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March 2017

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

®

THIS MONTH www.AVBUYER.com

Aircraft Comparative Analysis: Bell 407 Aircraft Registration Considerations

Should you Consider a Corporate Helicopter?


Project3_Layout 1 27/02/2017 16:31 Page 1

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Project3_Layout 1 27/02/2017 16:32 Page 1

Falcon 7X 2013 • s/n 194 • 2,608 hrs. total time • 15 passengers with Forward and Aft lavatories • EASA / EU-OPS1 compliant • EASy II (Baseline, LPV, ADS-B Out, SVS, ADM, Dual Jeppesen Charts, XM Weather, CPDLC ATN-B1 & FANS 1/A+) • 3 FMS, 3 IRS, 3 VHF, HUD, EFVS, Satcom MCS-7120 • Engines on ESP Gold and APU on MSP Gold • FalconCare enrolled, 1C due May 2021

Falcon 7X 2012 • s/n 143 • 3,218 hrs. total time • 13 passengers with Forward & Aft lavatories • EASA / EU-OPS1 compliant • EASy II (Baseline, LPV, ADS-B Out, SVS, ADM, Dual Jeppesen Charts, CPDLC ATN-B1 & FANS 1/A+) • 3 FMS, 3 IRS, 3 VHF, HUD, EFVS, Satcom MCS-7120 • Engines on ESP Platinum and APU on MSP • FalconCare enrolled, 1C due February 2020

Falcon F900LX 2013 • s/n 270 • 1,055 hrs. total time • 14 passengers with Forward and Aft lavatories • EASA / EU-OPS1 compliant • EASy II (Baseline, SVS, CPDLC ATN-B1) • 3 FMS, 3 IRS, 3 VHF, Satcom MCS-7120, 2 EFBs • Engines and APU on MSP Gold • FalconCare enrolled, 1C due July 2019

Falcon 2000LX 2011 • s/n 234 • 782 hrs. total time • 8 passengers • EASA / EU-OPS1 compliant • EASy II (Baseline, LPV, ADS-B out, CPDLC ATN-B1 & FANS 1/A+) • 3 FMS, 3 IRS, 3 VHF, HUD, Satcom MCS-7120, EFB • Engines on ESP Gold and APU on MSP Gold • 1C due December 2017

Falcon 2000LX 2008 • s/n 136 • 2,227 hrs. total time • 8 passengers • EASA / EU-OPS1 compliant • EASy II (Baseline, LPV, ADS-B out, CPDLC ATN-B1 & FANS 1/A+) • 2 FMS, 2 IRS, 3 VHF, Satcom Aviator 700D, 2 EFBs • Engines on ESP Gold and APU on MSP Gold • FalconCare enrolled, 2C due March 2020

Falcon 50EX 2006 • s/n 347 • 5,404 hrs. total time • • • • •

10 passengers EASA / EU-OPS1 compliant 2 FMS, 2 VHF, Iridium Satcom Aircell RT3100 Engines and APU on MSP Gold 2C due October 2018

17:21


Editor Welcome March17.qxp_JMesingerNov06 20/02/2017 16:33 Page 1

Editor’s Welcome President Trump and ATC Privatization

T

o say that US President Donald J. Trump faces a full agenda is a huge understatement. Adding to his long todo list is the question of whether or not the nation’s Air Traffic Control (ATC) system should be privatized, possibly following the example of Canada or the UK. At a meeting with Airlines For America (A4A) Mr. Trump asserted that improvements in the US aviation system were needed. Without giving specifics, he said “I hear we’re spending billions and billions of dollars, it’s a system totally out of whack.” Not everyone in or out of government shares the President’s grim view of “the system”. Delta, the only major airline to oppose privatization, notes that ATC costs have increased more in Canada and the UK since they were privatized. Other knowledgeable parties point out that the US handles considerably more aircraft movements than either of those countries with privatized systems and that the safety record of US ATC is excellent. In its report to the Committee on Transportation and Infrastructure of the US House of Representatives about a year ago, the Government Accountability Office stated that “…it is important to identify what problem or problems separating ATC services out of FAA is intended to solve, before proceeding with a solution.” The New York Times Editorial Board characterized the Republican plan to privatize ATC as a solution in search of a problem. As proposed by Representative Bill Shuster, Chairman of the House Transportation and Infrastructure Committee and a member of the Republican Party (as is Mr. Trump), a private, not-for-profit corporation lead by an 11-person Board of Directors would be given governance of the US ATC System. Three Directors would represent Business and General Aviation, one position would be for an aerospace OEM, and the remaining seven seats would be reserved for the airline management, unions such as the Airline Pilot’s Association and appointees of the Department of Transportation. Congressional oversight as it now exists would be eliminated. Clearly, the potential for airline domination of Board decisions would be real. Mr. Trump’s style is characterized by bold, attention-getting assertions and sweeping generalizations. He prides himself on being a

successful negotiator whose opening salvo is always big and filled with confidence, thus giving him latitude to settle eventually on a more moderate and pragmatic solution. Furthermore, his agenda appears to have far more pressing issues than ATC. Thus it is too early to know the President’s final position on Privatization. But it is not too early to take seriously the possibility that Business Aviation could be at risk. With informal programs such as Capacity Discipline, the Scheduled Airlines have demonstrated a focus on profitability at the expense of passenger service, particularly between smaller cities. Airline interests have called for shifting their costs to non-airline users. An ATC system governed by scheduled air carriers would have a bias damaging to business aircraft flying through US airspace, regardless of country of registry. Stay tuned…

In This Issue

Within this month’s AvBuyer, you’ll find market trends analysis, courtesy of Rollie Vincent, while Eagle Aviation are profiled as it celebrates 50 years in Business Aviation in 2017. Safety and Security is a focus area of our Flight Department Section and Mario Pierobon draws lessons in flight crew currency from a July 2015 fatal crash, while Checklist Discipline is spotlighted via another case study involving a tragic outcome. Aviation Director Andre Fodor discusses tightening security practices of his Flight Department. Ken Elliott continues his stage-by-stage outline of Upgrading an Aircraft, and the Bell 407 is our focal aircraft in this month’s Comparative Analysis. Dave Higdon considers the Mysteries and Myths of Modern Rotorcraft, while Entry-Level and Light Jet values and specifications are published within this edition. For the Boardroom, Rani Singh interviews PlaneSense’s George Antoniadis about his Fractional Ownership company’s long, happy relationship with the PC-12. David Wyndham ponders aspects of safety for the flight department. Jeremy Cox considers current values of Gulfstream aircraft, and Jet Tolbert discusses how buyers and sellers can leverage aircraft registration to bag a great deal. We trust you’ll find the content within of great value. Jack Olcott - Editorial Director, AvBuyer

EDITORIAL Editorial Director J.W. (Jack) Olcott 1- 201 572 9284 Jack@avbuyer.com Commissioning 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 1- 800 620 8801 +44 (0)20 8255 4229 John@avbuyer.com AVBUYER.COM Jayne Jackson Jayne@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

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AVBUYER MAGAZINE – March 2017

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Aircraft Index see Page 153



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Contents Layout March17.qxp 22/02/2017 11:29 Page 1

Volume 21, Issue 3

March2017

Contents T BizAv Intelligence

16

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

30

Eagle Aviation at 50: Dave Higdon catches up with Eagle Aviation’s David Lipski and Lee Thomas to reflect on 50 years’ of success for the company

T Flight Department

36

8

AVBUYER MAGAZINE – March 2017

Upgrading Your Aircraft (Part 4): Ken Elliott continues his series on the common sense approach to upgrading your aircraft…

T Boardroom

90

High-Flyers’ Interview: Rani Singh speaks with PlaneSense’s George Antoniadis to discover more about how the PC-12 provides for a diverse client base

94

How Should Management Assess their Flight Department (2 of 4): A short series, this month examining aspects of safety

98

What’s Your Business Aircraft Worth Today: Jeremy Cox discusses points of value specific to used Gulfstreams ‘For Sale’

102

International Used Jet Transactions: Jet Tolbert asks why more buyers and sellers don’t consider the registration process?

46

Should You Consider a Corporate Helicopter: A discussion of the myths and mysteries of the modern rotorcraft

54

What are Your BizAv Security Procedures: Discover why an online post prompted one Aviation Director to call a staff security meeting…

108

58

A Lesson in Flight Crew Currency: Mario Pierobon highlights the importance of anticipation and adaptability in pilot currency

Next Month

62

The Need for Checklist Discipline: The loss of an owner-flown Phenom 100 emphasizes the need for good checklist use…

64

Retail Price Guide: 20-year Entry Level & Light jet price guide from The Aircraft Bluebook

72

Specifications: Entry Level & Light jet performance and specifications comparisons

82

Aircraft Comparative Analysis – Bell 407: How does Bell Helicopter’s Bell 407 square-up against the Airbus H125? Find out here…

www.AVBUYER.com

T Community News

• • •

BizAv Review: OEM News and Events from around the BizAv Community

Aircraft Comparative Analysis: Citation Latitude Cabin Avionics in Focus Turboprop Values & Specifications Data

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

ONLINE I PRINT I BROADCAST I EVENTS

Aircraft Index see Page 153


Freestream February.qxp 23/01/2017 14:46 Page 1

2013 Gulfstream G550 S/N: 5415

2011 Gulfstream G550 S/N: TBD

2011 Dassault Falcon 7X S/N: 147

2009 Gulfstream G550 S/N: 5231

2010 Gulfstream G450 S/N: 4190

2006/2007 Global Express XRS S/N:9223

LEASE ONLY

2009 Gulfstream G450 S/N: 4170

2006/2007 Global Express XRS S/N:9202

2009 Airbus A318-112

2009 Sikorsky S-76C++ S/N: 760757

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London +44 207 584 3800 sales@freestream.com

S/N: TBD

FREESTREAM AIRCRAFT (BERMUDA) LIMITED

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FREESTREAM AIRCRAFT (H.K.) LIMITED

Hong Kong +852 2724 5620 info@freestreamhongkong.com

FREESTREAM AIRCRAFT USA LIMITED

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


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Photo courtesy of Bombardier Inc.


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BIZAV INTELLIGENCE T MARKET INDICATORS

Business Aviation Market Summary With apologies to our good friends south of the Equator, signs of Spring are in the air, notes Rollie Vincent. Whether evident in the early budding of trees and flowers, or the smiles on the faces of consumers and business leaders, the cold grip of winter is starting to succumb to the warmer days ahead… ith politicians doing what they are sometimes known to do – jumping on their horses and galloping off in all directions at once – the business of Business Aviation is preparing for what could be some smoother skies ahead. Consumer confidence in the US was near a 13-year high as we went to press, and business confidence is also up since November 2014. The Trump Administration has inherited a national economy that has grown more or less steadily for an impressive 28 quarters, while the Euro Area economy has expanded for 15 consecutive quarters on a Year-over-Year (YoY) comparative basis. This sets the stage for what could be a nice uptick in economic performance in 2017, especially Stateside. With talk of corporate tax cuts and massive infrastructure spending, legislators on both sides of the American political fence have come together in a strong showing of bipartisan support for new US DOT Secretary Elaine Chow. This bodes well for investment in airports, runways and taxiways, public and private terminals, hangars, ATC services, access roads and other aviation enablers. With lots of excitement and anticipation in the air, the table is being prepared for what looks like a rather hearty Springtime feast that is almost certain to warm the motors of Business Aviation.

W

Owner Sentiment Rising

In the latest JETNET iQ Survey of business aircraft owner/operator sentiment, optimism in Q4 2016 was on the rise worldwide after a sharp downturn throughout most of last year. Peeling back the onion, respondents in Europe are feeling the most optimistic (perhaps somewhat surprising giving the Brexit challenge), followed by North America. Market sentiment scores in Latin America remain discouragingly low after a sharp downturn in 2016, while Asia Pacific, Middle East and Africa have begun to rebound. In many ways, business aircraft owners and operators appear to be content that 2016 is a year for the history books, after a steep decline in sentiment that we believe is linked to slower BRIC economies, low commodity prices and weak local currencies relative to the US Dollar. While the Spring may have sprung in some parts of the world, however, we would caution aircraft sellers trying to convince folks in Latin America, Africa, Middle East and Asia Pacific that all is well. Sabre-rattling and finger pointing between nations and across border frontiers (real or 16

AVBUYER MAGAZINE – March 2017

imagined) are recipes for conflict, not improved business aircraft utilization, stronger pricing and higher sales.

Buyers Set to Return to the Table?

In what may be another sign of thawing after a long, dark winter for Business Aviation, prospective buyers of light jet aircraft appear to be poised to come back to the aircraft transaction table, at least based on results of the Q4 2016 JETNET iQ Survey. For the first time in 24 quarters (since these surveys were initiated), there has been a significant uptick in the 12-month outlook for light jet purchases.

www.AVBUYER.com

Aircraft Index see Page 153


MarketIndicators MARCH17.qxp_Layout 1 21/02/2017 14:42 Page 2

With turboprop markets exhibiting many signs of being fully recovered in the aftermath of the 2008 financial crisis, stakeholders have been long awaiting the thaw in light jet markets. While one quarter does not necessarily indicate a trend, the Q4 2016 purchase intention signal from JETNET iQ was strong enough to warrant a ‘high watch’ for other signs of clear and warmer skies ahead for light jets and for Business Aviation in general. In the Large Cabin jet segment, conditions remain a little frosty with the late arrival of a pretty harsh winter. This market didn’t slow down until late 2014 and early 2015 as commodity prices weakened, emerging and developing economies shuddered, and aircraft residual values strapped on the skis for the slippery slopes ahead. We are optimistic that the actions taken at the OEMs to slow new production rates will be part of a cocktail of medicines that will begin to heal the markets and set the industry on a safer trail.

Increasing Retirements Going Forwards?

The average business jet is now more than 16 years old, and turboprops are older yet (averaging almost 22 years). With most financiers hesitant to get involved in transactions for assets older than even 10-12 years, many buyers and sellers are literally on their own when it comes to getting deals closed. With a pile-up of older inventory to clear, will there be an increase in the rate of aircraft retirements going forward? We think so, and it will be driven by regulatory mandated deadlines – for example, ADS-B Out by January 1, 2020 in the US – as well as big-ticket “gotcha” items like an

engine or landing gear overhaul. What to do? Aircraft owners who think they may need to fly, sell, or trade their airplane in the United States - home base for about 60% of the fleet - should already be scheduled for an ADS-B upgrade. If not, we suggest they call their friendly neighborhood MRO (maintenance, repair, and overhaul) facility to take advantage of the time still left to be compliant. These facilities are already busy, and with a regulation that seems as immovable as a borderline wall, time for action is getting short. For aircraft owners and prospective sellers, the 2020 ADS-B implementation deadline looms ever larger in their collective ski goggles…best to think of these as tree trunks to suddenly stop even the most capable skier.

In Summary

With the Spring thaw come the first signs of Nature’s splendor – early crocus and tulip blooms to remind us that life is good, airplanes are fast, and that if we work really hard, we may be able to even afford to fly in our own airplane one day… For others who find that whole aircraft ownership is not their cup of tea, perhaps a call to one of the many excellent fractional programs, charter, or ride sharing service providers would be just the medicine that the good doctor would prescribe. Amongst the many privileges available to the successful and fortunate, there is nothing that quite compares to having access to private flying experiences to soothe the aches, pains, hassles – and empty legs – of life. MI www.rollandvincent.com

continued on page 20

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

Advertising Enquiries see Page 4

www.AVBUYER.com

March 2017 – AVBUYER MAGAZINE

17


O'Garajets March.qxp_Layout 1 22/02/2017 14:24 Page 1


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BIZAV INTELLIGENCE T MARKET INDICATORS

BizAv Activity - North America January Business Aviation flight activity for North America jumped 2.0% Yearover-Year with Part 135, Fractional and large cabin flight activity leading the way, says ARGUS TRAQPak… Business Aviation flight activity posted a slight Month-over-Month (MoM) decrease from December, which is the normal historic trend. By operational category, results were mixed for the month with Part 91 posting the only increase (see Table A). January’s MoM flight activity by aircraft category was also mixed, with Large Cabin Jets and Mid-Size Jets posting a monthly increase. Turboprops and Light Jets, however, finished down from December.

Year-Over-Year

Reviewing Year-over-Year (YoY) flight activity – January 2017 vs. January 2016 –

TRAQPak data for January 2017 posted an increase of 2.0% (Table B). The results by operational category were all positive with Part 135 activity and Fractional activity leading the way. The aircraft categories were mixed with Large Cabin Jets leading once again, with a substantial increase over last January.

February Forecast

Looking ahead to February, TRAQPak analysts estimate there will be a -0.5% decrease in overall flight activity YoY. Will this materialize? Check in next month to find out… MI www.argus.aero

BizAv Activity Europe According to WINGX, 2017 got off to a strong start with 50,335 Business Aviation departures in Europe in January 2017. That’s a 4.4% growth in activity compared to a very weak January 2016… Business jets operated 64% of flights in January, with a steady 2% growth in Private flights and a notable 11% increase in AOC sectors. Turboprop and Piston Business Aviation activity was flat YoY, extending a negative trend over the last 12-months. Especially strong growth in flight activity was seen in Western and Southern Europe during January, with flights from France up 6% (adding almost 500 departures YoY). Flight activity in the UK, Germany and Switzerland gained 3%, while Spain and Austria were both up more than 10%. Intra-European flight activity was up 5% YoY, well ahead of the 0.5% trend last year. Arrivals into Europe from Russia declined 7%, and inbound from North America fell 1%, although flights from Europe to North America were up 6% YoY. The main growth in January came from AOC activity, with charter flights out of Switzerland and Spain up 13%. Overall AOC activity growth was 8%, the largest YoY jump in the last 12 months, and came mainly from the business jet segment. continued  MI www.wingx-advance.com on page 22

The best aircraft for sale search anywhere, everywhere on pc, smartphone and tablet. 20

AVBUYER MAGAZINE – March 2017

www.AVBUYER.com

ONLINE I PRINT I BROADCAST I EVENTS Aircraft Index see Page 153


Eagle multi March.qxp 23/02/2017 10:40 Page 1

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MarketIndicators MARCH17.qxp_Layout 1 21/02/2017 14:43 Page 4

BIZAV INTELLIGENCE T MARKET INDICATORS

JETNET 2016 Used Aircraft Sales Summary Comparing December 2016 to December 2015, as well as 2016 yearend with 2015 year-end, most market sectors show lower inventory for sale, with fewer full-sale transactions in 2016 compared to 2015, says JETNET... The fleet ‘For Sale’ percentages for all market sectors except Piston Helicopters, were lower in the December comparisons, with Business Jets and Business Turboprops down the most (see Table A). Across all market sectors, JETNET reports 8,278 Full Retail Sale Transactions in 2016, including leases, a decrease of 7% compared to 2015. Business Jet and Commercial Jet Airliner

transactions accounted for 52% of the total transactions recorded in 2016. Business Jets and Business Turboprops are taking less time to sell than last year. While there was a significant decrease in average asking price for Business Jets in 2016, there was a very slight increase in asking prices for Business Turboprops. MI www.jetnet.com

Sharpwings Bizjet Market Insight The recently published Sharpwings Market Insight Report provides some stimulating analysis of the current and projected state of the Super Mid-Size, Long-Range & Ultra-Long-Range Business Jet markets… Whilst overall the annual shipment of Super Mid-Size, Long-Range and UltraLong-Range business jets by OEMs has remained roughly constant between 2008 and 2016, the number of models offered by the OEMs in these segments has increased by 50% over this period, from 12 to 18 models. By 2020, it will have increased by 75%. The business jet market has spent the last eight years seeking renewed growth through these segments, but with limited success. What OEMs now need is demand for new aircraft in these segments to pickup again. What matters most with regards to this is the macroeconomic climate. Donald Trump’s election brings with it a great deal of uncertainty. So, despite some positive factors (a pro-Business Aviation President and a warming of relations between Russia and the US for instance), a rebound in demand for the top categories of business jets is anything but guaranteed. These top segments enjoyed unprecedented growth rates in the last decade, but along different trajectories. They’ve now entered a new cycle where demand is slower and competition greater. Until there are some more robust signals that this can change in the right direction, Sharpwings expects values of used jets in these categories to remain under pressure and therefore, for certain models, some further correction in values and depreciation rates will be evident. MI www.thesharpwings.com continued  on page 24

The best aircraft for sale search anywhere, everywhere on pc, smartphone and tablet. 22

AVBUYER MAGAZINE – March 2017

ONLINE I PRINT I BROADCAST I EVENTS

www.AVBUYER.com

Aircraft Index see Page 153


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BIZAV INTELLIGENCE T MARKET INDICATORS

'Trump Effect’ To Boost Jet Markets? New research from Corporate Jet Investor (CJI) reveals that nine out of 10 industry professionals expect the market to grow this year, and this will be partly fueled by the ‘Trump’ effect... In terms of sales of business aircraft, CJI’s research reveals overwhelmingly that Mid- to Heavy private jets will be the ‘best sellers’ in 2017. A survey of 232 senior Business Aviation executives reveals: •

• •

33% of respondents believe the election of Donald Trump will have a ‘very positive’ impact on Business Aviation because he is closely aligned with the business benefits of using private jets; 47% think he will have a ‘slightly positive’ impact; 3% believe it will be negative because critics will use his private jets usage against him.

In terms of why the Business Aviation market will grow this year: • • •

36% of industry executives believe it will be fueled by global economic growth; 32% say new innovation and technology will make it easier to charter aircraft; 27% believe it’s partly because of a growing acceptance of corporations using Business Aviation;

25% think it’s because of new membership programs building a bigger base of clients.

When it comes to which regions are the most attractive for the private jet sector: • • •

58% of survey respondents said North America; 36% said Asia-Pacific; 20% believe Europe.

“Donald Trump is the first President of the US to own business jets before becoming elected,” noted Alasdair Whyte, Editor, CJI. “He may split opinions, but our research shows the majority of people in the industry think this will have a positive impact on market growth and there have been increased enquiries from aircraft buyers since the election, particularly for pre-owned aircraft. “Despite the high level of uncertainty in the world regarding both politics and economics, their findings also reveal that the sector is optimistic about growth this year. “There are a lot of exciting developments going on to make Business Aviation more affordable and more accessible,” Whyte summarized.

MI www.corporatejetinvestor.com

continued on page 26

The best aircraft for sale search anywhere, everywhere on pc, smartphone and tablet. 24

AVBUYER MAGAZINE – March 2017

www.AVBUYER.com

ONLINE I PRINT I BROADCAST I EVENTS Aircraft Index see Page 153


Hatt & Associates March.qxp_Layout 1 20/02/2017 17:33 Page 1

2009 Bombardier Learjet 40XR S/N: 2116. Reg: N625FX 4,689.32 Hours since New

Airshow 410 Artex C406-2 ELT w/ Nav Interface

Enrolled on MSP Gold Will be delivered with Fresh A, B, and C inspections

Unique in Experience, Global in Scope.

1997 King Air C90B S/N: LJ-1465. Reg: C-FLOR 5,087 Hours Since New Blackhawk Mods Cleveland Brakes Props Overhauled Frake Exhaust Stacks Interior Seats Modernized

1999 Hawker 800XP S/N: 258444. Reg: C-GXPG 4,764.5 Hours since New Engines enrolled on MSP Fairchild F-1000 DFDR New Interior in 2013 Airshow 400

1-(303) 790-1050 hattaviation.com

2002 Hawker 800XP

S/N: 258592. Reg: N892VR 8,318.5 Hours since New Engines Enrolled on MSP ProLine 21 Avionics Suite AirCell ATG-5000 WiFi Landing Gear Overhaul Cw. Nov. 2013 Fresh Paint March 2016 by Duncan Aviation

Hatt & Associates: Global Aviation Sales

Acquisitions Brokerages Consulting Pre-Buy Management Contract/Legal Services

Scottsdale | Denver | Breckenridge | Wichita | San Jose | Dubai


MarketIndicators MARCH17.qxp_Layout 1 22/02/2017 09:35 Page 6

BIZAV INTELLIGENCE T MARKET INDICATORS

In-Service Aircraft Values & Maintenance Condition An Asset Insight market analysis conducted on January 31, 2017 covering 91 fixed-wing models, and 1,873 aircraft listed for sale, revealed some important trends on aircraft values and maintenance condition… Ask Prices for tracked models receded an additional 1.3%, following their previous month’s 1.5% decline. That makes a total decline of 10.7% over the past twelve months. Medium Jets and Turboprops were actually up 0.6% and 0.8%, respectively, but those nominal gains were offset by -2.3% and -2.8% decreases in Large and Small Jet values respectively. Overall Asset Quality decreased but maintained an ‘Excellent’ rating. The Quality Rating Trendline remained positive, and Maintenance Exposure improved 1.8% (see Table A). Specifically: • Quality Rating posted a 12-month low figure, decreasing 5.7 AI2 basis points, to 5.336, from last month’s 5.393 on Asset Insight’s scale of -2.5 to 10. • The tracked fleet’s average Maintenance Exposure (an aircraft’s accumulated/embedded maintenance expense) decreased (improved) to $1.454m from December’s $1.482m.

