times at metered  Advertising Enquiries see Page 4

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July 2016 – AVBUYER MAGAZINE

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FLIGHT DEPARTMENT T AVIONICS

points in space. Speed and time govern the spacing and arrivals.

Ground and flight deck tools are under development to ensure this can work for both equipped and non-equipped aircraft. Just as with the airspace situation today, accommodation has to be made for aircraft operating in all categories and all lev els of equipage.

Extending PBN Approaches (& Enabling Departures)

Figure 1: RNP-AR 3D approach tracks to Cajamarca, Peru (top) and La Serena, Chile (bottom), demonstrating the benefits of precise lateral and vertical navigation to airports located within mountainous regions. (Courtesy of LAN Airlines)

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AVBUYER MAGAZINE – July 2016

www.AVBUYER.com

As PBN can and should be extended to include the final phase of the approach, it may be helpful to look at this from a new and interesting perspective.

Assuming an aircraft has navigated all the way to the Final Approach Fix (FAF), or in ICAO speak, Final Approach Point, it will continue on, based on the approach type and visibility, to an Approach Decision Point (ADP).

In the way approaches are looked at today there is IFR and VFR in IMC and VMC; basically instrument or visual approaches in instrument or visual conditions. Typically, in either one there is a navigation or visual means to reach the ADP. With WAAS-LPV the traditional Category 1 ILS, having a fixed ADP at 200’ height above terrain (HAT), is shifted from 200’ to a terrain or ob staclederived decision point higher than 200’. The same applies to LNAV/VNAV approaches. So, when looking from on high at regional airspace, there is a firewall that occurs, preventing seamless operations during weather (specifically visibility impacted conditions). Controllers vector traffic and selectively advise approaches, while cautiously spacing air traffic. Some corporate operators reschedule or r eroute their trips.

Now imagine, the IFR becomes VFR because the IMC becomes VMC to the aircraft equipped to ‘see’.

In Q4 2016, the FAA is set to release its long awaited 91.176 rule that changes the game and provides a path for full ‘VFR-like’ operations, for much of the time. These are actually termed Equivalent Visual Operations (EVOs) and one day could rule out the need for pilot instrument ratings.

Ad vanced vision technology will allow operators to use the rule and with special authorization, by operator, approach to land in 1,000, then later 300, RVR conditions. FedEx having equipped its fleet this way, will be among the first in the world to have the authorization to extend an RNP approach, using advanced vision and head-up guidance to the runway touch down zone during low visibility conditions. Thi s should take place at Indianapolis (IND).

China is watching and enabling its transport aircraft fleets to operate in a similar way. That country will be the first to require head-up vision guidance for specific categories of aircraft.

The key here is that, in effect, the ADP requirement goes away! Aircraft may simply continue the approach to flare, touch down and roll  Aircraft Index see Page 161

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out. Equally, at the departure end, the RVR Figure 2: Advanced PBN Approach Concept limitations imposed on air carrier operations should go away. PBN procedures now in place will be enhanced with data comm, ADS-B in/out and advanced vision, in seamless flight, from ramp to ramp.

That level of capability is a long way away, but taking this concept to the next level implies unmanned aircraft in automatic traffic control environments with few or no humans in the loop.

Notably, the 91.176 rule lifts the Approach Ban Clearance requirement that applies to air carriers; with lower technology equipage costs on the horizon, they are likely to join the elite group of freight and business jet operators that now benefit from a more restricted version of low visibility operations.

Some Recent PBN Related News

On May 26, Australia switched off a number of different ground-based Navaids. Those remaining will become a new Backup Navigation Network (BNN). Australia is relying on operators able to navigate with GNSS as the primary means of navigation using...  Oceanic Routes: RNP4 or RNP10  Continental Routes: RNP2  SIDs and STARs: RNP1  Non-Precision approaches: RNP APCH Non-commercial operators of foreignregistered aircraft not wishing to take advantage of RNP1 and RNP2 traffic services will not be required to apply for a two-year exemption to operate in Australian airspace.

Operators should note on the flight plan the navigation capability of the aircraft and crew.

Recently, Dassault's Falcon 2000LXS became the first business jet to fly an Instrument Approach Procedure (IAP) with a 200’ published LPV minima, using Europe's EGNOS LPV200 satellite service. While other s have been flown to 250’, this was the first to be equivalent to an ILS Cat 1 decision height.

Of concern to the FAA and others is the ability to be affected by GPS interference, given the universal application and reliance on satellites and the receiving technology. Cairo recently warned of GPS jamming activity, advising air carriers against conducting RNP/RNAV arrivals or approaches. GPS jamming is a con cern, including to overflights.

The source of the jamming, centered on Cairo Airport, was unknown. Similar GPS jamming activity recently took place along the Korean border. Is this an early warning sign of what may be to come in less volatile or sensitive locations?

The Flight Services Bureau (FSB) has issued 80

AVBUYER MAGAZINE – July 2016

a warning of frequent occurrences of Gross Navigation Errors (GNE) by aircraft navigating off cours e while flying NAT Tracks. Today, a GNE is considered to be 10nm or greater (GNE was 25nm) off the assigned route. In two cases the deviations resulted in near misses, and the occurrences are not just associated with NAT Tracks. The concern is throughout Oceanic airspace, where ATC cannot monitor flight paths. FSB offers excellent avoidance guidance for pilots on its website.

Summary

PBN covers a large segment of airborne activity and should never be viewed in isolation. Data Comm and ADS-B in/out are significant contributors to ensuring the longterm success and growth of PBN. GPS interference is a concern, so providing back-up navigation, such as Alternate Positioning, Navigation and Timing (APNT), using improved DME, coupled with ADS-B and IRUs is a consideration for PBN back-up. New technology DMEs may b e distributed more widely across the NAS, while by 2020 aircraft should be fully ADS-B equipped.

Being able to operate from ramp-to-ramp in virtual VFR, most of the time, is another achievable dream. Kudos to the FAA for enabling the airspace (rule 91.176 when released), while we await the arrival of the appropriate low cost technology to do so. T www.AVBUYER.com

“ ...taking this concept to the next level implies unmanned aircraft in automatic traffic control environments with few or no humans in the loop.”

Aircraft Index see Page 161

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Int Operation Series July16.qxp_Finance 21/06/2016 09:57 Page 1

FLIGHT DEPARTMENT T OPERATING

International Business Aviation Operations (Part 3)

Brazil & South America: Complex, Intricate & Geographically Diverse Dave Higdon continues his examination of what pilots are likely to experience operating in various ATC systems throughout the globe, this month focusing on South America. In particular, he addresses procedures for the 2016 Olympics. outh America is a continent of diverse geography and operationally-complex systems of airspace management. Much of our focus here will be on Brazil, largely because of its geographical dominance of the South American continent. Brazil hosts the world's second largest population of General Aviation aircraft, and the nation boasts an extensive network of airports open to both private and commercial aircraft. Furthermore, authorities there are imposing special procedures to address the Summer Olympics.

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AVBUYER MAGAZINE – July 2016

For this summer’s Olympic games, Brazil’s authorities are planning to resurrect a system of airspace control featuring concentric exclusion zones with tighter restrictions and more exclusions as the diameter shrin ks around the venue at the center of the zone. But the normal rules of access, including domestic operating permits, quarantine, and clearing customs and immigration remain largely status quo.

The hard news is that authorities started issuing slots months ago, so slots may already be in short supply if you’re planning to fly on short notice. And

www.AVBUYER.com

Aircraft Index see Page 161

Int Operation Series July16.qxp_Finance 21/06/2016 09:58 Page 2

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

only 80% of the available slots were up for grabs to begin with, since authorities reserve approximately 20% of all slots for use by heads of state, designated VIPs, private non-revenue flights and charter (non-scheduled commercial) operators with less than 30 passenger seats.

Speaking of charter flights, aircraft seating more than 30 passengers get treated as scheduled commercial operations, requiring operators to apply for a scheduled commercial permit to access the designated commercial slots. Now as the Brazilflying veterans can attest, the process for obtaining accreditation for scheduled commercial permits can be a long, arduous process.

summer’s Olympic games. Each different radius defines a level of exclusion – and all three areas within each circle will be acti ve at altitudes up to 14,500msl, excepting those in Rio de Janeiro where exclusion areas reach up to FL195.

Along the same lines as Brazil used during the 2014 World Cup, authorities have organized the airspace using various radii around key sites for this

Reserved Area (White): Size varying, the white zone will cover most of the airspace over the Olympic cities. Aircraft flying in the white zone must follow flight plan rules, have an operating transponder and maintain radio communication with ATC. Restricted Area (Yellow): Seven nautical miles from e vent coordinates. Aside from medevac and government-designated flights, GA aircraft operating in yellow zones must follow specific security measures, such as third-party inspections and 24/7 surveillance over their aircraft while parked.

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Restriction Zones

•

•

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July 2016 – AVBUYER MAGAZINE

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FLIGHT DEPARTMENT T OPERATING

Except for Brasilia's SBBR, the slot requirement becomes effective Au gust 1 and continues through September 20. For SBBR, the slot requirements run from August 3-14. It's important to note that a slot allows you only a few hours on the ground (as little as two at SBGL). Operators need either to obtain an overnight parking permit or move the aircraft to another airport.

Adding to the complexity, authorities had not yet revealed whether a slot is needed for only the arrival o r both an arrival and departure at the time of writing, so be prepared to exercise some flexibility in your plans – unless a trip planner or your flight department has confirmed what's required just before you depart. Even then, things can change...

Getting In & Out

•

Prohibited Area (Red): Four nautical miles from events. Only military, on-duty police and medevac flights are permitted to fly in the red zone.

International Arrivals

“The permitting process is also likely to drag during the Olympics, if the World Cup is an accurate reflection.”

84

Fortunately, all six airports impacted by the exclusion zones are primary airports of entry (AOE), and include Rio de Janeiro (SBGL); Sao Paulo (SBGR); Belo Horizonte (SBCF); Brasilia (SBBR); Salvador (SBSV); and Manaus (SBEG) well up the Amazon River. A few alternates exist for flying into events in these cities, but only one of them is an AOE, and only on request.

To move within the country using non-AOE airports, operators must obtain a domesticoperating permit when they enter the country.

Operators of non-Brazilian-registered aircraft must obtain a Temporary Admission (TA) to fly domestically inside Brazil. A TA requires an application and: • • •

Aircraft registration and certificate of airworthiness; Crew certificates showing type, and medical certificates; and Proof of aircraft insurance – a copy of the policy works.

Adding to the complexi ty of flying within Brazil during the games, eight airports are operating under slot rules (slot coordinated) during the games. These are: Rio de Janeiro, both the main airport, SBGL, and Santos Dumont (SBRJ); Sao Paulo, both Congonhas (SBSP) and Guarulhos (SBGR); Belo Horizonte, both SBCF and SBBH; and Brasilia (SBBR) & Campinas (SBKP).

AVBUYER MAGAZINE – July 2016

www.AVBUYER.com

These intricacies are the daily purview of tripplanning companies and their broad range of services. As noted in our prior articles, planning international flights requires some common basic steps regardless of destination and should begin when the decision is made to make a trip. These include: Itinerary and route planning; Permits (both for landing and overflights of nations on the route and your destination; you'll need both in Brazil); • Hotel accommodations and travel services; • Airport slots, where required; • Weather information and airpo rt-change information; • Ground handling.

• •

After determining the route, crew and fuel requirements, planning must include a thorough check of overflight- and arrival-permit requirements, slot requirements and airport curfew or closing times. The effort should begin far enough ahead of departure to assure receipt of all required approvals by take-off time. That time required can vary widely with the country, c ircumstances and demand.

The permitting process is also likely to drag during the Olympics, if the World Cup is an accurate reflection. As a normal procedure, Brazil requires permits for both landing and over-flying the country. Be prepared for delays in obtaining these permits. According to several flight-planning firms, obtaining them – under normal circumstances – can take up to 48 hours. With the Olym pics close at hand, they suggest starting the process as early as possible to help avoid those potential delays.

Crew Issues

Normally, Brazil requires a visitor's visa before arrival in-country, a process that typically involves a visit to an embassy or consulate of the country. For the Olympics, Brazil introduced legislation rescinding that requirement for visitors attending Aircraft Index see Page 161

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FLIGHT DEPARTMENT T OPERATING

Congonhas Airport, Brazil

atmosphere. In South America, however, volcanic activity is a regular element of life. So advance and short-term flight planning should always include questions about volcanic activity in the region.

Weather scientists today excel at ide ntifying eruptions and tracking the circulation of ashbearing winds – and that's airspace you’ll want to avoid...even at the flight levels above the service ceiling of most jets.

Fun With Fees...

“In Brazil, flight attendants need a visa – largely because the FAA does not issue flight attendants a certificate comparable to a pilot's license, dispatchers or maintenance technician's certificate.”

the games. The exemption applies only for the games and is not unlimited once you are in the country.

For crew, however, other conditions apply. In Brazil, flight attendants need a visa – largely because the FAA does not issue flight attendants a certificate comparable to a pilot's license, dispatchers or maintenance technician's certificate.

Lacking such documentation, Brazilian authorities have long-treated flight attendants as passengers.

And double check cockpit-crew documentation, to ensure th ey all carry their first class medical certification, as well as their pilot certificates and passports.

Patience, Patience...

The pace of business in Brazil and South America overall differs somewhat from that of the United States, Canada and Europe. Local practices can vary significantly from region-to-region, airport-toairport.

Gaining the sign-offs for moving the aircraft varies widely in the time req uired, so be prepared by giving advance notice of your plans. The effort could save you time waiting for an official release – while the clock ticks on the time allotted by your slot.

Depending on your arrival airport, you may face a long wait to clear customs – or be required to find transportation across the airport to the airline terminal and mix with the commercial passenger arrivals. And the same chal lenges will exist for your departure.

South America's Most Explosive Issue

You probably aren't used to asking a Flight Service briefer for an update on volcanic ash in the 86

AVBUYER MAGAZINE – July 2016

www.AVBUYER.com

Brazil's myriad fees for permits, entry, exit and, in the case of the Olympics, slots, make flying in South America's largest country among the moreexpensive propositions in world flight. These fees are particularly onerous for business aircraft.

The fees are government-set and unavoidable.

In the case of the 2016 Olympics, expect to see higher fees from the private businesses servicing the aircraft flying in for the games.

Trip planners from across the spectrum warn that fees for everything from ground handling to parking, fuel to car services are already higher than typical – and may escalate further dependin g on the intensity of aircraft arrivals.

Health & Welfare...

You probably know of the latest contagious-disease scare in Brazil, a virus called Zika. The virus can cause major defects in newborns of infected mothers – or show no symptoms whatsoever. The US Centers for Disease Control (CDC) offers some guidelines for those planning to travel to Brazil.

Mosquitoes in Brazil are infected with the Zika virus an d are spreading it to people. CDC recommends that visitors to Brazil take extra precautions to protect themselves from bites.

Currently there is no vaccine or medication to protect against Zika. For more information, see the CDC's information on the Zika Virus: http://wwwnc.cdc.gov/travel/notices/alert/ zika-brazil

Going Elsewhere in South America?

Other parts of South America offer their own procedures. As a collection of independent nations, each has its own rules regarding everything from landing permits to merely over-flying the nation; some requiring separate permits for something as routine as fueling.

Of course, each operates on its own schedule – which often dictates significant lead times between filing to obtain a permit, receiving the permit and using the permit.

That means, depending on your rout ing to Brazil for the Olympics – or to any other South American nation – you must take into account the requirements of countries you may fly over...or merely transit the airspace it controls.

Do your research; plan ahead; and if in doubt, consult a professional! T Aircraft Index see Page 161

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Maintenance 1 July16.qxp_Finance 21/06/2016 09:51 Page 1

FLIGHT DEPARTMENT T MANAGEMENT

BizJet Ownership:

Developing a Relationship With Your New Company Aircraft…

Discovering the unique characteristics of a new business jet in your operation can be similar to getting to know a new child. Each is unique and requires patience and expertise notes Aviation Director, Johnsonville Sausage, Andre Fodor...

With a focused approach on global excellence and creativity, Andre Fodor has managed flight operations for the U.N. and Flight Options as well as being a senior demonstration pilot and instructor for Embraer Aircraft. He is currently the Vice President of Aviation for Johnsonville Sausage.

88

s I write, I am cruising at FL400 above the Atlantic. Europe lies three hours behind us, and I’m settling down to another seven hours of flight before we begin our descent into sunny Florida, the latest stop on a marathon of transoceanic flights.

We’ve been to several European destinations and far beyond, down to South Africa and Zimbabwe. During these trips, we’re validating our new long-range jet and developing confidence and trust in its reliability and

A

AVBUYER MAGAZINE – July 2016

www.AVBUYER.com

performance capabilities.

The FMS stokes a desire in me to climb to the upper flight levels, but for now I’m holding back because of an apparent software bug. Trusting my review of the performance charts, I’m confident in my decision to stay put for another three hours before climbing. Having a greater buffet speed boundary and protection envelope at my present altitude is a good choice when high performance wings laden with fuel are trying to squeeze every bite of lift from the thin air outside.

Aircraft Index see Page 161



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Maintenance 1 July16.qxp_Finance 21/06/2016 09:53 Page 2

FLIGHT DEPARTMENT T MANAGEMENT

The ‘First Nine Months’

“...your professional experience, ability to think outside the box and the long-term relationship that you have invested and built with the OEM will now be put to the test.”

90

As I ponder our situation, I’m reminded that this is not my first carrousel ride! I have purchased and initiated operations of many airplanes before, and they all have had their challenges, learning curves and especially maintenance snags that created dispatch reliability challenges and a hefty dose of learning experiences. I call this the ‘First Nine Months’; it’s akin to when my wife and I were pregnant with any one of our three children. These were stages of anticipation, learning and wondering at what was normal or abnormal.

Similarly, we read manuals, service bulletins and magazine articles – and we discuss the aircraft’s operation, performance, advantages and challenges with other owners in an attempt to become as well prepared as possible before our new ‘baby’ is delivered.

Bu t as any proud parent knows, no amount of reading or research can completely prepare you. All babies are different, and none come with a specific manual that will answer all your challenging questions. Neither do airplanes; each comes with its own characteristics!

The First Nine Months can be tough; your professional experience, ability to think outside the box and the long-term relationship that you have invested and built with the OEM will now be put to the test. Your principal expects to show-up and fly on the new airplane, most likely unaware of the tribulations that are likely to appear. It falls upon you, the Flight Department Manager, to juggle the trips and the maintenance.

I’ve lost count of the times I’ve returned from a long trip on a brand new airplane, only to head directly to the service cent er so that ‘issues’ can be resolved ahead of the next trip. It takes years of professional experience to accept and understand why new airplanes break and malfunction regardless of who builds them.

AVBUYER MAGAZINE – July 2016

www.AVBUYER.com

To the uninitiated, it’s reasonable to expect that if big money has been spent, everything should work perfectly – but these are highly complex machines, often delivered in the haste of the end of a fiscal year to take advantage of tax depreciation…

Overcoming Teething Troubles

I could tell many stories of aircraft ‘teething’ issues of the past. For example on one jet I flew, every time we operated in cold weather our flight control lock system would not disengage.

As troubleshooting progressed, we discovered that as the aircraft’s cockpit warmed up the system would operate correctly. Thus, a hair dryer bearing the same color as our aircraft became an integral part of our equipment, allowing us to accelerate the cockpit heating process.

It took us nearly two winters and a large dose of goodwill and dedication from aircraft mechanics and engineers to single out an obscure relay. It took everything from a portable air conditioner, dry ice, freeze gas and many other ingenious devices for us to discover the problem.