Maintenance Exposure to Ask Price (ETP) Ratio

$1.45

5.35

$1.5

5.336

$1.4

5.30 5.20

F M A M Quality Rating

J

Market Summary

• Large Jets: Retaining their ‘Outstanding’ Quality Rating for the third consecutive month, Financial Exposure also improved over 2.7%. This group offers good value for buyers, while the problem for sellers revolves around the number of assets listed ‘For Sale’ and competitive pressure from new aircraft that OEMs need to sell. Combined, these factors have negatively impacted the group’s Ask Price by more than 15% during the past 12 months – and 2.3% over just the past 30 days. Not surprisingly, the group’s ETP Ratio was negatively impacted, increasing for the fifth consecutive month to reach 44.5%, a 12-month high/worst figure. • Medium Jets: Purchasers took advantage of record low Ask Prices over the past thirty days. Curiously, many buyers focused on aircraft of a lower Quality Rating and higher Maintenance Exposure, perhaps addressing such costs in the actual Transaction Price. Consequently, average Quality Rating has improved for the inventory fleet, as has Maintenance Exposure (posting its lowest/best 12-month figure). While average Ask Prices increased a bit, they still sit only $20k above their 12-month low point. The group’s ETP Ratio is the best it has been during the past six months. In a surprising turnaround, Medium Jets suddenly pose good value. Serious buyers are encouraged to act! • Small Jets: Quality Rating receded to ‘Excellent’ over the past thirty days, primarily due to buyers taking advantage of the value created by high asset quality, low Maintenance Exposure, and below average prices. While the ETP Ratio increased for the third consecutive month, the figure was still below the group’s 12month average. With good values remaining available, we anticipate actual Transaction Prices to continue experiencing the narrowest differential from Ask Prices among the four groups. • Turboprops: Buyers focused on acquiring higher quality assets last month, thereby creating a 12-month low Quality Rating for the remaining inventory, along with a 12-month high/worst Maintenance Exposure figure. Ask Prices reflect the 12-month average, but the group’s high Maintenance Exposure figure has pushed the ETP Ratio to its highest/worst figure of the past eight months. While it is important for prospective buyers to examine the maintenance quality of any aircraft under consideration, we believe detailed analytics are imperative with respect to the current inventory fleet. Conversely, sellers need to objectively identify their aircraft’s strengths if they wish to justify the desired price for their asset. The ability to do so is readily available to both parties. The winner in any transaction will be the one that has invested the time to understand and act on such analytics. T MI www.assetinsightinc.com www.AVBUYER.com

J

A

S

Maintenance Exposure

O N

D

J

$1.3

Quality Rating Trendline

Table B LOW RISK AIRCRAFT

Our tracked fleet’s ETP Ratio (an aircraft’s Maintenance Exposure divided by its Ask Price) rose slightly to 52.8% after two consecutive months at 52.4%. We consider any ETP Ratio over 40% to represent excessive Exposure in relation to Ask Price, and the tracked fleet’s average has been above 40% for the past 25 months. Large Jets posted the best/lowest figure this month at 44.5%, followed by Turboprops at 46.3%, Small Jets at 57.3%, and Medium Jets at 59.2%.

AVBUYER MAGAZINE – March 2017

5.40

5.25

Inventory Fleet Maintenance Condition

26

Table A

MODEL

ETP RATIO

G650 BOEING BBJ Citation CJ4 525C F900LX Phenom 300 F2000LX Citation CJ2+ 525A G-150 Citation Sovereign 680

2.0% 5.0% 5.9% 6.4% 8.0% 10.6% 13.5% 14.0% 14.2%

G 450 CL-605 F900EX EASy Citation CJ3 Falcon 2000EX Easy Citation Encore F900C Pilatus PC-12 Challenger 300 Hawker 900XP Piper Meridian G550

15.1% 15.5% 15.9% 16.2% 16.6% 16.7% 17.4% 19.8%

21.3% 22.4% 22.8% 23.4% King Air B-200 (Post-2000) 23.7% Citation XLS 24.3% Citation Mustang 510 24.5% Citation CJ2 24.8% King Air 350 (Post 2000) 24.9% Global 5000 27.8% F900EX 28.6% Global XRS 28.7% King Air 350 (Pre 2001) 28.8% PHENOM 100 29.4% Hawker 400XP 30.6% Piaggio P-180 II 30.6% Falcon 50EX 31.6% Learjet 60XR 31.8% Embraer Legacy 600 33.0% Citation X (MSG3) 33.2% Premier 1A 35.0% Citation Bravo 35.7% Citation CJ1+ 36.7% G-200 36.9% F900B 37.6% Maintenance Exposure to Ask Price Ratio (“ETP Ratio”) As of Jan 31, 2017

HIGH RISK AIRCRAFT MODEL

ETP RATIO

40.4% 42.0% 42.2% 43.0% 48.3% 45.9% King Air B-200 (Pre 2001) 47.8% Learjet 45 w/APU 50.7% 51.0% Citation V Ultra 53.1% Learjet 45 55.2% Hawker 800XP 55.4% Citation V 560 55.7% GIV-SP Global Express 60.0% Falcon 2000 61.5% Hawker Beechjet 400 69.2% Hawker 1000A 70.7% Piaggio P-180 74.5% GIV-SP (MSG3) 74.5% Citation VI 81.1% Learjet 31 82.9% Falcon 50 83.6% 85.8% Learjet 60 Citation II 89.5% Hawker 800A 100.1% King Air C90 100.6% CL-601-3R 107.9% Citation ISP 109.8% Beech B-1900C 113.4% Learjet 55C 114.2% GIV 122.6% Learjet 35A 164.6% CL-601-3A 177.2% Falcon 20-5 186.3% Learjet 55 194.2% CL-604 Citation Excel 560XL Hawker Beechjet 400A Learjet 45XR Premier 1 GV

Source: AMSTAT (www.amstatcorp.com) Asset Insight, Inc (www.assetinsightinc.com) Aircraft Index see Page 153


MarketIndicators MARCH17.qxp_Layout 1 21/02/2017 14:45 Page 7

Ask Price vs. Maintenance Exposure *

Asset Quality Rating Scale -2.500 to 10.000

Turboprops

Small Jets

Medium Jets

Large Jets

$ Millions

Ask Price Source: Amstat (www.amstatcorp.com) * The accured cost of future scheduled maintenance

Advertising Enquiries see Page 4

www.AVBUYER.com

March 2017 – AVBUYER MAGAZINE

27


+41 22 787 08 77 trading@sparfell-partners.com www.sparfell-partners.com

2002 BBJ 737-700 IGW

2009 GULFSTREAM G450 S/N 4161

Make Offer

Deal Pending

1’028 TT, 6’200 NM Range, 18 Passengers

4’075 TT, RRCC, HAPP, MPP, 16 Passengers

1997 DASSAULT FALCON 900EX S/N 12

2000 DASSAULT FALCON 50EX S/N 297

Make Offer

Make Offer

8’920 TT, MSP, HAPP, CAMP, CPDLC, 14 Passengers

2014 CHALLENGER 350 S/N 20530

920 TT, Smart Parts Plus, MSP, CAMP, CPDLC, 9 Pax.

$17,000,000

3’715 TT, CAMP, MSP, Fresh Inspections, 8 Passengers

2006 CHALLENGER 300 S/N 20097

6’320 TT, Smart Parts Plus, JSSI, CPDLC, 9 Passengers

Deal Pending


2007 EMBRAER LEGACY 600 S/N 979

2013 EMBRAER LEGACY 600 S/N 1166

New Price, Please Call

$12,750,000

1’660 TT, CAMP, Wi-Fi, New Interior & Paint, 13 Passengers

3’847 TT, JSSI Platinum Program, 13 Passengers

2012 EMBRAER PHENOM 300 S/N 87

2010 EMBRAER PHENOM 100 S/N 147

$6,390,000

$2,350,000

920 TT, EASA, JSSI & EEC Programs, 7 Passengers

2000 BOMBARDIER LEARJET 45 S/N 112 8’610 TT, MSP & CAMP Programs, 8 Passengers

$1,590,000

1’340 TT, EASA, ESP & EEC Programs, 4 Passengers

1997 SIKORSKY S76C+ VVIP

4’030 TT, Engines, Gear Box & Avionics Programs, 6 Pax.

Priced to Sell

1994 EUROCOPTER AS 355N

1991 EUROCOPTER AS 350B-2

Make Offer

Make Offer

9’200 TT, SBH, PBH, EMS

9’800 TT, SBH, PBH


Interview March17.qxp_Finance 20/02/2017 15:53 Page 1

BIZAV INTELLIGENCE T INTERVIEW

Eagle Aviation at 50!

South Carolina's Home-Grown Business Aviation Specialists There are hundreds of FBOs strung along the Eastern Seaboard between Portland, Maine and Key West, Florida. Few lay claim to a half-century in Business Aviation - but Eagle Aviation does. Dave Higdon catches up with David Lipski and Lee Thomas to reflect on 50 years of success… ased in Columbia, South Carolina, Eagle enjoys a reputation far beyond being a local FBO and service provider. “Aircraft sales are our largest profit center and the focus of our business,” long-time president David A. Lipski tells AvBuyer. “After that comes line service, then maintenance and paint, and interior completions. “We focus our aircraft sales efforts internationally as well as locally,” he adds. Over five decades in Business Aviation, Eagle's sales force has moved aircraft into and out of many countries. “It's up around 50 countries,” confirms Lee Thomas, Eagle's aircraft sales manager. A quick overview of the company’s activities shows that it serves as the main FBO and contract fuel supplier for air carriers at Columbia Metropolitan Airport (KCAE), where Eagle also operates a full-

B

30

AVBUYER MAGAZINE – March 2017

service maint enance center, a paint and interior completions operation, charter operations, and a flight support shop. “We do have (FBO) competition on the field and another sales organization,” notes Lipski, “but as outlined, our sales are not only local, they're worldwide.” A few miles east of Columbia Metropolitan, Eagle Aviation also serves as the contract FBO operator at county-owned Jim Hamilton L.B. Owens Airp ort (KCUB), Columbia's near-downtown aviation facility. In addition to FBO, tie-down and hangar services, KCUB is the base for Eagle's Part 61 flight-training operation. Specifically, Eagle Aviation is a Cessna Citation and Beechcraft King Air specialist and a service center for Textron Caravans and Piston Powered aircraft, including Barons and Bonanzas and Cirrus

www.AVBUYER.com

Aircraft Index see Page 153


Interview March17.qxp_Finance 20/02/2017 15:54 Page 2

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

Aircraft, which is beginning to deliver its SF50 Vision single-engine jet. These points all contribute to Eagle Aviation's half century of success in Columbia. But aside from a great location, Eagle's success also rests on three other crucial words in aviation: Service, Quality and Connections.

50 years at KCAE

Columbia serves as the capital of South Carolina – and the city is home to the University of South Carolina. In a basketball- and football-loving region like the Carolinas, college game days attract large crowds. With the university's football stadium capable of seating about 80,000 spectators, home games make for busy days at both airports Eagle Aviation serves. “We fill up at both airports when there's a game at the stadium because the downtown airport is almost walking distance from the game,” Lip ski explains. The Masters golf tournament (running 3-9 April) is an hour away from Columbia in Augusta, Georgia and draws large numbers of aircraft flown by golf fans. “We get a lot of people flying in because hotels and restaurants are available at the last minute, and in addition we have US Customs and some hangar space available – and we're less expensive than Advertising Enquiries see Page 4

flying into Augusta itself. We don’t have the traffic and ground delays often seen in Augusta,” Thomas adds. “We'll have full ramps at both airports.” The company has grown significantly since it opened with five employees in the late 1960s. Today the depth of services offered helps keep 116 employees busy year-round. “Our owner is the original owner of the company,” Lipski expounds. “He bought a small business in 1967. It was basically a single, small hangar offering a little gas sales, a little flight training, a little of this and that.” That owner “expanded it and grew it from its inception to where we are today.” And business aircraft sales quickly became the major focus it remains today. The non-sales growth was all concentrated at KCAE until Eagle Aviation took over the lease at KCUB, an uncontrolled, non-towered field with a single runway a nd about 120 based-aircraft. A major appeal is KCUB’s proximity to downtown, the state capitol, and the university that helps keep it busy. “The county has an airport manager who runs the field and we provide the services,” Lipski explained. “Flight training is a smaller part of our business, and it's handy because the downtown airport doesn't have the traffic from the airlines and overnight shippers that we have at Metro.” www.AVBUYER.com

“The company has grown significantly since it opened with five employees in the late 1960s.” 

March 2017 – AVBUYER MAGAZINE

31


Interview March17.qxp_Finance 20/02/2017 15:55 Page 3

BIZAV INTELLIGENCE T INTERVIEW

LEE THOMAS, AIRCRAFT SALES MANAGER, EAGLE AVIATION

DAVID LIPSKI, PRESIDENT, EAGLE AVIATION

Thomas and Lipski noted that KCUB boasts an historic Curtiss-Wright hangar, currently undergoing a conversion into a micro-brewery and restaurant called ‘The Hunter-Gatherer Brewery at Owens Field’. It will feature a taproom and an observation deck overlooking the airport. Even through tough times, Eagle Aviation continued to offer flight training – something missing at many busy FBOs. “The reason we stay in the business is we feel an obligation to pay back, to help grow the pilot population,” Lipski explains.

Growing Metro, Growing Sales

According to Lipski, Eagle Aviation's future holds more of the same successes it enjoyed in the past through a continued focus on service and client satisfaction. Aircraft sales in 2016 totaled about 25, Thomas reveals. That’s a bit lower than the previous year (a common report among dealers and brokers). Meanwhile, the company's avionics shop, which took a hit during the Great Recession, is the focus of efforts to rebuild business. Currently, light maintenance and installations are the main focus– and Lipski wants to revive and revitalize that component of Eagle's business. That plan parallels other plans to continue to grow Eagle Aviation's full-service, in-house completions center, where craftsmen and tradesmen handle upholstery, cabinetry, carpeting, bright-work upgrades and pai nt (all focused at Metro). However, both Lipski and Thomas voiced confidence in the aircraft sales market. “Our phones have been ringing more like usual since the start of 32

AVBUYER MAGAZINE – March 2017

“ ‘I see the next few years very positively,’ Lipski concludes. ‘The economy has improved. We've moved in the right direction in the past couple of years...’ ”

the year,” Thomas explained. Along with an expectation of growth in sales, Lipski sounded an optimistic note about the company's service operation. With the new products coming out of Cessna and Beech, Lipski expects to expand the mainte nance staff and avionics, this year. “We're in the hunt for good people,” Lipski adds.

Forward-Looking

Lee Thomas took over sales two years ago, with a staff of five. His predecessor passed away after a long career at Eagle Aviation. “We're like family here,” Lipski explains. “We are growing continually – there is no end. We've just been a solid, steady grower as the years have rolled past.” “We're never satisfied with where we are,” Thomas emphasizes. “We've made a lot of good friends and repeat customers, and we value them. You come into the office and you can sit down with Dave or me, and chat; go to lunch. We know our customers. I'm optimistic about the business in the US and worldwide, but particularly in the US.” “I see the next few years very positively,” Lipski concludes. “The economy has improved. We've moved in the right direction in the past couple of years, and there are greater things on the horizon. We're very, very optimistic.” It appears that after a half-century cultivation, Eagle Aviation’s approach to the business of aviation positions it very well indeed for its second half century in the industry. T More information from www.eagle-aviation.com

www.AVBUYER.com

Aircraft Index see Page 153


Corporate Concepts 1 March.qxp 23/02/2017 10:58 Page 1

Corporate Concepts International, Inc. New 2017 Gulfstream G-650 – Off Market ■ New to the Market ■ Exceptional Opportunity ■ Call for full details

2015 Gulfstream G-650 – New Lowered Price ■ For Sale – Some Trades Considered ■ Rolls Royce Corporate Care and Factory warranties ■ 16 passenger – Forward and Aft Lavatory ■ Fully optioned including Broadband Internet & Satellite TV ■ Financing avialable - Available for Private Viewing

2006 Global 5000 – Priced to Sell – Owner Financing Possible ■ Open to offers ■ Recent extensive 120 month inspection, landing gear overhaul, and new exterior paint, refurbished woodwork and some interior ■ EASA certified ■ High Speed Internet, HUD, ADS-B, TCAS 7.1, Batch 3, FANS-1/A ■ See www.flycci.com for details

Also Available: DC8-62 VIP, 2014 Global 6000, Eurocopter EC-120B, Boeing Super 727-200 VIP, Off Market Gulfstream G-V See www.flycci.com for further details on these and other aircraft

Larry Wright +1 704 906 3755

Chris Zarnik +1 919 264 6212

Shailon Ian +55 (21) 982 -010605

Fernando Garcia +52 55 54077686

Dennis Blackburn +1 832 647 7581


Elliott March.qxp_Layout 1 20/02/2017 15:16 Page 1


Elliott March.qxp_Layout 1 20/02/2017 15:17 Page 2


Avionics March17.qxp_Finance 21/02/2017 14:23 Page 1

FLIGHT DEPARTMENT T AVIONICS

Upgrading Your Aircraft (Part 4) Ken Elliott identifies and explains the details of upgrading your aircraft to meet mandates or to improve its navigational and communications capabilities. n previous articles we addressed the general approach, pre-planning and selection of a completion facility so your aircraft can be upgraded to meet upcoming mandates and operational requirements. Here, we discuss the bundling of work tasks and what should happen when the aircraft arrives at the facility’s ramp. The facility arrival experience and subsequent work process will vary dramatically depending upon where you take your aircraft. When you consider the vast difference in capability offered by service providers, this variance is normal since shops tend to specialize in certain skillsets focusing on different parts of an aircraft. Table A (right) breaks out the various specialties an operator can expect to find at different facilities.

I

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

36

AVBUYER MAGAZINE – March 2017

www.AVBUYER.com

Note: certain facilities advertise expertise in a range of specializations but will focus on one or two core areas they see as important. Sometimes they will subcontract specific skills, even when listed as part of their capability. History tends to play a role in specialization to some extent. An example of three highly respected and fully capable MROs is illustrative: •

Duncan Aviation began with avionics and although today accomplishes much more, it is still renowned as perhaps the world’s leading independent, non-OEM, avionics company. Standard Aero, on the other hand, began its life as an engine facility but further expanded its engine capability after acquiring the legacy Aircraft Index see Page 153


Avionics March17.qxp_Finance 21/02/2017 14:28 Page 2

Garrett engine shops and tapping into the wide-ranging skillsets of the associated Garrett/Landmark facilities. WestStar Aviation combined its existing turboprop experience with Premier Air Center’s jet experience and has steadily established itself as a major player with excellent all-round skillsets to offer.

In the cases of these three companies, their ability to support engines, avionics and other specialties is not diminished by their history. But as background, there is no doubt that specific historical reputations follow each organization. It should be noted that the support of modern aircraft involves a degree of trade overlap, especially with respect to airframe/electrical and avionics, because electronic sensing and control has migrated across many aircraft sub-systems. For an upgrade, the arriving operator probably has scheduled tasks to be completed that will utilize several of the skills mentioned in Table A. However, it is common for an operator to set priorities and ‘essential’ items that must be completed by the scheduled-out date. Even though an upgrade can be extensive and complex, operators often assume it is a sub-part of an inspection, and MROs sometimes promote it that way. For example, a C-Check, 96/180 month or MSG 3 involving heavy maintenance will be the Advertising Enquiries see Page 4

primary reason for pulling the aircraft out of service but understandably, for convenience and cost saving, an upgrade will be scheduled at the same time. It is also not uncommon for an MRO to accept additional upgrade work (outside of their core skillset capability or for which they may not have adequate time to complete) to attract the core business of engines and/or airframe. If the downtime for the inspection is four weeks, then it is just assumed there is plenty of time for the upgrade. Unfortunately, this assumption may be far from reality. For some operators, the selection of a singlediscipline facility is the right approach. There are hundreds of capable avionics shops ready to undertake an upgrade, but they will usually lack the in-house capability for heavy maintenance, given that each model of aircraft requires the use of special ground support equipment, trained personnel and access to factory data and parts. The facility’s technicians will be the only folks working on your aircraft and will be very enthusiastic about the project(s) in hand. There are swings and roundabouts to this approach, however, given the difficulty of finding support when an unforeseen maintenance issue occurs. Completion facilities specializing in interior and paint can be ideal places for certain upgrades, such as ADS-B with FANS. They are likely to have a

www.AVBUYER.com

Continued on page 40

March 2017 – AVBUYER MAGAZINE

37


Jeteffect 8 x2 aircraft March.qxp 22/02/2017 14:26 Page 1

Gulfstream G650 • S/N 6166

Gulfstream GIVSP • S/N 1458

Gulfstream GIVSP • S/N 1446

Challenger 604 • S/N 5549

Challenger 601-3A • S/N 5019

Challenger 300 • S/N 20060

Falcon 50 • S/N 187

Hawker 800XP • S/N 258585

Los Angeles Palm Beach Dallas Atlanta Virginia Beach email: info@jeteffect.com

• 562.989.8800 • 561.747.2223 • 214.451.6953 • 334.502.0500 • 757.821.2921 • www.jeteffect.com


Jeteffect 8 x2 aircraft March.qxp 22/02/2017 14:26 Page 2

Learjet 45XR • S/N 45-409

Learjet 31A • S/N 124

Citation Sovereign • S/N 181

Citation Sovereign+ • S/N 528

Citation X • S/N 11

Citation XLS • S/N 5623

Citation Encore • S/N 626

King Air 350i • S/N FL-1005

Los Angeles Palm Beach Dallas Atlanta Virginia Beach email: info@jeteffect.com

• 562.989.8800 • 561.747.2223 • 214.451.6953 • 334.502.0500 • 757.821.2921 • www.jeteffect.com


Avionics March17.qxp_Finance 21/02/2017 14:29 Page 3

FLIGHT DEPARTMENT T AVIONICS

range of skills in-house and yet be able to fully focus on the primary task of the upgrade and not be distracted by engine or airframe maintenance concerns. Bear in mind that some MROs have in-house completion capability, so it is possible to schedule upgrades without the maintenance, especially if it includes interior and paint. MROs think carefully about giving up their valuable hangar spaces for just avionics installations, especially when the economy is thriving. Table B (above) shows the scale of an upgrade against its corresponding non-upgrade activity. Primary risks are shown, but there are many risks and the dynamics vary from facility-to-facility, or task-to-task. Sometimes upgrades can include engines or airframe modifications. Sometimes engines, for example, can be overhauled during the upgrade, stretching out the time for completion and saving the operator exchange or loaner fees. Also assume other upgrades, such as winglets or LED lights, carry similar risks. Because they specialize on only one brand, aircraft OEMs are generally in a better position to adjust and deal with complex or multiple work tasks. Even they are not immune to the risks, however, given that they will often accept a variety of manufactured aircraft in their factory-owned or authorized service centers.

Arrival at the Ramp

The arrival experience can be much like taking your car to the auto shop. Lobbies are lobbies, and they 40

AVBUYER MAGAZINE – March 2017

come in all shapes and sizes. Service center lobbies can be sparse but some, when doubled with FBO functionality, will offer the full complement of pilot and other services. An MRO or upgrade facility that treats its customers the same as if they are buying a new aircraft hits the right mark and knows that first impressions are key. Facilities that offer multiple skillsets will allocate a Customer Service Representative (CSR) for a group of customers, typically by model of aircraft or engine. The CSR becomes the point person, and will not know everything but will call in specialists as needed. For this article series, we are walking through an ADS-B Out upgrade for a legacy business jet. With 33 months to go, scheduling now means the upgrade will not be squeezed into an existing hangar schedule. For sure, as time progresses, more shops will be pressured by anxious operators to provide non-existent hangar slots for ADS-B Out installations.

Kick-Off Meeting & Customer Engagement

If there is one thing an operator can do to set the tone for the whole visit, it is to insist on, and engage in a face-to-face meeting with all the skillset leads who will be working on and responsible for the aircraft. This meeting should be held shortly after the aircraft’s arrival. While it is common to have incoming ‘kick-off’ meetings, all too often they are only partially representative of the full work scope, given that the ADS-B upgrade may have been perceived as a subset of a major

www.AVBUYER.com

Aircraft Index see Page 153


Avionics March17.qxp_Finance 21/02/2017 14:30 Page 4

inspection (or at best, an add-on). Some of the better shops provide customer offices and allow customers access to the hangar throughout the project. Be engaged and ask questions. Do not wait to be called upon. Very often customers can be instrumental in resolving difficult issues as they arise simply by being there, by being informed and being within easy reach. Customers who engage in the process understand the issues shops face and will be more forgiving if something does not go as planned. An ADS-B Out upgrade can be complex, disrupt an inspection work plan and involve significant interior access. Due to involved certification requirements, it also may cause unplanned delays. Satisfied customers will be those who feel the pulse of the task and are able to react quickly when a delay is likely to occur. Given sufficient time and the comfort of a ‘heads up’, operation schedules can be rearranged and solutions sought. Being at the facility or remotely tracking the aircraft on a regular basis mitigates surprises. Avoid the element of surprise by staying close to the project underway on your aircraft. The importance of a ‘kick-off’ meeting to review the work scope on your aircraft cannot be stressed enough. Beyond the aircraft and equipment, leads include the engineer, certification and quality control/inspection representatives. They are the folks who will raise the red flags. Because they are somewhat independent of the reporting responsibility within an MRO, they will find it easier to be the bearer of bad news! Use the initial meeting to flush out issues and concerns. Learn to read the signs of uneasiness in the room when topics are likely to impact the schedule, add to the work scope or concern technicians working in the same place at the same time. Often the warning signs of delays and issues are already there long before they emerge as reality. Another common occurrence between the operator and the facility is a misunderstanding of expectations. This usually occurs between individuals (for example chief pilot and a department lead). The lead walks away assuming Task X was being discussed while the chief pilot really meant Task Y. This situation often occurs when participants fail to listen or adequately reflect on what was said/read back a request. The problem is exacerbated when pilots or department leads are in a hurry, or when their attention is diverted elsewhere. It can result in costly time and money overruns, so prompt and candid communications are vital. Note that for the operator it is not necessary to have a pilot or even the company mechanic babysit the project. Some flight departments hire trusted consultants who have experience in monitoring aircraft through completions, inspections, pre-buys and modifications. These Advertising Enquiries see Page 4

consultants are often former flight department mechanics or OEM/MRO leads and typically are very knowledgeable on specific makes of aircraft. Many aviators remember Bob Emery. His keen eye never missed a thing when it came to Gulfstream aircraft. Bob was one of aviation’s greatest mentors and a perfect example of the maintenance consultant.

Working On Your Aircraft

Each aircraft owner wants to see their aircraft receiving full attention throughout the process. Each facility working on your aircraft wants to achieve that too. However, it does not always work that way. Completing an upgrade and working an inspection involves a delicate dance of dependent tasks. Each task may be dependent on another, and there will always be times when different trades will be placed on hold. Facilities will use that hold time to work on another project, or for the upgrade they may be busy on your new wiring harness in the wiring room. This situation is another reason why having representation close to the activity is very useful. It is not uncommon, for example, to find your aircraft

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“Avoid the element of surprise by staying close to the project underway on your aircraft.”