I f it wasn’t for that mutual cooperation – a teambased approach to problem solving, goodwill, and careful prior investment into building long-term relationships—I would still be wielding a blue hairdryer on my tool belt during winter operations!

As I work in maturing a new airplane, I want a high dispatch reliability that will cure my acid reflux, parts that don’t fail and that keep maintenance low and i nexpensive, and high reliability that will keep me and my passengers safe, relaxed and secure as I cover the world on one of our many adventures. I nurture the jet and my professional relationships according to my desire for those outcomes! T Are you looking for more articles on Flight Department Management? Visit www.avbuyer.com/ articles/flight-department-management/

Aircraft Index see Page 161

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Safety July16.qxp_Finance 21/06/2016 09:55 Page 1

FLIGHT DEPARTMENT T SAFETY

Flight Department Safety The Problem of Confirmation Bias Reflecting on a dangerous error

of judgment in which a helicopter

continued operating after damage was

sustained from a loss of control incident, Mario Pierobon highlights the threat of ‘Confirmation Bias’ in the flight

department. What is it, who is impacted and how do you proactively manage it?

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Aircraft Index see Page 161

Safety July16.qxp_Finance 21/06/2016 09:56 Page 2

n June 27, 2014 a Bell 206B Jet Ranger III was attempting to transit an area of poor weather in Nottinghamshire, UK and inadvertently climbed into cloud, where control was lost. During the pilot’s recovery from loss of control, significant damage occurred to the gearbox isolation mount, rendering the helicopter non-airworthy. Yet the damage remained undetected until two further sectors had been completed.

Following that discovery, the pilot was advised the helicopter was safe to fly to the owner’s maintenance facility, thus another two sectors were completed before the helicopter was finally withdrawn from service.

The inspections revealed numerous additional items that were not immediately apparent. The extent of the damage meant the occurrence met the ICAO definition of ‘accident’ (i.e. that the aircraft sustained damage or structural failure adversely affecting the structural strength, performance or flight characteristics of the aircraft, and required major repair or replacement of the affected component).

O

Confirmation Bias

The report of the accident investigation conducted by the UK Air Accident Investigation Branch (AAIB), while trying to assess why the helicopter had operated four sectors in a non-airworthy condition before the full extent of the damage was discovered, notes that the first opportunity to detect the damage would probably have been during the pilot’s pre-departure inspection at Gamston airport, Nottinghamshire, where the aircraft was landed after the loss of control incident.

A second opportunity occurred when the maintenance manager reviewed the pilot’s photographs of the helicopter. These showed the missing stop mount plate and the gouge in the isolation mount.

“The maintenance manager stated that his decision to approve the helicopter for the return flight was influenced by the pilot’s positive report of how the helicopter had performed on the sectors following the loss of control event, and also by the fact that the driveshaft couplings had not been excessively overheated,” states the accident report.

According to AAIB it is possible that these factors led to the confirmation bias when the maintenance manager reviewed the photographs of the damaged isolation mount, which was similar to (but more severe than) previous examples he had seen. “He did not detect the absence of the stop mount plate that was missing in one of the pilot’s photographs, as his attention was drawn to other features supporting his belief that the helicopter was not seriously damaged,” the report outlines.

Advertising Enquiries see Page 4

“The maintenance manual requires a pylon whirl inspection to be carried out if the isolation mount’s damage limits are exceeded or the pilot reports extreme cyclic inputs. Had the maintenance manual been consulted, it is probable that the helicopter would not have been approved for continued flight.”

An Operational Cancer

So what is confirmation bias, and how do you guard against it in your own flight operations?

Essentially, confirmation bias occurs when an assessment is made based on the higher emphasis a decision-maker places on his or her view of things (subjective), instead of considering the multiple other options available.

Confirmation bias grows with experience: the more exposure one has to specific situations, the greater the chance decision makers will form expectations of apparently familiar situations performing as they have always done. Essentially, confirmation bias is a mental short cut that saves time, which makes it particularly fertile soil in an industry where timing is everything!

Confirmation bias can have an extremely detrimental effect with potentially fatal outcomes in operations within the corporate flight department. Operations must strive to be professional and remain well within the margins of safety, thus it’s crucial that the flight department recognizes the potential for confirmation bias to exist and take measures to constrain it.

Mario Pierobon is a safety management consultant and content producer. He currently is working on a research project investigating aircraft ground handling safety. Contact him via marioprbn@gmail.com

Managing Confirmation Bias

While the case study we are using largely extends to the domain of aircraft maintenance, the aircraft operations area of the flight department is equally at risk to experience the potentially fatal consequences of confirmation bias. Day-to-day production pressures might provide less time to make rational operational decisions, such as contemplating viable alternatives.

Managing confirmation bias is never easy because a bias per se is difficult to detect. A possible solution is joint decision-making (i.e. try to avoid someone making safety decisions alone).

In this respect crew resource management (CRM) has helped develop a collaborative attitude between crews on the flight deck. For example, it encourages a senior captain to listen to a junior first officer who, by virtue of being relatively fresh with respect to his or her learning, might be able to provide a more comprehensive view on things and not rush to a conclusion. Thus, the experience of the senior can be complemented by the fresh, more open approach of the junior.

This type of decision making on safetysensitive matters should be codified and promoted throughout the flight department, from line operations to middle- and seniormanagement. T www.AVBUYER.com

Are you looking for more articles on Safety?

Visit www.avbuyer.com/ articles-guides/businessaviation-safety

July 2016 - AVBUYER MAGAZINE

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FLIGHT DEPARTMENT T RETAIL PRICE GUIDE

Entry-Level & Light 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 & Light Jets.

A

s business jets increase in size from Entry-Level & Light 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 & Light jet category - the value and flexibility offered to those who typically fly shorter legs.

Fully-fuelled, an Entry-Level or Light 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 Light 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 & Light jets and Large jets to fly a typical 75 0nm mission is small (about 10 to 12 minutes, overall) and is not a large time-saving for costs that may be considerably higher for the larger aircraft. Further, beyond these speed-range-payload operational basics, the Light jet crew will have the option of far more airports, often closer, more convenient and less expensive than what’s needed for the Medium and Large jets. Thus, it’s hard to escape the hea vyweight value of the Entry-Level & Light jet.

So what exactly is a Light jet? Today we consider a jet “light” when its MTOW falls between 10,000 and 20,000 pounds. About a decade ago the Light 94

AVBUYER MAGAZINE – July 2016

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 & Light Jet Price Guide The following Entry-Level & Light Jets Retail Price Guide represents current average values published in The Aircraft Bluebook – Price Digest. The study spans a twenty year period, from 1997 through summer 2016, and covers 32 models. Values reported are in US$m, with each reporting point representing the current average retail value published in the Bluebook by its correspon ding calendar year. For example, the Cessna Citation Encore+ average value reported in the summer 2016 edition of Bluebook shows $4.5 million for a 2009 model, $4.1 million for a 2008 model and so forth. www.AVBUYER.com



Note: For additional assistance and interest, Conklin & de Decker Performance and Specification data for these Entry-Level & Light Jet models can be referred to, beginning on page 98 of this issue.

Aircraft Index see Page 161

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Retail Values.qxp_RPG 21/06/2016 15:34 Page 1

FLIGHT DEPARTMENT T RETAIL PRICE GUIDE

Entry Level & Lights Jets Average Retail Price Guide MODEL YEAR $

2016 US$M

2015 US$M

2014 US$M

2013 US$M

2012 US$M

2011 US$M

2010 US$M

2009 US$M

2008 US$M

2007 US$M

MODEL BEECHCRAFT PREMIER 1A

2.6

2.4

2.1

2.0

1.9

1.8

6.0

5.7

5.4

5.0

4.6

4.2

4.6

4.2

3.8

3.150

2.950

BEECHCRAFT PREMIER 1 BOMBARDIER LEARJET 45XR BOMBARDIER LEARJET 45

3.3

BOMBARDIER LEARJET 40XR BOMBARDIER LEARJET 40

2.750 2.550

BOMBARDIER LEARJET 31A CESSNA CITATION XLS+560

12.990

10.8

8.9

8.1

7.6

7.1

6.8

6.5

CESSNA CITATION XLS 560 CESSNA CITATION ENCORE+560

6.2 5.2

4.8

4.5

4.1

3.8

CESSNA CITATION V ENCORE 560 CESSNA CITATION EXCEL 560-XL CESSNA CITATION V ULTRA 560 CESSNA CITATION BRAVO 550 CESSNA CITATION CJ4 525C

9.263

CESSNA CITATION CJ3+ 525C

8.392

7.8

7.3

7.0

6.5

6.0

5.7

7.0

CESSNA CITATION CJ3 525B

6.5

6.0

5.5

5.2

4.8

4.6

4.4

4.2

4.0

CESSNA CITATION CJ2+ 525A

6.2

5.6

5.2

4.8

4.5

4.2

4.0

3.8

3.6

4.1

3.9

3.8 3.2

3.0

2.8

2.6

2.4

CESSNA CITATION CJ2 525A CESSNA CITATION M2 525

4.594

CESSNA CITATION CJ1+ 525 CESSNA CITATION CJ1 525 CESSNA CITATIONJET 525 CESSNA CITATION MUSTANG 510

3.460

ECLIPSE 550

3.0

2.7

2.9

2.7

ECLIPSE 500

EMBRAER PHENOM 300

8.995

8.2

7.5

EMBRAER PHENOM 100E

4.161

3.9

3.5

EMBRAER PHENOM 100

2.3

2.1

2.0

1.9

1.8

1.7

1.6

2.6

1.9

1.8

---

---

1.1

0.9

7.1

6.8

6.3

5.9

5.8

3.3

3.1

2.8

2.5

2.2

2.0

2.250

2.050

HAWKER 400XP

2.450

1.950

HAWKER BEECHJET 400A

NEXTANT 400XTI

4.7

4.2

3.7

3.2

3.0

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

96

AVBUYER MAGAZINE – July 2016

www.AVBUYER.com

Aircraft Index see Page 161

Retail Values.qxp_RPG 21/06/2016 11:05 Page 2

RETAIL PRICE GUIDE T FLIGHT DEPARTMENT

What your money buys today

Summer 2016 2006 US$M

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

1.7

BEECHCRAFT PREMIER 1A 1.5

1.4

1.3

3.4

3.3

3.0

3.0

2.7

2.5

2.3

2.350

1.950

2.150

1.750

3.8

MODEL YEAR $ MODEL

1.2

1.1

BEECHCRAFT PREMIER 1 BOMBARDIER LEARJET 45XR

2.1

2.0

1.9

1,8

1.7

BOMBARDIER LEARJET 45 BOMBARDIER LEARJET 40XR

1.650

BOMBARDIER LEARJET 40 1.450

1.350

1.250

1.150

1.050

1.0

0.950

BOMBARDIER LEARJET 31A CESSNA CITATION XLS+ 560

4.5

4.2

4.0

CESSNA CITATION XLS 560 CESSNA CITATION ENCORE+560

3.5

2.5

3.3

2.3

3.1

2.9

2.7

2.6

2.5

3.4

3.3

3.1

2.9

2.6

2.1

2.0

1.9

1.8

1.7

CESSNA CITATION V ENCORE 560 2.4

2.2

1.5

1.4

1.3

CESSNA CITATION V ULTRA 560

CESSNA CITATION EXCEL 560-XL

1.6

1.5

1.4

CESSNA CITATION BRAVO 550 CESSNA CITATION CJ4 525C CESSNA CITATION CJ3+ 525C

3.8

3.6

3.3

3.1

2.9

2.8

2.2

2.1

3.4

CESSNA CITATION CJ3 525B CESSNA CITATION CJ2+525A

2.7

2.6

2.5

2.4

2.3

CESSNA CITATION CJ2 525A CESSNA CITATION M2 525

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

1.5

CESSNA CITATIONJET 525 CESSNA CITATION MUSTANG 510

ECLIPSE 550 0.7

ECLIPSE 500

EMBRAER PHENOM 300 EMBRAER PHENOM 100E EMBRAER PHENOM 100

1.750

1.550

1.350 1.250

HAWKER 400XP 1.150

1.1

1.0

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 4

www.AVBUYER.com

July 2016 – AVBUYER MAGAZINE

97

ACSpecs Intro.qxp_AC Specs Intronov06 21/06/2016 14:01 Page 1

FLIGHT DEPARTMENT T SPECIFICATIONS

Aircraft Performance & Specifications Entry-Level & Light Jets

T

he AvBuyer Magazine Guide to Aircraft Performance and Technical Specification Data is updated by Conklin & de Decker on a regular basis. The Guide is much more comprehensive and informative, providing more aircraft types and models and including variable cost numbers for all models.

This month’s category of aircraft - Entry-Level & Light 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

98

AVBUYER MAGAZINE – July 2016

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 (4 Pax) - The maximum IFR range of the aircraft with four 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 161



Jordan Point Aviation June.qxp_Layout 1 21/06/2016 14:36 Page 1

Jet and turbroprop sales Aviation consulting Risk management Advisement Coming to the market soon!

2011 Legacy 650

2001 Dassault Falcon 2000

Serial Number 134. N462ST Airframe: Current as of May 1st, 2016 Engine(s): Both engines enrolled on Maintenance Plan MSP Gold Dual Collins VHF-422C COMMS w/8.33 Spacing Dual Collins HF-9000 w/ SELCAL

J. Philip Jordan Jordan Point Aviation www.JordanPoint.aero Denver Centennial Airport Denver CO, USA Phone: +1-214-213-7469

AircraftPer&SpecJuly16.qxp_PerfspecDecember06 21/06/2016 11:18 Page 1

ENTRY-LEVEL & LIGHT 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 /ER BOM BAR DIER LEA RJET 40 BOM BAR DIER LEA RJET 40X R BOM BAR DIER LEA RJET 45 BOM BAR DIER LEA RJET 45X R

FLIGHT DEPARTMENT T SPECIFICATIONS

$1,657.41

$1,626.07

$1,374.40

$1,289.22

$1,275.84

$1,907.46

$1,810.27

$1,779.76

$1,860.70

$1,846.71

CABIN HEIGHT FT.

4.8

4.75

4.75

5.4

5.4

4.35

4.92

4.92

4.92

4.92

CABIN WIDTH FT.

4.9

4.92

4.92

5.5

5.5

4.95

5.12

5.12

5.12

5.12

CABIN LENGTH FT.

15.6

15.5

15.5

13.6

13.6

12.9

17.67

17.67

19.75

19.75

CABIN VOLUME CU.FT.

305

305

305

285

285

281

369

369

415

415

DOOR HEIGHT FT.

4.16

4.2

4.2

4.16

4.167

3.75

4.8

4.8

4.8

4.8

DOOR WIDTH FT.

2.41

2.4

2.4

2.125

2.125

3

2.5

2.5

2.5

2.5

BAGGAGE VOL. INT. CU.FT.

30

31

31

23

23

30

15

15

15

15

BAGGAGE VOL. EXT. CU.FT.

26

25

25

55

55

-

50

50

50

50

CREW #

2

2

2

2

2

2

2

2

2

2

SEATS - EXECUTIVE #

7

8

8

6

6

6

6

6

8

8

MTOW LBS

16100

16300

16300

12500

12500

17700

20350

21000

20500

21500

MLW LBS

15700

15700

15700

11600

11600

16000

19200

19200

19200

19200

B.O.W. W/CREW LBS

10915

10985

10900

8565

8600

11247

13718

13949

13890

14125

USEABLE FUEL LBS

4912

4912

4912

3611

3670

4653

5375

6062

6062

6062

PAYLOAD WITH FULL FUEL LBS

473

603

688

414

320

2000

1507

1239

798

1563

MAX. PAYLOAD LBS

2085

2015

2100

1435

1400

2253

2282

2051

2110

1875

RANGE - SEATS FULL N.M.

1180

1180

1351

850

850

1480

1573

1778

1423

1685

MAX. RANGE N.M. 4 PAX

1519

1519

1974

1340

1340

1600

1707

1960

1968

1937

BALANCED FIELD LENGTH FT.

4600

4600

4030

4650

4650

3800

4330

4680

4350

5040

LANDING DIST. (FACTORED) FT.

5083

5025

5237

5208

5208

4200

4033

4060

4063

4105

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

4020

4020

5000

4000

4000

4890

2820

2820

2800

2630

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

560

560

620

948

948

1515

710

394

590

589

MAX. CRUISE SPEED KTAS

458

450

450

461

454

462

465

465

465

465

NORMAL CRUISE SPEED KTAS

449

450

450

426

426

441

436

436

436

436

L/RANGE CRUISE SPEED KTAS

410

410

425

370

370

417

428

432

416

432

2

2

2

2

2

2

2

2

2

2

JT15D-5

JT15D-5R

FJ44-4A-32

FJ44-2A

FJ44-2A

TFE 731-2

VARIABLE COST PER HOUR $

ENGINES # ENGINE MODEL

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

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

100

AVBUYER MAGAZINE – July 2016

www.AVBUYER.com

Aircraft Index see Page 161



Jetnet July.qxp_Layout 1 21/06/2016 16:14 Page 1

WHEN THEY WANT IT,

that means now.

Your client knows the range, the features, the budget, and the business that depends on a reliable helicopter.

We know just where to look.

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AircraftPer&SpecJuly16.qxp_PerfspecDecember06 21/06/2016 11:19 Page 2

FLIGHT DEPARTMENT T SPECIFICATIONS

CES SNA CITA TION CJ3+ CES SNA CITA TION CJ4

CES SNA CITA TION CJ2+ CES SNA CITA TION CJ3

CES SNA CITA TION CJ2

CES SNA CITA TION CJ1+

CES SNA CITA TION CJ1

CES SNA CITA TION JET

CES SNA CITA TION BRA VO

ENTRY-LEVEL & LIGHT JETS

$1,368.44

$1,243.46

$1,144.37

$1,150.45

$1,213.74

$1,254.64

$1,325.67

$1,304.97

$1,513.46

CABIN HEIGHT FT.

4.7

4.8

4.75

4.75

4.75

4.75

4.75

4.75

4.75

CABIN WIDTH FT.

4.8

4.83

4.83

4.83

4.83

4.83

4.83

4.83

4.83

CABIN LENGTH FT.

15.75

11

11

11

13.58

13.58

15.67

15.67

17.3

CABIN VOLUME CU.FT.

292

205

201

201

248

248

286

286

293

DOOR HEIGHT FT.

4.25

4.25

4.25

4.25

4.25

4.25

4.25

4.25

4

DOOR WIDTH FT.

2

2

2

2

2

2

2

2

2

BAGGAGE VOL. INT. CU.FT.

28

4

8

-

4

-

-

-

6

BAGGAGE VOL. EXT. CU.FT.

46

51

51

45

70

65

65

65

71

CREW #

2

2

2

2

2

2

2

2

2

SEATS - EXECUTIVE #

7

5

5

5

6

6

6

6

7

MTOW LBS

14800

10400

10600

10700

12375

12500

13870

13870

17110

MLW LBS

13500

9700

9800

9900

11500

11525

12750

12750

15660

B.O.W. W/CREW LBS

9375

6950

7050

7035

7900

7980

8585

8585

10350

USEABLE FUEL LBS

4824

3220

3220

3220

3932

3930

4710

4710

5828

PAYLOAD WITH FULL FUEL LBS

801

330

430

545

668

715

775

775

1052

MAX. PAYLOAD LBS

1925

1450

1350

1365

1400

1720

1925

1925

2150

RANGE - SEATS FULL N.M.

1290

750

775

895

1075

1194

1374

1374

1667

MAX. RANGE N.M. 4 PAX

1720

1130

1161

1245

1530

1626

1891

1891

1991

BALANCED FIELD LENGTH FT.

4160

4010

4220

3990

3820

3810

3440

3440

3500

LANDING DIST. (FACTORED) FT.

4295

4333

4407

4135

4628

4645

4203

4203

3978

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

3190

3311

3230

3290

3870

4120

4478

4478

3858

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

845

868

850

906

1160

1004

1090

1090

1248

MAX. CRUISE SPEED KTAS

405

377

381

389

413

413

417

417

454

NORMAL CRUISE SPEED KTAS

405

364

381

389

413

413

417

417

454

L/RANGE CRUISE SPEED KTAS

335

302

307

307

344

351

348

348

380

2

2

2

2

2

2

2

2

2

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.

102

AVBUYER MAGAZINE – July 2016

www.AVBUYER.com

Aircraft Index see Page 161



Wright Brothers July.qxp 22/06/2016 14:11 Page 2

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AircraftPer&SpecJuly16.qxp_PerfspecDecember06 21/06/2016 11:19 Page 3

FLIGHT DEPARTMENT T SPECIFICATIONS

CES SNA CITA TION ULTR A CIRR US V ISIO N SF 50

CES SNA CITA TION MUS TAN G CES SNA CITA TION M2

CES SNA CITA TION XLS +

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

ENTRY-LEVEL & LIGHT JETS

$1,619.77

$1,574.43

$1,870.75

$1,822.17

$1,781.57

$819.56

$1,104.08

$1,724.78

$590.40

CABIN HEIGHT FT.

4.75

4.75

5.7

5.7

5.7

4.5

4.75

4.8

4.07

CABIN WIDTH FT.

4.83

4.83

5.5

5.5

5.5

4.58

4.83

4.83

5.08

CABIN LENGTH FT.

17.33

17.33

18.5

18.5

18.5

9.8

11

17.33

11.48

CABIN VOLUME CU.FT.

314

314

422

422

422

163

201

310

170

DOOR HEIGHT FT.

4.25

4.25

4.54

4.5

4.5

3.8

4.25

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

57

43.1

41

23.5

CREW #

2

2

2

2

2

1

2

2

1

SEATS - EXECUTIVE #

7

7

7

8

8

4

6

7

4

MTOW LBS

16630

16830

20000

20200

20200

8645

10700

16300

6000

MLW LBS

15200

15200

18700

18700

18700

8000

9900

15200

5550

B.O.W. W/CREW LBS

10525

10460

12500

12800

12800

5550

7000

9950

3700

USEABLE FUEL LBS

5400

5400

6740

6740

6740

2580

3296

5771

2000

PAYLOAD WITH FULL FUEL LBS

905

1170

960

860

860

600

504

779

340

MAX. PAYLOAD LBS

2075

2390

2500

2300

2300

1200

1400

2250

1200

RANGE - SEATS FULL N.M.

1410

1494

1449

1539

1528

718

694

1259

747

MAX. RANGE N.M. 4 PAX

1736

1792

1839

1989

1976

1070

1380

1651

1169

BALANCED FIELD LENGTH FT.

3920

3920

4060

3910

3910

3380

3250

3510

-

LANDING DIST. (FACTORED) FT.

4195

4182

4917

4738

4738

3683

4125

3833

-

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

4740

4620

3790

3500

3500

3010

3698

4230

2000

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

1440

1400

699

800

800

870

1075

728

-

MAX. CRUISE SPEED KTAS

430

430

433

433

440

340

404

430

300

NORMAL CRUISE SPEED KTAS

430

430

433

433

440

340

379

430

295

L/RANGE CRUISE SPEED KTAS

372

372

373

373

373

319

331

372

210

2

2

2

2

2

2

2

2

1

PW535A

PW535B

PW545A

PW545B

PW545C

PW615F

FJ44-1AP

JT15D-5D

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.

104

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GLOBALLY INTIMATE. BROKERAGE | ACQUISITIONS | SALES | MANAGEMENT

www.scross.com acsales@scross.com

2012 Challenger 300 • s/n 20338 • N906BP

2009 Challenger 605 • s/n 5805 • LV-CCW

1500TT • Engines & APU on MSP Airframe on Smart Parts – Jar Ops approved, CPDLC, TCAS 7.1

1740 TT • EU OPS Qualified • 2020 Mandates Complied With • Engines and Airframe on Smart Parts Plus • APU on MSP

2011 Lear 60XR • s/n 396 • N695SC

2000 Falcon 50EX • s/n 286 • N286ZT

1500 TT • Engines on ESP Gold Flex • Fresh PPI • STC certified air ambulance • NDH

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

2006 King Air 350 • s/n FL-470 • N479SC

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2005 Lear 45XR • s/n 0284 • XA-ARB

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

EMB RAE R PH ENO M1 00

ENTRY-LEVEL & LIGHT JETS

HON DA A IRCR AFT HA420 HON DAJ ONE ET AVIA TION ECL IPSE 500 ONE AVIA TION TOTA L EC LIPS E 50 ONE 0 AVIA TION ECL IPSE 550 NEX TAN T AE ROS PAC E 40 0XT NEX TAN T AE ROS PAC E 40 0XT I

FLIGHT DEPARTMENT T SPECIFICATIONS

$905.16

$905.30

$1,358.36

$872.85

$758.94

$762.23

$723.59

$1,330.49

$1,294.52

CABIN HEIGHT FT.

4.92

4.94

4.92

4.94

4.16

4.16

4.16

4.75

4.75

CABIN WIDTH FT.

5.08

5.08

5.08

5

4.66

4.66

4.66

4.92

4.92

CABIN LENGTH FT.

11

11

17.17

12

7.6

7.6

7.6

15.5

15.5

CABIN VOLUME CU.FT.

212

212

324

-

109

109

109

305

305

DOOR HEIGHT FT.

4.86

4.86

4.86

-

3.9

3.9

3.9

4.2

4.2

DOOR WIDTH FT.

2.04

2.04

2.42

-

1.96

1.96

1.96

2.4

2.4

BAGGAGE VOL. INT. CU.FT.

10

10

19

-

16

16

16

31

31

BAGGAGE VOL. EXT. CU.FT.

60

60

66

66

-

-

-

25

25

CREW #

1

1

2

1

1

1

1

2

2

SEATS - EXECUTIVE #

5

5

7

5

3

3

3

7

7

MTOW LBS

10472

10582

17968

9963

6000

6000

6000

16300

16300

MLW LBS

9766

9877

16865

-

5600

5600

5600

15700

15700

B.O.W. W/CREW LBS

7132

7220

11783

-

3834

3834

3834

10531

10950

USEABLE FUEL LBS

2804

2804

5353

-

1698

1698

1698

4912

4912

PAYLOAD WITH FULL FUEL LBS

580

602

942

-

502

502

502

1057

638

MAX. PAYLOAD LBS

1312

1334

2216

-

1088

1088

1088

2469

2050

RANGE - SEATS FULL N.M.

915

917

1811

1035

574

574

574

1852

1527

MAX. RANGE N.M. 4 PAX

1242

1233

2077

1304

964

964

964

2108

1945

BALANCED FIELD LENGTH FT.

3040

3479

3138

-

2898

2898

2898

4600

4030

LANDING DIST. (FACTORED) FT.

4068

4110

3700

-

5173

5173

5173

4045

5237

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

3061

3061

3335

3990

2575

2575

2575

5000

5000

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

702

702

1044

-

780

780

780

995

845

MAX. CRUISE SPEED KTAS

390

390

444

420

371

371

371

471

460

NORMAL CRUISE SPEED KTAS

371

371

430

420

369

369

369

460

447

L/RANGE CRUISE SPEED KTAS

333

333

383

-

330

330

330

405

406

2

2

2

2

2

2

2

2

2

PW617F-E

PW617F-E

PW535E

HF120

PW610F-A

PW610F-A

PW610F-A

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.

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FLIGHT DEPARTMENT T AIRCRAFT COMPARATIVE

Aircraft Comparative Analysis: Dassault Falcon 7X

In this month’s Aircraft Comparative Analysis, Mike Chase provides information on two popular large cabin & ultra-long-range business jets for the purpose of valuing the Dassault Falcon 7X… 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

108

O

ver the following paragraphs, we’ll consider productivity parameters (payload/range, speed and cabin size) and cover current and future market values for the Falcon 7X. The field in this comparative study includes Bombardier’s Global 5000.

Can the three-engine Falcon 7X successfully compete against the twin-engine Global 5000 that offers greater cabin volume? This is one of the questions that we will see k to answer. The Falcon 7X flies faster, farther and higher than any previous Falcon business jet model. Dassault received its FAA and EASA Type Certificate for the aircraft in April 2007, and entry into service followed two months after.

The Falcon 7X is the first fully fly-by-wire business

AVBUYER MAGAZINE – July 2016

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jet. It is equipped with the same Honeywell Primus EPIC EASy avionics used on the Falcon 900EX and later on the Fal con 2000EX. Worldwide, there are 250 whollyowned Falcon 7Xs in operation, three in shared ownership, and two in fractional ownership giving a total fleet size of 255. Nine percent of the Falcon 7X fleet is leased, according to JETNET. Europe has the largest fleet percentage (42%), followed by North America (30%) and Asia (17%).

US Flight Activity

Table A (page 112) shows that the number of Falcon 7X flights within the US decreased by -2.2% in 2015 versus 2014. The distance travelled (-19.8%) and flight hours (-11.2%) also declined over that timeframe.  Aircraft Index see Page 161

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2007 Global Express XRS s/n 9191 13 pax IAC Batch 3 Software, FANS 1/A+ & RNP4 Capability, SBAS/LPV Approach, Wi-Fi, ADS-B Out TCAS 7.1, Satellite TV

Price - $11,995,000

Price - $11,500,000

2005 Gulfstream G450 s/n 4032 16 pax RR Corp. Care, APU MSP Gold, Synthetic Vision, Enhanced Nav. HD-710 Swift Broadband,TCAS 7.1, Ads-B Out, Avionics Enhancement ASC090A

1997 Gulfstream GV s/n 504 15 pax Engines Eligible CorporateCare, Satellite TV, True North Ph., HD-710 Multi Ch. Satcom w/Wi-Fi, Ads-B Out, TCAS 7.1, Soft Goods 2012

Price - $3,495,000

Price - Inquire

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1990 Gulfstream GIV s/n 1129 15 pax Fwd/Aft Lavs, Fwd Crew Rest, Engines on JSSI, -150 APU Upgrade on MSP, BBML/Skylink Internet, Aircell Axxess II Ph., Triple IRS

Price - Inquire

Price - Inquire

2008 Challenger 605 s/n 5746 12 pax On Smart Parts, Engines on GE OnPoint, APU on MSP, Triple FMS and IRS, ADS-B Out, TCAS 7.1, P & I 2014, Link 2000+, Oper. Part 135

2009 Hawker 900XP s/n HA-0108 8/9 pax Low Time, On Hawker Support Plus, Engines & APU MSP Gold, Paperless Cockpit, Worldwide Weather w/ACARS In-flight., Solid State FDR, One Owner

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

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

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FLIGHT DEPARTMENT T AIRCRAFT COMPARATIVE

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111

AirCompAnalysis June.qxp_ACAn 21/06/2016 16:00 Page 3

FLIGHT DEPARTMENT T AIRCRAFT COMPARATIVE

Table A - US Flight Activity - Falcon 7X

Payload & Range

2014

2015

9,434

9,223

-211

-2.2%

Total Distance (stat miles)

13,922,511

11,162,982

-2,759,529

-19.8%

Total Time (hrs)

1,725,179

1,531,297

-193,882

-11.2%

1,475

1,210

-265

-18.0%

182

166

-16

-8.8%

Flights

Avg Airframe Distance (nm) Avg Airframe Flight Time (hrs)

Difference

%

Source: JETNET

Cabin Cross-Sections

Table B - Payload & Range MTOW (lb)

Max Fuel (lb)

Fuel Usage (GPH)

Max Payload (lb)

Avail Payload w/Max Fuel (lb)

Max Fuel Range (nm) 4 Pax

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

Falcon 7X

70,000

31,940

350

4,400

1,660

5,870

5,000

Global 5000

92,500

38,959

455

7,139

2,930

5,350

4,920

Model

According to Conklin & de Decker, the Falcon 7X cabin volume is 1,506 cu.ft. and its cabin length is 39.1ft. The Global 5000 has a larger cabin volume (1,889 cu. ft.) and is slightly longer (42.5ft). Chart A (bottom left), courtesy of UPCAST JETBOOK, shows the cross-section comparisons.

Range Comparison

Source: Data courtesy of Conklin & de Decker, Orleans, MA, USA; JETNET; ACC – Aircraft Cost Calculator; B&CA May 2016 Purchase Planning Handbook and Aug. 2015 Operations Planning Guide

Chart A - Cabin Cross-Sections Dassault Falcon 7X

The data contained in Table B (middle, left) are published in the B&CA, May 2016 issue, but are also sourced from Conklin & de Decker. A potential operator should focus on payload capability as a key factor. The Falcon 7X ‘Available payload with Maximum Fuel’ at 1,660 pounds is considerably lower than the Global 5000 (2,930 lbs).

Note, too, the fuel usage of each aircraft: The Falcon 7X burns 23.1% less fuel per hour at 350 gallons per hour (GPH) compared to the Global 5000 (455 GPH), according to Aircraft Cost Calculator.

Bombardier Global 5000

Depicted in Chart B (top, right), using Luxembourg as the origin point, the Falcon 7X shows more range coverage than the Global 5000, as sourced from Aircraft Cost Calculator (ACC).

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

Powerplant Details

The Falcon 7X is powered by three Pratt & Whitney Canada PW307A engines, each with 6,042 lbst, while the Global 5000 is powered by two RollsRoyce BR 710-A2-20 engines, each offering 14,750 lbst.

Cost Per Mile

Using data published in the May 2016 B&CA Planning &

Source: UPCAST JETBOOK

112

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AirCompAnalysis June.qxp_ACAn 21/06/2016 15:41 Page 4

Chart B - Range Comparison

Purchasing Handbook and the August 2015 B&CA Operations Planning Guide, we will compare our aircraft. The nationwide average Jet A fuel cost used from the August 2015 edition was $5.25 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 (middle, right) details ‘Cost per Mi le’ and compares the Falcon 7X to its competition factoring direct costs and with each aircraft flying a 1,000nm mission with a 1,600 lbs (eight passengers) payload. The Global 5000 shows the highest cost per nautical mile at $6.73 compared to $5.33 for the Falcon 7X. This is a difference of $1.40 (26.3%) per nautical mile.

Dassault Falcon 7X Bombardier Global 5000

5352.75 Nm 5070.00 Nm

Total Variable Cost

The ‘Total Variable Cost’ illustrated in Chart D (bottom, right) is defined as the Cost of Fuel Expense, Maintenance Labor Expense, Scheduled Parts Expense and Miscellaneous Trip Expense. The Total Variable Cost for the Falcon 7X computes at $2,336 per hour, 23.1% less than the Global 5000 at $3,037.

Chart C - Cost Per Mile*

Global 5000

Aircraft Comparison Table

$0.00

Table C (overleaf) contains the pre-owned prices from Vref Pricing Guide for each aircraft.

The average speed, cabin volume and maximum payload values are from Conklin & de Decker and Aircraft Cost Calculator, while the number of aircraft in-operation and percentage ‘For Sale’ are as reported by JETNET. The Falcon 7X has 10.6% of its fleet currently ‘For Sale’ and the Global 5000 has 11.4%.

Note, too, the average number of new deliveries and pre-owned transactions (sold) per month for the Global 5000 is higher at four per month than the Falcon 7X (three per month).

Depreciation Schedule

Aircraft that are owned and operated by businesses are Advertising Enquiries see Page 4

Q$5.33 Q$6.73

Falcon 7X

$5.00

US $ per nautical mile *1,000 nm Mission costs, 1,600lbs, payload

Chart D - Variable Cost Falcon 7X Global 5000 $0

$1,000

Q $2,336 Q $3,037

$2,000

$3,000

US $ per hour

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FLIGHT DEPARTMENT T AIRCRAFT COMPARATIVE

Table C - Aircraft Comparison Long Range Speed (kts)

Cabin Volume (cu ft.)

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

New Vref Price $ US Mil

In-Operation

% For Sale

Average Sold Per month*

Falcon 7X

459

1,506

5,000

$53.8

255

10.6%

3

Global 5000

471

1,889

4,920

$50.4

210

11.4%

4

Model

Data courtesy of Conklin & de Decker, Orleans, MA, USA; JETNET: Vref; ACC- Aircraft Cost Calculator *Average Full Sale Transactions in the past 12 months; Source: JETNET

Table D - Part 91 & 135 MACRS Schedule 2016 Dassault Falcon 7X - PRIVATE (PART 91) Full Retail Price - Million Year

$53.800 1

2

3

4

5

6

20.00 %

32.00 %

19.2 %

11.5 %

11.5 %

5.8 %

Depreciation ($M)

$10.8

17.2

10.3

6.2

6.2

3.1

Depreciation Value ($M)

$43.0

25.8

15.5

9.3

3.1

0

Cum. Depreciation ($M)

$10.8

28.0

38.3

44.5

50.7

53.8

Full Retail Price - Million

$53.800

Rate (%)

2016 Dassault Falcon 7X - CHARTER (PART 135) Year

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)

$7.69

13.18

9.41

6.72

4.80

4.80

4.80

2.40

Depreciation Value ($M)

$46.11

32.94

23.53

16.81

12.00

7.20

2.40

0.00

Cum. Depreciation ($M)

$7.7

20.9

30.3

37.0

41.8

46.6

51.4

53.8

Rate (%)

Source: Vref

Chart E - Value & Demand

A Study of Falcon 7X Compared to the Global 5000, Global 6000 & Gulfstream G550 Business Jets

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.

In certain cases, aircraft may not qualify under the MACRS system and must be depreciated under the less favorable Alter native 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 d epreciation method and recovery period that should be utilized. For example, aircraft used in 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 AD S with a six-year recovery period. There are certain uses of the aircraft, such as nonbusiness flights, that may have an impact on the allowable depreciation deduction available in a given year.

Table D (middle, left) depicts an example of using the MACRS schedule for a 2016 Falcon 7X aircraft in private (Part 91) and charter (Part 135) operations over five- and seven-year periods, assuming a used retail v alue of $53.8 million, per Vref Pricing guide.

Asking Prices vs Age, Airframe Total Time & Quantity

Chart E (left), sourced from the Multi-Dimensional Economic

114

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Aircraft Index see Page 161

AirCompAnalysis June.qxp_ACAn 21/06/2016 15:42 Page 6 $

Table E - Value Retention Aircraft

2007

2013

2012

2014

2015

Price (New)

Avg Sale Price $m

% Retention

Avg Sale Price $m

% Retention

Avg Sale Price $m

% Retention

Avg Sale Price $m

% Retention

Falcon 7X

$42.3

$36.0

85%

$31.0

73%

$25.0

59%

$23.2

55%

Global 5000

$34.7

$33.0

85%

$28.5

82%

$21.0

61%

$19.5

56%

Source: AircraftPost. * All Prices in $M

Chart F - Productivity Comparisons

Price (Millions)

Evaluators Inc. (www.meevaluators.com), shows a Value & Demand chart for the pre-owned Falcon 7X. The current pre-owned market for the Falcon 7X aircraft shows a total of 27 aircraft ‘For Sale’ with nine displaying an asking price, thus we have plotted them.