March 2017 – AVBUYER MAGAZINE

41


Avionics March17.qxp_Finance 21/02/2017 14:31 Page 5

FLIGHT DEPARTMENT T AVIONICS

out on the ramp and another in your bay. This is perfectly acceptable, providing the work scope is on track and there are no weather issues or other mitigations. Larger MROs have specific hangars or groups of bays in a hangar for each of the aircraft types they maintain. Each aircraft type has a Crew Chief and a team of dedicated mechanics. Being qualified to work on the aircraft is both a company and individual certification requirement. Each aircraft type will also have an Inspector and the CSR mentioned earlier. Avionics, Interior and Accessories will not have specialists by aircraft type and are instead grouped by department. Engines will have specialists by engine model who may work across different typ es of aircraft. Understanding this structure is key to setting your expectations. Smaller facilities, such as avionics shops, do not require the complex structure of an MRO but should have, at a minimum, quality, inspection, fabrication (sheet metal), engineering and certification, over and above their avionics specialists. Do not hesitate to ask how these functions are achieved before you sign up for the work. Clues to a facility’s scope of capability can be gleaned from an understanding of its structure. For example, a person wearing multiple hats may be a red flag (but not always so). For our ADS-B Out upgrade, the aircraft will likely be assigned a particular bay. Because there may be a simultaneous engine and airframe inspection/repairs, it may first be taken for ground runs and other outside tasks bef ore being placed in the hangar. Once inside, the aircraft should be immediately

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protected. Wherever the mechanics will be working and transiting, the aircraft will need some form of protection, including openings such as engines and pitot static ports. How a facility takes care of your aircraft is a clear indication of the quality of work you may expect for the ADS-B effort.

ADS-B Out

There are many versions of ADS-B upgrades, but for the typical legacy turbine aircraft it is likely the transponder and GPS source will need upgrading. However, remember there are at least two of each on every aircraft. There is a total of 7,169 and counting entries on the FAA ADS-B Out compliant equipment website location. While many of these solutions are for light GA or air carrier applications, a significant number are fo r turboprop and turbine aircraft used by corporations and others. Because ADS-B Out broadcasts aircraft performance and position data, the upgrade requires the integration of aircraft data from different sources that may not exist where needed. The information, along with position and flight ID, is provided to each transponder for rebroadcast to the outside world. The ADS-B Out must also warn pilots, via a nnunciation, if it fails in any way. Some integrations require a digital adapter or bus concentrator module. Also, in some integrations the GPS receiver will be embedded in a new or updated Flight Management Computer that also functions as the display for flight management data, typically mounted in the pedestal. Finally, some ADS-B Out solutions require a different GPS with a higher signal integrity ante nna. The antenna installation or change out can be a significant impact to the customer.

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Aircraft Index see Page 153


Avionics March17.qxp_Finance 21/02/2017 14:31 Page 6

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This brings us to access. Having the aircraft and most of its inside pieces and parts comfortably intact while parked in the hangar, is one thing. Having a gutted interior, even if only partial, is quite another - and is scary to many operators. If interior access is required and particularly if that removal involves a one-piece headliner and/or bulkhead, then expect there to be a lot of disruptive activity early as well as later in the project. The integration facility should have foreseen the challenge and estimated an interior Removal and Reinstallation (R&R) time, with cost. Make sure the time is sufficient, and ensure there will be no other major activity ongoing during the actual R&R (unless off the aircraft or well away from the cabin). Depending on the model of aircraft and the ADSB Out in tegration, access should be in the cockpit, avionics bay and some places in between. Access in most cases should not be a major project.

Summary

Many operators have years of experience going through maintenance and upgrade cycles. They will have established MRO relationships and sometimes will not be exclusive to any one facility, using healthy competition as a leverage. Even for the seasoned Advertising Enquiries see Page 4

veteran, however, going through a major integration project such as ADS-B Out (particularly when combined with other upgrades) can be stressful. The key take-aways are: •

Make sure you understand the accepted work estimate, including all terms and conditions; • Establish one-on-one relationships with team leads from all trades who will be working on your aircraft; • Insist on a proper ‘kick-off’ meeting, attended by all th e team leads; • Review your log books and paperwork with everyone who will be touching them; • Have on-site representation such as flight department mechanic or reliable consultant mechanic with sufficient hands-on experience on your aircraft platform. Providing a pilot is helpful, but may not be ideal; • Fully understand the work scope and how it will be tracked to stay on schedule; • Stay engaged and look for signs of delays or cost overruns – avoid surprises. Next, we will transition through the integration of the ADS-B Out, including the checkout of the system… Stay tuned! T

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March 2017 – AVBUYER MAGAZINE

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Helicopters March17.qxp_Finance 20/02/2017 16:43 Page 1

FLIGHT DEPARTMENT T ROTORCRAFT

Should You Consider a Corporate Helicopter? The Mysteries & Myths of the Modern Rotorcraft…

Cutting through the myths of helicopter operations, Dave Higdon discusses some of the questions operators should tackle and understand when considering a rotorcraft for the flight department… pilot acquaintance recently shared a concern that his company was considering adding a helicopter to its flight operation, or possibly even replacing the current propjet twin with a helicopter. Truth be told, neither option excited him since both would require new training. He had added a helicopter rating to his license many years ago, but after a short time flying EMS helicopters he landed his current job operating the propjet twin. Now the pilot was fielding daily questions from his boss and his supervisor, many of them rooted in the myths and misinformation denigrating helicopters - and many of them undoubtedly heard over years of flying. Those questions were in addition to the

A

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AVBUYER MAGAZINE – March 2017

predictable enquiries about differences in costs, maintenance and other operational issues. Disposing of some of the myths proved relatively easy. Answers to the fact-based questions helped his boss continue to consider the idea. The differences between helicopters and fixedwing aircraft are substantial. Hover here as we delve into some of those differences, first addressing the myths and then the solid facts...

Myth 1: Engine Failure = Unavoidable Crash

People generally understand that without engine power fixed-wing aircraft retain their ability to glide, allowing them to retain some capacity for controlled flight. Helicopters, however, depend on the main rotor-blade rotating at a speed capable of generating lift. They do not beat the air into submission (as one common line describes), however. And since rotors don't instantly stop upon an engine failure occurring, helicopters also continue to fly under control after the powerplant cuts out. Thus, helicopters don't automatically drop like a

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Aircraft Index see Page 153


Helicopters March17.qxp_Finance 20/02/2017 16:43 Page 2

Gravity always wins regardless of aircraft category. So practice, timing and the control movements play large roles in preparing for the rare possibility of engine failure in a helicopter.

Myth 2: Helicopters are More Dangerous

Overall, according to the safety statistics of various institutions, the risks of traveling by helicopter run at about the same level as flying fixed-wing. Just like in fixed-wing aircraft, most helicopter accidents stem from operator error as opposed to mechanical failure. Leading the lists of operatorerror accidents are: • • • •

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

Controlled Flight Into Terrain (CFIT); Wire Strikes; Fuel Exhaustion; and Weather mistakes.

Of the list above, modern technology offers an increasing array of tools to help pilots avoid CFIT, wire strikes and weather encounters. It also bears noting that many types of helicopter operation put them in close proximity to obstructions and obstacles in their missions that few fixed-wing aircraft would encounter using airports.

Myth 3: Helicopter Flying is more Difficult

rock upon powerplant failure. By decreasing the pitch of the helicopter’s rotor blades (using the aircraft’s collective control) and descending, the pilot can achieve the rotorcraft equivalent of gliding, which is called ‘autorotation’. The pilot's collective control input preserves rotor-blade rotation and converts the potential energy of the helicopter’s altitude into rotational energy of the whirling rotor blades. While descent rate is high, the aircraft is maneuverable. Helicopter pitch attitude, and thus airspeed, is controlled conventionally with the pilot’s joystick, which in helicopter parlance is called the cyclic control. At the appropriate altitude for arresting the helicopter’s descent, a coordinated application of cyclic control for flare and collective control for converting the rotor’s rotational energy into lift results in a soft touchdown even when no engine power is available. Autorotation is a maneuver practiced over and over in helicopter flight training, and it works well. Similar to fixed-wing aircraft, however, without power there are no go-arounds. Advertising Enquiries see Page 4

One popular line compares flying a helicopter to trying to balance one-legged atop a beach ball while simultaneously rubbing your stomach. Hogwash! Aviators experienced in both fixed-and rotarywing aircraft stress that flying a helicopter is really no more difficult than flying an airplane, though it’s obviously different. Practice is the key component of success in both types. And many a person became a pilot starting out in helicopters.

“But like much of Business Aviation, some of these comparisons are relative.”

Myth 4: Helicopters are Exorbitantly Expensive

Admittedly, the per-seat costs of business turbine helicopters can run higher than comparable turboprops and jets. And learning to fly helicopters runs at a higher per-hour cost than fixed-wing. But like much of Business Aviation, some of these comparisons are relative. Fuel expenses tend to run higher per flight hour on a horsepower-to-horsepower basis because helicopters are not as aerodynamically efficient as airplanes. Maintenance costs can be higher simply because of the complexity of the powerplant, rotor and control systems, and because inspection intervals typically are more frequent. But in mission-focused terms, helicopters o ffer capabilities unavailable from fixed-wing aircraft – and that should be the only basis for comparison. www.AVBUYER.com

March 2017 – AVBUYER MAGAZINE

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FLIGHT DEPARTMENT T ROTORCRAFT

Myth 5: You Can Land Helicopters Anywhere...

Airspace and local zoning ordinances have a say in where airports are built, helipads constructed, and where one can legally land a helicopter. More than one property owner learned the hard way that owning a large plot with room to land a helicopter didn’t make actually doing so OK with their local authorities, with the FAA and (especially) with neighbors. That said, the flexibility of helicopters make them ideal for off-airport missions. They’re also very good for travel from legally-established heliports and helipads to airports or other legal landing sites. And they can access remote locations (where legal) with no runway. All they need is sufficient space to handle the vehicle’s approach and departure profile and to prevent rotor strikes. (Only appropriately certified multi-engine helicopters are authorized to conduct vertical takeoffs and landings.)

Myth 6: Helicopters are all the Same

Helicopters vary in sizes, in types, in powerplants and, consequently, in mission capabilities. One size, one version, absolutely does not fit all. Selecting a helicopter for a business use should parallel the process of choosing a fixed-wing aircraft.

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AVBUYER MAGAZINE – March 2017

“Selecting a helicopter for a business use should parallel the process of choosing a fixed-wing aircraft.”

www.AVBUYER.com

The first step in the process involves identifying how the machine will be used. What's its primary mission the majority of the time? For example, if your envisioned use mainly involves cross-country flights of more than 350 miles or more, a helicopter may not be your best option – unless, that is, the destination frequently requires landing in a remote location far from airports (oil sites, mines, farms and ranches, for example). For making short hops between heliports 100200 miles away, a helicopter may be the suitable option. Do you need to carry a lot of people or equipment to remote locales? There are helicopters suitable for that, just like there are utility fixed-wing aircraft capable of using short, unimproved strips. Speed wise, they may be closely matched. Perhaps you need to pick up from an urban heliport and fly to a nearby airport. The helicopter beats all alternatives for this scenario, particularly when there is dense traffic between that office building and the airport. Depending on the territory to be transversed, a multi-engine helicopter may be the smart option; particularly for missions over unimproved landscape. Ditto for equipping with floats when flying over-water missions. 

Aircraft Index see Page 153


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Helicopters March17.qxp_Finance 20/02/2017 16:45 Page 4

FLIGHT DEPARTMENT T ROTORCRAFT

Of course, cabins finished for executive transport are an option in almost any size of helicopter – but some larger, multi-engine helicopters are better suited to heavy executive transport than smaller 3-4 seat rotorcraft. These executive helicopters can accept the weight of being outfitted with many of the amenities common in executive jets and turboprops. Turbine-powered helicopters deliver ride qualities and mission capabilities at a higher level than piston-engine helicopters. Turbine powerplants have operating characteristics, such as higher levels of reliability and lower levels of vibration that are more suitable to rotorcraft than piston powerplants. Beyond mission considerations, it becomes a matter of budget.

The Cost Equation

Nothing about helicopters competes cost-wise with most fixed-wing aircraft of similar size and power. That applies to purchase, operating and maintenance costs. This isn't to say a helicopter can't match or exceed the time savings of a fixed-wing competitor. Depending on how and where it's used, a helicopter may be a better time-saver simply by its ability to pick-up and drop-off in locations no fixedwing aircraft can access. For getting people to the airport fast, few options can beat a helicopter with

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AVBUYER MAGAZINE – March 2017

“This isn't to say a helicopter can't match or exceed the time savings of a fixed-wing competitor.”

www.AVBUYER.com

an office-district landing option. Purchasing a turbine-powered executive helicopter may be price competitive with an airplane – depending on how many seats are needed. But maintenance costs reflect the greater complexity of the helicopter itself. The vehicle’s engine drives the main rotor and tail rotor through a gearbox – with a long drive shaft between that transmission and the tail rotor. Helicopters have more bearings, more actuators, more-complex pilot controls, rotor blades that are more complicated than propellers, tail-rotor blades, more vibration, and consequently more maintenance costs per flight hour, than airplanes. You can begin to see the picture. But for operators with the need for what helicopters do best, fulfilling the mission is the goal. Then it's a matter of picking a helicopter to meet those needs.

Where to Find the Right Helicopter

Many dealers and brokers focus on helicopters, and the Helicopter Association International (HAI) in Alexandria, Va., can be a good starting point for researching helicopters and their use. As it approaches its 70th birthday, HAI offers tremendous resources for operators and would-be helicopter users. Visit them via www.rotor.org. T

Aircraft Index see Page 153


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Management March17.qxp_Finance 20/02/2017 16:11 Page 1

FLIGHT DEPARTMENT T MANAGEMENT

What are your Business Aviation Security Procedures?

Tips for Identifying and Extinguishing Security Breaches in your Flight Department

After reading a Facebook post by one of his company’s pilots, Aviation Director Andre Fodor was prompted to call a friendly staff meeting regarding corporate and personal security. Here’s why…

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AVBUYER MAGAZINE – March 2017

he social media post that prompted our Flight Department meeting contained a detailed chronology of upcoming trips, and (without any intention of doing so) could have exposed our company’s strategic growth plan, or worse, compromised our principal’s privacy and security. Thus the focus was a review of safety and security practices. With particular reference to security, social media postings risk inadvertent sharing of potentially sensitive information in public forums. Short of forbidding it, I suggested the use of “broad strokes”. To illustrate, a curious ramp worker at an FBO we once visited once enquired about our destination. Dissatisfied when told ‘Europe’, he probed for more information. I responded that we were going to France, but he insisted on

T

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Aircraft Index see Page 153


Management March17.qxp_Finance 20/02/2017 16:12 Page 2

professionals who transport company personnel. Before accepting a flight, I always conduct a safety assessment. My first action is using a search engine to learn what’s going on at the intended destination. Local and major news agencies are a good way to obtain a feel for the situation, and the US State Department travel website is a valuable source for travel restrictions or warnings. Pilot colleagues, one of whom may have recently visited the destination, often provide valuable operational knowledge. You may wonder why my first call is not to the local handler. For the same reason that I’m vague about providing destination details to strangers at FBOs, I believe that alerting a handler of an intended trip may provide too much time for malevolent planning, as you’ll see below. With the current level of global threat requiring caution, trusting intuition and retaining a healthy level of suspicion help raise the threshold of safety and security within a Flight Department.

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.

Transportation Arrangements

To further our risk mitigation, in some locations we may schedule two forms of transportation for our principal; one well in advance (the decoy) and another just a few hours prior to our arrival. Depending on locale, a last minute arrangement can dissipate risk. Recently a wealthy family was robbed while being driven to a hotel in Paris after arriving on a corporate aircraft. Authorities are fairly sure that it was a well-planned crime aided by inside information. At any rate, Flight Departments need to be creative, think outside the box and use opportunities to remove risk exposure.

Additional Security Measures pinpointing our final destination. He finally seemed satisfied when told that we filed for Nice in the South of France. In reality, we were headed to Inverness, Scotland. While not naturally paranoid, I lived abroad for many years and have flown High Net-Worth Individuals throughout the globe. Corporate pilots are keenly aware that too much information can lead to loss of business revenue to competitors - or worse, make their passengers the target of robbery or kidnapping. Now that I had everyone’s attention, we were primed for a discussion of security within our corporate Flight Department.

Risk Assessment

A major concern of Flight Department managers is the wellbeing of the principal and the flight Advertising Enquiries see Page 4

There are many other fronts that require risk mitigation. With the advent of airborne connectivity comes security concern for sensitive data flowing in and out of the aircraft. A discussion with our data provider helped us secure and tighten our privacy on that front. All paper documents left in the cabin are shredded, and we are careful regarding the proper disposal of personal items that might contain DNA (yet another privacy and security concern).

In Summary

Security is enhanced by communal thinking: if we are all attuned to the risks, as a Flight Department we become better at mitigating risks. Real life practices, practical training, emergency drills, and scenario-based discussions are all vital to sensitize everyone to Flight Department security. From crew to principal, we are all each other’s keeper. T www.AVBUYER.com

March 2017 – AVBUYER MAGAZINE

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Avjet FP March.qxp_Layout 1 22/02/2017 14:29 Page 1


Avjet multi dps March.qxp_Layout 1 22/02/2017 14:29 Page 1

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Safety March17.qxp_Finance 20/02/2017 16:53 Page 1

FLIGHT DEPARTMENT T SAFETY

A Lesson in Flight Crew Currency The Importance of Options, Anticipation & Adaptability in Pilot Currency Aviation safety writer Mario Pierobon draws on lessons learnt from a July 2015 Phenom 300 accident to highlight the need for pilots to develop resilience as they pursue recurrent training… n July 31, 2015 at the end of a routine flight, an Embraer Phenom 300 operated by a single pilot entered the visual circuit to land on runway 25 at Blackbushe Airport, UK. A number of TCAS alerts occurred while flying within the circuit, and the pilot manoeuvred the aircraft until it was significantly higher and faster than normal for a visual approach. Following the TAWS alerts, the aircraft crossed the runway threshold 43 kts above the target threshold speed and floated before touching down, overrunning the runway end, colliding with an earth bank, and ploughing through a car park as a wing separated and fire erupted. All four of the airplane’s occupants perished. According to the report issued by the UK Air Accident Investigation Branch (AAIB), the operator had visited Blackbushe 35 times since August 2014, and the aircraft involved in the accident was operated on 27 of those occasions. Furthermore, the pilot had flown into Blackbushe 15 times prior to this fatality, the most recent being in March 2015. According to the accident report, though the company regularly undertook operations to Blackbushe, most of the  destinations to which the Phenom 300

O

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AVBUYER MAGAZINE – March 2017

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Aircraft Index see Page 153


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Safety March17.qxp_Finance 20/02/2017 16:54 Page 2

FLIGHT DEPARTMENT T SAFETY

having flown into it several times previously). Yet he was not current in flying visual circuit arrivals, and the workload demands appeared to have been too much for him. If a pilot wants to be de facto safe, he/she needs to move beyond the traditional prescriptive, legal approach to pilot currency, which leaves little room for foresight. Pilots must be able to manage changing circumstances in the cockpit, which includes the ability to anticipate those changing circumstances.

Resilience Development

Recently added as a training element of Crew Resource Management (CRM), Resilience Development requires flight crews undergoing CRM training to train toward mental flexibility and performance adaptation. Mental flexibility essentially concerns reflecting on one’s judgement and adjusting it to the unique situations that unfold around you. It’s also about avoiding an over-reliance on standard solutions, and remaining open to changing assumptions and perceptions. Performance adaptation is ultimately designed to mitigate traditional learned behaviours, overreactions and inappropriate hesitation, thereby adjusting a pilot’s actions to current conditions, as reported in EASA air operations regulations. While it’s a relatively new concept within the industry, fostering Resilience Development is important for Business Aviation organizations, whose operations are inherently less standardized than those of the Scheduled Airlines. The guiding themes of Resilience Development training should include:

was flown were large international airports within Europe and the Middle East. Analysis of FDR data showed that visual circuit arrivals were rare and seldom occurred at airports other than at Blackbushe. Several factors came together to create a very high workload situation for the pilot as he entered the pattern at Blackbushe and attempted his landing. He was receiving many audio signals and calls, possibly leading to audio overload. His mental capacity also could have become overloaded. Audio overload and the mental stressors may have led him to become fixated on continuing the approach toward a short runway, the report concludes. In many ways this accident boiled down to a matter of flight crew currency.

Defining Pilot Currency

Depending on the definition of pilot currency, the pilot involved in the above accident was both current and not-current. The pilot was current in accordance with the legal definition of currency (i.e. he knew the airport, 60

AVBUYER MAGAZINE – March 2017

• • •

“While it’s a relatively new concept within the industry, fostering Resilience Development is important for Business Aviation organizations.”

Anticipation; Openness to Options; and Adaptability.

Pilots must anticipate possible scenarios. In preparing for a mission, they need to undertake mini risk assessments, accounting for not only what could go wrong, but for what could change during the mission. By exercising Anticipation skills, pilots can recognize, for example, the need for extra protection(s) when flying a visual circuit arrival when more accustomed to large international airports. Finally, as a part of currency training, a pilot needs to understand that the reality of a situation is always more complex and less predictable than in the instructions received for training purposes. It is nearly impossible to anticipate all the Mario Pierobon is a safety potential adverse scenarios a pilot is likely to management consultant experience and to develop a complete set of and content producer. He compensating procedures. With appropriate currently is working on a training, however, pilots can sharpen their initiative, research project investigating adapt more effectively to an ever evolving reality aircraft ground handling and navigate successfully through the safety. Contact him via unpredictable. T marioprbn@gmail.com www.AVBUYER.com

Aircraft Index see Page 153


Boutsen March.qxp_Layout 1 20/02/2017 15:24 Page 1


Safety March17.qxp_Finance 21/02/2017 09:34 Page 1

FLIGHT DEPARTMENT T SAFETY

Checklist Discipline (Part 1)

Loss of an Owner-Flown Phenom 100 Emphasizes the Need for Checklist Use Culture is described as what a person does when nobody’s looking. Aviators pride themselves on their culture of safety. Yet too often one of the most important safety tools - the checklist - is either bypassed or used ineffectively. he crash of an EMB-500 (Phenom 100) on approach to Montgomery Country Airport (KGAI) near Washington, DC in December 2014 is a tragic illustration of what can happen when a pilot regardless of training or experience - fails to exercise uncompromised discipline in their checklist use. Having completed several programs of in-flight training and earning his Phenom 100 type rating about eight months prior to the 55 minute flight from his home airport (KIGX) in Chapel Hill, North Carolina to KGAI, the owner pilot with nearly 5,000 hours total time (including over 135 hours in the Phenom 100) seemed well qualified to fly the intended mission. He held an Airline Transport Pilot (ATP) certificate with Certificated Flight Instructor (CFI) privileges; had flown a Socata TBM 700 for about 1,500 hours; had approximately 60 hours in an Aero Vodochody L-39A; completed recurrent training in the Phenom in late September; and flew nearly 15 hours in the two months prior to his fatal crash. While holding aviation credentials of a professional aviator, the 66-year old pilot was a physician and chief executive officer of a clinical research company he

T

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Aircraft Index see Page 153


Safety March17.qxp_Finance 21/02/2017 09:34 Page 2

founded in 1989, and he used aircraft as a business tool. Shortly after departure from Chapel Hill, a non-pilot passenger sitting next to the owner pilot commented that the aircraft had entered clouds, and a few seconds later the pilot activated the aircraft’s engine anti-icing system and the pneumatic boots providing ice protection to the wing and horizontal stabilizer. Two minutes later, however, he turn ed them off. Well in advance of reaching the vicinity of his destination, the pilot listened to the Automated Weather Observing System (AWOS) for KGAI, which indicated that conditions were conducive to icing during the approach to Montgomery Country Airport. Yet there was no indication from either the aircraft’s data/voice recorder or from post-accident analysis that the pilot reactivated the aircraft’s a ntiice or de-ice protection systems in anticipation of the approach at KGAI.

A Sequence of Events

Operating on autopilot, the pilot requested a GPS approach to Runway 14 at Montgomery Country Airport, which is 4,202 feet long and 75 feet wide, and was cleared to descend from his cruising altitude of FL230. Per the FAA approved Phenom 100 checklist for flight in visible moisture (which the AWOS indicated wo uld be the case at KGAI), the aircraft’s engine anti-ice system must be activated when the Total Air Temperature (TAT) is below plus 10°C and the airframe de-ice system must be on when the TAT is below plus 5°C. The checklist also calls for entering the aircraft weight so that the flight display can show the proper reference speeds for the aircraft’s configuration. With anti- and de-ice systems activated, V reference is 121 knots and, according to the aircraft Pilot’s Operating Handbook, the approach should be flown at Vref plus 5 knots when icing conditions are present. The pilot entered data that showed Vref was 92 knots IAS, which would have been appropriate if the aircraft’s ice protection systems were not activated. (While accident investigators believe the aircraft’s actual weight was about 5% higher than determined by the pilot, Vref for 8,700 pounds and ice protection off would have been 95 knots— not substantially different from the bug speed shown on the aircraft’s speed tape but considerably below the appropriate approach speed of 126 knots per the checklist for flight in icing conditions.) Continuing to use the autopilot for the approach procedure, the pilot advised approach control he was still in Instrument Metrological Conditions but expected to break out shortly. Conversation captured on the Phenom’s voice recorder revealed that snow was present as the aircraft obtained visual contact with the runway about 3 miles from the airport. Advertising Enquiries see Page 4

“Following the checklist for flight in icing conditions would have provided the pilot with substantial advance warning...”

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Although the Phenom 100’s POH cautions against using the autopilot on approach during flight in icing condition, the pilot kept the system engaged and was not hand- flying the aircraft as it slowed on approach. Airspeed continued to decrease modestly as the autopilot pitched up to maintain the GPS approach guidance. As the airspeed slowed to 92 knots, the pilot added power but not sufficiently to stop the airspeed deceleration. One mile from the KGAI runway and at about 300 feet above ground level, and with the autopilot still engaged, the aircraft began to roll right to a bank angle of about 20 degrees before rolling left. Shortly thereafter the stall warning activated as the aircraft decelerated through 88 knots and the autopilot disengaged. Power was advanced to take-off settings but too late to prevent the aircraft departing from controlled flight and hitting a house. The Phenom pilot, his passenger and three persons on the ground were lost. According to NTSB studi es, the approach might have been different if the aircraft’s ice protection system had been activated per the approved checklist. Airspeed and angle-of-attack parameters would have been sufficient to provide a stall warning about 20 seconds earlier in the approach, when the Phenom was about 1,000 feet AGL and 10 knots faster in its actual approach sequence. Following the checklist for flight in icing condi tions would have provided the pilot with substantial advance warning and more altitude and airspeed to deal with an aerodynamic stall.