For measure, we have added the pre-owned Global 5000, Global 6000 and Gulfstream G550 into our study group.

Asking prices range from $1242.8m. The equ ation 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.

While each serial number is unique, the Airframe (AFTT) hours and age/condition will cause great variations in price.

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

Thus, the market for used Falcon 7X, Global 5000, Global 6000 and G550 aircraft responds to at least four features: Years, AFTT, Quantity, and Asking Prices.

Of course, the final negotiated price remains to be decided between the seller and buyer before a sale is completed.

$80.0 $60.0

Falcon 8X Falcon 7X

$40.0 $20.0 2.0000

Global 6000

Global 5000 6.0000

4.0000

8.0000

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

Value Retention/ Market Status

Table E (top, right) shows a Value Retention table for the Falcon 7X, courtesy of AircraftPost. If we view a 2007 vintage Global 5000 and Falcon 7X, the former had a price-point of ~$35m new, and the latter ~$42m new. Fast-forward to year-end 2015, a 2007 Global 5000 had a ~$19.5m value on the resale market and the 2007 Falcon 7X ~$23.2m. To convolute matters further, a 2007 Global XRS that sold new for ~$46m had an average resale in 2015 of ~$24m.

As these aircraft age, the price differentials are getting smaller, which directly translate to more choice for the dollar in an alr eady saturated marketplace.

The condition of the current market for our comparative aircraft does not seem to be improving. If sales continue to Advertising Enquiries see Page 4

track on par with the first five months of 2016, the number sold could be down 13% over 2015.

Of the 204 Global 5000s in service at year-end 2015, 36 aircraft came on the market, representing 17.6% of the available fleet. That was an increase over 2014 when 31 Global 5000s were on the market. 2013 showed 24, and 2012 just 12 aircraft on the market.

The Falcon 7X fleet reached 254 in-service year-end 2015, with a total of 28 aircraft (11% of the fleet) showing on the current market. That compares to 21 aircraft on the market in 2014, 20 in 2013 and 13 in 2012.

Productivity Comparisons The points in Chart F (above) are centered on the same air-

craft. Pricing used in the vertical axis is as published in the Vref Pricing Guide. The productivity index requires further discussion in that the factors used can be somewhat arbitrary. Productivity can be defined (and it is here) as the multiple of three factors: 1. Range with full payload and available fuel; 2. The long range cruise speed flown to achieve that range; 3. The cabin volume available for passengers and amenities.

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,

www.AVBUYER.com

Range, Speed and Cabin Size, we conclude that the Falcon 7X displays a high level of productivity.

Popular attributes of the Falcon 7X are the lower cost per mile, lower variable costs and fuel consumption, and slightly more range compared to the Global 5000. Operators should weigh their mission requirements precisely when picking the option that is the best for them, however.

Summary

The Dassault Falcon 7X continues to be very popular in the market today. Operators should find the preceding comparison useful. Our expectations are that the Falcon 7X will continue to do well in the pre-owned markets for the foreseeable future. T July 2016 – AVBUYER MAGAZINE

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BIZAV PRODUCTS & SERVICES Cabot Aviation, a division of Air Partner plc and a leading aircraft remarketing agent, has expanded its marketing efforts for a Boeing 787-8 it has been appointed to re-market.

The 787-8 being re-marketed by Cabot, serial number 35507, is due for delivery in November and is the only one available on the open market. The aircraft is powered by GEnx-1B engines, giving a range approaching 10,000nm (NBAA - 25 PAX) and a service ceiling of 43,000 feet, while enjoying a cabin altitude of just 6,000 ft.

Tim Barber, SVP, Private Jets at Cabot Aviation, added: “This year marks the 20th anniversary of Boeing Business Jets and it’s a fantastic opportunity to have such an incredible aircraft available at this time. We had an encouraging level of interest at the recent EBACE show, as well as some very promising discussions with the completion centres that were present.” www. cabotaviation.com In other news.... a 787 displayed at EBACE and unconnected with Cabot Aviation was completed by Greenpoint Technologies. Bret Neely, Executive VP of Greenpoint, commented: “Our first VVIP 787-8 conversion was a great success and we were delighted to be able to showcase the aircraft at EBACE. We learnt a great deal from the process, which is proving to be very beneficial as we work on our second 787 project. We would gladly welcome the opportunity to put our experience to work for Cabot Aviation and their buyer in the future.” www.greenpnt.com Williams International’s, new turbofan engine, the FJ33-5A was granted FAA Part 33 type certificate last month. The Cirrus Vision and the Flaris LAR1 aircraft will be powered by the FJ33-5A providing more than 2,000 pounds of thrust, improved fuel economy and a better than 6-to-1 thrust-to-weight ratio, because of improvements over the earlier. FJ44-3AP and FJ44-4A power plants. The FJ33-5A incorporates wide-sweep fans, health-monitoring fadec controls, low-emissions combustor technology and additional sensor suite redundancy to satisfy the unique needs of the single-engine jet market.

Williams’ FJ33-5A also incorporates durability improvements gleaned from more than 10 million hours of operation of the 5,000 in-service FJ44s and helps fill in the product line of engines covering the 1,000 to 3,800 pounds thrust regime. www.greenpnt.com ExecuJet recently celebrated the opening of its first Mexican fixed-based operation (FBO) at Del Norte International Airport in Monterrey, Mexico.

ExecuJet Mexico manages 13 aircraft ranging from Pilatus PC12s through to a Falcon 7X with operations at Toluca International Airport and Monterrey International Airport as well as Del Norte.

ExecuJet’s Del Norte facility is easy to find from the GAT entrance and offers customers a ‘meet and greet’ area, a passenger lounge, VIP service to and from the aircraft as well as a crew lounge and administration office for staff. The ExecuJet Del Norte FBO team will be led by Alejandra Zamarripa. www.execujet.net Gulfstream announced that its Auxiliary Power Unit (APU) repair and overhaul department recently completed its 1,000th APU repair.

“Beginning with the opening of our APU test cell in March of 2009, we have built our APU department into a world-class group that can repair more than 30 APU models found in the aircraft of 10 different fixed wing and rotary wing manufacturers,” said Derek Zimmerman, president, Gulfstream Product Support. “Reaching the 1,000th APU repair milestone in such a short time demonstrates the expertise, efficiency and reliability of our team.”

An APU provides air conditioning, electricity and the power for engine starts for an aircraft on the ground. It also serves as a backup power source when the aircraft is in flight. www.gulfstream.com Lufthansa Technik's design department has unveiled its brand-new Airbus A350 VVIP interior concept, called »Welcome Home«.

The unique cabin is placing the human being in the center of the story and emphasizes a comprehensive approach towards health and well-being on-board. It promotes flexible areas for privacy or valuable family time and provides super connectivity in regard to all communication channels.

"This unique VIP cabin concept not only addresses our customers' requirements, but is also a clear proof of Lufthansa Technik's design and engineering competency. Under the slogan "Driven by Design, enriched by Technical Product Innovations", many of our own products, like the »Chair« VIP seat, the steam shower or our inductive cooking plate have been integrated in this cabin", said Wieland Timm, Vice President Sales VIP & Special Mission Aircraft at Lufthansa Technik. www.lufthansa-technik.com Pratt & Whitney Canada (P&WC) announced that its new PW307D engine received type validation from the European Aviation Safety Agency (EASA). The company’s latest generation turbofan engine was first introduced two years ago at the European Business Aviation Convention and Exhibition (EBACE).

Validation from the European authorities completes the key engine certification and validation activities for the PW307D program, following approval from Transport Canada and the Federal Aviation Administration last year. The engine will power Dassault Aviation’s new Falcon 8X, a threeengine ultra-long-range business jet which completed its first flight in February 2015 and is expected to be certified this summer. Falcon 8X customers will be able to take advantage of P&WC's Eagle Service Plan (ESP) Platinum. This flexible pay-per-hour plan is a premium, white-glove customer service solution that offers customers peace of mind by helping them plan their maintenance costs and maximize aircraft availability. www.pwc.ca

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www.AVBUYER.com

Aircraft Index see Page 161

Products & Services July.qxp_Layout 1 22/06/2016 12:33 Page 2

BIZAV PRODUCTS & SERVICES Rockwell Collins recently announced that its Venue high-definition cabin management and entertainment system will be featured on new Bombardier Global 5000 and Global 6000 aircraft beginning in Q3 of 2016. It will also be available as a retrofit solution on in-service Global aircraft models through Bombardier Service Centres.

Venue, which has been installed in more than 850 private and corporate aircraft cabins around the world, is custom built with the most advanced cabin technologies to emulate the latest in home entertainment and boardroom technology. Plus, Venue’s open-architecture design provides a path to easily implement future cabin www.rockwellcollins.com Universal Avionics, is offering a new software version for the Satellite-Based Augmentation System (SBAS)-Flight Management System (FMS) that includes cost-saving messaging to alert crews of a failure of the Automatic Dependent Surveillance-Broadcast (ADS-B) Out system. The FAA has made it very clear that ADS–B Out failure annunciations in the flight deck are required for Part 23 and Part 25 aircraft.

With FMS Software Control Number (SCN) 1000.1/1101.1/1101.1M, operators are offered significant savings versus standalone cockpit panel annunciators and Digital Discrete Adapters (DDA). In addition, it provides a growth path to Localizer Performance with Vertical Guidance (LPV), Required Navigation Performance (RNP) and with the UniLink® UL-800/801 Communications Management Unit (CMU), Controller-Pilot Data Link Communications (CPDLC) and CPDLC Departure Clearance (DCL), Future Air Navigation System (FANS) and Link 2000+. www.uasc.com Sparfell International Lease Corporation (SILC), a subsidiary of Sparfell Aviation Technologies Group, brings ACMI (Aircraft Crew Maintenance Insurance) to business aviation, ACMI has been established as the best-practice leasing model in commercial aviation. For the first time, this practice has been developed and adapted to business aviation.

The company states the industry is facing new challenges and SILC offers an alternative solution to direct aircraft ownership. No longer appropriate for economical and political reasons, full ownership may be a threat for companies and governments, whilst fractional ownership and charter remain inflexible and costly.

The SILC Solution meets a new demand and allows more flexibility, discretion, and cost-efficiency than any other alternative.

The SILC hassle-free tailor-made ACMI solution offers all the benefits of ownership with none of the inconvenience.

To offer the highest standard of safety and service to its clients, SILC selected Luxaviation, one of the largest private aircraft operators worldwide, to operate its fleet.

Supported by Sparfell & Partners, its sister company, SILC offers tailor-made solutions allowing clients a wide choice of aircraft.

Embraer Legacy 600 is the first aircraft to enter the SILC fleet, opening the way for future collaboration between SILC and Embraer. Reliable and efficient, this aircraft has been chosen to perfectly meet SILC’s clients needs and expectations. www.silc.lease

In other news.... Sparfell & Partners celebrated one year of trading at EBACE 2016.

A few months after its launch as a sales & acquisitions company for business jets, airliners and helicopters, Sparfell & Partners was appointed by Luxaviation Group as one of its exclusive partners to provide brokerage services to its clients. Within a few weeks, two Legacy 600s and one Cessna Citation XLS from Luxaviation Group were fully traded by Sparfell & Partners.

Today, with exclusive mandates for 5 airliners, 7 business jets, and 7 helicopters, Sparfell & Partners is the number one trading company in Switzerland and one of the leading sales & acquisition firms in Europe. Through the very strong experience of its founders, who came from backgrounds as diverse as British Airways, Lufthansa, Airbus, McDonnell Douglas, RUAG, and Masterjet. Sparfell & Partners is now one of the few companies in the world trading in the three main sectors in aviation, namely airliners, business jets and helicopters. www.sparfell-partners.com AMAC Aerospace Switzerland Ltd., has expanded its completion, maintenance, engineering and production services with the acquisition of JCB Aero SAS, a French leader in the luxury design and installation of civil and VIP aircraft interiors. “JCB Aero SAS will be a key addition to AMAC Aerospace’s excellence in completion, maintenance and production services.

This acquisition will also provide benefits for AMAC’s clients by having an additional facility and hangar in France.” said Group Chief Financial Officer of AMAC Aerospace, Mr. Mauro Grossi. www.amacaerospace.com Deer Jet, the largest business jet company in Asia, is to become the operator of the world’s first VVIP BBJ 787. Deer Jet and Boeing announced jointly at the recent European Business Aviation Conference and Exhibition (EBACE), the largest business aviation event in Europe. Deer Jet currently operates nearly 90 business jets, including 4 BBJs, which means it already has significant experience operating Boeing Business Jets. www.deerjet.com

Advertising Enquiries see Page 4

www.AvBuyer.com

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COMMUNITY NEWS T BIZAV REVIEW

Airbus Expands Corporate Jet Family

BizAv Bites

Airbus Helicopters and Falcon Aviation have signed a letter of intent for a VIP version of the H160. The H160 offers an ultimate VIP experience with its sleek lines and an interior design that highlights the passenger comfort provided by the low sound levels, excellent visibility (panoramic windows) and excellent stability in flight. www.airbushelicopters.com

Airbus is launching a new corporate jet version of its popular

A350 XWB airliner, expanding its corporate jet family with an aircraft that delivers more capacity, capability and comfort…

T

he ACJ350 XWB features 2,910 sq. ft. of cabin space, and the ultra-long range variant can fly 25 passengers up to 10,800nm. “…The ACJ350 with Easyfit expands [Airbus’] corporate jet offering, giving customers a new way to take their business to the world,” outlines Airbus COO, Customers, John Leahy. “Our customers want the best and most modern aircraft that money can buy, and the ACJ350 exemplifies that.”

Airline deliveries of the Airbus A350-900 began in December 2014. The A350-1000 version, currently in development, is due to enter airline service in 2017.

Airbus believes the ACJ350 personifies

features that many aircraft lack or cost extra, such as the fly-by-wire controls, time and cost-saving centralised maintenance, and extensive use of weight and maintenancesaving materials.

ACJ350 XWB features an onboard airport navigation system (OANS) and a runway overrun prevention system (ROPS), an aid for pilots that helps them prevent runway excursions, especially in challenging weather.

In other news, Airbus has added Jet Aviation and its MRO facilities to its ACJ Service Centre network, enhancing choice and geographical reach for its corporate jet customers and operators around the world. www.airbus.com

The BEST AIRCRAFT FOR SALE SEARCH

anywhere, everywhere - on pc, smartphone and tablet.

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AVBUYER MAGAZINE – July 2016

BUSINESS AVIATION INTELLIGENCE

www.AVBUYER.com

Cirrus Aircraft plans to have all certification paperwork for its SF50 Vision jet to the US FAA by the end of June. Approval for the single-engine jet is therefore expected this summer.

Meanwhile, Williams International announced that the aircraft’s FJ33-5A engine has received FAA type certificate approval. www.cirrusaircraft.com Embraer and Avic subsidiaries Harbin Aviation Industry and Harbin Hafei Aviation Industry will “phase out” their Chinese joint-venture company Harbin Embraer Aircraft Industry (HEAI) after 13 years of manufacturing and delivering commercial and executive jets in China.

The Harbin plant’s last aircraft delivery— a Legacy 650—occurred in March.

Embraer says it remains fully committed to, and will continue to serve the Chinese commercial and executive aircraft markets. To date, Embraer has logged 224 firm orders in China, including 188 commercial jets and 36 executive jets. Thus far, it has delivered 166 aircraft to Chinese customers. www.embraerexecutivejets.com Honda received type certification from EASA for the HondaJet. President and CEO Michimasa Fujino noted, “Our customers have shared that this aircraft is not only high performance, but intelligent, fun to fly and very sophisticated. HondaJet deliveries in Europe have begun, and we are excited to see the HondaJet enter service in this important market.” www.hondajet.com



Aircraft Index see Page 161

NBAA REGIONAL FORUM September 15, 2016 White Plains, NY | Westchester County Airport (HPN)

ATTEND NBAA’S REGIONAL FORUM This industry event brings together local business aircraft owners, operators and manufacturers, and other aviation professionals for a one-day event at the Westchester County Airport (HPN) in White Plains, NY. As an attendee you can visit with exhibitors, view business aircraft side-by-side on static display and take part in education sessions throughout the day.

LEARN MORE & REGISTER: www.nbaa.org/forums/avbuyer

Community News 1 July16.qxp_Layout 1 21/06/2016 10:41 Page 2

COMMUNITY NEWS T BIZAV REVIEW

Textron Discusses Next SETP

BizAv Associations NBAA welcomed a new incentive for ADS-B equipage in which government will begin offering a $500 rebate for anyone who installs necessary equipment into fixed-wing, single-engine, piston aircraft.

NBAA President and CEO Ed Bolen commented, "We know that ADS-B is foundational in the continuing development of a NextGen aviation system, which will bring further advancements in safety, efficiency and potentially other benefits to operators. Any ability to incentivize the installation of ADS-B is welcome, in that it will benefit not just the operators with the equipment, but the aviation system as a whole.” www.faa.gov/go/rebate

Textron Aviation revealed further program details at EBACE on the development of its highly anticipated Single Engine Turboprop (SETP) aircraft, including performance

specification targets, passenger experience and the

program’s timeline. Letters of intent are being accepted… ccording to Textron, the SETP will offer cruise speeds of up to 285 knots and full fuel payload of 1,100 pounds. With a planned range of 1,600 nautical miles at high speed cruise with one pilot and four passengers, the aircraft will be able to fly from Los Angeles to Chicago, London to Moscow.

The aim is for the SETP to feature the widest and most comfortable cabin in its segment while offering best-in-class operating costs – and the program is targeting first flight in 2018.

“Developed with the pilot and passenger at the forefront, we have designed this airplane to be the clear winner in this segment, from class-leading performance and ownership costs, to superior cabin comfort and versatility,” Scott Ernest, president and CEO, Textron Aviation noted.

“We have been intentional with every detail throughout the aircraft, resulting in an exceptional airplane that is sure to impress owners, pilots and passengers alike.”

The SETP will incorporate technology specifically designed to reduce pilot workload, including Garmin’s G3000

A

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AVBUYER MAGAZINE – July 2016

intuitive touchscreen avionics suite that will include high-resolution multifunction displays and split-screen capability, and GE’s new FADEC-controlled 1,240 shp turboprop engine.

The SETP’s flat floor cabin is designed to offer the versatility to easily convert between passenger and cargo configurations. The aircraft will feature a class-leading 53-inch wide aft cargo door for loading large cargo and use in many special mission applications.

Along with room for one pilot, the SETP will seat up to eight passengers, and will boast a digital pressurization system maintaining a 6,130 foot cabin altitude at a service ceiling of 31,000 feet. The aircraft will feature six individual reclining seats and an optional belted lavatory seat with pocket door enclosure located in the back of the cabin, as well as large cabin windows, interior LED lighting, a forward refreshment cabinet and an in-flight accessible baggage compartment within the pressurized cabin.

The company has developed a cabin prototype, which it plans to display at Oshkosh. www.txtav.com www.AVBUYER.com

EASA updated the criteria it uses to trigger unannounced ramp checks of foreign aircraft recently. The guidelines list several specific items that inspectors may point to as probable cause that an aircraft might not be in compliance with regulations. The guidelines include: • • • •

•

•

Information regarding poor maintenance of, or obvious damage or defects to an aircraft; ‘Abnormal [aircraft] maneuvers that give rise to serious safety concerns’; Previous ramp inspection that has revealed deficiencies; Indications that the operator or the state in which the operator is based have been suspected of non-compliance; Evidence that the state in which an aircraft is registered is not exercising proper safety oversight; and Concerns about the operator based on instances of noncompliance that were recorded during previous ramp inspections.