An Overarching Factor

Accidents are rarely (if ever) the result of one error, but pilot behavior is an overarching factor to be considered for this and many other situations. NTSB safety investigators concluded that the probable cause of the Phenom 100 accident at KGAI was the pilot’s decision to execute an approach in conditions conducive to structural icing without turning on the aircraft’s anti- and deicing system and without using the appropriate landing reference speeds. Standard operating procedures and the Phenom 100 Pilot Operating Handbook clearly state that ice protection systems should be engaged when icing is possible. Had the pilot followed the approved checkl ist, perhaps the outcome would have been different. The possibility that the accident pilot may have been using a checklist that only addressed non-icing conditions does not negate the fact that an appropriate checklist was not employed. A key element in pre-flight planning is access to the checklist required for the mission. Use of checklists must be cultural. Specifically, checklist discipline must be absolute—what a pilot does regardless of who is looking, regardless of hours flown and regardless of being blessed with a good memory. T March 2017 - AVBUYER MAGAZINE

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Values Intro.qxp_Finance 22/02/2017 09:27 Page 1

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 64

AVBUYER MAGAZINE – March 2017

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 Note: For additional spans a twenty year period, from 1997 through assistance and interest, Winter 2016, and covers 33 models. Values Conklin & de Decker reported are in US$m, with each reporting point Performance and representing the current average retail value Specification data for published in the Bluebook by its correspon ding these Entry-Level calendar year. For example, the Cessna Citation & Light Jet models can be referred to, Mustang average value reported in the Winter 2016 beginning on page 72 edition of Bluebook shows $1.7 million for a 2009 of this issue. model, $1.6 million for a 2008 model and so forth.  www.AVBUYER.com

Aircraft Index see Page 153


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Retail Values.qxp_RPG 21/02/2017 15:26 Page 1

FLIGHT DEPARTMENT T RETAIL PRICE GUIDE

Entry-Level & Light 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

2.5

2.3

2.1

2.0

1.9

1.8

5.5

5.0

4.6

4.2

3.9

3.7

BEECHCRAFT PREMIER 1

BOMBARDIER LEARJET 45XR BOMBARDIER LEARJET 45

3.1

BOMBARDIER LEARJET 40XR

4.2

3.8

3.3

2.9

2.7

BOMBARDIER LEARJET 40

2.5 2.050

BOMBARDIER LEARJET 31A

CESSNA CITATION XLS+560

6.2

6.0

CESSNA CITATION XLS 560

12.990

10.0

8.5

7.7

7.2

6.8

6.5

5.4

5.2

4.8

CESSNA CITATION ENCORE+560

4.4

4.0

3.7

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

5.4

5.1

4.7

4.4

4.2

3.9

3.7

3.5

3.3

3.8

3.6

3.4 3.1

2.9

2.7

2.5

2.3

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

3.459

ECLIPSE 550

2.8

2.4

2.8

2.6

ECLIPSE 500

EMBRAER PHENOM 300

8.995

7.9

7.5

EMBRAER PHENOM 100E

4.161

3.6

3.4

EMBRAER PHENOM 100

2.1

2.0

1.9

1.8

1.7

1.6

1.5

2.5

1.9

1.8

---

---

1.1

0.9

7.1

6.7

6.3

5.9

5.8

3.1

2.8

2.6

2.3

2.1

1.9

2.350

2.150

1.950

HAWKER 400XP

1.850

HAWKER BEECHJET 400A

NEXTANT 400XTI

4.4

4.0

3.5

3.1

2.9

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

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AVBUYER MAGAZINE – March 2017

www.AVBUYER.com

Aircraft Index see Page 153


Retail Values.qxp_RPG 21/02/2017 15:26 Page 2

RETAIL PRICE GUIDE T FLIGHT DEPARTMENT

What your money buys today

Winter 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

MODEL YEAR $ MODEL BEECHCRAFT PREMIER 1A

1.6

1.5

1.4

3.3

3.0

2.9

2.7

2.8

2.5

2.3

2.1

2.2

1.750

1.850

1.650

1.3

1.2

1.9

1.8

BEECHCRAFT PREMIER 1

BOMBARDIER LEARJET 45XR 1.7

1.6

1.5

BOMBARDIER LEARJET 45 BOMBARDIER LEARJET 40XR

1.550

BOMBARDIER LEARJET 40 1.250

1.2

1.150

1.1

1.050

1.0

0.950

BOMBARDIER LEARJET 31A

CESSNA CITATION XLS+ 560 4.6

4.4

4.2

CESSNA CITATION XLS 560

3.4

3.1

2.8

2.6

2.5

3.4

3.2

3.0

CESSNA CITATION ENCORE+560

2.3

2.1

1.9

1.8

1.7

2.4 2.8

1.6

2.3 2.6

1.5

CESSNA CITATION V ENCORE 560 2.4

2.2

1.5

1.4

1.3

CESSNA CITATION EXCEL 560-XL

1.4

1.3

1.2

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

3.650

3.550

3.1

3.0

2.9

2.8

2.2

2.1

3.350

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

1.4

CESSNA CITATIONJET 525 CESSNA CITATION MUSTANG 510

ECLIPSE 550 0.7

ECLIPSE 500

EMBRAER PHENOM 300 EMBRAER PHENOM 100E EMBRAER PHENOM 100

1.650

1.450

1.250

HAWKER 400XP 1.150

1.1

1.050

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

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March 2017 – AVBUYER MAGAZINE

67


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ACSpecs Intro.qxp_AC Specs Intronov06 21/02/2017 14:53 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 opposite, to be followed by Turboprops next month. Please note that this data should be used as a guide only, and not as the basis on which buying decisions are taken. The data presents aircraft aged below 20 years of age only, but Conklin & de Decker provides details of older airplanes too. If there are any other ways in which we can improve the content or presentation of this information, please let us know.

Tel: +44 (0) 208 255 4000; 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

72

AVBUYER MAGAZINE – March 2017

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 153


LEA RJET 40X R

$1,693.47

$1,662.13

$1,322.45

$1,311.21

$1,297.83

$1,921.60

$1,835.65

$1,804.52

4.8

4.75

4.75

5.4

5.4

4.35

4.92

4.92

CABIN HEIGHT FT.

4.9

4.92

4.92

5.5

5.5

4.95

5.12

5.12

CABIN WIDTH FT.

15.6

15.5

15.5

13.6

13.6

12.9

17.67

17.67

CABIN LENGTH FT.

305

305

305

285

285

281

369

369

CABIN VOLUME CU.FT.

4.16

4.2

4.2

4.16

4.167

3.75

4.8

4.8

DOOR HEIGHT FT.

2.41

2.4

2.4

2.125

2.125

3

2.5

2.5

DOOR WIDTH FT.

30

31

31

23

23

30

15

15

BAGGAGE VOL. INT. CU.FT.

26

25

25

55

55

-

50

50

BAGGAGE VOL. EXT. CU.FT.

2

2

2

2

2

2

2

2

CREW #

7

8

8

6

6

6

6

6

SEATS - EXECUTIVE #

16100

16300

16300

12500

12500

17700

20350

21000

MTOW LBS

15700

15700

15700

11600

11600

16000

19200

19200

MLW LBS

10915

10985

10900

8565

8600

11247

13718

13949

B.O.W. W/CREW LBS

4912

4912

4912

3611

3670

4653

5375

6062

USEABLE FUEL LBS

473

603

688

414

320

2000

1507

1239

PAYLOAD WITH FULL FUEL LBS

2085

2015

2100

1435

1400

2253

2282

2051

MAX. PAYLOAD LBS

1180

1180

1351

850

850

1480

1573

1778

RANGE - SEATS FULL N.M.

1519

1519

1974

1340

1340

1600

1707

1960

MAX. RANGE N.M. (4 PAX)

4700

4700

4030

4600

4600

4120

4000

4250

BALANCED FIELD LENGTH FT.

5083

5025

5237

5208

5208

4200

4033

4060

LANDING DIST. (FACTORED) FT.

4020

4020

5000

4000

4000

4890

2820

2820

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

560

560

620

948

948

1515

710

394

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

458

450

450

461

454

462

465

465

MAX. CRUISE SPEED KTAS

449

450

450

426

426

441

436

436

NORMAL CRUISE SPEED KTAS

410

410

425

370

370

417

428

432

L/RANGE CRUISE SPEED KTAS

2

2

2

2

2

2

2

2

JT15D-5

JT15D-5R

FJ44-4A-32

FJ44-2A

FJ44-2A

TFE 731-2

TFE 731-20AR

TFE 731-20BR

BOM BAR DIER

BOM BAR DIER

LEA RJET 40

LEA RJET 31A /ER

BEE CHC RAF T PR EMI ER I A

BEE CHC RAF T HA WKE R 40 0XP R BEE CHC RAF T PR EMI ER I

BEE CHC RAF T BE ECH JET 400 A BEE CHC RAF T HA WKE R 40 0XP

AircraftPer&Spec March17.qxp_PerfspecDecember06 21/02/2017 15:08 Page 1

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.

Advertising Enquiries see Page 4

www.AvBuyer.com

March 2017 – AVBUYER MAGAZINE

73


AircraftPer&Spec March17.qxp_PerfspecDecember06 21/02/2017 15:08 Page 2

CES SNA CITA TION CJ2+ CES SNA CITA TION CJ3

CES SNA CITA TION CJ1+ CES SNA CITA TION CJ2

CES SNA CITA TION CJ1

CES SNA CITA TION BRA VO CES SNA CITA TION JET

BOM BAR DIER

BOM BAR DIER

LEA RJET 45

LEA RJET 45X R

FLIGHT DEPARTMENT T SPECIFICATIONS

$1,886.05

$1,871.68

$1,398.20

$1,262.72

$1,163.63

$1,169.70

$1,234.47

$1,276.85

$1,349.07

CABIN HEIGHT FT.

4.92

4.92

4.7

4.8

4.75

4.75

4.75

4.75

4.75

CABIN WIDTH FT.

5.12

5.12

4.8

4.83

4.83

4.83

4.83

4.83

4.83

CABIN LENGTH FT.

19.75

19.75

15.75

11

11

11

13.58

13.58

15.67

CABIN VOLUME CU.FT.

415

415

292

205

201

201

248

248

286

DOOR HEIGHT FT.

4.8

4.8

4.25

4.25

4.25

4.25

4.25

4.25

4.25

DOOR WIDTH FT.

2.5

2.5

2

2

2

2

2

2

2

BAGGAGE VOL. INT. CU.FT.

15

15

28

4

8

-

4

-

-

BAGGAGE VOL. EXT. CU.FT.

50

50

46

51

51

45

70

65

65

CREW #

2

2

2

2

2

2

2

2

2

SEATS - EXECUTIVE #

8

8

7

5

5

5

6

6

6

MTOW LBS

20500

21500

14800

10400

10600

10700

12375

12500

13870

MLW LBS

19200

19200

13500

9700

9800

9900

11500

11525

12750

B.O.W. W/CREW LBS

13890

14125

9375

6950

7050

7035

7900

7980

8585

USEABLE FUEL LBS

6062

6062

4824

3220

3220

3220

3932

3930

4710

PAYLOAD WITH FULL FUEL LBS

798

1563

801

330

430

545

668

715

775

MAX. PAYLOAD LBS

2110

1875

1925

1450

1350

1365

1400

1720

1925

RANGE - SEATS FULL N.M.

1423

1685

1290

750

775

895

1075

1194

1374

MAX. RANGE N.M. (4 PAX)

1968

1937

1720

1130

1161

1245

1530

1626

1891

BALANCED FIELD LENGTH FT.

4400

4550

4200

4000

4220

3990

3810

3810

3440

LANDING DIST. (FACTORED) FT.

4063

4105

4295

4333

4407

4135

4628

4645

4203

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

2800

2630

3190

3311

3230

3290

3870

4120

4478

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

590

589

845

868

850

906

1160

1004

1090

MAX. CRUISE SPEED KTAS

465

465

405

377

381

389

413

413

417

NORMAL CRUISE SPEED KTAS

436

436

405

364

381

389

413

413

417

L/RANGE CRUISE SPEED KTAS

416

432

335

302

307

307

344

351

348

2

2

2

2

2

2

2

2

2

PW530A

FJ44-1A

FJ44-1A

FJ44-1AP

FJ44-2C

FJ44-3A-24

FJ44-3A

VARIABLE COST PER HOUR $

ENGINES # ENGINE MODEL

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.

74

AVBUYER MAGAZINE – March 2017

www.AVBUYER.com

Aircraft Index see Page 153


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AircraftPer&Spec March17.qxp_PerfspecDecember06 21/02/2017 15:09 Page 3

CIRR US V ISIO N SF 50 EMB RAE R PH ENO M1 00

CES SNA CITA TION ENC ORE CES SNA CITA TION ENC ORE + CES SNA CITA TION ULTR A

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

CES SNA CITA TION CJ4

CES SNA CITA TION CJ3+

FLIGHT DEPARTMENT T SPECIFICATIONS

$1,328.37

$1,540.13

$838.87

$1,122.84

$1,653.42

$1,608.08

$1,762.01

$595.30

$925.80

CABIN HEIGHT FT.

4.75

4.75

4.5

4.75

4.75

4.75

4.8

4.07

4.92

CABIN WIDTH FT.

4.83

4.83

4.58

4.83

4.83

4.83

4.83

5.08

5.08

CABIN LENGTH FT.

15.67

17.3

9.8

11

17.33

17.33

17.33

11.48

11

CABIN VOLUME CU.FT.

286

293

163

201

314

314

310

170

212

DOOR HEIGHT FT.

4.25

4

3.8

4.25

4.25

4.25

4.25

4.12

4.86

DOOR WIDTH FT.

2

2

2

2

2

2

2

2.05

2.04

BAGGAGE VOL. INT. CU.FT.

-

6

6

-

28

28

26

-

10

BAGGAGE VOL. EXT. CU.FT.

65

71

57

43.1

43

43

41

23.5

60

CREW #

2

2

1

2

2

2

2

1

1

SEATS - EXECUTIVE #

6

7

4

6

7

7

7

4

5

MTOW LBS

13870

17110

8645

10700

16630

16830

16300

6000

10472

MLW LBS

12750

15660

8000

9900

15200

15200

15200

5550

9766

B.O.W. W/CREW LBS

8585

10350

5550

7000

10525

10460

9950

3700

7132

USEABLE FUEL LBS

4710

5828

2580

3296

5400

5400

5771

2000

2804

PAYLOAD WITH FULL FUEL LBS

775

1052

600

504

905

1170

779

340

580

MAX. PAYLOAD LBS

1925

2150

1200

1400

2075

2390

2250

1200

1312

RANGE - SEATS FULL N.M.

1374

1667

718

694

1410

1494

1259

747

915

MAX. RANGE N.M.

1891

1991

1070

1380

1736

1792

1651

1169

1242

BALANCED FIELD LENGTH FT.

3440

3350

3380

3250

3900

3874

3500

-

4376

LANDING DIST. (FACTORED) FT.

4203

3978

3683

4125

4195

4182

3833

-

4068

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

4478

3858

3010

3698

4740

4620

4230

2000

3061

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

1090

1248

870

1075

1440

1400

728

-

702

MAX. CRUISE SPEED KTAS

417

454

340

404

430

430

430

300

390

NORMAL CRUISE SPEED KTAS

417

454

340

379

430

430

430

295

371

L/RANGE CRUISE SPEED KTAS

348

380

319

331

372

372

372

210

333

2

2

2

2

2

2

2

1

2

FJ44-3A

FJ44-4A

PW615F

FJ44-1AP

PW535A

PW535B

JT15D-5D

FJ33-5A

PW617F-E

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.

76

AVBUYER MAGAZINE – March 2017

www.AVBUYER.com

Aircraft Index see Page 153


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

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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


ONE AVIA TION ECL IPSE 500 ONE AVIA TION TOTA L EC LIPS E 50 0 ONE AVIA TION ECL IPSE 550

400 XTI NEX TAN T AE ROS PAC E

EMB RAE R PH ENO M3 00

EMB RAE R PH ENO M1 00E

FLIGHT DEPARTMENT T SPECIFICATIONS

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

AircraftPer&Spec March17.qxp_PerfspecDecember06 21/02/2017 15:10 Page 4

$925.93

$1,364.40

$902.04

$1,353.25

$1,316.65

$776.10

$781.19

$740.75

CABIN HEIGHT FT.

4.94

4.92

4.8

4.75

4.75

4.16

4.16

4.16

CABIN WIDTH FT.

5.08

5.08

5

4.92

4.92

4.66

4.66

4.66

CABIN LENGTH FT.

11

17.17

12.1

15.5

15.5

7.6

7.6

7.6

CABIN VOLUME CU.FT.

212

324

-

305

305

109

109

109

DOOR HEIGHT FT.

4.86

4.86

4.8

4.2

4.2

3.9

3.9

3.9

DOOR WIDTH FT.

2.04

2.42

5

2.4

2.4

1.96

1.96

1.96

BAGGAGE VOL. INT. CU.FT.

10

19

-

31

31

16

16

16

BAGGAGE VOL. EXT. CU.FT.

60

66

66

25

25

-

-

-

CREW #

1

2

1

2

2

1

1

1

SEATS - EXECUTIVE #

5

7

5

7

7

3

3

3

MTOW LBS

10582

17968

10600

16300

16300

6000

6000

6000

MLW LBS

9877

16865

9860

15700

15700

5600

5600

5600

B.O.W. W/CREW LBS

7220

11783

7279

10531

10950

3834

3834

3834

USEABLE FUEL LBS

2804

5353

2845

4912

4912

1698

1698

1698

PAYLOAD WITH FULL FUEL LBS

602

942

556

1057

638

502

502

502

MAX. PAYLOAD LBS

1334

2216

1521

2469

2050

1088

1088

1088

RANGE - SEATS FULL N.M.

917

1811

1035

1852

1527

574

574

574

MAX. RANGE N.M. (4 PAX)

1233

2077

1304

2108

1945

964

964

964

BALANCED FIELD LENGTH FT.

4466

4427

-

4600

4030

2898

2898

2898

LANDING DIST. (FACTORED) FT.

4110

3700

-

4045

5237

5173

5173

5173

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

3061

3335

3990

5000

5000

2575

2575

2575

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

702

1044

-

995

845

780

780

780

MAX. CRUISE SPEED KTAS

390

444

420

471

460

371

371

371

NORMAL CRUISE SPEED KTAS

371

430

420

460

447

369

369

369

L/RANGE CRUISE SPEED KTAS

333

383

-

405

406

330

330

330

2

2

2

2

2

2

2

2

PW617F-E

PW535E

HF120

FJ44-3AP

FJ44-3AP

PW610F-A

PW610F-A

PW610F-A

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.

78

AVBUYER MAGAZINE – March 2017

www.AVBUYER.com

Aircraft Index see Page 153

T


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AirCompAnalysis march17.qxp_ACAn 21/02/2017 10:05 Page 1

FLIGHT DEPARTMENT T AIRCRAFT COMPARATIVE

Aircraft Comparative Analysis Bell 407 v Airbus H125 (formerly the AS350B-3e) In this month’s Aircraft Comparative Analysis, Mike Chase provides information on a pair of popular single turbine helicopters for the purpose of valuing the Bell 407.

O

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

82

ver the following paragraphs, we’ll analyse the performance of the Bell 407 and Airbus H125 (formerly the Eurocopter AS350B-3e) to see how they compare within the market. We’ll consider productivity parameters (Payload, Range, Speed and Cabin Size), and give consideration to the current market values. The Bell 407 is based on the 206L-4 LongRanger fuselage, but offers a wider cabin and larger cabin windows . Introduced in 1995, the Bell 407 series is still in-production today in the form of the 407GXP. It features an all-composite, four-blade rotor, a carbon fiber tail boom, and is designed for superior hover performance in hot-and-high conditions. Bell introduced the 407GX model in 2011, featuring the Garmin G1000H Integrated Avionics system with two high-resolution LCD displays. The system includes a Heli copter Terrain Avoidance Warning System (HTAWS); a Traffic Information System (TIS); Helicopter Synthetic Vision Technology (HSVT) with terrain and

AVBUYER MAGAZINE – March 2017

www.AVBUYER.com

obstacle alerting; and a range ring. Today, 211 Bell 407GXs are operational worldwide (per JETNET data). Subsequently, the Bell 407GXP was introduced in 2015, and is a variant of the Bell 407GX. The 407GXP offers an additional 50 lbs. of payload capability an d an engine with improved performance and fuel efficiency. There are currently 240 Bell 407GXP helicopters inoperation worldwide. All told, there are 1,060 wholly-owned Bell 407 rotorcraft operating globally and an additional six that are in shared ownership (giving a total in-operation fleet of 1,066). Furthermore, 9.8% (105) of the Bell 407 fleet is leased. The fleet percentage currently ‘For Sale’ is 4.7%, with 30% of those aircraft under an exclusive broker agreement. The average days on the market before a Bell 407 sells is currently 531 days, according to JETNET. By continent, North America holds the largest fleet percentage (68%), followed by Asia (9%) and South America (7%) to give a combined total of 84%. Aircraft Index see Page 153


AirCompAnalysis march17.qxp_ACAn 21/02/2017 10:06 Page 2

HOW MANY EXECUTIVE

BELL

SEATS?

BELL 407

5

$2.40 Million

Manufactured between 1995 - 2014

(2013 Model)

vs.

AIRBUS H125

4

$1.9 Million

Manufactured between 2013 - Present

(2013 Model)

WHICH OF THESE HELICOPTERS WILL COME OUT ON TOP UNITS IN

CRUISING SPEED?

(Rate of climb, ft per minute at MTOW)

1850

HOW MANY

WHAT’S THE

HOW FAST WILL I CLIMB

OPERATION?

(Knots)

1959

120

2000 (ft)

563

122 0

50

100

150

200

HOW MANY

HOW FAR

1500

1,066

NEW/USED SOLD

CAN WE GO?

EACH MONTH?

(Nautical Miles) 281

6 (4.7%)

300

1000 0

50

100

150

200

250

12-Month Average Figure (% = Global Fleet For Sale)

300

HOW MUCH

WHAT’S THE

PAYLOAD

500

10 (2.8%)

COST PER HOUR?

CAN WE TAKE? (Lbs) 1,998

1,926

0

$608 0

500

1000

1500

2000

2500

3000

$583 Sources used: Vref, Conklin & de Decker, JETNET, Aircraft Cost Calculator.

Advertising Enquiries see Page 4

 www.AVBUYER.com

March 2017 – AVBUYER MAGAZINE

83


AirCompAnalysis march17.qxp_ACAn 21/02/2017 15:46 Page 3

FLIGHT DEPARTMENT T AIRCRAFT COMPARATIVE

Table A - Payload & Range

Payload & Range

Bell 407 Airbus H125

5,250

5,225

MTOW (lb)

856

939

43.2

42.3

1,998

Fuel Usage (GPH)

Max Fuel (lb)

1,926

Max Payload (lb)

1,142

987

281

Avail Payload w/Max Fuel (lb)

300

Max Fuel Range (nm)

Source: Conklin & de Decker, ACC – Aircraft Cost Calculator; B&CA May 2016 Purchase Planning Handbook and Aug. 2016 Operations Planning Guide.

Chart A - Cabin Cross-Sections Bell 407

Airbus H125

Chart B - Cabin Floor Plans

84

AVBUYER MAGAZINE – March 2017

300

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

Cabin Cross-Sections

Source: UPCAST JETBOOK

Bell 407

281

The data contained in Table A (top left) are published in the B&CA, May 2016 issue but are also sourced from Conklin & de Decker. As we have mentioned previously, a potential operator should focus on payload capability as a key factor. The Bell 407 ‘Available Payload with Maximum Fuel’ (1,142 lbs) is more than that offered by the Airbus H125 (987 lbs). Table A also shows the fuel usage of each a ircraft (as sourced from Aircraft Cost Calculator). There is almost no difference between the fuel usage of the Bell 407 (43.2 Gallons Per Hour) and the Airbus H125 at 42.3 GPH.

Airbus H125 (High-Density)

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According to Conklin & de Decker, the Bell 407 cabin volume measures 84 cubic feet. The Airbus H125 has less cabin volume (61 cubic feet). Chart A (left), courtesy of UPCAST JETBOOK, offers a cabin crosssection comparison, showing the Bell 407 has less width (4.8 ft. vs 5.41 ft.) and slightly less height (4.2 ft. vs 4.26 ft.) than the Airbus H125 cabin. Note: Conklin & de Decker measures the cabin dimensions differently for each of these aircraft. The dimension given does not include the cockpit for the Bell 407. Additionally, the H125 cabin design is curved, whereas it’s squared-off in the Bell 407 (Chart B, left).

Range Comparison

The Bell 407’s maximum VFR range of 281nm is slightly less than that of the Airbus H125 (300nm), according Conklin & de Decker. The Bell 407 is powered by a single Rolls-Royce turbine 250-C47B engine offering 813 shp, while the Airbus H125 is powered by a single Turbomeca turbine Arriel engine with 847 shp. (The transmission rating is a limiting factor in the total rated and usable engine power out put.) As a matter of interest, using design and engineering licensed from Bell Helicopter, Eagle Aircraft Index see Page 153


AirCompAnalysis march17.qxp_ACAn 21/02/2017 15:44 Page 4

AIRCRAFT COMPARATIVE T FLIGHT DEPARTMENT

Chart C - Bell 407 - Top 10 Countries

Copters, Ltd. of Calgary, Alberta has developed a dual-channel FADEC Honeywell HTS900 engine retrofit called the Eagle 407HP. This offers more power, better fuel efficiency and lower operating costs than the standard RollsRoyce 250-C47B engine.

Percentage of Bell 407 Operators by Country 50% - United States 9% - Canada 18% Other

4% - South Africa

4% - Mexico

Operator Countries and Fleet Owners

Chart C (top, right) shows the Top 10 of the 60 countries worldwide that operate the Bell 407, with the United States having 50% of all operators worldwide. Additionally, 120 operators own 580 (or 54%) of the Bell 407 fleet. The largest single fleet owner is PHI, Inc., Lafayette, LA, United States with 63 Bell 407 helicopters.