The Flight Services Bureau, an independent organization that provides aviation notices to airmen, has published a generic ramp inspection checklist that operators can download. http://www.easa.europa.eu/

Aircraft Index see Page 161

Aradian May.qxp 21/09/2015 15:27 Page 1

File photo

2007 Gulfstream 150

2008 Citation Mustang

2350TT. EU Ops complaint. Satcom.

Also 2008 available

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

2008 Hawker 750

2013 Gulfstream 450

1900TT. Beige leather. Satcom. MSP Gold

File photo

Gulfstream 550

2002 Gulfstream 200

Several aircraft including 2013

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

1996 MD900

2007 Eurocopter EC135P2+

5525TT, SP IFR, High spec.

Excellent condition.

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

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

www.aradian.com UK office Tel. +44 1481 233001 Fax.+44 1481 233002 steverogers@aradian.com Also in: South America, South Africa, Russia, Spain, Germany, India & UAE

Community News 1 July16.qxp_Layout 1 21/06/2016 15:36 Page 3

COMMUNITY NEWS T BIZAV REVIEW

Paul Eremenko

BizAv People

BizAv Events 2016

Robert Baseggio was appointed by Field Aviation as vice president, business development. Based at Field Aviation’s Toronto Pearson airport facility, he will be responsible for all aspects of Field Aviation’s worldwide business development activities.

Paul Eremenko has been appointed Airbus Group’s chief technology officer. Eremenko is currently heading the Group’s A3 Innovation Centre based in San Jose, California.

Carey Miller

Tim Maystrik

J. Kenneth Forester

J. Kenneth Forester founder of Meridian, the awardwinning private aviation company based at Teterboro Airport, died suddenly early last month at the age of 94.

Steve Gerlinger is appointed sales representative for the western US on behalf of Jet Quest. Gerlinger brings almost 20 years of aircraft sales experience to his new role, having previously held positions with Charlie Bravo Aviation and Gantt Aviation among others.

Heli UK Expo Jul 1 - 3, Sywell, UK www.heliukexpo.co.uk

Farnborough Airshow Jul 11 – 17, Farnborough, UK www.farnborough.com

EAA Airventure Jul 25 - 31, Oshkosh, WI, USA www.eaa.org/en/airventure

LABACE Aug 30 - Sep 1, Sao Paulo, Brazil www.abag.org.br

Latin America Connect

Carey Miller was appointed to the newly created position for Director, Corporate Programs and Business Development, Universal Avionics. In his new role, he will oversee the activities of the Corporate Program Management team. He will continue his responsibilities for strategic business development and serving as one of the company pilots.

European Cabin Service Conference

Aug 30 - 31 Bogota, Colombia www.aea.net Sep 11 – 12, Brussels, Belgium www. ebaa.org

Business & Gen Av Day (BGAD) Sep 13, Cambridge Airport, UK www.bgad.aero

Colin Miller becomes vice president of Flight Operations, Gulfstream Aerospace. He succeeds Randy Gaston, who now works in Gulfstream’s Advanced Flight Deck Programs.

JETNET iQ Global Business Aviation Summit

Chris Nehls has been announced President of HeliTrak, bringing more than 25 years of leadership and engineering experience in the aerospace industry to the role.

NBAA: Regional Forum

Rodger Renaud was promoted to president of West Star Aviation. Renaud has more than 36 years of aviation experience with several companies, including Rockwell International and Midcoast Aviation. Most recently he was COO for West Star.

Mark Thibault becomes vice president, Southeast Asia, Asian Sky Group. He has 35 years of experience in aviation.

Dan Williams has been named to the NBAA board of directors.

Colin Miller

Jul 1 - 3, Sywell, UK www.aeroexpo.co.uk

Tim Maystrik joined Universal Weather and Aviation, Inc. as Senior Vice President, Business Development. Maystrik’s previous experience included over 30 years with Air Routing International and Rockwell Collins.

Dirk Vander Zee is vice president, sales and marketing, Mooney – a position he previously held for three years at the company prior to joining Textron Aviation in 1997 as a member of the Citation sales team.

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AeroExpo UK

Heidi Wood joins L3-Communications as vice president and chief analytics officer. She will perform operational analysis and support the company’s business development and merger and acquisitions strategy.

AVBUYER MAGAZINE – July 2016

www.AVBUYER.com

Sep 13 - 14, New York, NY, USA www.jetnet.com

Sep 15, White Plains, NY, USA www.nbaa.org

MEBAA Conference Sep 21, Qatar

Bombardier Safety Standdown Sep 27 – 29, Wichita, KS, USA www.safetystanddown.com

SpeedNews Biz & GA Suppliers Conf Oct 4 – 5, Los Angeles, CA, USA www.speednews.com

AirOPS Europe Oct 12 – 13, Cannes, France www.ebaa.org

Helitech International 2016 Oct 11-13, Amsterdam, Netherlands www.helitechevents.com T

Aircraft Index see Page 161

For Preliminary Program Visit www.SpeedNews.com

21st Annual Business & General Aviation Industry Suppliers Conference

Supported by

Market Forecasts & Industry Briefings

October 4-5, 2016 - Jonathan Club, Los Angeles, CA

T

he SpeedNews 21st Annual Business & General

Presentations From *

Aviation Industry Suppliers Conference is designed

• Asset Insight

for equipment manufacturers, material suppliers, MRO and IT suppliers, aviation marketing and business development professionals, analysts and the financial community, wanting to learn about the latest industry programs.

You will hear from industry experts from both business and general aviation and manufacturers on industry advancements and achievements. If you are interested

• BofA - Merrill Lynch Global Research • Bombardier Business Aircraft • Dassault Falcon Jet • Embraer Executive Aircraft • GE Aviation • Gulfstream Aerospace • ICF International • InterFlight Global Corporation • Jetcraft Avionics • Philpott Ball & Werner • PNC Aviation Finance

in having a better understanding of the industry, current

• Rolland Vincent Associates

programs, market forecasts and deliveries, this is the

• Textron Aviation

Conference you won’t want to miss.

• Walsh Aviation * Visit www.SpeedNews.com for updates

Aircraft Bluebook Market Values Roundtable to be held on October 5 SpeedNews • 11500 W. Olympic Blvd., Suite 574 • Los Angeles, CA 90064, USA • Tel: +1-424-465-6501 • Email: jspeed@speednews.com For more information on this and other SpeedNews Aviation Industry Suppliers Conferences, please visit www.speednews.com

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6/17/2016 10:54:43 AM

Global Jet Falcon 7X SN 218 July.qxp 21/06/2016 16:26 Page 1

S H O W C A S E

Dassault Falcon 7X Asking Price: $38,500,000 USD

Serial Number: Registration:

218

Airframe TT: Landings:

524 242

High quality finishes and very low time: everything to charm you!

Capacity: Engines program coverage: APU program coverage: Galley: Certification:

12 Passengers Eagle Service Plan (Gold Plan) Honeywell’s Service Plan (Gold Plan) Forward EU-OPS1

• Exceptional condition • Always been hangared • EASy II upgraded with: SBAS / LPV - CPDLC-ATN - CPDLC-FANS 1A • Equipped with RAAS and LSS Global Jet Monaco Florian Van Der Cruyssen, Aircraft Sales Director, Villa l'Union, 27 Boulevard des Moulins – 98000 Monaco

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Aircraft Index see Page 161

Global Jet Falcon 7X SN 218 July.qxp 21/06/2016 16:27 Page 2

S H O W C A S E

Tel: +377 97 77 01 04 E-mail: florian.vandercruyssen@globaljetmonaco.com www.globaljetconcept.com

Advertising Enquiries see Page 4

www.AvBuyer.com

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Global Jet Falcon 7X sn167 July.qxp 21/06/2016 16:28 Page 1

S H O W C A S E

Dassault Falcon 7X Asking Price: $31,750,000 USD

Serial Number: Registration:

167 LX-USM

Airframe TT: Landings:

2043 872

A very elegant 7X to discover!

Capacity: Airframe program coverage: Engines program coverage: APU program coverage: Certification:

14 Passengers Falcon Care ESP MSP EU-OPS1

Global Jet Monaco Florian Van Der Cruyssen, Aircraft Sales Director, Villa l'Union, 27 Boulevard des Moulins – 98000 Monaco

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Aircraft Index see Page 161

Global Jet Falcon 7X sn167 July.qxp 21/06/2016 16:28 Page 2

S H O W C A S E

Tel: +377 97 77 01 04 E-mail: florian.vandercruyssen@globaljetmonaco.com www.globaljetconcept.com

Advertising Enquiries see Page 4

www.AvBuyer.com

July 2016 – AVBUYER MAGAZINE

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Global Jet G450 SN 4122 July.qxp 21/06/2016 16:30 Page 1

S H O W C A S E

Gulfstream G450 Price Reduced: $14,750,000 USD The owner is motivated to sell and will consider any reasonable offer!

Serial Number: Registration:

4122

Airframe TT: Landings:

3604 1800

Attractive upgrades on this G450!

Capacity: Engines program coverage: APU program coverage: Galley: Certification:

16 Passengers Rolls Royce Corporate Care Honeywell’s Service Plan Forward EU-OPS1

Avionic upgraded in Savannah (April 2016): • ASC 911A PlaneView Master Operating System (MOS) • ASC 059C Enhanced Navigation • ASC 079A ADS-B Out • CPDLC – FANS 1/A • TCAS 7.1

Global Jet Monaco Florian Van Der Cruyssen, Aircraft Sales Director, Villa l'Union, 27 Boulevard des Moulins – 98000 Monaco

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Aircraft Index see Page 161

Global Jet G450 SN 4122 July.qxp 21/06/2016 16:31 Page 2

S H O W C A S E

Tel: +377 97 77 01 04 E-mail: florian.vandercruyssen@globaljetmonaco.com www.globaljetconcept.com

Advertising Enquiries see Page 4

www.AvBuyer.com

July 2016 – AVBUYER MAGAZINE

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Global Jet G550 SN 5113 July.qxp 21/06/2016 16:32 Page 1

S H O W C A S E

Gulfstream G550 The asking price is $24,750,000 USD

Serial Number: Registration:

5113 N919PE

Airframe TT: Landings:

2461 931

An incredibly well covered G550!

Capacity: Airframe program coverage: Engines program coverage: APU program coverage: Avionics program coverage:

16 Passengers Plane Parts Rolls Royce Corporate Care Honeywell MSP GOLD Honeywell Avionics Protection Plan

• New exterior paint done in 2014 • Gulfstream BBML • Synthetic Vision • ADSB OUT (ASC 105) • Enhanced Navigation including CPDLC/FANS 1A (ASC 084) Global Jet Monaco Florian Van Der Cruyssen, Aircraft Sales Director, Villa l'Union, 27 Boulevard des Moulins – 98000 Monaco

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Aircraft Index see Page 161

Global Jet G550 SN 5113 July.qxp 21/06/2016 16:32 Page 2

S H O W C A S E

Tel: +377 97 77 01 04 E-mail: florian.vandercruyssen@globaljetmonaco.com www.globaljetconcept.com

Advertising Enquiries see Page 4

www.AvBuyer.com

July 2016 – AVBUYER MAGAZINE

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Global Jet G550 SN 5395 July.qxp 21/06/2016 16:34 Page 1

S H O W C A S E

Gulfstream G550 Price Reduced: $40,750,000 USD

Serial Number: Registration:

5395 OE-LPN

Airframe TT: Landings:

1252 872

An immaculate 2013 G550 equipped with the Elite Interior Option!

Capacity: Airframe program coverage: Engines program coverage: APU program coverage: Certification:

13 Passengers Plane Parts Rolls Royce Corporate Care Honeywell’s Service Plan EU-OPS1

Compliant with the new airspace regulations: • TCAS 7.1 (ASC 103) - ADSB OUT (ASC 105) • Enhanced Navigation including CPDLC/FANS 1A (ASC 084) Global Jet Monaco Florian Van Der Cruyssen, Aircraft Sales Director, Villa l'Union, 27 Boulevard des Moulins – 98000 Monaco

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www.AVBUYER.com

Aircraft Index see Page 161

Global Jet G550 SN 5395 July.qxp 21/06/2016 16:34 Page 2

S H O W C A S E

Tel: +377 97 77 01 04 E-mail: florian.vandercruyssen@globaljetmonaco.com www.globaljetconcept.com

Advertising Enquiries see Page 4

www.AvBuyer.com

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Global Jet Global 6000 July.qxp 21/06/2016 16:35 Page 1

S H O W C A S E

Bombardier Global 6000 Asking Price: Make Offer

Serial Number:

9559

Airframe TT: Landings:

488 216

Very nice interior and low time!

Capacity: Engines program coverage: APU program coverage: Certification: Galley:

15 Passengers Rolls-Royce Corporate Care Honeywell MSP EU-OPS1 Forward

Global Jet Monaco Florian Van Der Cruyssen, Aircraft Sales Director, Villa l'Union, 27 Boulevard des Moulins – 98000 Monaco

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Aircraft Index see Page 161

Global Jet Global 6000 July.qxp 21/06/2016 16:36 Page 2

S H O W C A S E

Tel: +377 97 77 01 04 E-mail: florian.vandercruyssen@globaljetmonaco.com www.globaljetconcept.com

Advertising Enquiries see Page 4

www.AvBuyer.com

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IAG x2 July.qxp 22/06/2016 09:59 Page 1

S H O W C A S E

Price: $4,795,000 USD

2000 Falcon 50EX Serial Number: Registration: Airframe TT: Landings:

304 N909JM 5578.4 4083

• One US Owner Since New • Unmatched Pedigree • Engines/APU On MSP Gold • WAAS/LPV • ADS-B Out • AirCell Axxess II SatCom

• GoGo Biz High-Speed Data • Dry Bay Mod • Always Operated FAR 135 • New Paint 2010 • Fresh 1A/1A+, 2A/2A+, 4A/4A+, 1B/2B/4B, Landing Gear Detailed Inspection

Price: $14,750,000 USD

2004 Falcon 900EX EASy Serial Number: Registration: Airframe TT: Landings:

137 N50NU 3256 2149

• Pristine Pedigree, Condition, Maintenance, History and Records • 2C Inspection and Landing Gear Overhaul Currently in Progress • Immaculate Interior - Refurbished in 2014 • New Paint in 2014 • 12-Passenger Interior with Forward Crew Lavatory • Two US Owners Since New

• EASy II with ADS-B Out / LPV Approach / XM Graphical Weather / Dual Charts • Heads-Up Guidance System (HGS) • Synthetic Vision System (SVS) • TCAS 7.1 • EMTEQ LED Lighting and New Honeywell C200 Touch Screen Controls • MCS-7000 SATCOM w/ Swift 64 Data • GoGo Biz ATG-5000 w/ GoGo Biz Voice, Text and Talk • Engines / APU on MSP Gold

Manhattan Seattle Silicon Valley 136

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Cass Anderson or Jeff Habib Managing Partners +1 212 888 7979 info@iagjets.com www.iagjets.com Aircraft Index see Page 161

ArcosJet July.qxp_Heeren Cit Ultra sep 22/06/2016 12:40 Page 1

S H O W C A S E

2011 Bombardier Global XRS Serial Number: Registration: Airframe TT: Landings:

9394 VP-CBM 1560 631

• Well-optioned, one owner since new • MTOW extended to 99 500 lbs, Batch 3 avionics upgrade • Engines on Rolls-Royce Corporate Care • Wi-Fi router (Internet speed 128 kbps), Inmarsat/Iridium sat phone ( 2 wire handsets and 2 wireless handsets) • Vision flight deck with EVS, Batch 3 - Package 3 incorporated: FANS 1/A+ / RNP 4 30/30 / WAAS (SBAS) – LPV • 15 Passenger Interior

The Bombardier Global XRS remains one of the most comfortable, efficient, and quiet long-range business jets. In terms of comfort and flight performance it is identical to the newer Global 6000, yet can be acquired at a much better price, making it a great find for the discerning buyer.

The cabin with a classical colour scheme is divided into two areas: a living room with two sets of club seats, and a private stateroom in the back.

The cockpit is equipped with additional systems and upgrades, such as EVS, FANS 1/A+, and ADS B-out, increasing flight safety and reducing pilot workload.

Price: Make Offer

ArcosJet Contact: Ivan Veretennikov

Advertising Enquiries see Page 4

www.AvBuyer.com

Tel: +7 926 326 0050 Email: ivan.veretennikov@arcosjet.com,

July 2016 – AVBUYER MAGAZINE 137

Aviatrade Belgium Falcon 7X May.qxp 23/06/2016 15:02 Page 1

S H O W C A S E

Falcon 7X Serial Number:

046 VQ-BAA

Fresh full refurbishment and fresh 1c for sale by owner

Engines 2009 Falcon 7X with Crew Rest 11 PAX +4 s/n 046 VQ-BAA EU-OPS1 TTSN 3740 TCSN 932 No Damage One owner since new ESP/MSP GOLD UNDER FALCON CARE EASY II+ HUD EVS 2 EFB SDR Router +wifi 1C check ongoing in Basel with Jet Aviation Fully refurbish March 2016 Perfect time for a visit and/or PBI Full spec on www.avitrade.eu Price make Offer

Avitrade Belgium 7, rue de Pallandt B-1341 Ceroux Mousty Belgium

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Tel: +32 10 617 153 Fax: +32 10 617 957 Cell: +32 475 621 539 Email: info@avitradebelgium.com www.avitrade.eu Aircraft Index see Page 161

Aviatrade Belgium Legacy 650 June.qxp 23/06/2016 15:00 Page 1

S H O W C A S E

Legacy 650 Serial Number:

14501121

Very Low time Aircraft with Swift Broadband High Speed Internet & Wi-Fi equipped

Engines Description: Rolls Royce AE3007A2 Left Engine Serial Number: CAE313219 Total Hours Since new 1590 Hours Total Cycles Since new 801 Cycles Right Engine Serial Number: CAE313220 Total Hours Since new 1590 Hours Total Cycles Since new 801 Cycles HSI Due/Overhaul Due On Condition Program Coverage Rolls Royce Corporate Care

Full spec on www.avitrade.eu

Avitrade Belgium 7, rue de Pallandt B-1341 Ceroux Mousty Belgium Advertising Enquiries see Page 4

www.AvBuyer.com

Tel: +32 10 617 153 Fax: +32 10 617 957 Cell: +32 475 621 539 Email: info@avitradebelgium.com www.avitrade.eu July 2016 – AVBUYER MAGAZINE

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Jet Sense Aviation, LLC Lear 40XR July.qxp_Empyrean 22/06/2016 10:05 Page 1

S H O W C A S E

Asking price $2,595,000 2008 Learjet 40XR Serial Number: Registration: Airframe TT: Landings:

2104 N550DN 4738 3858

• MSP Gold • New UNS-1EW (WAAS+LPV) • New ADS-B Out Installed • New Paint & Interior (June 2016) • Fresh Gear Inspection (3/2016) • Fresh ABC Inspection (3/2016) • Fresh Pre Buy and Borescopes • Air Conditioning Engines Left Engine Description Honeywell TFE 731-20BR-1B S/N: P-116913C THSN: 4743 Hours TCSN: 3861 Program Coverage MSP GOLD Engines Right Engine Description Honeywell TFE 731-20BR-1B S/N: P-116912C THSN: 4749 Hours TCSN: 3868 Program Coverage MSP GOLD Avionics Universal UNS-1EW (WAAS+LPV) TCAS II Primus 1000 DU-870 EFIS/MFD Dual AZ-850

Dual AHZ-800 Dual Honeywell RNZ-851 EICAS Dual Honeywell RCZ-833 Honeywell Primus WU-660 w/ Color RT-300 Honeywell Mark V w/ Windshear Alert Honeywell Artex C406-2 w/ Nav Interface Dual IC-600 Dual Honeywell 800 Features  UNS-1EW (WAAS+LPV)  NEW ADS-B Out Installed  RVSM Capable  Precise Pulselight System  115 VAC Outlets  New Paint & Interior (June 2016) Interior Six (6) Passenger Seats and One (1) Belted Lav, Features Six (6) Executive Club Chairs with Four Fold-Out Tables, Forward Galley and Standard Aft Lav, External Baggage Compartment Exterior NEW 2016: Matterhorn White (TOP), Flying Beige & Black Stripe

Jet Sense Aviation, LLC Contact: Brett Forrester 550 N. Rand Road, Lake Zurich, Illinois 60047

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Tel: +1 (847) 550 4660 Email: brett@jetsenseaviation.com www.jetsenseaviation.com

Aircraft Index see Page 161

Jet Sense Aviation, LLC Lear 60XR July.qxp_Empyrean 22/06/2016 10:07 Page 1

S H O W C A S E

Asking price $3,525,000 2008 Learjet 60XR Serial Number: Registration: Airframe TT: Landings:

348 N550DG 3916 2731

• ESP Gold • Enrolled in SMART PARTS • Fresh A Inspection in February 2016 • TCAS II w/ Change 7 • Enrolled in CAMP• Part 135 Ready • New Paint Striping 7/15 • No Damage History • Always US Registered • Always Bombardier Maintained • Complete Logbooks Engines Left engine Pratt & Whitney PW305A Hours: 3844. Cycles: 2683 Engines Right engine Pratt & Whitney PW305A Hours: 3834. Cycles: 2677 Avionics 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 FMS: Dual Collins FMS 5000

ADF: Dual Collins ADF-462 Cockpit Voice Recorder: Universal CVR-120 Communications: Dual Collins VHF 422C DME: Dual Collins DME-442 Navigation: Dual Collins VIR-432 Transponder: Dual Collins TDR-94D Radar: Collins WXR-840 Color Weather Radar System ELT: Artex C406-2 MHz ELT w/Nav Interface 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 (2) 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 Striping 2015. Top Fuselage is Matterhorn White. Bottom Fuselage is Royal Blue. Accent Stripes are Silver Additional 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

Jet Sense Aviation, LLC Contact: Brett Forrester 550 N. Rand Road, Lake Zurich, Illinois 60047

Advertising Enquiries see Page 4

www.AvBuyer.com

Tel: +1 (847) 550 4660 Email: brett@jetsenseaviation.com www.jetsenseaviation.com

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Jet Sense Aviation, LLC Citation Excel July.qxp_Empyrean 22/06/2016 10:03 Page 1

S H O W C A S E

Asking price $3,495,000 1999 Cessna Citation Excel Serial Number: Registration: Airframe TT: Landings:

560-5026 N697FF 2519.1 2077

• ESP GOLD • Dual UNS-1C FMS • APU (On Program) • Externally Serviceable Lav • TCAS II Change 7 • Complete Logs • Enrolled in CESCOM Engines LEFT ENGINE Pratt & Whitney 545A. S/N: DB0054. THSN: 2364.1 Hours. TCSN: 2321. ESP GOLD RIGHT ENGINE Pratt & Whitney 545A. S/N: DB0053. THSN: 2421.8 Hours. TCSN: 2271. ESP GOLD APU Description Serial Numbers Total Hours Since New Program Coverage

Honeywell 100 P-266/3800722-1 1053.8 Hours MSP

Avionics Honeywell Primus P-1000 Dual Universal UNS-1C Allied Signal TCAS II w/ Change 7 Allied Signal EGPWS Dual Honeywell NAV NV-851

Dual Honeywell DME DM-850 Dual Honeywell ADF DF-850 Dual Honeywell VHF TR-850 AA-300 Honeywell Primus 880 (Color) Dual Universal 12 Channel Dual Honeywell XS-852B w/ Mode S Fairchild A200S Honeywell XS-852B Mode S Dual Artex 110-4 Additional features • RVSM / RNP-10 • TCAS II Change 7.1 • Exterior Serviced Lav • Thrust Reversers • Monorail Sunvisor • NICAD Battery • Right Hand Gear Control • 76 Cu Ft Oxygen System Interior Number of Passengers Nine (9) Refreshment Center Location Fwd Refreshment Center Lavatory Location Aft Lav Other Notable Features: Champagne Leather Seating with Aft Side Facing Belted Lav Seat with Flushing Potty, Forward Two Seat Divan, Right Hand Forward Storage Cabinet, Aft Left Hand Storage Cabinet and Toilet Exterior Base Paint Color(s) White Stripe Color(s) Six Blue Accent Stripes

Jet Sense Aviation, LLC Contact: Brett Forrester 550 N. Rand Road, Lake Zurich, Illinois 60047 Tel: +1 (847) 550 4660 Email: brett@jetsenseaviation.com www.jetsenseaviation.com

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Gantt Aviation, Inc. Contact: Jay Gantt 221 Stearman Drive, Georgetown TX 78628 Tel Office: +1 512 863 5537 Email: Jay@ganttaviation.com www.ganttaviation.com Aircraft Index see Page 161

CAAP G280 July.qxp 22/06/2016 10:19 Page 1

S H O W C A S E

Asking price $20.995 Million

New Gulfstream G280 Serial Number: Registration: Airframe TT: Landings:

2054 N186RW 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 2054 is loaded with over $2 million of the most desirable factory options.

Engines and APU enrolled in MSP 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 Aircell Gogo Biz high-speed internet

Corporate Aviation Analysis & Planning Inc 97 Village Lane, Suite 100, Colleyville, TX 76034, USA Advertising Enquiries see Page 4

www.AvBuyer.com

Tel: +1 817 428 9200 Fax: +1 817 428 9201 Email: gherbst@caap.com www.caap.com

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Horizon Aircraft Sales July.qxp_Heeren Cit Ultra sep 22/06/2016 12:57 Page 1

S H O W C A S E

2014 Cessna Citation X+ Serial Number:

750-505

Airframe TT: Landings:

194 166

Aircraft Highlights One Corporate Owner, Like-New with 194 hours, Enrolled on Rolls Royce Corporate Care, Garmin 5000 Avionics Suite, TCAS II, Fastest Business Jet in the World (0.935 Mach Maximum Cruise Speed), Under Factory Warranty Through 2019!

• Engines Enrolled On Rolls-Royce Corporate Care • ADS-B Out, and TCAS 7.1 Capable • Garmin Synthetic Vision Technology (SVT™) • Aircell Axxess® II Iridium Satellite Telephone • Garmin GDR 66 VHF VDL Mode 2 Datalink Radio • Collins ADF Receiver Airframe AFTT: 194 Hours AFTC: 166 Cycles Engines E1: Rolls-Royce AE 3007C2. TTSN: 194 Program Coverage: Rolls-Royce Corporate Care Engine Overhauls Due: 4,500 hours

Avionics Garmin 5000 Avionics Suite Synthetic Vision Technology (SVT) Stormscope GDR 66 VHF Data Link Cockpit Voice Recorder TCAS II GWX 70 Weather Radar Dual GTX-3000 Transponders Dual RVSM Air Data Computers GRA 5500 Radio Altimeter Interior 9 passenger executive seating with forward and aft four place club seating (double club) including a belted lav. Light grey interior with rich wood accents, LED cabin lighting. The cabin also features an extended refreshment center Exterior Overall white with blue and maroon separating strips Please Contact For Price

E2: Rolls-Royce AE 3007C2. TTSN: 161 Program Coverage: Rolls-Royce Corporate Care Engine Overhauls Due: 4,500 hours

Horizon Aircraft Sales Randall Mize 1701 N. Market St. Suite 445, Dallas Texas 75202, United States

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Tel: +1 (877) 721 7903 Email: randall@horizonaircraftsales.com www.HorizonAirGroup.com

Aircraft Index see Page 161

Mente July.qxp 21/06/2016 12:53 Page 1

S H O W C A S E

Asking price $1.99M

1998 Hawker 800XP

Delray Dobbins, Cell: +1 (214) 551-5151 Tel: +1 (214) 351-9595 E-mail: ddobbins@mentegroup.com

Serial Number: Registration: Airframe TT: Landings:

- Precise Pulselights - CAMP Maint. Tracking - DeVore Tel-Tail Lighting Interior Interior 2006, 8 pax (5 beige leather seats with a 3 place navy fabric divan) plus belted lav. Forward galley with Corian work surface, ice drawer, lighted crystal display, microwave, hot coffee, and china storage.

Mar 2015 updates include re-dyed seats, new carpet / padding, new headliner, lower sidewalls recovered; new Flightfloor in galley, cockpit, and on steps; LED lighting on lower sidewalls and headliner, new sound insulation, new DVD/CD player with Bluetooth control, new stereo speakers Exterior Paint 2002, touched up in 2015. New LH & RH Windshield 03/15

258369 N621WH 6312.9 5418

Engines Honeywell TFE731-5BR-1H Engine Program: MSP Gold Left Engine s/n P107350 Current Time: 6200 hrs, 5310 cycles - MPI c/w 6200 hours (01/16) next due 8300 hours - CZI c/w 4191 hours (07/08) next due 8391 hours Right Engine s/n P107311 Current Time: 6116 hours, 5267 cycles - MPI c/w 4226 hours (11/08) next due 6232 hours - CZI c/w 4226 hours (11/08) next due 8400 hours APU Honeywell GTCP36-150 (W) APU Program : MSP 4290 Hours 5400 Cycles

Avionics Avionics Program Collins CASP ADF Collins ADF-462 Air Data Computer Dual Collins ADC-850D Avionics Package Collins EFIS-86E 5-tube / Pro Line 4 Comm Radios Dual Collins VHF-422C w/ 8.33 spacing CVR Universal CVR-30B DME Dual Collins DME-442 FMS Dual Universal UNS-1D w GPS Flightphone Magnastar C-2000 w Dual Handset (service off) GPS Dual Collins GPS-4000 Hi-Frequency Collins HF-9000 w SELCAL Nav Radios Dual Collins VIR-432 w FM Immunity Radar Altimeter Collins ALT-55B Additional Features - Airshow 400 - Long Range Oxygen - Dee Howard Thrust Reversers

Asking price $5.75M

2002 Falcon 50EX Serial Number: Registration: Airframe TT: Landings:

324 N150RJ 4403.5 3205

Engines GARRETT TFE731-40-1C NO. 1: 4334.6 TSN 3156 CSN S/N P115334 NO. 2: 4358.0 TSN 3175 CSN S/N P115338 NO. 3: 4289.5 TSN 3135 CSN S/N P115336 ENGINES ENROLLED ON MSP GOLD APU GARRETT 36-100A APU S/N 437 2553.2 TSN ON MSP GOLD Avionics COLLINS PRO-LINE 4 IFS: COLLINS EFIS-4000 (FOUR TUBE)

David Coppock, Cell: +1 (602) 509-0953 Tel: +1 (214) 351-9595 E-mail: dcoppock@mentegroup.com

COMM: NAV: ADF: DME: RADAR:

TRIPLE COLLINS VHF-422C DUAL COLLINS VIR-432 Dual Collins ADF-462 DUAL COLLINS DME-442 COLLINS TWR-850 w/ DUAL CONTROL PANELS X/PDR: DUAL COLLINS TDR-94D MODE S AUTOPILOT: COLLINS APS-4000 HF: DUAL COLLINS HF-9034A W/ COLTECH SELCAL FMS: DUAL COLLINS FMS-6100 GPS: DUAL COLLINS GPS 4000 IRS: DUAL HONEYWELL LASEREF III R/ALT: DUAL COLLINS ALT-55B w/ DUAL ANTENNAS

Mente Group, LLC 15301 North Dallas Parkway, Suite 1010 Addison, TX 75001

Advertising Enquiries see Page 4

www.AvBuyer.com

Interior Configured for nine passengers with six individual fully articulating and berthable club chairs and a three place divan. A mirrored AFT Bulkhead, brushed aluminium fixtures and medium dark cabinetry with a high gloss finish.

Cabin amenities Inc. an aft lavatory, forward refreshment center equipped with china & crystal storage. A DVD, high temp oven, microwave & a Krupp’s Nespresso coffee maker, MSA shades, three executive tables, three personal monitors. Audio/Video/Light Membrane touch controls; located at each seat. Refurbished by Duncan Aviation Sept 2012 Exterior Overall Matterhorn White with Castle Tan, Deep Red and Gloss Black Stripes. NEW BY DUNCAN AVIATION SEPTEMBER/2012

Tel: +1 214 351 9595 www.mentegroup.com

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JetPro Texas King Air B200 July.qxp_Heeren Cit Ultra sep 21/06/2016 12:55 Page 1

S H O W C A S E

2003 King Air B200 Blackhawk XP61 Serial Number: Registration:

BB-1833 N375JP

Airframe TT: Landings:

5,789 4,425

Airframe 5,789TotalTimeSinceNew 4,425 Total Airframe Cycles Engines Two Pratt and Whitney Canada PT6A-61 –1346 SHP Each (Flat rated) S/N TSN TCSN Left: PCE-HA0224 350 178 Right: PCE-HA0225 350 178 Propellers Hartzell Model HC-E4N-3 Heated Four Blade Overhaul c/w 8/2014 TSO: 350 CSO: 178 Avionics Collins EFIS 84 System Collins APS-65 Autopilot Dual Collins VHF-22C Coms Dual Collins VIR-32 Nav Dual Collins TDR94D Transponders Collins ADF-60A Dual Collins DME-42 Collins TCAS-4000 TCAS II Garmin GNS-400 GPS Honeywell Mk VI EGPWS Collins WXR-270 Color Weather Radar

Collins ALT-55B Radio Altimeter Collins ALI-80A Altimeter Full Copilot’s Instruments L3 FA2100-1020 CVR Artex C406-2 ELT Interior Pewter leather interior with charcoal thick pile carpet. Refurbished woodwork throughout including interior tables and furnishings. Two place side facing couch fitted and a single seat option available. Interior refurbished August 2014 Exterior Paint- Striking Matterhorn White with Red and Black Stripes - New January 2015 Additional Features RVSM Capable Engine Fire Extinguishers Dual Door Cables MEDCO High Security Locks 110VAC Outlets Propeller Syncrophaser Maintenance Fresh Phase 1-4 completed June 2016

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 161

J New Aviation July.qxp_Heeren Cit Ultra sep 22/06/2016 12:45 Page 1

S H O W C A S E

1979 Lockheed Jetstar II Serial Number: Registration: Airframe TT: Landings:

5232 N77C 8,640 5,890

Engines 4 TFE 731-3-1K. 4200 TBO MPI/HS Interval 1400 TTSN Next MP Next CZI 8,447.4 662.8 2,001.0 8,344.5 885.3 795.9 8,515.3 1,193.6 1,395.5 8,540.1 287.5 3,082.5 APU GTCP 30-92C 1,646.6 Avionics COMMS 3 Collins VHF-22C, NAVS 2 Collins VIR-30A, Transponders 2 Collins TDR-940, HF Radios 2 King KHF-950 w/ Selcal, Flight Directors 2 FD-109G, Autopilot Collins A/P 105, Air Data Computers Dual ISS-90 ADC Flight MGMT Systems 2 Universal UNS1-FW, WAAS, LPV, RNP-1, with Unilink, B&D CVR, TCAS II TTR-4000, MFD Universal, Radar Honeywell Primus 660, 2 CMC EFB With Electronic Charts, XM Weather, & EGPWWS Honeywell Mark VII

Interior Nine Place, with Jump/Flight Attendant Seat (10) Exterior White with Orange and Blue Stripes Additional Features One owner last 27 years, Long Range O2, Fire Blocked, Stage III, Flight Status Display, 2 AHRS w/ 3rd Backup Gyro, & ATP Maintenance Tracking Program

Price: $500,000.00 USD Aircraft offered is subject to prior sale or withdrawal from market. Specifications subject to verification by Purchaser.

J New Aviation, LLC 10 NW Richards Road Kansas City, MO 64116, USA

Advertising Enquiries see Page 4

www.AvBuyer.com

Tel: +1 816-876-7038 Email: jay@mkcaviation.com

July 2016 – AVBUYER MAGAZINE 147

EAS Ltd July.qxp_Empyrean 21/06/2016 16:05 Page 1

S H O W C A S E

2009 Airbus Elite 318+ Serial Number: Registration: Airframe TT: Landings:

3985 A6-AJC 3002.25 978

This new member of the Airbus aircraft family typically seats up to 19 passengers flying larger groups than traditional business jets, making it ideal for big companies, government delegations, and extended families. With the widest and tallest cabin of any business jet, the A318 Elite also delivers unprecedented comfort, space and freedom of movement.

This luxurious aircraft features an attractively elegant cabin with an extra bathroom, and a settee that converts to a double-bed, which will meet the needs of discerning travelers and makes them feel at home • "C" Check - Completed June 2016 • Surround Sound System • DVD player in each Zone- Airshow 4000 • Audio Video Input ( Lounge + Private Office- P.O) • TV DISPLAYS Entourage Area 1 X 20” Lcd Lounge 2 X 20” Lcd & 1 X 42” Lcd Private Office 1 X 2 0” Lcd & 1 X 31” Lcd • Hi-Fi Speakers in P.O + Lounge • Fax Machine • Satcom Phone system with 7 cordless handsets • Power Outlets throughout the whole cabin • Skillet for making hot meals on Board + toaster

• Convection Oven + Microwave • Dome Ceiling Lights in all areas • LED Lighting systems • Audio Video Auxiliary inputs • High Speed internet – Wi-Fi • Noise cancelling Headsets • Full Galley + Bar • Luxurious VIP Lavatory • Mid Cabin Lavatory • Separate Crew Lavatory • Zonal Temperature control • Safe Date Entered Operation: February 2010 Number of passengers 19 passengers Crew 2 Pilots / 2-3 cabin crew Engine Model CFM56-5B9/3 Max Range 3980nm / 7371km Max Cruise Speed M 0.78 / 460knts / 850 kmh Service Ceiling 39800ft Cabin Volume 5300 ft3 / 150 m3 Cabin Length 70ft 2in / 21.38m Cabin Height 7ft 4in / 2.25m Cabin Width 12ft 1in / 3.70m Baggage Volume 430 cu. Ft. / 12.2 m3 Baggage number + Weight 110 bags / 2920kg Standard Baggage Dimension 70x 50x20 cms Interior: Newly refurbished - July 2015

EAS Ltd Emad Sharghi Chief Executive Officer

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Tel: +971-50-329-5187 | GMT/UTC+4 www.execairsales.com

Aircraft Index see Page 161

Sorens Group May.qxp 22/06/2016 12:47 Page 1

S H O W C A S E

2012 Challenger 605 Serial Number: Airframe TT: Landings:

5892 1365 568

• Off-market, ready for buyer • Aircraft model: CL-600-2B16 • One owner since delivery • Hangered • Only owners flights, no charters APU 1141 hours Avionics VHF - 4000 Rockwell Collins (2) NAV-4000 Rockwell Collins (2) AFCS (2) TDR-94D Rockwell Collins (2) DME-4000 Rockwell Collins (2) FMC-6000 Rockwell Collins (2) GPS-4000S Rockwell Collins (2) AFD-5220 Rockwell Collins (2) RTA NAV-4000 Rockwell Collins (2) ALT-4000 Rockwell Collins (2) Laser RefV Honeywell (2) HF-9031A Rockwell Collins (2) Cockpit Voice Recorder (1) Flight Data Recorder (1) ELT C406-N ARTEX (1) TCAS II Chg7.1 TTR-4000 Rockwell Collins (2) ST4200 Aircell (1) AFD-5220E Rockwell Collins (2) MK V EGPWS Honeywell (1) CSD-714 Avtech (1)

Interior • Eleven (11) passengers executive interior.