2% - India 2% - Russian Federa on 2% - China

4%

2% - United Arab Emirates

9%

18% - Other

Source: JETNET

S

Chart D – Variable Cost

Using data published in the May 2016 B&CA Planning and Purchasing Handbook and the August 2016 B&CA Operations Planning Guide we will compare our helicopters. The nationwide average Jet-A fuel cost used from the August 2016 edition of B/CA was $4.90 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. The ‘Total Variable Cost’ illustrated in Chart D (right) is defined as the Cost of Fuel Expense, Maintenance Labor Expense, Scheduled Parts Expense and Miscellaneous Trip Expense. The Total Variable Cost for the Bell 407 computes at $608 per hour, which is $25 higher than the Airbus H125 ($583 per hour).

$608

Bell 407

$583

Airbus H125 $0

$200

$400

$600

$800

US $ per hour

Table B - Aircraft Comparisons Bell 407

Aircraft Comparisons

Advertising Enquiries see Page 4

2% - Papua New Guinea

3% 4%

Total Variable Cost

Table B (right) contains the new prices from Vref Pricing Guide for each helicopter. The average speed, cabin volume and maximum payload values are from Conklin & de Decker, while the number of aircraft in-operation and percentage ‘For Sale’ are as reported by JETNET. The Bell 407 has 4.7% of its fleet currently ‘For Sale’, and the Airbus H125 has 2.8% ‘For Sale’. The average number of pre-

3% - Brazil

50% -United States

Airbus H125

120

122

Long Range Cruise Speed

84

61

Cabin Volume Cu Ft

281

300

Max P/L w/available Fuel Range nm

$2.4

$2.1

Used Vref Price $US Mil 2014

1,066

563

In Operation

4.7%

2.8%

% For Sale

6

10

Average Pre-owned Sold*

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

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AirCompAnalysis march17.qxp_ACAn 21/02/2017 10:11 Page 5

FLIGHT DEPARTMENT T AIRCRAFT COMPARATIVE

Table C - Part 91 & 135 MACRS Schedule

owned transactions (sold) per month for the Bell 407 is six units per month compared to the Airbus H125’s ten.

MACRS SCHEDULE FOR PART 91 Year Deduction

1

2

3

4

5

6

-

-

20.00 %

32.00 %

19.20 %

11.52 %

11.52 %

5.76 %

-

-

1

2

3

4

5

6

7

8

14.29 %

24.49 %

17.49 %

12.49 %

8.93 %

8.92 %

8.93 %

4.46 %

MACRS SCHEDULE FOR PART 135 Year Deduction Source: NBAA

Table D - MACRS Depreciation Schedule 2014 Bell 407 - PRIVATE (PART 91) Full Retail Price - Million Year

$2.400 1

2

3

4

5

6

20.00 %

32.00 %

19.2 %

11.5 %

11.5 %

5.8 %

Depreciation ($M)

$0.5

0.8

0.5

0.3

0.3

0.1

Depreciation Value ($M)

$1.9

1.2

0.7

0.4

0.1

0

Cum. Depreciation ($M)

$0.5

1.2

1.7

2.0

2.3

2.4

Full Retail Price - Million

$2.400

Rate (%)

2014 Bell 407 - 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)

$0.34

0.59

0.42

0.30

0.21

0.21

0.21

0.11

Depreciation Value ($M)

$2.06

1.47

1.05

0.75

0.54

0.32

0.11

0.00

Cum. Depreciation ($M)

$0.3

0.9

1.4

1.7

1.9

2.1

2.3

2.4

Rate (%)

Source: Vref

Price (Millions)

Chart E - Productivity Comparison $3.0

Bell 407

$2.5

Airbus H125

$2.0 $1.5 0.000

0.100

0.200

0.300

0.400

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

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AVBUYER MAGAZINE – March 2017

www.AVBUYER.com

0.500

Depreciation Schedule

Helicopters that are owned and operated by businesses are often depreciable for income tax purposes under the Modified Accelerated Cost Recovery System (MACRS). Under MACRS, taxpayers are allowed to accelerate the depreciation of assets by taking a greater percentage of the deduct ions during the first few years of the applicable recovery period (see Table C, (top, left). In certain cases, helicopters may not qualify under the MACRS system and must be depreciated under the less favorable Alternative 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, reco very periods under ADS are longer than recovery periods available under MACRS. There are a variety of factors that taxpayers must consider in determining if an aircraft may be depreciated, and if so, the correct depreciation method and recovery period that should be utilized. For example, helicopters 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. Helicopters used for qualified business purposes, such as Part 91 industrial aid flights, are generally depreciated under MACRS over a period of five years or by using ADS with a sixyear recovery period. There are certain uses of the helicopter, such as non-business 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 Aircraft Index see Page 153


AirCompAnalysis march17.qxp_ACAn 21/02/2017 10:16 Page 6

1 2/7/2017 8:16:02 AM

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1-800-535-8767 1-503-861-2288 sales@lektro.com schedule for a model Bell 407 helicopter in private (Part 91) and charter (Part 135) operations over five- and seven-year periods, assuming a new retail price of $2.400m, per Vref Pricing guide.

Asking Prices & Quantity

The current used helicopter market for the Bell 407 shows a total of 50 aircraft ‘For Sale’ with 26 displaying an asking price ranging from $1.477m to $3.07m. We also reviewed the 16 used Airbus H125 helicopters ‘For Sale’, which displayed asking prices ranging from $1.823m to $2.550m. While each serial number is unique, the Airframe (AFTT) hours and age/condition will cause great variations in price. Of course, the final negotiated price remains to be decided between the seller and buyer before the sale of an airc raft is completed.

Productivity Comparisons

The points in Chart E (bottom, left) are centered on the same helicopters. 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 a vailable fuel; 2. The normal cruise speed flown to achieve that range; 3. The cabin volume available for passengers and amenities. Others may choose different parameters, but serious helicopter buyers are usually impressed with Price, Range, Speed and Cabin Size. After consideration of the Price, Range, Speed and Cabin Size, we can conclude that the Bell 407 displays a high level of productivity. The Bell 40 7 shows a higher retail price but greater productivity compared to the Airbus H125. The Airbus H125 has a lower

The BEST AIRCRAFT FOR SALE SEARCH anywhere, everywhere - on pc, smartphone and tablet.

Advertising Enquiries see Page 4

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variable operating cost and slightly longer range advantage, but the Bell 407 offers a larger cabin volume and a greater ‘Payload with Full Fuel’ capability. The used Bell 407 shows good monthly full retail sale transactions averaging six units per month, and is still a very popular model on the u sed helicopter sales market today. Operators should weigh their mission requirements precisely when picking which option is the best for them.

Summary

Within the preceding paragraphs we have touched upon several of the attributes that helicopter operators value. However, there are other qualities that might factor in a buying decision too. The Bell 407 continues to be popular today. Those operators in the market should find the preceding comparison useful. Our expectations are that the Bell 407 will continue to do well on the used helicopter sales market for the foreseeable future. T

.COM March 2017 – AVBUYER MAGAZINE

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Casestudy March17.qxp_Layout 1 20/02/2017 16:31 Page 1

BOARDROOM T CASE STUDY

High-Flyers’ Interview Sometimes, it’s PlaneSense to be a Fractional Owner ®

Rani Singh spoke to George Antoniadis, CEO, PlaneSense to discover more about how the Pilatus PC-12 ticks multiple boxes for a diverse client base… hen George Antoniadis launched his PlaneSense fractional ownership company in 1995, he wanted to address a gap in the market left by the other fractional programs that were predominantly focussed on Mid-Size and larger jets at the time. Antoniadis was looking to provide a more cost effective aircraft option to his clientele. Fractional Ownership is an innovative way for companies and individuals to enjoy the benefits of Business Aviation without the downside of

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AVBUYER MAGAZINE – March 2017

high costs and asset management. Indeed, PlaneSense trains its own pilots, does its own maintenance, and manages its flight operations. It controls its whole chain of operation. Being able to buy only as much aircraft as needed is attractive to a lot of people, helping reduce the cost of entry into Business Aviation. An eighth or a sixteenth is the smallest fraction that you can buy, and it reduces the acquisition, fixed and hourly cost. “You’re getting the most cost effective solution,” says Antoniadis.

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Aircraft Index see Page 153


Casestudy March17.qxp_Layout 1 20/02/2017 16:31 Page 2

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.

GEORGE ANTONIADIS, CEO, PLANESENSE

The Versatility of the PC-12

Focussed primarily on North America, PlaneSense is active in the eastern two thirds of the US, Canada, the Caribbean, Bahamas and Bermuda. When it began operations, it was looking for an aircraft that it could be confident would handle the rigours of 1,000 hours operations each year. “The Pilatus PC-12 single-engine turboprop had just been certified in 1994,” Antoniadis recalls. “We decided shortly thereafter to use the PC-12 as a platform for the PlaneSense program. “We bought our first PC-12 (which happened to be the 20th one built) and, using it as a demonstrator, started to take on clients in 1996. We picked the PC-12 because it was newly certified and had all the latest in technology within the turboprop arena.” Pilatus’ PC-12 is an attractive aircraft because it offers ability for its owners to land on short runways, thereby increasing the number of destinations available (whether international Advertising Enquiries see Page 4

airports or grass strips). “We note among our clientele that within the US, parents sometimes use their fractional ownership shares to travel with their children looking at colleges. That can be a very arduous thing,” Antoniadis highlights. “One of our clients told us that the PC-12 made their search for the perfect university so easy because the airplane could get to all of the remote places where the colleges were located. The owner was able to fly back and forth on a trip that would have taken several days to drive.” In addition, the PC-12 offered segmentleading cabin dimensions and the largest door in its class. Measuring roughly five feet by five feet, the door size makes it easy to load a wide variety of luggage and cargo.

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BOARDROOM T CASE STUDY PILATUS’ PC-24 WILL JOIN THE FLEET THIS YEAR

“Another of our fractional owners performed his daughter’s wedding, and found the PC-12 particularly useful in getting his guests to the location and then carefully transporting all the gifts back,” Antoniadis continues.

fleet until we can bring that up the required fleet number, then we’ll retire the 400XTis.”

Mixed Missions, Same Outcome

PlaneSense Jet Program

It’s because of its focus to care for the needs of its clients that PlaneSense decided to offer shares in jet ownership. Unsurprisingly after its success with the PC-12, Antoniadis turned to Pilatus again, and specifically the revolutionary PC-24 that will be certified later this year to become the first in the light jet class to have a very large cabin and large cargo door. With its advanced technology, it provides excellent and efficient flying performance, all while having the ability to use very short runways. “We are the largest launch customer for the PC-24. We expect to receive the first one later this year the very first one sold. “The launch order is for six, with many more to follow. For the interim, we have a fleet of Nextant 400XTi jets which were integrated into our fleet in order to develop all our jet procedures, training and know-how. “Having accomplished that, we’re now offering flights in those airplanes for our clients or for new clients. The 400XTi will support the Pilatus PC-24

“ The mix of mission requirements for our aircraft is truly diverse – but the outcome is the same.”

During 2016, PlaneSense completed 36,000 flights to over 750 different airports. “Some of our clients already own their own business aircraft, but use PlaneSense as an additional resource,” Antoniadis explains. “Our aircraft are also valuable to our customers when, for example, they have a larger team that is required to go out to multiple locations on business trips. The mix of mission requirements for our aircraft is truly diverse – but the outcome is the same; efficient travel that simply couldn’t be achieved without the use of a private airplane. “Only recently, a huge snowstorm hit the north east of the United States, and while over 3,000 flights were cancelled as a result, one client was thankful for their share in one of our airplanes which enabled them to get in and out of less congested airports and beat the storm. “People can bypass busy airports if there’s a smaller one close to where they’re going. When you’re a fractional owner, all piloting, maintenance, training, upkeep, regulatory compliance rests on us – leaving you to enjoy the many benefits of Business Aviation.” T More information from www.planesense.com

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AVBUYER MAGAZINE – March 2017

www.AVBUYER.com

Aircraft Index see Page 153


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Ownership March17.qxp_Layout 1 22/02/2017 15:40 Page 1

BOARDROOM T OWNERSHIP

How Should Management Assess Their Flight Department? Understanding the Aspects of Safety (Part 2) This month, David Wyndham looks at how Top Management can assure that the company’s Flight Department provides the highest level of safety while supporting corporate objectives. n the US, the Federal Aviation Administration (FAA) sets the standards for the safe operation of an aircraft. In Europe, aviation standards and safety oversight are the responsibility of the European Aviation Safety Agency (EASA). Most other countries have their own civil aviation authority, with smaller governments tending to replicate either FAA or EASA regulations.

I

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AVBUYER MAGAZINE – March 2017

Top Management is well advised to have a basic understanding of the role aviation authorities have in promoting safety for Flight Departments. Since the overall approach (but not necessarily the details) to aviation safety and regulation is similar throughout the globe, we will use the FAA and its Federal Aviation Regulations (FARs) as background material. The FAA sets safety standards depending on the type of operation. Airline Transport Pilots carrying the public for hire in scheduled airline service must adhere to FAR Part 121. Pilots flying for commercial services that offer charter aircraft to the public must satisfy experience and testing requirements in accordance with FAR Part 135. Business aircraft operated by company Flight Departments as industrial aids to support the corporate enterprise but not for hire or reward must adhere to FAR Part 91, which is less restrictive than

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Aircraft Index see Page 153


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operations become more complex and the aircraft size increases, regulations are more comprehensive. Also, regulations are designed to protect the uninformed from being involved with aviation that is offered as a commercial service. The federal government assumes the public has no knowledge of flight and therefore deserves special protection when electing to purchase aviation services, either through buying an airline ticket or hiring a chartered aircraft. Business Aviation, however, is not considered a commercial service. In overseeing corporate Flight Departments, the FAA assumes that the aircraft owner/operator is informed and sufficiently educated to take on most of the responsibility for safety. FAR Part 91.3(a) states “The pilot in command of an aircraft is directly responsible for, and is the final authority as to, the operation of that aircraft.” Clearly, selection of appropriate aviation personnel is fundamentally important to establishing a safe Flight Department. Corporate managers want their Flight Department personnel to meet more than minimum standards. Satisfying FAA regulations is a necessary condition for safety but may not be sufficient to meet the cautious needs of Top Management. What else can be done to ensure the highest levels of safety?

Training: Cornerstone of Safe Ops

the regulations used by either the scheduled airlines or charter operators. Pilots hired for service in a corporate Flight Department, however, must hold at least a commercial pilot’s certificate and most hold an instrument rating. Pilots flying for pleasure and personal use also must comply with appropriate provisions of FAR Part 91 but have the least restrictive regulations covering knowledge and skill. The FAA gives both authority and responsibility to the pilot in command of the aircraft, and establishes minimum standards for that person depending on the type of operation the pilot desires to conduct. Thus selection of qualified and trustworthy personnel for employment within a Flight Department is essential. Aircraft are also subject to FAA requirements, and the personnel who maintain aircraft also must meet appropriate FAA regulations. As aircraft Advertising Enquiries see Page 4

Top Management should insist on hiring and maintaining a well-trained aviation staff. Furthermore, aircraft insurers will require that pilots receive appropriate initial and recurrent training on any jet, turboprop or helicopter operated by the Flight Department. For most of these aircraft types there is a hi-fidelity simulator, many with full motion. The training courses are run by full-time professionals and typically take about a week. How often to train? While 12-18 months between training may be required by your insurer, best practices state that for complex equipment like a business jet, pilots should train twice each year… certainly no less frequently than every 12 months. Beyond pilot training, there are also training courses for maintenance technicians, cabin attendants, and schedulers and dispatchers. If your Flight Department employs any of these professionals, make sure they receive regular training as well. Part of any aviation training involves discussions on risk management. This task commonly applies to each flight as well as to each crewmember. Formally instituting this practice is part of what is called a Safety Management System (SMS). The FAA strongly encourages (but does not mandate) this safety protocol. In Europe, EASA is requiring an SMS for many operations. An SMS is certified by a third-party vendor. Setting up an SMS seems complex, but there are www.AVBUYER.com

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

“ If your Flight Department employs any of these professionals, make sure they receive regular training as well.”

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BOARDROOM T OWNERSHIP

high quality firms that specialize in helping your Flight Department. Costs vary with the complexity of the aircraft involved. There is an effective SMS for a single pilot, single aircraft operation, and complex systems are readily available for multiple aircraft, multiple location operations. The airlines all have their own version of SMS in use. Another way to ensure high safety standards is by training and certifying to the standards established by the International Business Aviation Council (IBAC). The council comprises 14 Business Aviation associations across six continents, including NBAA. IBAC has a registry called IS-BAO (International Standard for Business Aircraft Operations), a certification process that establishes the framework for best practices in safety, including application of an appropriate SMS. The IS-BAO process takes time and involves regular audits, which initially occur annually. When the Flight Department maintains its certification, the audit interval is extended. This worthwhile process is time-consuming and takes 100% commitment from not only the Flight Department, but also from the corporation’s executive team. One of Conklin & de Decker’s clients is an energy company that operates nuclear power plants. They also operate several business jets based in multiple locations. Safety runs throughout their corporate culture. Thus it is understandable that they enrolled in the IS-BAO program when it was announced in 2002. Many other corporate Flight Departments were also early adopters of IS-BAO. Today, over 700 Flight Departments participate in IBAC’s IS-BAO protocol. Not only does IS-BAO represent the highest levels of safety and professionalism within Business Aviation, the SMS proscribed by the process is recognized as meeting the EASA “Part NCC for non-commercial operators” that is needed for flights by EASA defined “complex aircraft” in Europe. Implementation of an SMS or IS-BAO is costly. There may be software to purchase and manuals to develop in addition to the external training. For larger Flight Departments, safety team meetings will require employee time as well. But the process is worth the effort involved.

Top Management Buy-in

Lastly, all safety programs should have, in writing, senior leadership’s full support and backing for stated policies. Professional pilots tend to have a very strong mission focus and take great pride in getting the job done. They don’t want to let their executives down or feel responsible for a lost business opportunity due to a cancelled flight. An SMS, fully supported by senior leadership, stresses a most important consideration: the number one responsibility for pilots is passenger safety. While business considerations are important, they are secondary to safety and must not take precedence over safe transportation. Everyone needs to agree in advance that if the risks of a flight cannot be avoided or mitigated to an acceptable level, the flight will not be dispatched.

Safety is Good Business

Obviously a major loss of an aircraft, with the possible loss of key employees, is costly to a corporation and can derail important programs. While a major loss of aircraft and people can run into the hundreds of millions, there are many other ways of measuring safety savings on a day-to-day basis. 96

AVBUYER MAGAZINE – March 2017

For example, an excellent safety record and documented approach to maintaining a strong safety culture has the following advantages: • Insurance premiums can be reduced up to 15%. • Minor losses can be reduced or avoided, thereby avoiding the cost of… - Damaged equipment (aircraft, ground equipment, vehicles) - Injured employees - Insurance Deductibles - Workman’s Comp claims - Third party claims - Fines (FAA, OSHA, etc) - Lost business opportunities - Using supplemental lift if your aircraft is down - Diminution of value of your business aircraft. Consider the following case study: The wingtip of a Flight Department’s parked business jet was hit by a ground service vehicle. Repairing the damaged wingtip ran into hundreds of thousands of dollars, and supplemental lift via chartering another aircraft was needed. While insurance paid some of the charter, the company was responsible for paying what it would have cost them too operate their own aircraft on flights where charter was required. The worst part of this all-to-familiar example was the aircraft incurred a damage history in the maintenance logbooks. When it comes time to sell the aircraft, the loss of residual value due to that damage history may far exceed the initial cost of the repair. The repaired aircraft still serves the Flight Department as if the wingtip had not been struck, but the final ‘bill’ for that mishap will come due someday when the aircraft is sold. It is cost-effective to take great precautions to avoid any accident, even those that are not the Flight Department’s fault. When implemented properly by the entire Flight Department and supported throughout the corporation by the executive leadership, safety programs assure high standards while maximizing the effective use of business aircraft. T Are you looking for more Business Aviation Ownership articles? Visit www.avbuyer.com/articles/category/business-aviation-ownership

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Aircraft Index see Page 153


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BOARDROOM T BUYING & SELLING

What’s Your Business Aircraft Worth Today? Points of Value specific to Used Gulfstreams ‘For Sale’ Senior Certified Aircraft Appraiser Jeremy Cox begins a new series spotlighting aircraft makes and models and their value points. This month, the focus is on used Gulfstreams…

R

eviewing the value of used Gulfstream business aircraft begins by considering the specifics of certain models. For example, in the Large Cabin & Long Range category, the average G550 is projected by the Aircraft Bluebook to accumulate 425 flight hours annually. Looking at the current G550 ‘For Sale’ market, there are 39 aircraft available from a fleet total of 529. The average TTAF (total time on the airframe) of those jets ‘For Sale’ is 2,865 hours, and their landing cycles average 937. Those statistics equate to a ratio of just over three flight-hours per landing. The average Year of Manufacture of the ‘For Sale’ 98

AVBUYER MAGAZINE – March 2017

G550 is 2007 (10 years old). Meanwhile, the average GIV-SP is currently projected by Bluebook to accumulate 410 hours annually. The current GIV-SP ‘For Sale’ market (38 aircraft out of a fleet of 293) shows an Average TTAF of 6,513 hours and an average of 2,823 landing cycles. These data equate to an average of approximately 2 hours and 20 minutes flight time per landing). The average Year of Manufacture of the ‘For Sale’ GIVSP is 1998 (19 years old). Looking at the Mid-Size Cabin jets, the average G200 is projected by Bluebook to accumulate 380 hours annually, and the 34 aircraft ‘For Sale’ out of a fleet of 245 yield an Average TTAF of 3,411 hours

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Aircraft Index see Page 153


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The cost of those overhauls amount to more than what the subject aircraft is probably worth. The residual value of a 1987 Gulfstream GIII is currently around 8% of its original value, based upon a list price of US$13.0m when purchased new in 1987. Aircraft take a ‘hit’ when production of that model is either ceased or is superseded by a newer model. Having ceased production in 2002, the residual value of a 2002 model Gulfstream GIV-SP is around 23% of its new value. Further examples include the G200, replaced by the G280. The residual value of a 2002 model Gulfstream G200 is about 18% of new. Finally, FANS 1/1A and ADS-B still pose issues for some of the older large-cabin Gulfstream models. Even though the avionics industry warns that owners should be acting now because shop openings and solution kits are both in short supply, I personally believe that waiting may still be the right approach for some. I see prices continue dropping as more and more ADS-B solutions are being brought to market.

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

New Paradigms of Used Jet Values

and an average of 2,091 landing cycles. That’s a ratio of approximately 1 hour, 40 minutes flighttime per landing. The average Year of Manufacture of the ‘For Sale’ G200 is 2006 (11 years old). Finally, the G150 is projected by Aircraft Bluebook to accumulate 390 hours annually. The current G150 ‘For Sale’ market (eight aircraft from a fleet of 123) shows an Average TTAF of 2,541 hours and an average of 1,643 landing cycles (an average of just over 1 hour, 30 minutes flight time per landing). The average Year of Manufacture of the ‘For Sale’ G150 is 2007 (10 years old).

Since January 2010 there have only been 34 transactions on 26 Gulfstream GI aircraft. Of these, more than a third led to a Part-Out or Write-Off of the subject aircraft. Further, without a Stage III Hush-kit, all GII, GIIB, and GIII aircraft struggle to break $100,000 for partout value. With a Stage III Hush-kit and all maintenance up-to-date, however, these aircraft often trade in the $300k to $700k range. Sometimes a late model GIII might break $1.0m, but that is a very rare occurrence. Straight GIV jets without the ASC 190 -SP modification (which is fairly rare today) will usually trade at well below $4.0m. A good GIV-SP enrolled with Rolls-Royce CorporateCare and with decent time remaining before its 5,000 hour landing inspection and other similarly expensive events, will still fetch a price in the $6.0m range. The early GV models are now 22 years old. For some, the selling prices are below $10.0m, which equates to a residual value of about 24% of new.

Used Gulfstream Model Challenges

Legacy Gulfstreams powered by Rolls-Royce Spey engines must be equipped with a Stage-III compliant hush-kit; a factor that has severely diminished the fleet in service. Thus, almost 50% of the original GII and GIII fleet have been retired, with many being ‘culled’ in the last three years as a direct result of the Stage-III noise compliance mandate that went into effect on 01/01/16. A further issue exists within the market for used Spey engines, in that most of the ‘as-removed’ engines from parted-out aircraft have now reached their 10-year corrosion life-limit, thereby restricting the previously ready supply of engines that provided an alternative to spending on overhauls. Advertising Enquiries see Page 4

Of the more recent Gulfstream models: • • • • •

G150 values range typically between $4.5 - 7.0m; G200 jets range from $3.0 - 6.0m; G280s trade in a narrow band between $14.0 - 18.0m; G450s fetch between $13.0 - 21.0m; The G550 plumbs new depths, with the latest asking prices ranging from the low-teens to the high-$30m bracket. A 2003 Gulfstream G550 is valued at about 36% of its new value. Non ‘ER’ G650s have dipped below $50.0m for the first time and continue to fall. www.AVBUYER.com

“ Aircraft take a ‘hit’ when production of that model is either ceased or is superseded by a newer model.”