Forward cabin is featured by four (4) place club with pull-out tables, as well as a forward galley.

• Aft cabin area offers four (4) place left side conference group opposite right side three (3) place divan. Aft passenger lavatory.

• Fully equipped forward galley offers numerous amenities including cooled storage, high-temp oven as well as Nespresso machine and coffee maker. Cabin Entertainment System features an Airshow ASXi Interactive with Network Package & Lonely Planet World Guide. Two enlarge monitors are installed in forward and aft partitions.

• All seats are made of beige leather.

• Cabin interior was completed with Enhanced Soundproofing and features high gloss medium bright wood cabinetry complimented by polished gold plating and dark carpeting all over the cabin.

Sorens Group Ltd 1 1\2 Miles Northern Highway, Belize City, Belize

Advertising Enquiries see Page 4

www.AVBUYER.com

Tel: +43 (664) 430-12-27 Email: sales@sorens.aero www.sorens.aero

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Aviatrade July.qxp 22/06/2016 08:45 Page 1

S H O W C A S E

1999 Falcon 2000 Serial Number: Registration:

098 M-ABCD

Airframe TT: Landings:

9748.3 6073

Airframe Status TOTAL TIME: 9748.3 Hours LANDINGS: 6073 APU (P-346) 4527.0 Hrs Engine Status Left engine: CFE 738-1-1B Serial Number: P-105364 Hours: 8642.9 MPI due: 10732 CZI due: 13232 Right engine: CFE 738-1-1B Serial Number: P-105348 Hours: 8632.9 MPI due: 8890 CZI due: 8910 Engines and APU are enrolled on the Honeywell MSP GOLD Program APU: Honeywell GTCP 36-150(FM2), P-346, 4527.0 hours Avionics Collins ProLine 4: Collins 4 Tube EFIS Dual Collins ADC 850C Air Data Computers Dual Honeywell LaserRef IRS with third Collins AHRS Heading Source

Dual Collins FMS 6000 with dual GPS 4000 Collins DBU-5000 Solid State Data Loader Unit Dual Collins Flight Director Computers Single Collins AutoPilot Dual Collins RTU 4220 Radio Managements Units Dual Collins VIR 432 Nav Units Dual Collins VHF 422C Comm Units Dual Collins DME 442 Dual Collins ADF 462A Dual Collins TDR-94D Enhanced Mode S Diversity Transponders Collins RTA-858 Color Weather Radar Collins ALT 55B Radio Altimeter Dual Collins HF-9000 HF Radios with SELCAL Honeywell MK V EGPWS Honeywell SSFDR Digital Flight Data Recorder Honeywell SSCVR Digital Cockpit Voice Recorder Collins TTR-920 TCAS II with Change 7.1 Aircraft enrolled on Rockwell Collins CASP Avionics Insurance program Additional Equipment RVSM Compliant Honeywell VHF AFIS Magnastar C-2000 Flight Phone Aircell ATG-5000 Broadband System (Provisions only) Socata 406 MHz ELT Airshow Genesys System 110 VAC Electrical Outlets Individual Side Ledge Monitor Mounts DVD, CD and Video Cassette Player Coffee Maker Convection Oven Microwave Oven

Weights Gross Weight (Ramp): 36,000 lbs Max Take Off Weight: 35,800 lbs Max Landing Weight: 33,000 lbs Max Zero Fuel Weight: 28,660 lbs Empty Weight 22,372 lbs Interior Ten (10) passenger seating cabin. The forward cabin has four (4) executive seats upholstered in beige leather. The aft cabin has a four (4) place club arrangement upholstered in beige leather opposite two (2) executive seats. There is a forward galley with coffee maker and microwave oven. The cabin is outfitted with an aft lavatory.

The woodwork finish is dark high gloss veneer.

Interior is fire-blocked Exterior Overall White with Taxco Silver, Ming Blue and Black Pearl Stripes Location Farnborough: UK

Priced to Sell

AVIATRADE INCORPORATED NEW YORK, LOS ANGELES, HONG KONG, LONDON Philip Rushton President

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Aircraft Index see Page 161

Aviatrade July.qxp 22/06/2016 08:45 Page 2

S H O W C A S E

Tel: +1 908 696 1174 Fax: 1 908 696 1175 philiprushton@aviatrade.aero www.aviatrade.aero Advertising Enquiries see Page 4

www.AvBuyer.com

July 2016 – AVBUYER MAGAZINE

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Naljets July.qxp_Empyrean 22/06/2016 14:47 Page 1

S H O W C A S E

2014 Bombardier Challenger 350 Serial Number: Airframe TT:

20530 920

• HIGH END SPECIFICATION • DELIVERED NEW LATE DECEMBER 2014 • AVAILABLE FOR VIEWING in UK • ENGINES & APU on HONEYWELL MSP GOLD • AIRFRAME Bombardier SMART PARTS • Fully EU OPS Compliant • Proline 21 Advanced Avionics with SVS • FANS 1A & CPDLC • In Turnkey ready to go position • Available on UK worldwide AOC and crewed

A rare opportunity buy Challenger 350, A super Mid-Size Luxury Executive Jet, the leader in its class.

Designed to a high end specification with many quality and bespoke features.

Featuring the latest Avionics and systems in both the Cockpit and Cabin.

Viewing this aircraft is a must and highly recommended you will not find better.

The Challenger 350 benefits from high performance in climb / cruise, short runway capabilities, modern avionic and cabin entertainment systems. This 350 has, Synthetic Vision, Internet, Jump Seat, Galley Sink, Steep Approach, Multi-scan Radar, Lightning Detection System, Dual Sat Phone systems, HD Multimedia cabin connectivity, Nespresso, Microwave and much more.

We are ready to sell please

Make Offer

NalJets Contact: Craig McLeod

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Tel: +44 (0)795 894 4422 Email: craig@naljets.com

Aircraft Index see Page 161

CAI TBM 700B July.qxp 21/06/2016 12:59 Page 1

S H O W C A S E

1999 TBM 700B Serial Number: Airframe TT:

154 2,785

Engine PRATT & WHITNEY PT6A-64 (3500 HOUR TBO) 2,785 HOURS TTSN / 902 SINCE HOT SECTION DUE EVERY 1,750 HOURS Propeller HARTZELL - 2,785 HOURS SNEW 430 SPOH - MAY 2013 DUE EVERY 6 YEARS OR 4,000 HOURS Avionics • GARMIN 750 & GARMIN 650 WAAS NAV/COMMS • HONEYWELL KFC-325 3-AXIS AUTOPILOT • HONEYWELL KAS-297 ALTITUDE PRESELECT • GARMIN GTX-327 & GTX-330 TRANSPONDERS • HONEYWELL KN-63 DME W/OUTPUT TO EHSI • HONEYWELL KEA-346 DRUM ALTIMETER • HONEYWELL KCS-55A HSI • HONEYWELL KRA-405 RADAR ALTIMETER • GARMIN 340 AUDIO PANEL • HONEYWELL 2-TUBE EHSI/EADI EFIS 40 • GARMIN 750 & GARMIN 650 WAAS GPS (COUPLED) • GARMIN GMX-200 W/CHARTVIEW MFD • HONEYWELL KGP-560 EGPWS • BFG SKYWATCH TCAD • HONEYWELL RDR-2000VP RADAR (DISPLAYED ON GMX-200)

• BFG WX-1000 STORMSCOPE • GARMIN GDL-69A W/XM REAL TIME WEATHER • HONEYWELL KR-87 ADF Features • TWO OWNERS SINCE NEW • NO DAMAGE HISTORY • STAND-BY VACUUM ARTIFICIAL HORIZON • KEITH FREON AIR CONDITIONING • ALL NEW DE-ICE BOOTS 2014 • AIRBORNE HOURMETER • FULL CO-PILOT INSTRUMENTS • FULL KNOWN ICING, WITH RIGHTHAND & LEFTHAND ELECTRICALLY-HEATED WINDSHIELDS Interior SIX SEATS COMPLETED IN GREY LEATHER; GREY ULTRASUEDE HEADLINER WITH GREY ULTRALEATHER SIDEWALLS; THE OVERHEAD CONSOLE AND EXECUTIVE WRITING TABLES ARE COMPLETED IN RICH BURLWOOD AND STORAGE CABINET BEHIND CO-PILOT Exterior WHITE TOP OVER DARK BLUE BOTTOM WITH RED AND PLATINUM ACCENT STRIPES

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

Advertising Enquiries see Page 4

www.AvBuyer.com

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

(561) 433-3510 (561) 433-3842 (561) 289-3355 jp@caijets.com www.caijets.com

July 2016 – AVBUYER MAGAZINE

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European Aircraft Sales July.qxp_Heeren Cit Ultra sep 22/06/2016 10:12 Page 1

S H O W C A S E

1991 Cessna Citation II, C550 Serial Number: Registration: Airframe TT: Landings:

550-0672 G-IBZA 4116 3277

This beautiful Cessna Citation II, offers comfort, luxury, and exceptional runway performance, and gives you the facility to transport up to seven people at over 400 mph throughout Europe.

The aircraft currently operates on an AOC and if sold within Europe, it can remain on this AOC for charter revenue. Furthermore this aircraft is approved and certified for single pilot operations Engines Engines Since OH RH 530 / RH 508 hrs Starters/Generators 59 hrs / TBO 1000hrs Air Cycle Machine SOH 530 / TBO 5000 hrs Phase 5 C/W April 8th 2016 33 hrs / TBO 1200 hrs / 36 months (Updated June 1st, 2016) Avionics / Radio COM/NAV/GPS WAAS Touchscreen: GTN 750 Dual Interface Adapter for PRNAV: GAD 42 Dual Audio System, Marker Beacon: GMA 35 Iridium Satcom, Phone, Email, WW Weather: GSR 56 Weather Radar and Turbulence Detection: GWX 70 HF High Freq. Radio: KHF 950 Autopilot/Flight Director: SPZ 500 EFIS: EDZ 605 ADF: ADF 462 Dual RMI: RMI 36 Dual DME: DME 42 Dual Radar Altimeter: ALT 55

Transponder: MST 67A Mode S (EHS) Dual TCAS II Change 7.1, ACAS II: CAS 67A EGPWS Enhanced Ground Proximity Warning: Honeywell Mk. VIII FDR Flight Data Recorder: Fairchild F1000 CVR Cockpit Voice Recorder: Fairchild AR 30 RVSM: IS&S Air Data System ELT: Kannad ELT 10 DUAL SATNAV Other Equipment Thrust Reversers Angle-of-Attack w/Optional Indexer Jet Emergency Gyro Recognition Light Flood Cooling System Nicad Battery new 2015 Eros Oxygen Masks new 2014 New Boose headsets for crew optional 3 placed bench Exterior White top, black bottom and gold trim stripe Interior Aft view of the interior with Light Kahki leather seat and matching interrior. In the back you see the aft lavatory with fully closable door and belted seat Forward view of the interior with SatCom telephone and forward refreshment center to the left of the door ASKING PRICE: USD1.375.000 (ex. VAT)

European Aircraft Sales Gl Skolevej 26 - DK-6462 Morud Denmark

154

AVBUYER MAGAZINE – July 2016

www.AVBUYER.com

Tel: +45 4016 5401, +45 2043 5287 +44 7771900198 Email: sales@europeanaircraftsales.com www.europeanaircraftsales.com Aircraft Index see Page 161

Altus Aviation July.qxp_Empyrean 22/06/2016 10:16 Page 1

S H O W C A S E

2007 Bombardier Challenger 300 Serial Number: Registration:

20169 C-GMHV

Airframe TT: Landings:

1,168

2,398

Entry-Into-Service date January 2008 Aircraft Bluebook & VREF consider this a 2008 airframe • Fresh 96 month inspection • JSSI Tip-To-Tail • 10 passenger interior • Link 2000+ • ADS-B Out • 3rd VHF with Datalink • ICG NXTLINK 220A Multi-Channel SATCOM Engines FlightDocs Maintenance Tracking Engines, APU and Airframe enrolled on JSSI Tip to Tail ADS-B Out 3rd VHF with Data Link integrated with Sat Com Link 2000+ LH Engine Total Time: 2,398 | LH Engine Cycles: 1,168 RH Engine Total Time: 2,398 | RH Engine Cycles: 1,165 APU Honeywell 36-150BD 1,898 Hours TSN

Avionics Collins APS-3000 Automatic Flight Control System Collins RDC-5000 Remote Concentrator Unit Dual Collins FMS-5000 Flight Management Dual Collins CDU-5000 Control Display Units Dual Collins NAV-4000 Navigation w/Dual ADF Dual Collins DME-4000 Distance Measuring Equip Dual Collins AHC-3000 Altitude Heading Computers Dual Collins TDR-94D Transponders Dual Collins RIU-4000 Radio Interface Units Dual Collins IOC-300 I/O Concentrator Units Dual Collins HF-9000 HF Communication Systems Dual Collins FMC-5000 Flight Management Comp Dual Collins GPS-4000A GPS Sensors Dual Collins ADC-3000 Air Data Computers Dual Collins CCP-5220 Audio Control Panels Dual Collins HF-9031A Units w/SELCAL Collins IEC-4000 IAPS Environmental Controller Collins DCU-4002 Data Concentrator Unit Collins DBU-5010E Data Base Unit Collins TCAS II w/Change 7 Collins ALT-4000 Radio Altimeter Collins TWR-850 Turbulence WX Radar RTA-854 Interior 10 passenger interior High Gloss Wood Veneer Microwave Oven and Nespresso Machine NICE Cabin Management Upgrade to colored GUI Airshow DVD/CD Player

Altus Aviation

Advertising Enquiries see Page 4

www.AvBuyer.com

IPOD Interface Forward and Aft Cabin Monitors Forward Galley Forward 4-Place Double Club Aft 3-Place Divan across from Single Club Aft Lavatory

Price: Please Call

Tel: US: +1 888 337 3439 Tel: EU: +49 1766 255 5634 Email: CL300@AltusAviation.com www.AltusAviation.com July 2016 – AVBUYER MAGAZINE

155

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S H E M A D E F LY I N G H E R B U S I N E S S .

Neta Snook was a trailblazer. The first woman aviator in Iowa. The first woman to run her own aviation business and commercial airfield. Oh, and she taught Amelia Earhart to fly. Though forgotten by some, her achievements are remembered by us. With that same tenacious spirit, we’ve compiled hundreds of resources to help our members achieve their goals. From greater efficiency to more customer visits, NBAA helps you trail blaze your way to new frontiers. Because business aviation enables greater success. And at NBAA, we enable business aviation.

Join us at nbaa.org/join.

P157-160.qxp 22/06/2016 10:30 Page 1

Marketplace Bombardier Learjet 45XR

Price:

Please call

Year:

2004

S/N:

45-239

Reg:

C-GJCY

TTAF:

3400

Location: Canada

Dassault Falcon 50EX

Price:

Please Call

Year:

1998

S/N:

50-264

Reg:

C-GWFK

TTAF:

5753.7

Skyservice Jet Sales Price:

Please call

Year:

2007

S/N:

525B-0145

Reg:

C-FFCM

TTAF:

1781.1

Location: Canada

Challenger 300

Capital Jet Group Price:

$10,250,000

Year:

2008

S/N:

20202

Reg:

N360PA

TTAF:

3308

Location: USA

Rockwell Commander 690A

Well-maintained 2004 Learjet 45XR. 3400 total flight time on aircraft. Always professionally flown. This aircraft is equipped with Honeywell Primus avionics, Airshow, CAMP maintenance tracking, and much more. Engines: Honeywell TFE-731-20BR-1B. Additional Features: CAMP Enrolled Maintenance Tracking. Reduced Vertical Separation Minima (RVSM) Certified. ARTEX C406-2 Emergency Locator Transmitter (ELT). Iridium ICS-100 SATCOM System.

Airshow 400 Network. Cycles 2132

Skyservices Jet Sales

Location: Canada

Cessna Citation CJ3

Tel: +1 (877) 759 7598 E-mail: jetsales@skyservice.com

Skyservice Jet Sales

Capital Jet Group Price:

Make offer

Year:

1975

S/N:

11262

Reg:

N690DS

TTAF:

7644

Location: USA

Tel: +1 (403) 592-3715 Email: jetsales@skyservice.com

Aircraft recently completed C-Check (Standard Aero) and Dry Bay Mod (SB-496) plus new Paint 2016. Also c/w TCAS 7.1 upgrade and FANS 1/A CPDLC UniLink w/ Printer. Wellmaintained, beautiful 1998 Falcon 50EX. 5753.7 total flight time on aircraft. Always professionally flown. This aircraft is equipped with Collins avionics, VIP seating, executive tables, full galley, entertainment center and much more CONTACT: Geoff Carlyle

Tel: +1 (403) 671-2178 E-mail: jetsales@skyservice.com Well-maintained, beautiful 2007 Cessna Citation CJ3. 1781 hours of total flight time on the aircraft. Always professionally flown. This aircraft is equipped with Collins avionics, VIP seating, executive tables, refreshment center and much more. The aircraft is located in Calgary, Canada.

• Pro Line 21 Integrated Autopilot/Flight Director/EFIS – Collins • Three 8x10 AMLCDS; two Primary Flight Displays and one Multi-Function Display

Tel: +1 (703) 917 9000 E-mail: sales@capitaljetgroup.com 2 U.S. corporate owners since new, MSP engines & APU, 2011 Bombardier paint. Over $1 Million in upgrades.

ATG-5000 WI-FI, 2nd fileserver & FSU Maps, WAAS GPS/LPV FMS, LINKS 2000+, ADS-B out, Emergency Hydraulic Generator, Universal Weather, TCAS II Change 7.1, IMS 3500 Aircraft Information Manager, CVR/FDR, Dual HF w/Selcal, Dual AFIS, Iridium Satphone.

9 pax fireblocked double club interior.

Fresh 96 month inspection

Tel: +1 (703) 917 9000 E-mail: sales@capitaljetgroup.com No damage history. Complete logs. All AD’s & SB’s complied with.

Saunders spar installed 1993, SB208 N/A. Engines-1979 hours, 1936 cycles since Dash 10 overhaul.

IHAS 800- KMD 850 MFD, IFR GPS, TAWS, TCAS & Stormscope. Aero Air Soundproofing & Heavy Windows.