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BOARDROOM T BUYING & SELLING

Specific Upgrades/Modifications

Following is a list of Appraised Value Add-Ons for each Gulfstream model (numbers per my evaluation, not the value guides): • Gulfstream G100 (Astra SPX) APU - $130,000 • Gulfstream G150/G200 Auto Throttles $150,000 • Gulfstream GII/IIB Aviation Partner Winglets $150,000; Stage III Hush-kit - $400,000 (downward variable value) • Gulfstream GIV/IVSP ASC 190 - $300,000;

Jeremy Cox is experienced in presenting his expertise at aviation meetings, seminars and conferences. If you have an upcoming event and would like to discuss having Jeremy present, you can contact him via jcox@jetbrokers.com

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• • • • • • • • • • • • • • • • •

• • • •

FANS 1/1A - $180k to $300k; Gulfstream G350/G450 FANS 1/1A - $180k to $300k; Gulfstream GV No Forward Lavatory ($250,000 Deduction); FANS 1/1A - $180k to $300k Gulfstream G550 Aft Galley - ($500,000 Deduction); No Crew Rest Area - ($250,000 Deduction) Gulfstream G650 ‘ER’ Modification $1,000,000. T

Respective Gulfstream model manufacture and fleet numbers Gulfstream I: Gulfstream II/B/SP: Gulfstream III: Astra/SP/SPX: Gulfstream IV/IV-SP: Gulfstream V: Gulfstream G100: Gulfstream G150: Gulfstream G200: Gulfstream G280: Gulfstream G300: Gulfstream G350: Gulfstream G400: Gulfstream G450: Gulfstream G500: Gulfstream G550: Gulfstream G650/ER:

1958-1969; 1967-1979; 1979-1987; 1985-2001; 1986-2002; 1995-2002; 2001-2006; 2006-2016; 1997-2011; 2009-Present; 2003-2004; 2004-2007; 2003-2004; 2003-2015; 2003-2008; 2003-Present; 2010-Present;

196 total built 300 total built 202 total built 130 total built 500 total built 194 total built 22 total built 125 total built 248 total built 114 total built 13 total built 11 total built 23 total built 359 total built 9 total built 551 total built 275 total built

(56 currently active) (144 currently active) (163 currently active) (121 currently active) (475 currently active) (187 currently active) (22 currently active) (123 currently active) (245 currently active) (108 currently active) (13 currently active) (11 currently active) (21 currently active) (342 currently active) (9 currently active) (521 currently active) (244 currently active)

Total Active Gulfstream Fleet = 2,805 Aircraft

AVBUYER MAGAZINE – March 2017

www.AVBUYER.com

Aircraft Index see Page 153


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BOARDROOM T BUYING & SELLING

International Used Jet Transactions: Aircraft Registration Considerations for Buyers and Sellers…

Today’s used jet market creates an increased opportunity for cross-border transactions. Aircraft Broker Jet Tolbert asks why more buyers and sellers don’t consider the registration process as an opportunity to add extra value to an acquisition? ast month we covered cross border relationships and noted that the technical aspects of the aircraft itself are part of the used aircraft sales equation. This time we discuss an additional yet very important factor—the aircraft’s registration. Whether you are a buyer or a seller, registration can impact the perceived value or total cost of the aircraft. An aircraft’s registration sends a clear signal regarding the standard to which the aircraft was maintained and where it likely spent most of its time. These issues and the perceptions associated with them can create significant hurdles to the sale if not properly managed. Like it or not, there are psychological barriers that

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create a selection bias among buyers. If you suggest to a US buyer that they should consider acquiring an aircraft that is currently on a foreign registry, you may well be met with a glazed look. Well informed (and advised) buyers, however, can turn a perceived barrier into an opportunity by finding an overlooked diamond in the ‘rough’. Likewise, a well-informed seller (also with good advisors) can be better positioned for a successful sale. Many great deals are being made cross-borders. Today, globalization has profound impacts on the aircraft sales process, and buyers should consider how the domestic and international markets interact to determine the best value and total cost of an acquisition.

www.AVBUYER.com

Aircraft Index see Page 153


BR Buying & Selling 2 March17.qxp_Layout 1 21/02/2017 09:44 Page 2

Jet Tolbert is President of American Aircraft Sales. Established in 1968, it is a premier brokerage firm which has been a trusted partner since corporations first began utilizing jet aircraft to grow their businesses. With offices in the US, Latin America sales team and a partner office in Zurich, Switzerland, American Aircraft Sales is an active NBAA, IBAC, EBAA & ABAA member.

When considering a trans-border transaction, a buyer should understand the technical aspects of the available aircraft’s current registration, as well as the registration options going forward if that aircraft were purchased.

The Buyer’s Perspective

Acquiring an internationally-registered aircraft often has little practical impact on a US buyer. Many times the process can be as simple as performing an FAA inspection concurrent with the pre-purchase inspection, with no additional downtime required. That being said, there are other times when the change of registration can indeed be time consuming. A savvy buyer can acquire an internationallyregistered aircraft swiftly, putting it directly into operation under their new home-registration or by selecting the right off-shore registration that will accept the current aircraft configuration and its new ‘foreign’ ownership. Under the off-shore registration option, the new owner can legally operate the aircraft before Advertising Enquiries see Page 4

transferring its registration to their home country at the next major maintenance event, or remain on the off-shore registration if desired. Either option would significantly reduce the burden of downtime for the registration change. Similar to foreign domiciled businesses in Ireland, Cayman or British Virgin Islands, in some cases corporations may find tax advantages or other efficiencies to make an off-shore registration attractive – but when using this option the counsel of trusted advisors is vital. If registering the aircraft in its final location means complying with a maintenance program other than the FAA or EASA, then the option to remain on a foreign registry that accepts either FAA or EASA maintenance programs is worth detailed consideration; it is essential to ensure that compliant maintenance is available globally. Operator-friendly off-shore registries include Aruba, Isle of Man and San Marino, which have offices around the world allowing the aircraft owner to factor the ultimate geographic base of the aircraft into the decision of which registry to use. www.AVBUYER.com

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“ As such, aircraft sellers must consider the geographic source of current and future demand for their aircraft in relation to its registry.” The Seller’s Perspective

Although the above points may be pragmatic, buyer preconceptions still exist. Sellers should prepare their aircraft to meet market demand by demonstrating how it is ready to meet a buyer’s needs. As such, aircraft sellers must consider the geographic source of current and future demand for their aircraft in relation to its registry. Parties to the transaction should understand the technical differences between the current and most likely future registry once the aircraft is sold. Transfer costs could contribute to a value deduction and a lower perceived value by most potential buyers in the market. The end result should be an understanding of how the market perceives different registries; the varying costs to change between them; and how to best present the aircraft within the market. Done correctly this understanding will reduce the number of days the airplane is on market before a sale, thereby lowering the seller’s exposure to holding cost and changing market values. To a motivated seller, this could potentially mean changing the registration to meet the expected market demand. If the seller has the 104

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aircraft placed with a registry that uses something other than FAA or EASA maintenance programs, then that alone should be cause for strong consideration of registering the aircraft off-shore (Aruba, for example, accepts both FAA and EASA). There are many examples where having used one of these registrations in the initial purchase of the aircraft, leaving it on an off-shore registry during the ownership period could have saved time and expense throughout the seller’s ownership cycle.

In Summary

There are many buyers competing for the right used aircraft. Broadening your understanding of the marketplace and aircraft registrations could make you a real winner. There are several factors to consider with international transactions, but the well-educated buyer in the right place, at the right time gets the right used jet, at the right price. Be sure to work with a reputable broker that is client-focused and keeps buyer and seller needs in sight by being well informed with the right connections and experience. T

www.AVBUYER.com

Aircraft Index see Page 153


Jetbed FP June.qxp_Layout 1 23/11/2016 13:58 Page 1

“I would like to commend JetBed for developing such a wonderful tool for use in our aircraft fleet. The JetBeds are such a great addition to our cabin requirements. Your custom design is well thought out and deployment is extremely easy. We are definitely a satisified JetBed customer.�

- Charles E. Reeves, Chief Pilot Qualcomm Flight Department


Wright Brothers January.qxp_Layout 1 19/12/2016 16:31 Page 1


Aircraft Sales Group March.qxp_Layout 1 20/02/2017 15:28 Page 1

Aircraft Acquisition, Analytics, and Resale

In 2016, 27 companies and individuals used our firm to buy a jet-Why?

Because of our knowledge and experience in acquiring the very best aircraft for their applied use at the best possible price

Care, Guidance, Feasibility, Knowledge, and Performance defines our Service Confidential research, aircraft analysis, and acquisition services utilizing our 130 years combined experience and our history of over 3,000 transactions.

We ensure the aircraft you purchase is the one that fits your mission today and beyond and is the absolute best aircraft available. Period.

Call us and find out why you should have us at your side We make your aircraft experience flawless

www.buyajet.com 251.968.6800 | 630.884.8177 sales@buyajet.com


Community News March17.qxp_Layout 1 22/02/2017 12:41 Page 1

COMMUNITY NEWS T REVIEW

OEM Bites

45 Years Since the First Citation delivery Textron Celebrates Milestone and Legacy of the Citation

Bombardier Business Aircraft announced that, since 2000, Global aircraft have achieved more than 2,500 takeoffs and landings at Aspen’s challenging airport. Delivering a steep approach capability, Global business jets demonstrate renowned agility and deft landing capabilities at Aspen/Pitkin County Airport, which is nestled among Rocky Mountain peaks at approximately 7,820 feet above sea level. www.businessaircraft.bombardier.com BOMBARDIER

Dassault Aviation will present its Falcon fleet of large cabin, long range business jets alongside its Rafale fighter jet at Aero India, India’s largest airshow. The Dassault display will feature the ultra-long range Falcon 8X trijet which entered the market last October, and was handed over to an Indian customer last month. www.dassaultfalcon.com DASSAULT

Textron Aviation is celebrating the 45th anniversary of the first Cessna Citation delivery - a Cessna Citation 500 that was delivered to American Airlines in January 1972… he first Citation 500 was used for the development of American Airlines training program. Since then, the Citation series has become the most popular line of business jets ever produced with more than 7,000 units delivered to customers around the world. The worldwide fleet has amassed nearly 35 million flight hours. “This milestone marking 45 years of industry leadership is really a celebration of the thousands of people through the years – customers and employees – who have made the Citation line of business jets the world

T

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leader,” said Kriya Shortt, senior vice president, Sales and Marketing. Citation jets are renowned for their ability to combine reliability, efficiency and comfort with advanced technology and class-leading performance. This unique combination of features has resulted in the level of quality Citation operators around the globe have come to know and value. According to Textron, the Citation series of business jets has evolved to offer an unmatched range of capabilities, systems and options that allow customers to expand their business reach. More from www.cessna.txtav.com www.AVBUYER.com

Quest Aircraft Company delivered a record 36 Kodiaks in 2016, including the 200th aircraft in December. Deliveries have risen steadily since 2012, as worldwide demand for the Kodiak has grown. The 200th Kodiak celebration was held on January 17th at the Sandpoint headquarters, with company employees in attendance. www.questaircraft.com  QUEST AIRCRAFT

Aircraft Index see Page 153


SCA March.qxp_Layout 1 20/02/2017 16:48 Page 1

GLOBALLY INTIMATE. BROKERAGE | ACQUISITIONS | SALES | MANAGEMENT

www.scross.com acsales@scross.com

2006 Global 5000 • s/n 9204

2004 Gulfstream G550 • s/n 5019

3200TT • Engines on RRCC • Batch-3 Upgrades • TCAS 7.1 HUD & EVS • Increased MTOW, Extended Range Modification

5948TT • Engines on RRCC • APU on MSP 12C Inspection c/w by Gulfstream • SAV

2006 Gulfstream G200 • s/n 130

1997 Gulfstream GIVSP • s/n 1313 • N100DF

Only 2,500 TT • ESP Gold / MSP Autothrottles • Delivered on N Reg

10,000 TT • RRCC • MSP • Fresh GAC ARCS and 24 month • HUD • TCAS 7.1

2014 Citation Mustang • s/n 0448 • N448WT

2008 Lear 60XR • s/n 343 • N343EC

96 TT • Fresh Cessna GSO PPI, Import and 12/24 month inspections • Engines on PA+ • NDH

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

2008 Citation Mustang 510 • s/n 0131 • N510TX

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

1200 TT • NDH • One Owner Since New • Synthetic Vision - ChartView • Can be Delivered on PA+

2700 TT • Engines on 100% JSSI Premium • Raisebeck Lockers • Recent Phases 1/2/3/4 • FDR • Dual FMS • TCAS II w / 7

FT. LAUDERDALE

CHARLOTTE

SÃO PAULO

LONDON

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

19545 Greentree Way, Suite A Cornelius, NC 28031 USA

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

Conway House - Cranfield MK43 0FQ - United Kingdom

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

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

Tel: +55 (11) 3588-0311

Tel: +44 (1234) 817-770

(Invoicing/Contracting Address)

OFFICES WORLDWIDE

11:51 AM


Community News March17.qxp_Layout 1 22/02/2017 12:43 Page 2

COMMUNITY NEWS T PEOPLE

Michael Amalfitano

Drew McEwen

Damien Farret

Michael Amalfitano has been appointed president and CEO of Embraer’s Executive Jets business unit. He succeeds Marco Tulio Pellegrini who will assume another leadership position to be announced soon. Amalfitano brings 35 years of experience in corporate aircraft finance, having held several global leadership positions with equipment leasing companies such as Stonebriar Commercial Finance, Banc of America Leasing, Fleet Capital and GE Capital. Gregor Bremer joins the board of Atlas Air Service as chief technical officer. Bremer has gained more than 25 years of experience in the industry. Jon Cobin was promoted to Executive Vice President and chief commercial officer for Gogo. Cobin has 15 years of business experience and most recently was senior vp of project and operations management for Gogo. Damien Farret is appointed Director Customer Relations and Field Service, Dassault Aviation. He replaces Eloi Dufour, who was named Director Aircraft Delivery & Pre-Owned Management. Drew McEwen is named vice president, international and direct sales at Piper Aircraft. McEwen, a 30-year industry veteran, joined Piper in 2010 as director of sales for the Americas and later held the roles of head of global sales and business development and vp of sales and marketing. Ben Murray has been appointed senior managing director of Asset Management at Global Jet Capital, a world-leading provider of financing solutions for large-cabin, long-range private jets.

Vincent Restivo

Ben Murray

Vincent Restivo becomes vice president at the Mente Group. With 32 years of Business Aviation experience, Restivo spent 25 years with Gulfstream and has also served with Hawker Beechcraft and his own firm, Addo Virtus Advisors. Sean Sanders joins Corporate Fleet Services (CFS Jets) as vice president of sales. He brings more than 10 years of private aviation experience and will be responsible for both domestic and international sales. Dr. Steve Sparks has joined Helicopter Association International (HAI) as director of safety. Prior to joining HAI, Sparks was an aviation safety inspector for the FAA with the General Aviation & Commercial Division in Michigan. Brad Thress takes the role of senior VP, Engineering for Textron Aviation. Meanwhile Kryia Shortt succeeds Thress as senior VP, Customer Service and Bob Scholl is promoted to the senior VP, Sales & Marketing role previously occupied by Shortt. Andreas Tielmann as of January, 2017, became the new CEO of Lufthansa Technik Logistik Services (LTLS). He is taking over the role from Dr. Christian Langer, who is moving to Lufthansa Technik as Head of Digital Fleet Solutions. National Business Aviation Association: NBAA has announced the election of three new members to its Board of Directors. These include: Shelly Lesikar deZevallos - Principal at Independent Mortgage Company, Inc; Milt Hobbs - Managing director of global aviation at JPMorgan Chase & Co.; and Mark McIntyre - Chief pilot at Mente LLC. T

Kryia Shortt

Sean Sanders

Andreas Tielmann

James C. Welsch Jr. (1935 – 2017) of Huntington, formerly of Great Neck, NY, died late January following a short illness. Jim was president of Welsch Aviation in Huntington, a firm founded by his father in 1949. Jim built upon the corporate legacy of his father by growing Welsch Aviation's private and corporate aircraft business. He expanded the reach of Welsch Aviation to include offices across the United States. Jim led Welsch Aviation into the jet age thereby extending the firm's record as the oldest established active aircraft sales and acquisition organization in the world. 110

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www.AVBUYER.com

Aircraft Index see Page 153


Flight Force 7X March.qxp 21/02/2017 10:20 Page 1

S H O W C A S E

2009 Falcon 7X Serial Number: Airframe TT: Landings:

056 3728 1552

The large cabin 7X is both the flagship of Dassault's business jet range and the first fully fly-by-wire business aircraft. Packed with features and finished to a very high standard, this example's luxurious interior and equipment upgrades enhance the model's unsurpassed reputation for style, business efficiency and comfort. To be delivered with fresh 1C Airframe FalconCare Engines ESP Gold APU MSP Gold Certification JAR OPS 1 Avionics VHF Communication Dual Honeywell TR-866b VHF Data Radio Third Honeywell TR – 866b High Frequency Communications Dual Honeywell KhF-1050 SELCAL Honeywell Flight Deck Audio Triple Honeywell AV - 900 Emergency Locator w/ Nav Interface Honeywell Rescu 406AF Communications management Function (CmF) w/ ARINC Honeywell EASY Flight Deck Printer miltope TP - 4840

Satcom Aero h+ / Swift 64 Thrane & Thrane Aero HSD+ Additional handset(s) ICG Sigma7 High-Speed Data Unit (Up To 64 KbPS) Thrane & Thrane HSU VOR/ILS/MKR/ GPS Dual Honeywell NV - 875x Automatic Direction Finder Dual Honeywell DF - 855 Flight management Triple Honeywell EASY Electronic Weather Radar Honeywell Primus 880 Distance measuring Dual Honeywell DM - 855 Air Traffic Control Dual Honeywell XS - 857A Radar Altimeter Dual Honeywell KRA-405b Lightning Sensor System Honeywell LSS-860 Traffic Alert and Collision Avoidance ACSS TCAS 3000 Flight Control Honeywell EASY Modular Avionics Units Honeywell EASY Interior Number of Passengers: 14 Seating: Fourteen seats certified for takeoff & landing Forward double club; dining group; dual 3-place divans Cabinetry Woodwork: Credenza (multi-purpose storage cabinet) Entertainment Equipment: Collins Falcon cabin management system (FCMS) w/ additional 3.8-inch color LCD entertainment controls, plug-in LCD monitor receptacle Plug-in 8.4-inch color LCD monitor w/9G locking arm Honeywell EASy flignt deck video interface Motivated Seller

Giovanni Luciolli Sales Director

Advertising Enquiries see Page 4

www.AVBUYER.com

Tel: +33 6 46622320 gluciolli@flightforce.aero

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Flight Force Challenger 350 March.qxp 21/02/2017 10:21 Page 1

S H O W C A S E

2015 Challenger 350 Airframe TT: Landings:

281 151

With its ground-breaking cabin design, improved range capability and lowest-inclass direct operating costs, the new Challenger 350 exceeds all standards of class-leading business aviation excellence. This outperforming business aircraft is earning the appreciation and approval of executives, pilots and operators globally, offering top performance, definitive reliability and unmatched value. APU MSP Gold Programs SmartParts Plus Maintenance tracking program CAMP Avionics and Equipment Rockwell Collins Pro Line 21 advanced avionics suite with 4 adaptative LCD displays Dual Flight Management System (FMS) Localizer Performance with Vertical Guidance (LPV) Required Navigation performance (RNP) Synthetic vision system MultiScan™ weather radar Dual Inertial Reference System (IRS) Dual Satellite Based Augmentation System (SBAS) GPS Integrated flight information system with dual file

server units Engine Indication and Crew Awareness System (EICAS) Maintenance diagnostic computer Dual VHF and HF radios Digital Flight Data Recorder (FDR) Additional Equipment Second Automatic Direction Finder (ADF) Quick Access Recorder (QAR) SmartRunway SmartLanding Interior 9-passenger floorplan: 4-place club seat grouping in the forward section Two club seats apposite 3-place divan in the aft All seats in two-tone leather and berthable with side storage Galley cabinetry in smoked oak high gloss finish with satin nickel plating, pull-out work surface, removable shelves and large ice drawer Espresso certified coffee maker Microwave oven Full range of elegant china, crystal and flatware Forward wardrobe with adjustable shelving Aft lavatory Entertainment Equipment 10-Disk CD Changer Two bulkhead-mounted monitors (Cabin fore and aft) DVD Blue Ray Player Ipod dock Motivated Seller

Wayne Hendry, Sales Director Tel: +41 79 1733201 wayne@flightforce.aero

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www.AVBUYER.com

Giovanni Luciolli, Sales Director Tel: +33 6 46622320 gluciolli@flightforce.aero

Aircraft Index see Page 153


Flight Force CL605 March.qxp 21/02/2017 10:22 Page 1

S H O W C A S E

2009 Challenger 605 Serial Number: 5764 Airframe TT: 3216:26 Landings: 1462 The Challenger 605 is the next step in the evolution of the world’s best-selling family of large business jets. Equipped with a new avionics suite, greater cabin space and larger windows, the 605 can fly transatlantic while elevating the four benchmarks of business aviation: comfort, reliability, value and versatility. To be delivered with fresh 96 month Airframe SmartParts Plus Engines GE On Point APU Honeywell GTCP36-150(CL) Certification EASA. No damage history Avionics Collins 4-tube 10x12-inch / Pro Line 21 Communication Radios : Dual Collins Pro Line 21 w/8.33 kHz spacing CVR : CVR (120-minute) DME : Dual Collins DME-4000 EFIS : Collins 4-tube 10x12-inch LCD FDR : FDR (25-hour) Flight Director : Collins 4-tube 10x12-inch Flight Phone : Iridium FMS : Triple Collins FMS-6000 w/dual GPS Hi Frequency : Dual digital w/single SELCAL IRS : Triple IRS

Additional Equipment VHF datalink w/Iridium interface 3D map & long-range cruise Dual multi-function displays w/enhanced maps Second APU hour meter Second refuel/defuel panel Dual air data computers Maintenance diagnostic system Directional TCAS antenna VHF datalink w/Iridium interface Artex 406 ELT, dual primary flight displays, dual EICAS, PA system Interior Executive Floorplan 3 Seating: Forward 4-place club Aft 4-place berthing RS divan opposite dual LS facing club seats Three manual recliner seat footrests & seats 3/4/8 Entry area acoustical curtain External compartment lights Removeable mid-cabin curtain & track Extended lav (doubles as a full-size changing room) w/granite countertops & cabin/lav call system 230-volt electrical service w/RS cabin oulets; RJ45 additional cabin jacks Refreshment Equipment: Cooled food storage & soda can storage Wine storage compartment Galley surface & floor LED effect lighting; sink w/strainer & cover Motivated Seller

Giovanni Luciolli Sales Director

Advertising Enquiries see Page 4

www.AVBUYER.com

Tel: +33 6 46622320 gluciolli@flightforce.aero

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AIRBUS A318-112 ELITE+ YEAR: 2009

C A PA C I T Y: 1 9 PA X

|

SERIAL NUMBER 3985

AIRFRAME HOURS: 3002

AIRFRAME CYCLES: 978

HIGHLIGHTS •

C Check – Completed in June 2016

Utmost comfort and luxurious cabin

EASA - FAA - ETOPs compliant for commercial operations

Newly refurbished cabin - July 2015 at LHT

Full Galley and Bar

Dome Ceiling Lights in all areas

High Speed internet – Wi-Fi

DVD player in each zone – Airshow 4000

OWNER HIGHLY MOTIVATED TO SELL! ASKING PRICE: USD $33.5M DISCOVER ALL OF OUR BEST OFFERS W W W. G L O B A L J E T M O N A C O . C O M

GLOBAL JET MONACO VILLA L’UNION / 27 BOULEVARD DES MOULINS 98000 MONACO

LUXEMBOURG GENEVA

TEMPLATE AV Buyer_March.indd 1

MONACO LONDON

FLORIAN VAN DER CRUYSSEN FLORIAN.VANDERCRUYSSEN@GLOBALJETMONACO.COM T +377 97 77 01 04 / M +33 6 12 44 29 16

MOSCOW PARIS

MADRID VIENNA

ISLE OF MAN BEIJING

HONG KONG HANGZHOU

10.02.2017 16:45:30


GULFSTREAM 550 YEAR: 2013

|

SERIAL NUMBER 5395

C A PA C I T Y: 1 3 PA X

AIRFRAME HOURS: 1583

AIRFRAME CYCLES: 451

HIGHLIGHTS • • • • • •

Elite interior option Immaculate interior Airframe covered by Plane Parts Engines covered by Rolls Royce Corporate Care APU enrolled on Honeywell’s Service Plan Certified for commercial operations under 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)

OWNER HIGHLY MOTIVATED TO SELL! ALL OFFERS WILL BE CONSIDERED! ASKING PRICE: USD $33.75M DISCOVER ALL OF OUR BEST OFFERS W W W. G L O B A L J E T M O N A C O . C O M

GLOBAL JET MONACO VILLA L’UNION / 27 BOULEVARD DES MOULINS 98000 MONACO

LUXEMBOURG GENEVA

TEMPLATE AV Buyer_March.indd 2

MONACO LONDON

FLORIAN VAN DER CRUYSSEN FLORIAN.VANDERCRUYSSEN@GLOBALJETMONACO.COM T +377 97 77 01 04 / M +33 6 12 44 29 16

MOSCOW PARIS

MADRID VIENNA

ISLE OF MAN BEIJING

HONG KONG HANGZHOU

10.02.2017 16:45:34


GULFSTREAM 550 | SERIAL NUMBER 5078 YEAR: 2006

C A PA C I T Y: 1 8 PA X

AIRFRAME HOURS: 5661

AIRFRAME CYCLES: 1347

HIGHLIGHTS •

Engines enrolled on RRCC

Certified: EASA EU OPS 1, RVSM, MNPS, PRNAV, BRNAV, Cat II, FANS1-A CPDLC Compliance

Inspection 9C completed and released - March 2015

Interior in a perfect condition

Very meticulous owner

Average of 2 passengers

PRICE REDUCED: USD $18.25M DISCOVER ALL OF OUR BEST OFFERS W W W. G L O B A L J E T M O N A C O . C O M

GLOBAL JET MONACO VILLA L’UNION / 27 BOULEVARD DES MOULINS 98000 MONACO

LUXEMBOURG GENEVA

TEMPLATE AV Buyer_March.indd 3

MONACO LONDON

FLORIAN VAN DER CRUYSSEN FLORIAN.VANDERCRUYSSEN@GLOBALJETMONACO.COM T +377 97 77 01 04 / M +33 6 12 44 29 16

MOSCOW PARIS

MADRID VIENNA

ISLE OF MAN BEIJING

HONG KONG HANGZHOU

10.02.2017 16:45:43


GULFSTREAM 150 YEAR: 2008

|

C A PA C I T Y: 6 PA X

SERIAL NUMBER 243 AIRFRAME HOURS: 2713

AIRFRAME CYCLES: 1629

HIGHLIGHTS •

One owner since new

Low operating cost

Highly reliable aircraft

Range close to 3000 NM

Collins proline 21 avionics

Great value

ASKING PRICE: USD $5.2M DISCOVER ALL OF OUR BEST OFFERS W W W. G L O B A L J E T M O N A C O . C O M

GLOBAL JET MONACO VILLA L’UNION / 27 BOULEVARD DES MOULINS 98000 MONACO

LUXEMBOURG GENEVA

TEMPLATE AV Buyer_March.indd 4

MONACO LONDON

FLORIAN VAN DER CRUYSSEN FLORIAN.VANDERCRUYSSEN@GLOBALJETMONACO.COM T +377 97 77 01 04 / M +33 6 12 44 29 16

MOSCOW PARIS

MADRID VIENNA

ISLE OF MAN BEIJING

HONG KONG HANGZHOU

10.02.2017 16:45:52


BOMBARDIER GLOBAL 6000 YEAR: 2014

C A PA C I T Y: 1 5 PA X

|

SERIAL NUMBER 9559

AIRFRAME HOURS: 658

AIRFRAME CYCLES: 297

HIGHLIGHTS • • • • • • • •

Immaculate interior Less than 700 hrs Always hangared Engines covered by Rolls-Royce Corporate Care APU enrolled on Honeywell MSP State-of-the-art equipment on avionics Forward Galley Certified for commercial operations under EU-OPS1

OWNER HIGHLY MOTIVATED TO SELL! ALL OFFERS WILL BE CONSIDERED! MAJOR PRICE REDUCTION: USD $35.25M DISCOVER ALL OF OUR BEST OFFERS W W W. G L O B A L J E T M O N A C O . C O M

GLOBAL JET MONACO VILLA L’UNION / 27 BOULEVARD DES MOULINS 98000 MONACO

LUXEMBOURG GENEVA

TEMPLATE AV Buyer_March.indd 5

MONACO LONDON

FLORIAN VAN DER CRUYSSEN FLORIAN.VANDERCRUYSSEN@GLOBALJETMONACO.COM T +377 97 77 01 04 / M +33 6 12 44 29 16

MOSCOW PARIS

MADRID VIENNA

ISLE OF MAN BEIJING

HONG KONG HANGZHOU

10.02.2017 16:46:01


BOMBARDIER GLOBAL EXPRESS XRS | SERIAL NUMBER 9306 YEAR: 2009

C A PA C I T Y: 1 0 PA X

AIRFRAME HOURS: 2379

AIRFRAME CYCLES: 965

HIGHLIGHTS • • • • • • • •

Tailor-made interior with high quality finishes Maintenance tracking on CAMP Certified for commercial operations under EU-OPS1/EASA Equipped with CES SOFTWARE Ver. 7 Global office interface LAN Airshow Interactive Passenger Tailwind 500 Avionics features: BATCH 3 - CPDLC - ADS-B OUT - TCAS 7.1 Two Lavatories

co-exclusivity with:

MAJOR PRICE REDUCTION: USD $21M DISCOVER ALL OF OUR BEST OFFERS W W W. G L O B A L J E T M O N A C O . C O M

GLOBAL JET MONACO VILLA L’UNION / 27 BOULEVARD DES MOULINS 98000 MONACO

LUXEMBOURG GENEVA

TEMPLATE AV Buyer_March.indd 6

MONACO LONDON

FLORIAN VAN DER CRUYSSEN FLORIAN.VANDERCRUYSSEN@GLOBALJETMONACO.COM T +377 97 77 01 04 / M +33 6 12 44 29 16

MOSCOW PARIS

MADRID VIENNA

ISLE OF MAN BEIJING

HONG KONG HANGZHOU

10.02.2017 16:46:06


BOMBARDIER CHALLENGER 605 YEAR: 2012

C A PA C I T Y: 1 2 PA X

|

SERIAL NUMBER 5886

AIRFRAME HOURS: 1632

AIRFRAME CYCLES: 476

HIGHLIGHTS •

Finished its 48 months inspection

Equipped with Interactive Airshow-4000 Systems

Galley equipped with Microwave and Hi-Temp Oven

Airframe covered by Smart Parts Program

Engines covered by GE on Point

APU enrolled on MSP GOLD

MAJOR PRICE REDUCTION: USD $12.5M DISCOVER ALL OF OUR BEST OFFERS W W W. G L O B A L J E T M O N A C O . C O M

GLOBAL JET MONACO VILLA L’UNION / 27 BOULEVARD DES MOULINS 98000 MONACO

LUXEMBOURG GENEVA

TEMPLATE AV Buyer_March.indd 7

MONACO LONDON

FLORIAN VAN DER CRUYSSEN FLORIAN.VANDERCRUYSSEN@GLOBALJETMONACO.COM T +377 97 77 01 04 / M +33 6 12 44 29 16

MOSCOW PARIS

MADRID VIENNA

ISLE OF MAN BEIJING

HONG KONG HANGZHOU

10.02.2017 16:46:14


D A S S A U LT F A L C O N 7 X

|

YEAR: 2009

AIRFRAME HOURS: 3712

C A PA C I T Y: 1 4 PA X

SERIAL NUMBER 056 AIRFRAME CYCLES: 1547

HIGHLIGHTS •

Managed and operated by Global Jet

Airframe on Falcon Care

Engines on ESP Gold

APU on MSP Gold

Enhanced avionics system easy II ADS-B OUT CPDLC ATN CPDLC FANS 1/A

Thrane and Thrane Aviator 700D

ASKING PRICE: USD $19.95M DISCOVER ALL OF OUR BEST OFFERS W W W. G L O B A L J E T M O N A C O . C O M

GLOBAL JET MONACO VILLA L’UNION / 27 BOULEVARD DES MOULINS 98000 MONACO

LUXEMBOURG GENEVA

TEMPLATE AV Buyer_March.indd 8

MONACO LONDON

FLORIAN VAN DER CRUYSSEN FLORIAN.VANDERCRUYSSEN@GLOBALJETMONACO.COM T +377 97 77 01 04 / M +33 6 12 44 29 16

MOSCOW PARIS

MADRID VIENNA

ISLE OF MAN BEIJING

HONG KONG HANGZHOU

10.02.2017 16:46:16


Jet Sense Aviation 1990 Hawker 800A March.qxp_Empyrean 21/02/2017 10:23 Page 1

S H O W C A S E

Asking Price $1,195,000 1989 Hawker 125-800A (SP) Serial Number: Registration: Airframe TT: Landings:

258158 N800AF 10,200 5816

• 48 Month (E,F,G) Inspections, 4 & 8 Year X-Rays, 10,000 Hr & Gear Overhaul – at West Star Has Been Completed. • Aviation Partners Winglets • 2 New Generation Universal FMS UNS1 LW (WAAS) with LPV • 800XP Style Interior • 800XP Air Cycle Machine • All New Cabin Windows • Will Be Delivered with $126K of Spare Parts Engines Garrett TFE-731-5R-1H on MSP GOLD MSP Rate: $334.70 Engine Left: S/N P91406 11,045 TT Engine Right: S/N P 91474 9,622 TT APU Hamilton Sundstrand T-62T-40C8D1 Avionics COMM: Dual CollinsVHF-422D w/22C Ctl. Heads NAV: Dual Collins VIR-32 w/8.33 KHZ Spacing AP: Collins APS-85 Autopilot Radar: Collins WXP-85C Weather XM: Weather Antenna with Baron WiFi Connection to Ipad (Foreflight APP)

AHARS: Dual Collins AHC-85 IRS: Honeywell Laser ref ADF: Collins ADF-60A TDR: Dual Collins TDR-94D W/MODE S DME: Dual Collins DME-42 EFIS: Collins 5 Tube/MFD Display Additional Fairchild F1000 Flight Data Recorder Cockpit Voice Recorder – 100A Iridium Based Aircell ST-3100 Telephone System ELT – Dorne – Marglin 8.1 w/nav RVSM Certified Baggage Compartment Aft of Lav Ground Power Contactor Buss Tie Contactor 115 VAC 60 HZ Inverters Automatic Power Reserve (APR) Interior Complete Interior Installed in 2004 Including All New Seats, Cabinets, Cabin Shell, Headliner, Side Ledges, Airducts, New Interior Wiring with LED Reading and Up Wash Lighting. Configured in Forward Four Place Club, Aft Club Seat on Left Side and Right Three Place Divan in Beige Leather, Available a Club Aft Facing Optional 9 th Seat, Fireblocked Package To Meet Far Part 135 Requirements, FWD Galley w/Microwave And Mapco Exterior New 2012 White With Multi Blue Stripes

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

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www.AVBUYER.com

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

Aircraft Index see Page 153


Jet Sense Aviation 1997 Hawker 800XP March.qxp_Empyrean 21/02/2017 10:25 Page 1

S H O W C A S E

Asking Price $1,595,000 1997 Hawker 800XP Serial Number: Registration: Airframe TT: Landings:

258301 N800XZ 4211 3488

• MSP Gold • Fresh E Inspection in January 2017 • Fresh Comprehensive Prebuy at Banyon in January 2017 • Delivered with New Interior—In Progress January 2017 • Delivered with Refurbished Paint In Progress February 2017 Engines Left Engine Description Honeywell TFE731-5BR-1H S/N: P-107164 THSN: 4107 Hours TCSN: 3351 Cycles TT Since MPI 1695 Hours Engines Right Engine Description Honeywell TFE731-5BR-1H S/N: P-107105C THSN: 4045 Hours TCSN: 3281 Cycles TT Since MPI 585 Hours Engines on MSP Gold APU Description Serial Numbers TTSN

Sundstrand T-62T-40C8D1 SP-E965282 2978 Hours

Avionics 5-Tube Honeywell ED-800 2 Honeywell FMZ-2000 w/ 12-Channel GPS 2 Honeywell EDZ-818 w/ MFD 1 ACSS RT951 2 Honeywell NAV RNZ-850 w/ FM Immunity 2 Honeywell DME DM-850 2 Honeywell ADF DF-850 2 Honeywell VHF RCZ-851 w/ 8.33 Spacing 1 King KHF-950 1 Honeywell AA-300 1 Honeywell Primus 870 (Color) 2 Honeywell XS-833E w/ Mode S EHS 1 Universal CVR 30-A 2 Honeywell RCZ-851 Mode S 1 Artex C406-2 2 Honeywell RM-850 1 Sandel ST3400 Interior NEW IN PROGRESS — 2017 Number of Passengers Eight (8) Refreshment Center Location Fwd Refreshment Center Lavatory Location Aft Lav Other Notable Features: Forward Club with Aft 3-Place Side-Facing Divan, Removable Jumpseat, Forward Deluxe Refreshment Center with Coffee Maker, High-Gloss Veneer Cabinetry.

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

March 2017 – AVBUYER MAGAZINE

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Jet Sense Aviation 2001 Excel March.qxp_Empyrean 21/02/2017 10:26 Page 1

S H O W C A S E

Asking Price $3,495,000 2001 Cessna Citation Excel Serial Number: Registration: Airframe TT: Landings:

560-5172 N562P 4962 4194

• Will Be Delivered with Zero-Time Engines - Overhauled by Pratt & Whitney • Externally Serviceable Lav • Single Point Refueling • APU • TCAS II Change 7 • Enrolled in CESCOM Engines Pratt & Whitney 545A Left THSN: 4962 Hours TCSN: 4194 Cycles TSOH: 0 Hours

Right 4627 Hours 3915 Cycles 0 Hours

APU Description: Honeywell RE100 Serial Numbers: P-221/3800722-1 Total Hours Since New: 2683 Hours Avionics HONEYWELL PRIMUS P-1000 AVIONICS SUITE 3-Tube Honeywell Primus P-1000 2 Universal UNS-1Csp 1Allied Signal TCAS II w/ Change 7 1Allied Signal EGPWS w/ Windshear 2 Honeywell NAV NV-850

2 Honeywell DME DM-850 2 Honeywell ADF DF-850 2 Honeywell VHF TR-850 1 KTR-950 1 Collins ALT-55 1 Honeywell Primus 880 (Color) 2 Honeywell XS-833E w/ Mode S EHS Additional Equipment TCAS II Change 7  Externally Serviceable Lav  Data Unit Permanent Installation  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: White Stripe Colors: Blue and Brown

Asking $3,495,000

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

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AVBUYER MAGAZINE – March 2017

www.AVBUYER.com

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

Aircraft Index see Page 153


Jet Sense Aviation Lear 40XR March.qxp_Empyrean 21/02/2017 10:27 Page 1

S H O W C A S E

Call for Pricing 2005 Bombardier Learjet 40XR Serial Number: Registration: Airframe TT: Landings:

2037 N119DJ 6792 5430

• MSP Gold • Extended Range Mod ($250K) • New Carpet in 2015 • New Striping & Permaguard in 2015 • Interior Refurbished in 2014 • RVSM Capable • Air Conditioning in Lieu of APU • TCAS II Engines Left Engine Description Honeywell TFE 731-20BR-1B S/N: P-116646C THSN: 6693.5 Hours TCSN: 5350 Program Coverage MSP GOLD Engines Right Engine Description Honeywell TFE 731-20BR-1B S/N: P-116647C THSN: 6434.8 Hours TCSN: 5125 Program Coverage MSP GOLD Avionics PRIMUS 1000 AVIONICS SYSTEM 4-Tube Primus 1000 DU-870 EFIS/MFD 1 Universal UNS-1C 1 TCAS II

2 AZ-850 2 AHZ-800 2 Honeywell RNZ-851 1 YES 2 Honeywell RCZ-833 1 Honeywell Primus WU-660 w/ Color 1 Honeywell Mark V w/ Windshear Alert Additional Features • Extended Range Mod ($250,000) • New Striping & Permaguard in 2015 • New Carpet in 2015 • Interior Refurbished in 2014 • TCAS II • RVSM Capable • Air Conditioner in Lieu of APU Interior Number of Passengers Seven (7) Refreshment Center Location Fwd Refreshment Center Lavatory Location Aft Belted Lav Other Notable Features: Refurbished 2014: Six (6) Passenger Seats and One (1) Belted Lav, Fea-tures Six (6) Executive Club Chairs with Four Fold-Out Tables, Forward Galley and Standard Aft Lav, External Baggage Compartment Exterior Base Paint Color(s) Matterhorn White & Blue Stripe Color(s) Silver Metallic

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

March 2017 – AVBUYER MAGAZINE

125


Altus Aviation 2005 Challenger 604 March.qxp 22/02/2017 14:19 Page 1

S H O W C A S E

2005 Challenger 604 Serial Number: Registration: Airframe Total Time: Landings:

5594 TC-CEA 3,512.8 1,895

• Two Owners Since New • Private Operations Only • Enrolled on SmartParts, GE On Point, MSP • Fresh 48 month Insp. C/W Jan 2017 Features • Triple FMS • WAAS Upgrade • TCAS II with Change 7.1 • Heads Up Guidance System • Autothrottle • 3D Map and Long Range Cruise Engines • General Electric CF-34-3B • Engine 1: S/N 950217: 3,512.8 Hours | Cycles 1,893 • Engine 2: S/N 950216: 3,512.8 Hours | Cycles 1,893 • Engines enrolled on GE On-Point APU • Honeywell GTCP-36-150 (CL) • Serial Number: P-796C • APU Hours: 2,764 • APU enrolled on Honeywell MSP Avionics • Collins Proline 4 System: • Six (7” x 7”) EFIS/MFD display tube EICAS • Dual FCC-4006 Digital Flight Control Computers • Dual DCU-4000 Data Concentrator Unit Interior • Completed by Bombardier Montreal in June 2005 • Ten (10) place executive interior configuration: • Six (6) executive club seats with three executive foldout tables

Altus Aviation

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Tel: US: +1 888 337 3439 Tel: EU: +49 1766 255 5634 Email: CL604@ALTUSAVIATION.COM www.ALTUSAVIATION.COM Aircraft Index see Page 153


Altus Aviation 2013 Agusta AW139 March.qxp 22/02/2017 14:21 Page 1

S H O W C A S E

2013 Agusta AW139 Serial Number: Registration: Airframe Total Time: Landings:

31466 TC-HVK 789 2,098

• Engines on ESP Gold Lite • Avionics on Honeywell HAPP • Camera on Tail Fin • EVS-1500 MaxViz Enhanced Vision System Engines / Rotors • Pratt & Whitney PT6C-67C • Engine 1: 789 Hours | Cycles 1,029 • Engine 2: 789 Hours | Cycles 1,029 Additional Options • Customized painting scheme, metallic colors from Company selection • Pilot/co-pilot adjustable seats (4G) in lieu of standard seats • Sheep skin cover for pilot and co-pilot seats • Pilot and co-pilot Glass windshield • Approach plates chart holders with lights for pilot and co-pilot Interior FIVESTAR Cabin Interior (7 seats), including: • 3 armchairs leather covered-forward looking, middle one can be folded forward (with inertial reels and safety belt, sliding inflight direction, reclining backrest) • 1 Divan seat leather covered (with 4 safety belts and understorage compartment) Airframe • Aluminium alloy fuselage • Overhead cockpit trasparent windows • Lower cockpit trasparent windows • Cockpit ram air adjustable outlets

Altus Aviation

Advertising Enquiries see Page 4

www.AvBuyer.com

Tel: US: +1 888 337 3439 Tel: EU: +49 1766 255 5634 Email: AW139@ALTUSAVIATION.COM www.AW139.COM March 2016 – AVBUYER MAGAZINE

127


Aviatrade Falcon 2000 March.qxp 22/02/2017 14:22 Page 1

S H O W C A S E

Best Deal in the Falcon 2000 Market - To Be Delivered on US Registry Fresh 1A, 2A, 4A inspections, completed at Duncan Aviation

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 on CSP Gold APU: Honeywell GTCP 36-150(FM2), P-346 APU on Honeywell MSP 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 Oxford CT, USA

Best Offer Over $3.00 MM

AVIATRADE INCORPORATED NEW YORK, LOS ANGELES, HONG KONG, LONDON Philip Rushton President

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Aircraft Index see Page 153


Aviatrade Falcon 2000 March.qxp 22/02/2017 14:23 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

March 2017 – AVBUYER MAGAZINE

129


Dassault Falcon Falcon 900EX March.qxp 21/02/2017 11:13 Page 1

S H O W C A S E

2000 Falcon 900EX Serial Number: Registration: Airframe Total Time: Landings:

56 N909SB 9748 5768

Engines #1 Engine s/n P112287: 9457 hours Cycles: 5583 #2 Engine s/n P112351 8512 hours Cycles: 4987 #3 Engine s/n P112284: 9454 hours Cycles: 5585 APU s/n P-36: AlliedSignal GTCP36-150F (Enrolled on MSP) Engine Type Honeywell TFE731-60 (Enrolled on MSP) Maintenance Inspections Due: A, A+ January 2017; 2A, 2A+, 4A+ October 2017; B at 10706 hours; C, 3C March 2018; Detailed Landing Gear Inspection June 2018 Exterior White upper and light Gray lower fuselage. Blue and Gray accent stripes. Repainted September 2007 – Duncan Aviation Interior Beige leather seats, Cream ultra-leather headliner, medium stain hi-gloss wood with brass hardware. Window shades and window panels recovered, new Beige carpet and lower side-panels, by Westar Aviation July 20 Seating 11 passengers: 4 forward club seats, 2 single

forward facing seats, 3-place aft divan opposite 2 seats, forward and aft lavatories, ERDA third crew seat. 42-inch R/H forward galley opposite 36-inch auxiliary galley and entertainment cabinet Avionics Flight Director dual Honeywell Primus 2000 Autopilot/Auto Throttle Honeywell Primus 2000 Flight Management System triple Honeywell FMZ-2000 w/ 5.2 TOLD Global Positioning System (GPS) dual Honeywell GPS Communication (VHF) Transceivers triple Collins VHF-422C Navigation (VHF) Receivers dual Collins VIR-432 Automatic Direction Finders dual Collins ADF-462 Distance Measuring Equipment dual Collins DME-442 ATC, Transponder dual Collins TDR-94D Color Weather Radar Honeywell Primus 880 w/ dual controllers TCAS II Collins TTE-920 (change 7.0) Radar Altimeter dual Honeywell AA-300 High Frequency Communication dual Collins HF-9000 Additional Equipment Flight Deck Printer, dual Davtron clocks, triple Baker Flight Deck Audio, 115 cu. ft. oxygen bottle, two (2) LCD monitors, Collins Airshow 4000, two (2) channel SELCAL, Devore “TelTail” recognition lights, Securaplane 450, DVD & CD players, hi-Temp oven, microwave, coffee maker

www.falconjet.com/preowned

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www.AVBUYER.com

Mark Verdesco: Director, Pre-owned Aircraft Sales USA Tel: + (1) (201) 541-4556 Tel: + (1) (201)-541-4620 E-mail: preowned@falconjet.com www.dassaultfalcon.com/preowned Aircraft Index see Page 153


Grafair March.qxp 22/02/2017 14:30 Page 1

S H O W C A S E

1982 Cessna Citation IISP Serial Number: Registration: Airframe TT: Landings:

551-393 N122SP 7643 6055

Engines Fresh Phase 5 inspection and Right Engine Hot Section performed Dec 2016 Engines Since OH 583 / 1750 hours (TBO 3500) Time Since Hot Section 583 / 0 hours Avionics Flight Directors Sperry SPZ-500, Dual Sperry, 5"and 4" Autopilot Dual Sperry SPZ-500 Flight Management System and GPS Universal UNS-1L Communication and NAV Garmin 530 WAAS and Garmin 430 Transponders Garmin GTX-345 ADS/B in/out, GTX-330ES, ADS in ADF, Radio Compass Collins ADF 60 DME, Distance Measuring Collins DME-40 RMI, Radio Magnetic Indicator Dual Collins 332C-1 Radar Altimeter Collins 55B Weather Radar Bendix RDR-2100 Compass System Dual Sperry C-14D Multi Function Display King 850 MFD with TCAS I TCAS I Garmin GTX-345 EGPWS and TCAS I King KMH-880 (class B)

Maintenance On CESCOM Phase 5 and RH Engine Hot Section performed dec 2016 Exterior Overall White with Gold, Black and Blue Stripes Interior 7 Pax configuration with 4 club seats with folding tables and flushing potty Options Thrust Reversers Pulselite Recognition Lights Angle of Attack Aft Baggage Mod Iridium SAT phone JET Standby Horizon No Damage History CESCOM Maintenance RVSM certified, WAAS approved and ADS-B in and out (EASA 269b)

Specification subject to verification upon inspection ASKING PRICE: $695,000

Grafair Inc Bengt Grafstrom 465 Nieuport Drive, Vero Beach, FL 32968, USA Stockholm City Airport, Sweden Advertising Enquiries see Page 4

INC

Aircraft based in Vero Beach FL

www.AvBuyer.com

Cell: Tel: E-mail:

+1 772-559-2471 +46-705-391101 bengt@grafair.com

March 2017 – AVBUYER MAGAZINE

131


C-Air Transport Services Ltd February.qxp_Empyrean 22/02/2017 14:31 Page 1

S H O W C A S E

1999 Airbus ACJ 319 Serial Number: Airframe TT: Landings:

910 6,536 2,404

• One meticulous owner since new • Maintained and updated to the highest standard • Full cabin refurbishment in 2010 • 27 passengers interior • Forward stateroom • Extensive Entry Into Service (EIS) support package available with purchase • For more information and photos visit www.msn910.com Engines IAE V2527M-A5 Hours since new: 6,536 Cycles since new: 2,404 APU APIC 3200 Hours since new: 5,492 Cycles since new: 3,481 Cabin • Forward State Room with two beds and private washroom • Forward mid-section office vestibule with two single seats (RH) • Three seat divan opposite office vestibule (LH) • Mid-section club four dining (LH) • Mid-section three seat divan opposite club four

dining (RH) • Aft mid-section club four dining (RH) • Aft mid-section three seat divan opposite club four dining (LH) • Aft section eight premium economy seats • Two galleys (one forward, one aft) featuring Tia Wavejet ovens and Nespresso Coffee machines • Three lavatories (one in State Room, one mid-section and one aft) • Separate forward crew lavatory • Custom Concept Controls (CCC) Cabin Management and Entertainment System • Rockwell Collins Airshow 4000 • SBB Satcom – for cabin internet and includes Aero H for flight deck safety services • Sat-phone System • Onboard Mobile Telephone System Avionics The aircraft’s original EFIS/ECAM CRT displays and DMC computers were replaced with the Thales EIS2 (Electronic Instrument System 2) composed of 6 large active matrix Liquid Crystal Display (LCD) Units and 3 Display Management Computers (DMC) in 2006. • FlySmart with Airbus EFBs • Compliances: ADS-B Out / FANS B+ / CPDLC / RNP 0.1 / TCAS 7.1 • Integrated Standby Instrument System The aircraft currently has Head Of State livery so will need to be repainted

Daniel Kunz C-Air Transport Services Ltd c/o Resource Consulting AG, Turmstrasse 30, 6300 Zug, Switzerland

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www.AVBUYER.com

Tel: +41-79-295-3741 Email: daniel.kunz@c-air-tsl.com www.c-air-tsl.com

Aircraft Index see Page 153


Mente March.qxp 21/02/2017 16:47 Page 1

S H O W C A S E

Price: Make Offer

1989 Hawker 800A Serial Number: Registration: Airframe TT: Landings:

258163 N717MT 7376.2 4191

• ENGINES AND APU ENROLLED ON HONEYWELL MSP • LOW TIME, EXCELLENT PEDIGREE • DUAL FMS, DUAL HF • AWS, AHARS, AND FDR EQUIPPED • MARKET READY SELLER APU T62-T40C8D1 4052.5 HRS TSN, 6600 CSN (Estimated) Engines TFE731-5R-1H Honeywell Engines & Systems- MSP Gold

Dan Dunn, Tel: +1 848-220-9370 Cell: +1 203-808-1687 E-mail: ddunn@mentegroup.com

L/H Engine: 7291.3 HRS TSN 4159 Total Cycles R/H Engine: 7165.5 HRS TSN 3986 Total Cycles Avionics Collins EFIS-86 Collins EFIS-86 5 Tube Multifunction Collins EFIS-86 5 Tube Flight Director Collins APS-85 Collins WXR-300 Color Radar Triple Collins VHF-422B 8.33KC Spacing Dual Collins VIR-432 FM Immunity Dual Collins DME-442 Dual Collins ADF-462 Dual Collins TDR-94D w/ Fight ID Dual Universal UNS1D+, Dual GPS Dual Honeywell Laser Ref III Magnastar C-2000 Flight Phone Dual Collins HF 9030 w/SELCAL HF Universal 120CVR