(1) KAA445 Audio Panels with Altitude Alert System Blue and grey Renaissance interior. Exterior with all over White w/Blue trim. 2002

www.aircraftsales.com Advertising Enquiries see Page 4

www.AVBUYER.com

July 2016 – AVBUYER MAGAZINE

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P157-160.qxp 22/06/2016 10:30 Page 2

Marketplace Hawker Beechcraft 1000 A

International Jet Markets Price:

Make offer

Year:

1998

S/N:

259003

Reg:

N261PA

TTAF:

10,058.9

Location: USA

Bombardier Challenger 604

Midland Financial Co Price:

Make offer

Year:

2005

S/N:

5601

Reg:

N448E

TTAF:

2500

Location: USA

Dassault Falcon 2000LX

Nexus Aviation Price:

$25,400,000 USD

Year:

2012

S/N:

244

Reg:

HB-JKL

TTAF:

948

Location: Switzerland

Boeing BBJ2

Nexus Aviation Price:

$38,900,000 USD

Year:

2002

S/N:

32806

Reg:

VP-CBB

TTAF:

10,554

Location: Switzerland

Airbus/Eurocopter AS 350B

Seatec Price:

Make offer

Year:

1990

S/N:

1244

Reg:

N350UK

TTAF:

4700

Tel: + 1 (850) 213 3218 Email: JETMARKETS@aol.com

Fresh A thru E Inspection / APU Inspection – August 2016 External Baggage Wi-Fi Equipped / Provisions for Flight Data Recorder DL-900 Data Loader / Dual Laseref II Lightning Sensor LSZ-850 / AFIS Engines on ESP Gold $270.00 / Hour per Engine RVSM Compliant Maintenance Tracking Program No Known Damage History

Tel: +1 (405) 757 7891 E-mail: Samuel.Bigelow@midfirst.com 2 private 91 only owners since new. Aircraft has never been chartered-No Damage History -Heads Up Display- RVSM Equipped- MNPS, PNP 5 & RNP 10 Capable- Dual Electronic Flight Bags w/ WSI- Flight Dynamics 2150 Head Up Guidance System- Satellite AFIS (SB 604-34-015R2)Safeflight Enhanced Auto Throttle System- Pulse Landing Lights- Second Radar Control Panel (SB 604-34-006)Second Fuel/Defuel Panel- Artex C406-2 MHz ELT w/ Nav Interface- Metric Altitude Switch- 3D Map & Long Range Cruise- ICG-100 Iridium Satcom- ICG Phone System

Tel: +41 (0) 79 611 7303 E-mail: lduncan@nexusaviation.ch 10 passenger meticulously maintained, extremely elegant interior, EASY II upgrade, engines on ESP Gold, APU on MSP Gold, one owner one operator, based Geneva, always hangared. Airframe: 948:00 TTSN / 604 CSN. Delivered new June 2012. JAR-OPS 1 compliant and operated.

Immediately available. Full provisions for HUD. Pratt & Whitney DTU. Forward and aft 22 inch bulkhead mounted monitors 8 each plug in monitor receptacles 2 each 10 inch individual monitors

Tel: +41 (0) 79 611 7303 E-mail: lduncan@nexusaviation.ch - Associated Air Center Dallas Texas Completion - Entry into service July 2002 - 10,554 hours and 4,694 landings - 5 additional fuel tanks fitted for best range / cargo space combination - 27 / 29 passengers / 7 crew - Master bedroom with en-suite master lavatory and bathroom - Forward service galley and aft full service galley with both aft doors operational Cat IIIa certificated, on CAMP, one owner since new. Interior: The entrance includes a crew lavatory, a staging galley, two flight attendant seats, as well as two first class seats that can be used by passengers if needed. Both entry doors operational

Tel: +32 (0) 475 308 908 E-mail: pdr@seate.be Fresh paint 2013, fresh 12 years 2015 , fresh Engine 2015, GTX 330, GMS 350H, build in 1980 0 hrs by Eurocopter 1990

Location: Belgium

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Aircraft Index see Page 161

P157-160.qxp 22/06/2016 10:30 Page 3

Marketplace Bombardier Learjet 36A

Leonard Hudson Drilling Price:

US $1,375,000

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 US $1,375,000, may take trade on a King Air or a helicopter

Location: USA

BELL 206L4

Leonard Hudson Drilling Price:

US $1,975,000

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

Mooney M20 Bravo GX

Wilhelm Klaas Price:

220,000 EURO

Year:

2005

S/N:

27-0366

Reg:

N 363 US

TTAF: Location: Germany

Advertising Enquiries see Page 4

www.AVBUYER.com

Tel: +49 (0) 172 9201383 E-mail: klaas@klaas.de The best on market: Garmin 1000 GDU 1040; GDC 74A; GRS77; GIA 63; GMA 1347; GTX 33; GEA 71; GMU 44; GDL 69A; Steg 55x; VOR/LOC/GS/REV/GPS; Goodrich WX500 overlay on Garmin; KN63 remote DME; Extra Moving Terrain with Sat let Wether Radar; TKS ice protection known ice; Oxygen 115.7 cubic 4 mask; Long range 131 gallon; Speed breaks; MT 4 blade Prop noice red. ICAO Annex 16 volume I; Owner extras: Oil heat 110v ext power; 2 x Bose A20; 2 x Senheiser noise Gard; Mover; div Cover; 621h Engine and Prop after Shockloading Overhaull 151h

July 2016 – AVBUYER MAGAZINE

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P157-160.qxp 28/06/2016 11:37 Page 4

Marketplace Pilatus PC-12 NG

Price:

Please Call

Year:

2011

S/N:

1296

Reg:

N358MB

TTAF:

1386

Location: USA

+1 832 934 0055

Alberth Air Parts

Tel: +1 (972) 740-9426 E-mail: cahsales@ntin.net

C.A.H. Aircraft Sales

Low time One Owner Aircraft Honeywell Apex Avionics Dual GPS with WAAS/LPV 8 PAX interior with Oxygen Flood Air Conditioning Beautiful Paint & Interior Bose Noise Cancelling Headsets XM Weather integration FDS Cabin Entertainment

Par Avion Ltd

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

Advertiser’s Index 21st Century Jet Corporation .........................162 Air Charter Service ..............................................75 Aircraft Finance Corporation .............................95 Aircraft Guaranty Corporation ...........................87 Altus Aviation ......................................................155 AMAC Aerospace...................................................5 Aradian Aviation .................................................121 Arcosjet ................................................................137 Aviatrade...................................................150 - 151 Avitrade Belgium ....................................138 - 139 Avjet Global ...........................................................61 Avpro ..............................................................10 - 15 Bell Aviation...................................................72 - 73 Bombardier..........................................................1, 9 Boutsen Aviation...................................................79 CAAP....................................................................143 Central Business Jets .......................................163 Charlie Bravo.........................................................23 Conklin & de Decker .........................................111 Corporate AirSearch.........................................153 Corporate Concepts ...........................................41 Dassault Falcon Jet .........................................2 - 3 Donath Aircraft Services.....................................71

Duncan Aviation....................................................81 Eagle Aviation........................................................25 EAS.......................................................................148 Elliott Jets .....................................................20 - 21 European Aircraft Sales ...................................154 Freestream Aircraft USA............................64 - 65 General Aviation Services ..................................85 Global Jet Capital.................................................59 Global Jet Monaco.................38 - 39, 124 - 135 Hatt & Associates.................................................33 Horizon Air Group .............................................144 IAG........................................................................136 Intellijet International ...........................................6-7 J.New Aviation.....................................................147 Jet Bed....................................................................91 Jet Sense Aviation ..................................140 - 142 Jet Support Services (JSSI) ..............................49 JetBrokers .....................................................44 - 45 Jetcraft Corporation ...........................66 - 67, 164 Jeteffect .........................................................42 - 43 JETNET iQ .............................................................55 JETNET ................................................................101 JetPro Texas ........................................................146

Jordan Point Aviation ...........................................99 LBAS .......................................................................57 Leading Edge Aviation Solutions ...................109 Lektro....................................................................107 Mente Group................................................. 145 Naljets...................................................................152 NBAA Corporate ...............................................156 NBAA Regional Forum .....................................119 OGARAJETS................................................26 - 27 Par Avion..............................................................107 Rolls-Royce............................................................53 Sorens Group.....................................................149 Southern Cross Aviation ..................................105 Sparfell & Partners.......................................16 - 17 SpeedNews ........................................................123 Survival Products ...............................................107 The Elite New York...............................................60 The Jet Business..........................................34 - 35 The Private Jet Company....................................89 VREF Aircraft Values.........................................111 Wright Brothers Aircraft Title ..........................103

Copy deadline for the August Issue - Wednesday 13th July AvBuyer (USPS 014-911), July 2016, Vol 20, 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.

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www.AVBUYER.com

Aircraft Index see Page 161

P161.qxp 23/06/2016 13:00 Page 1

Aircraft For Sale • AIRCRAFT • HELICOPTERS AIRCRAFT

PAGE

AIRBUS A318 . . . . . . . . . 35, 39, 148,

AVIAT Husky A-1C . . . . 45,

BOEING/MCDONNELL DOUGLAS BBJ . . . . . . . . . . . 64, 164, BBJ2 . . . . . . . . . . 158, 727-200 . . . . . . . 41, 737-200 . . . . . . . 41, DC-8-62 VIP . . . 41, DC-8-72 VIP . . . 41,

BOMBARDIER Global 5000 . . . . 26, 34, 41, 67, 107, . . . . . . . . . . . . . . . 164, Global 6000 . . . . 38, 41, 61, 66, 67, . . . . . . . . . . . . . . . 134, 135, 164, Global Express . 9, 10, 42, 66, 67, . . . . . . . . . . . . . . . 164, Global Express XRS. .1, 7, 9, 23, . . . . . . . . . . . . . . . 34, 61, 65, 66, 67, . . . . . . . . . . . . . . . 109, 137, 164,

Challenger 300 . . . . . . . . . . . 9, 12, 17, 26, 38, 66, . . . . . . . . . . . . . . . 67, 105, 109, 155, . . . . . . . . . . . . . . . 157, 164, 350 . . . . . . . . . . . 152, 601-1A . . . . . . . . 23, 601-3R . . . . . . . . 66, 604 . . . . . . . . . . . 12, 42, 43, 66, 158, 605 . . . . . . . . . . . 38, 42, 65, 66, 67, . . . . . . . . . . . . . . . 71, 105, 109, 149, . . . . . . . . . . . . . . . 164, 850 . . . . . . . . . . . 67, 164,

Learjet 31A . . . . . . . . . . . 43, 44, 89, 31ER . . . . . . . . . . 72, 35A . . . . . . . . . . . 44, 36A . . . . . . . . . . . 159, 40 . . . . . . . . . . . . 44, 40XR . . . . . . . . . . 20, 140, 45 . . . . . . . . . . . . 43, 44, 65, 81, 85, . . . . . . . . . . . . . . . 107, 45XR . . . . . . . . . . 12, 13, 67, 85, 89, . . . . . . . . . . . . . . . 105, 157, 164, 55 . . . . . . . . . . . . 44, 60 . . . . . . . . . . . . 12, 43, 81, 60XR . . . . . . . . . . 12, 105, 141, 75. . . . . . . . . . . . . 79,

CESSNA Citation II . . . . . . . . . . . . . 21, 75, 154, III . . . . . . . . . . . . . 45, 81, V. . . . . . . . . . . . . . 23, X . . . . . . . . . . . . . 20, 23, 43, 163.

X+ . . . . . . . . . . . . 144, XL . . . . . . . . . . . . 13, 26, 72, 121, 142,

AIRCRAFT

PAGE

AIRCRAFT

XLS . . . . . . . . . . . 23, 38, 43, 121, CJI . . . . . . . . . . . . . 43, CJI+ . . . . . . . . . . . . 17, CJ2. . . . . . . . . . . . . 17, 25, 72, CJ3. . . . . . . . . . . . 20, 25, 43, 157, Bravo . . . . . . . . . 21, 67, 164, Conquest I . . . . . 25, Conquest II . . . . 73, Encore+ . . . . . . . 21, 44, Jet . . . . . . . . . . . . 45, M2 . . . . . . . . . . . . 25, Sovereign 45, 67, 75, 89, 121, . . . . . . . . . . . . . . . 164, Sovereign+ 164, T182T . . . . . . . . . 25, 210M. . . . . . . . . . 44, Mustang . . . . . . . 13, 121, Ultra . . . . . . . . . . 21, 45, 310 . . . . . . . . . . . 44, 525 . . . . . . . . . . . 163.

Grand Caravan 208B 73,

DAHER/SOCATA

PAGE

NEXTANT

Gnatt . . . . . . . . . . 45,

Nextant 400XT . 20,

GULFSTREAM

PILATUS

IV . . . . . . . . . . . . . 107, 109, IVSP . . . . . . . . . . 10, 42, V. . . . . . . . . . . . . . 35, 65, 67, 79, 109, 100 . . . . . . . . . . . 121, 150 . . . . . . . . . . . 7, 33, 42, 67, 121, 200 . . . . . . . . . . . 10, 26, 61, 67, 121, . . . . . . . . . . . . . . . 164, 280 . . . . . . . . . . . 143, 450 . . . . . . . . . . . 10, 38, 61, 65, 67, . . . . . . . . . . . . . . . 109, 121, 128, 129, . . . . . . . . . . . . . . . 164, 550 . . . . . . . . . . . 7, 10, 35, 38, 42, 61, . . . . . . . . . . . . . . . 64, 67, 121, 130, . . . . . . . . . . . . . . . 131, 132, 133, 164, 650 . . . . . . . . . . . 10, 35, 41, 42, 64, . . . . . . . . . . . . . . . 109, 650ER. . . . . . . . . 35,

PC12-NG . . . . . . 160,

King Air

DASSAULT FALCON 7X . . . . . . . . . . . . 3, 11, 34, 39, 67, 72, . . . . . . . . . . . . . . . 79, 81, 124, 125, . . . . . . . . . . . . . . . 126, 127, 138, 162, . . . . . . . . . . . . . . . 163. 164, 10 . . . . . . . . . . . . 44, 50 . . . . . . . . . . . . 162, 50EX . . . . . . . . . . 3, 12, 17, 105, 136, . . . . . . . . . . . . . . . 145, 157, 162, 163.

200 . . . . . . . . . . . 79, 900 . . . . . . . . . . . 162, 900B . . . . . . . . . . 11, 44, 162, 163.

900C . . . . . . . . . . 72, 162, 163.

900DX. . . . . . . . . 17, 900EX . . . . . . . . . 17, 26, 42, 65, 67, . . . . . . . . . . . . . . . 162, 163.

900EX EASy . . . 3, 11, 34, 136, 162, 900LX . . . . . . . . . 11, 162, 2000 . . . . . . . . . . 3, 11, 12, 72, 79, 85, . . . . . . . . . . . . . . . 89, 99, 150, 151, 2000EX EASy . . 34, 2000LX . . . . . . . . 3, 7, 11, 158, 163.

100 . . . . . . . . . . . 73, 200 . . . . . . . . . . . 44, B200 . . . . . . . . . 79, 121, 146, 300 . . . . . . . . . . . 81, 350 . . . . . . . . . . . 13, 26, 45, 81, 105, . . . . . . . . . . . . . . . 121, C90 . . . . . . . . . . . 44, 121, C90A . . . . . . . . . . 79, C90GT . . . . . . . . 121, E90 . . . . . . . . . . . 73, F90-1 . . . . . . . . . 73,

Beechcraft

Hawker

DORNIER 328 . . . . . . . . . . . 79, 328-310 . . . . . . . 85,

IAI

Legacy 600 . . . . 12, 17, 34, 44, 79, Legacy 650 . . . . 12, 23, 34, 79, 99, . . . . . . . . . . . . . . . 136, 164, Phenom 100 . . . 23, Phenom 300 . . . 79,

PIPER Meridian . . . . . . . 25, 45, Mojave . . . . . . . . 73,

ROCKWELL 690A . . . . . . . . . . 157,

SABRELINER 65 . . . . . . . . . . . . 44,

WESTWIND Westwind II . . . . 44,

HELICOPTERS

AGUSTAWESTLAND A109 Grand . . . . 45, A109 Power . . . . 67, 164, A109 E Power . . 13, AW139 . . . . . . . . 16, Koala. . . . . . . . . . 121,

BELL 206L4 . . . . . . . . . 159, 212 . . . . . . . . . . . 159, 407 . . . . . . . . . . . 14, 412 EMS . . . . . . 159,

EUROCOPTER/AIRBUS

Duke A60 . . . . . . 44, Premier I . . . . . . 43, Premier IA . . . . . 33, 400A . . . . . . . . . . 20, 23, 400XP . . . . . . . . . 21, 121, 750 . . . . . . . . . . . 121, 800A . . . . . . . . . . 20, 44, 800B . . . . . . . . . . 79, 800XP . . . . . . . . . 12, 26, 33, 44, 105, . . . . . . . . . . . . . . . 121, 145, 850XP. . . . . . . . . 121, 900XP . . . . . . . . . 67, 79, 109, 121, 1000A . . . . . . . . . 158, 4000 . . . . . . . . . . 33,

EMBRAER

PAGE

FOLLAND

HAWKER BEECHCRAFT

TBM 750B . . . . . 153, TBM 850. . . . . . . 20, TBM 930. . . . . . . 21,

AIRCRAFT

AS350 B . . . . . . . 158, AS350 B-2 . . . . . 14, 16, AS350 B-3 . . . . . 13, AS355N . . . . . . . 14, 16, 79, EC 120 B . . . . . . 41, EC 130 B4 . . . . . 79, EC 135 P2 . . . . . 65, EC 135 P2+ . . . . 121, EC 135 T1 . . . . . 16, 79, EC 135 T2i . . . . . 13, EC 155 B1 . . . . . 14,

MCDONNELL DOUGLAS MD520N . . . . . . . 16, MD900 . . . . . . . . 121,

Astra SPX. . . . . . 44,

SIKORSKY

LOCKHEAD

S-76C+ . . . . . . . . 14, 16, 67, 164, S-76C++ . . . . . . 65,

JETSTAR II . . . . . 147,

MOONEY M20 BRAVO. . . . 159,

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2013 Falcon 7X SN 213 Has Been Sold

Now Actively For Sale 2011 FALCON 7X SN 120 Less than 1000 Hours TT, ESP Gold, Single Owner with Long Standing Falcon History

EASY II FALCON 7X SN 88 2667 TT, ESP Engines, MSP on APU, 1B Inspection c/w August 2015, No Damage History, Camp Maintenance Tracking, Warranties Remaining thru year 2020

New Paint

EASY II FALCON 2000LX SN 194

2002 FALCON 900C SN 194

An Additional $4.2 Million spent in Over and Above Options Including

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PROLINE 21 FALCON 50EX SN 302

FALCON 900B SN 139

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2 US Owners Since New, MSP Gold, Standard Configuration Including Forward and AFT Lav, Acoustical Sound Proofing, Airshow 4000, Aerial View Camera's, Etcâ&#x20AC;¦

1999 CITATION X N750GM

CITATION 525 SN 268

Same Owner as SN207 & SN276. Original Midwestern Fortune 500 owner, Rolls Royce Corporate Care, Cessna Cescom, No Damage History

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2011 DASSAULT FALCON 7X S/N 128 • 979 Hours, 534 Cycles • Engine on ESP Gold, APU on MSP Gold • 14 Passenger Interior with Honeywell SBB

2006 BOEING BUSINESS JET S/N 35990

File Photo

2011 EMBRAER LEGACY 650 S/N 14501142 • 1,441 Hours; 818 Cycles • CPDLC (FANS 1/A), TCAS 7.1 Equipped • 48 Month Check Done in March 2016

• 1,818 Hours; 484 Cycles • 15 Passenger Interior Completed by Gore • Owner Will Pay for New White Paint

2016 BOMBARDIER GLOBAL 5000 S/N 9707

ALSO AVAI L ABLE

• Completion Hours & Cycles Only • 13 Passenger Configuration • Trades Welcome

2008 BOMBARDIER GLOBAL XRS S/N 9250 • 3,525 Hours; 887 Cycles • Fully Programmed • Batch 3; FANS-1/A; ADS-B; WAAS/LPV

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