Lockeed 319 FDR Collins TCAS II w/Change 7 Honeywell MK-VII EGPWS Artex 406 MHz ELT Interior EIGHT PASSENGER W/AFT LAV, FORWARD GALLEY, AFT BAGGAGE COMPARTMENT, FORWARD CLUB, TWO FORWARD-FACING SEATS, 5 EA CABIN SEATS IN TAN LEATHER RECOVERED 1/03, HEADLINER AND SIDEWALLS RECOVERED 1/03, TAN CARPET REPLACED 3/06, THREE PLACE DIVAN RECOVERED 3/06, HIGH-GLOSS BLONDE WOODWORK REFINISHED 3/06, COCKPIT SEATS RECOVERED 5/14 Exterior OVERALL WHITE WITH BLACK AND RED STRIPES. NEW PAINT 1/98, NEW STRIPES AND TOUCH-UP 4/02

Price: $22.9M

2011 Gulfstream G550 Serial Number: Registration: Airframe TT: Landings:

5295 HL8288 2657.4 1547

• ONE CORPORATE OWNER • ADS B OUT CPDLC FANS 1/A • FRESH 72 MONTH INSPECTION GAC LGB • LOW AIRFRAME TOTAL TIME • BEAUTIFUL WOOD VENEER & CUSTOM INTERIOR WITH AFT GALLEY APU Honeywell. 2186 hours Engines 2657.4 hours. No RRCC on Engines Avionics Avionics: Honeywell Primus EPIC with Gulfstream ASC911

David Coppock, Tel: +1 214-351-9595 Cell: +1 602-509-0953 E-mail: dcoppock@mentegroup.com

Autopilot: Honeywell. Com: Triple Honeywell DME: Dual Honeywell. Transponders: Dual Honeywell HF: Dual R/Collins w/ SELCAL FMS: Triple Honeywell. IRS: Triple Honeywell Weather Radar: Honeywell with Turbulence Detection EGPWS: Honeywell with Windshear Detection CVR: Universal. Radio Alt: Dual Honeywell Nav: Triple Honeywell. ADF: Honeywell ELT: Artex. GPS: Dual Honeywell TCAS: ACSS TCAS 7.1 S/W Installed Cockpit Printer Installed. DFDR: Honeywell Interior 12 passenger interior in excellent condition Forward: 4-place club with fold out tables or 2-Place Club with ottomans Mid cabin: 4-place forward facing seats with fold out tables Aft: 4-place conference table group opposite a credenza

Mente Group, LLC 15301 North Dallas Parkway, Suite 1010 Addison, TX 75001

Advertising Enquiries see Page 4

www.AvBuyer.com

Aft galley with coffee maker, espresso maker, oven, sink, cooled food storage compartment; storage drawers; 115V/220V outlets. Forward and aft toilets and storage closets. Lavatory has a standard vacuum toilet with an exchangeable sit down and spray bidet 115V outlets at the seats and 220V outlet by the credenza Crew rest area at forward area Natural Quarter Figured mahogany veneer. Ivory carpet. Ultraleather headliner. Entertainment system includes Airshow 4000 ver.2, Dual Blu-ray and Dual-DVD players with 24” & 20” LCD Forward bulkhead monitors and individual 8.4” Rosen monitors in the side walls Exterior Overall White with Red and Gray stripes – Original in Good ConditionGood Condition

Tel: +1 214 351 9595 www.mentegroup.com

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Donath Aircraft Sales February.qxp_Empyrean 21/02/2017 10:33 Page 1

S H O W C A S E

2008 Challenger 605 Serial Number: Registration: Airframe TT: Landings:

5729 N540BA 6114.4 3571

• One U.S. Fortune 50 owner since new! • Recent 96-month inspection • No known damage history • Airframe enrolled in Smart Parts Plus • APU enrolled in MSP • WiFi – GoGoBiz and Swift Broadband • Inmarsat w/ Safety Services capability • ADS-B Out • RAAS • 3rd IRS • 3rd VHF Comm • Datalink w/ Inmarsat Satcom and VHF Comm interface • 3D Flight Plan Map and Long Range Cruise • XM Graphical Weather • Rockwell Collins Ascend Aircraft Information Manager • TOSE Upgrade Engines Maintained On Condition General Electric CF34-3B S/N: #1 Engine 950613. #2 Engine 950612 Engine #1: 6114.4 hours / 3579 cycles Engine #2: 6114.4 hours / 3583 cycles APU Enrolled in Honeywell MSP Honeywell GTCP 36-150 Serial Number P-174

Hours Since New 4971.9 Avionics EFIS: Collins ProLine 21w/ 4 Adaptive Flight Displays FMS: Dual Collins FMC-6000 w/ V-Speed Database Control Display Unit: Dual Collins CDU-6200 GPS: Dual Collins GPS 4000A IRS: Triple Honeywell Laseref V Air Data Computer: Dual Collins ADC-850E ISIS: Thales Integrated Stand By Instrument System Radio Altimeter: Dual Collins ALT-4000 Airphone: Aircell Axxess Iridium Satcom: Honeywell HSD-440 w/ Inmarsat SwiftBroadband HSD (cabin) and Safety Services (cockpit) VHF Comm: Triple Collins VHF-4000 w/ 8.33 Spacing Interior (Original. New carpet Nov. 2014) Configuration Ten passengers seating plus jump seat certified for take-off/ landing - Forward: Four-place club arrangement - Aft: Four-place divan opposite a two-place club arrangement Forward galley equipped with Enflight oven, TIA microwave, and Endura auto-fill coffee maker Aft lavatory and aft baggage compartment Exterior 2011. Base: Pearl Grey Stripes: Aristo Blue and Deep Red

Donath Aircraft Services Contact: Jim Donath

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Tel: +1 773 935 9871 Email: jimdonath@donathaircraft.com www.DonathAircraft.com

Aircraft Index see Page 153


CAAP March.qxp 21/02/2017 10:35 Page 1

S H O W C A S E

2014 Gulfstream G280 Serial Number: Registration: Airframe TT: Landings:

2052 N386RW 405 199

• Like-new G280 Available Immediately • Loaded with over $2 million in Options • Intercontinental Avionics Package, HUD & EVS • 10-passenger Interior • Aircell Gogo Biz and Satellite High Speed Internet • Price Reduced: $17,900,000 Airframe Completed Delivery: November 20, 2014 Hours: 405 Landings: 199 Engines Honeywell HTF7250G (AS907-2-1G) Engine Hours: 405; Cycles 199 On-Condition Maintenance APU Honeywell GTCP36-150 (G280) APU S/N P-156; 263 hours, 384 cycles since new Avionics Gulfstream/Rockwell Collins PlaneView 280 avionics suite Three 14”x10” adaptive LCD displays with advanced interactivity Aircraft equipped with G280 “Intercontinental Package” EVS. HUD. IRS: Laseref VI.

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 DME: Dual Collins DME-4000 XPDR: Dual Collins TDR-94D Diversity Transponder AHRS: Dual Collins AH-3200 RADAR: Multi-Scan 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 Optional microwave oven in galley (pending certification) Pocket door between galley and cabin 10-gallon water tank Externally serviced aft lavatory Two LCD monitors in cabin Gulfstream cabin management system, galley touch screen and 2 iTouch controllers Dual Blu-Ray, dual USB ports and an iPod connector Inmarsat Swift Broadband high-speed data Aircell Gogo Biz high-speed internet Exterior Overall Matterhorn White with red and gray stripes, painted at Gulfstream Dallas

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

March 2017 – AVBUYER MAGAZINE

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CAI February.qxp 22/02/2017 15:44 Page 1

S H O W C A S E

2008 Legacy 600 Serial Number: Registration: Airframe TT: Landings:

1069 N600YC 595 381

Fresh L16 Inspection just complied with by Hawker Pacific Engine Rolls Royce Model AE 3007A1E - Rolls Royce Corporate Care Left Engine: S/N CAE-313127 595 TTSN 381 TCSN Right Engine: S/N CAE-313135 595 TTSN 381 TCSN APU: Honeywell Sunstrand APS500R (with APU Silencer). 895 hrs/396 cycles since new Avionics/Radios ADS-B Honeywell Primus 1000 Five 8” X 7” displays (2 PFD, 2 MFD, and 1 EICAS) Dual integrated computers Dual communication system (Integrated VHF/ mode S diversity transponder) with 8.33 kHz frequency spacing Dual navigation systems (NAV/ADF/DME) Dual FMS + GPS Dual Inertial Reference System (IRS) Dual Radio Management Units (RMU) Communications Management Unit (CMU) with 3rd VHF Emergency Locator Transmitter (ELT)

Solid state Cockpit Voice Recorder (CVR) Solid state Flight Data Recorder (FDR) EFB with EPOP s/w Aural warning unit Additional Equipment Provisions for Extended Over-Water Operation (storage space for life rafts; 1 life raft for 6 pax + 1 life raft for 12 pax + lifeline) Mid Cabin Curtain Divider Separating the Divan Zone Offset Recessed Floor EGPWS w/windshear detection & escape guidance EFIS w/multi-reversionary capabilities, Dual RVSM compatible air data computers Dual stall protection system Autopilot/flight director Dual integrated computers w/display driving EICAS Dual radio management units Passenger address & cabin interphone system Interior Elegant 13 passenger cabin interior plus cockpit jump seat and forward lavatory, features a forward four (4) place club with foldout tables, a mid cabin conference grouping (4 place with table) that converts to a double bed, with a credenza opposite and a mid cabin dividing bulkhead leading into the aft cabin with a 3 place divan that opens into a flat bed, opposite two (2) place club seating Exterior Original custom Paint in the current model Legacy paint scheme of Dark Blue, Grey and White with Light Blue high-lighting

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

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

(561) 433-3510 (561) 433-3842 (561) 289-3355 jp@caijets.com www.caijets.com Aircraft Index see Page 153


Aviation Consultants of Aspen January.qxp 21/02/2017 12:55 Page 1

S H O W C A S E

Dan Savinelli Photography

1992 Gulfstream IV Serial Number: Registration: Airframe TT: Landings:

1191 N403TB 10,162.7 5148

MAKE OFFER Honeywell HAAP program, Rockwell Collins CASP Avionics program, Corporate Jet Support Brite Parts program, MSG-3 maintenance program. All inspections current. Specifications are subject to verification upon Engines LEFT ENGINE: Rolls-Royce Tay 611-8, S/N 16485, 10,086.1 TSN, 5,117 CSN, 2,484.3 TSO, 1,080 CSO, Overhauled by Dallas Airmotive, June 2009. RIGHT ENGINE: Rolls-Royce Tay 611-8, S/N 16486, 10,004.4 TSN, 5,057 CSN, 2,484.3 TSO, 1,080 CSO, Overhauled by Dallas Airmotive, July 2009 APU Honeywell GTCP36-100, S/N P-587, 6,808 Hours TSN, 1,299 TSO, on MSP Interior Sixteen passenger. Aft lavatory. Rear galley with oven, microwave, coffee maker, and espresso maker. Forward cabin has a four place club seating arrangement, center cabin with a four place conference/dining group, and aft cabin has two four place berthable divans. Entertainment

system with Airshow, dual DVD/CD players, three large monitors, new Honeywell Cabin Management System and cabin switching, and a custom Alto audio and speaker system. Fax machine. Chairs are done in Burgundy Leather,

Aviation Consultants of Aspen, Inc. Andy Cohen P. O. Box 790, Castle Rock, CO 80104, USA

Advertising Enquiries see Page 4

www.AvBuyer.com

Divans in tan leather, and light wood. By Gulfstream Dallas, 12/06. Excellent condition Exterior Overall White with Blue Stripe. By Duncan Aviation, 10/14. Excellent Condition

Tel: +1 720-328-6008 Fax: +1 720-328-5641 Mob: +1 603-930-7575 Email: andy@acajets.com March 2017 – AVBUYER MAGAZINE 137


JetPro Texas 2013 Cessna Grand Caravan EX March.qxp_Heeren Cit Ultra sep 22/02/2017 14:29 Page 1

S H O W C A S E

2013 Cessna Grand Caravan EX Serial Number: Registration: Airframe TT: Landings:

208B5045 N445JP 1,253 914

Engines Pratt and Whitney Canada PT6A-140 – 867 SHP - UNDER WARRANTY. s/n PCE-VE0050 Total Time: 1,253. Cycles: 914 Prop Specs: Hartzell 3-Blade Model HC B3TN-3AF/T10980CN(K)-2 – s/n BAU32720 Avionics Garmin G1000 Integrated Cockpit System with two Primary Flight Displays and a center Multifunction Display UNDER WARRANTY Dual Garmin Comms Dual Garmin Navs Dual Garmin GDC 74A Air Data Computers Dual Garmin GRS 77 AHRS Garmin GEA 71 Engine/Airframe Unit Garmin GFC700 Autopilot / Yaw Damper Garmin GTX-33 Mode S Transponder Garmin GWX-68 Color Weather Radar Garmin TAWS B Garmin GMA 1374 Audio System King KN-63 DME Receiver King KR-87 ADF Receiver King KRA-405B Radio Altimeter King KTA-870 TCAS

Interior New Luxury Oasis Interior and Factory A/C Installed! 10 place interior with two crew seats, four single executive chairs and an aft two place bench with flushing potty. Highgloss wood vineer drink rails and forward refreshment centers. New AMTICO LVT flooring - Excellent Condition Exterior Overall white with gray cargo pod and red and gray stripes on the tail - Excellent Condition Additional Features TKS Deice System Cargo Pod Artex ME-406 2-Freq ELT Dual Avionics Master Switch Cabin PA System Rudder Gust Lock STC FA2100 CVR/FDR Provisions King KHF-1050 HF Radio Provisions

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 153


Albinati Aeronautics March.qxp 21/02/2017 10:38 Page 1

S H O W C A S E

2006 Bombardier Global 5000 Serial Number: Registration: Airframe TT: Landings:

9174 HB-JRS 4699 2036

IMMACULATE * ONE OWNER * NO DAMAGE HISTORY ENHANCEMENTS & MODIFICATIONS INCLUDING THE FOLLOWING: • 120 Month Inspection c/w FEB/2016 by BAS-Tucson • Enrolled in Smart Parts Plus • Engines enrolled in Rolls Royce Corporate Care • New Honeywell DU-875 Displays Installed FEB/2016 • Increased GTOW (SB700-1A11-11-002) • Batch 3 Installed (SB700-1A11-31-014A) • FANS 1/1A Certified (SB700-1A-11-34-27) • ADS-B Out * TCAS II 7.1 Software * WAAS/LPV Approved • Forward Crew Lav * 12 PAX Configuration • EU OPS 1 * RVSM Approved Engines RR BR 700-710A2-20 RRCC  LH s/n 12459 4623 TSN / 1995 CSN  RH s/n 12460 4699 TSN / 2036 CSN APU Honeywell RE 220 (GX) s/n P-286 Honeywell MSP  4089 TSN Avionics Honeywell Primus 2000 XP Integrated Avionics  Six Honeywell DU-875 EFIS  Two Honeywell RNZ-851 NAV NAV System  Triple Honeywell RCZ-833K VHF COMMS

 ACSS TCAS 2000 (TCAS II) w/ V7 Software  Two Collins HF-9031A HF w/ SELCAL Triple Honeywell NZ-2000 FMS Triple Honeywell Laseref  One Honeywell Mark V EGPWS  Two Honeywell HG2021 GPS receiver Collins SAT-6100 SATCOM (Aero H+) Collins HST-2100 w/ SWIFT 64 ICG Iridium ICS-100 Honeywell SSCVR & SSFDR w/ QAR Interior Configured for twelve passengers with a forward club arrangement, a midcabin conference grouping and an aft compartment with two three place berthable divans (certified for two passengers during takeoff and landing). The rear compartment is divided from the forward section of the cabin by a pocket door. The forward four club chairs can be converted into two sleeping positions and the aft divans will convert to beds using the jetbeds system for increased sleeping comfort. Cabin amenities include forward and aft lavatories, a full service galley including TIA hi-temp overn, microwave oven and Nespresso coffee maker Exterior Matterhorn white upper fuselage over a Granite gray belly with white and gray stripes

SPECIFICATIONS ARE SUBJECT TO VERIFICATION. AVAILABILITY IS SUBJECT TO PRIOR SALE OR REMOVAL FROM THE MARKET

ALBINATI AERONAUTICS SA P.O. BOX 44 1215 GENEVA 15 AIRPORT SWITZERLAND Advertising Enquiries see Page 4

www.AvBuyer.com

Stefano Albinati Tel: +41 (0) 22 306 1060 E-mail: info@albinati.aero Web: www.albinati.aero March 2017 – AVBUYER MAGAZINE

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Naljets March.qxp_Empyrean 23/02/2017 11:09 Page 1

S H O W C A S E

For Sale or Share 2002 Citation Excel Serial Number: 560-5271 Registration: G-CGMF Airframe TT: 4111.2 • ENGINES: 2 X PRATT AND WHITNEY PW545A ON POWER ADVANTAGE • APU: GARRETT 100XL ON POWER ADVANTAGE • AIRFRAME: ON PRO PARTS COMPLIANCY: EASA Avionics COM: Honeywell Primus 1000 Radios NAV/ADF: Honeywell KHF950 w/ Selcal FMS: Dual Universal UNS-1CP FMS GPS: X TCAS II: Honeywell TCAS II system w/ CHANGE 7.1 RADAR: WXR-880 Colour Radar Interior Good condition, Grey Leather executive interior features forward two place divan, mid cabin four place club with drink rail color monitors, Two forward facing seats in aft cabin, Belted seat in aft Lavatory Exterior This jet combines the best in light jet flexibility with midsize comfort to accommodate nine passengers. The Cessna Citation Excel is one of the best-selling business jets ever built. It has the ability to operate out of smaller airports while still offering the comfort and amenities of a midsize jet

NalJets Contact: Craig McLeod Tel: +44 (0)191 286 7234 Mobile: +44 (0)795 894 4422 Email: craig@naljets.com Naljets.com

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www.AvBuyer.com

Aircraft Index see Page 153


Avbuyer 205mm x 270mm.qxp_Layout 1 22/02/2017 16:45 Page 1

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Products & Services March.qxp_Layout 1 22/02/2017 11:24 Page 1

PRODUCTS & SERVICES Corporate AirSearch Int’l Inc.

A Fascinating ACJ318 Elite

Celebrating 34 Successful Years in the Aviation Brokerage Business Since the company’s founding in 1983 by Sharon B. Hanley, Corporate AirSearch Int’l Inc “CAI” has excelled in the Aviation Brokerage Business. Following some years in the business of selling new aircraft delivery positions, Sharon started the business in 1983, the aviation bug had not only bitten, but was well entrenched. Catering initially to the needs of single and light twin engine aircraft buyers and sellers, the business flourished. Over time, Sharon's clients wanted bigger, better, faster and more efficient aircraft. Even selling Prince Rainier of Monaco a Challenger 600, and who continued with her services knowing that they would be treated professionally and ethically. Sharon’s son J.P., after graduating from College with a business marketing degree and earning his private pilot, commercial, instrument and CFI tickets joined the firm right after hurricane Andrew in October of 1992. J.P. helped to continue the Company's profitable growth by focusing on its sales and marketing efforts. Starting in the aircraft research division enabled J.P. to learn the business from the ground floor up, earning a deserved promotion to vice president of sales and marketing in 1997, attaining his present position of president, in September 2003. J.P. followed his mother’s lead with his first sale of a Piper Cheyenne II from Bill Elliott Racing to a company in Minnesota. Around 2005 Sharon decided to retire from the business after a successful run of more than 22 years in the aircraft sales business. J.P. purchased the company and has continued to flourish in selling corporate jets and turboprops to a plethora of different clients including his most recent sale of a Premier 1A to Martin’ Famous Potato Rolls. CAI’s mission statement is to assist our clients in maximizing their time and privacy by utilizing Corporate Aircraft to meet their business and personal travel needs. It is important to determine the correct aircraft that will enable our clients to fly non-stop for 80% of their flights and have enough passenger seats to accommodate family, friends, employees and business associates. If you are ready to buy, sell or upgrade your current aircraft feel free to reach out to J.P. If you have yet to explore owning a Corporate Aircraft, there has never been a better time as there are some excellent opportunities currently available. www.caijets.com

Global Jet kick starts 2017 with the announcement of the arrival of a stunning ACJ318 Elite into its charter fleet. Over the past several years, the boutique jet operator has seen the demand for VVIP large cabins grow at high speed from a flourishing Middle East market. The ACJ318 Elite is an excellent product that combines an autonomy of close to 9h15 and a very impressive baggage capacity. In fact, the baggage load is a critical point for any client that wishes to travel with a large amount of suitcases at its maximum passenger capacity. This newcomer will be the fourth Airbus offered by Global Jet for charter requests, though the company manages a total of 8 airbus models altogether. “We have an extensive knowledge in managing VVIP airliners and our crews are qualified far beyond the highest standards, guaranteeing maximum safety and an unrivalled high-end service on board” comments the company. Endowed with a spectacular autonomy, this VVIP wide body will comfortably accompany its passengers from Dubai to London non-stop or from Paris to New York with 80 suitcases for 19 VVIP guests. This very large cabin is designed with a separate bedroom and a spacious VVIP bathroom. Passengers will peacefully rest in a flying palace with its 8 cosy beds. This is a perfect compromise for clients travelling for business purposes looking for unmatched comfort or those seeking to organise a one of a kind VIP family escapade. The aircraft is flexibly-based at Le Bourget and is ready to serve any demanding request. www.globaljetconcept.com

TNA unveils 2017 Product Line

VistaJet has best Year ever in North America

TNA Aviation Technologies, the leading supplier of highly advanced semi-robotic aircraft tugs and ground support equipment in North America today announced it would assemble its aircraft tugs in the USA. The company, which prides itself on supplying unique state-ofthe-art ROTV’s (Remote Operated Tug Vehicle’s) and a wide range of German designed and innovative towbarless airplane re-positioning systems for the aviation industry, is now assembling its products in the United States. Unlike traditional aircraft tow tugs, TowFLEXX aircraft re-positioning systems from TNA allow customers to utilize hangar and apron space to much higher extend. Further, TNA has made it even easier for operators to move aircraft faster and safer at lower cost. www.tna-aviation.com

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Global aviation service VistaJet reports 2016 as its best year ever in North America. The company, which positions itself as an alternative to full or fractional aircraft ownership, now reports the U.S. as its number one growth market, citing a preference for a global flying solution with no asset exposure as the reason customers choose to switch. In 2016, the number of flight bookings grew by 137% YoY across the VistaJet owned fleet, connecting customers to 187 countries in the world. Over 65% of VistaJet US new customers came from corporations and Fortune 500 companies favoring its signature business model to help them connect and do business worldwide. www.vistajet.com

www.AVBUYER.com

Aircraft Index see Page 153


Products & Services March.qxp_Layout 1 22/02/2017 11:26 Page 2

PRODUCTS & SERVICES Hawkeye Launches Bizjet Productivity Tool

SR Technics Line Maintenance goes Mobile

Hawkeye Aircraft Acquisitions has launched a free web-based Business Aircraft Productivity Calculator that can estimate the time savings and added value that a business aircraft can provide over airline travel. According to company president Mike McCracken, this new application was created to fill the void created when NBAA ended sales and support for its Travel$ense software. www.hawkeye-aircraft.com

To enhance its best-in-class service in Line Maintenance, SR Technics has optimized its operational office by moving to a mobile environment. Following extensive testing in order to determine which systems and devices provided the best operational data access, SR Technics’ Line Maintenance engineers and technicians are now equipped with mobile tablets which gives them the ability to perform their duties more efficiently, whenever and wherever the work is performed. This technology upgrade will increase quality and make processes leaner besides providing the teams with a handy work solution. Connected to a secure data server, this virtual solution allows SR Technics experts to access aircraft documentation, live flight operations information, planning functions and work package distribution. It also includes task completion confirmation linked with the back office’s electronic operational control board. The feedback from maintenance personnel confirms that the new equipment is helping them to perform their tasks more efficiently. www.srtechnics.com

Beechcraft offers PT6A-67A Engines Beechcraft announced recently that the company is now offering Pratt and Whitney Canada PT6A-67A engines for improved performance on its King Air 350HW and King Air 350ER turboprops. In addition, the company is offering an increased gross weight option for these platforms, increasing the maximum takeoff weight to 17,500 pounds. Both enhancements are now FAA and EASA certified and offered as factory options for new aircraft or as aftermarket modifications. The more powerful Pratt and Whitney Canada PT6A-67A engines provide superior field and climb performance, including hot and high operations. With an outside air temperature of 50 degrees Celsius (122 degrees Fahrenheit), the engine upgrade allows for a maximum takeoff gross weight increase of up to 2,700 pounds at sea level, compared to the standard aircraft. The increased gross weight option provides operators greater flexibility between payload and fuel, representing a potential increase in loiter time of two to three hours. www.txtav.com

Boutsen Sells 15 Aircraft in 2016 The team at Boutsen Aviation closed 2016 with a record of four sales in December alone. As the year came to an end, the Monaco-based company sold two Gulfstream and two Falcon 7x, adding to the previous 11 aircraft sold throughout the year. Founder and Chairman Thierry Boutsen closed the sale of a G550 in Basel, Switzerland, just one week following the sale of a GV in Luton, UK. www.boutsen.com

GAMA Aviation Merger

Duncan Updates ADS-B Straight Talk Book

GAMA Aviation, the global business aviation service provider, has announced the merger of its US aircraft management and charter business with that of BBA Aviation. With the addition of over 90 aircraft to Gama Aviation’s current US managed fleet, the combined business, with over 200 aircraft under management, will become the US’s largest aircraft management business. Customers will benefit from the comprehensive line maintenance support provided by Gama Aviation’s US Ground business as well as the market-leading FBO services provided by BBA Aviation’s ‘Signature Flight Support’ network. www.gamaaviation.com

Duncan Aviation wants to ensure that their customers are wellinformed when it comes to the FAA’s NextGen mandates. Toward that end, Duncan Aviation has updated its Straight Talk book on the NextGen initiative Automatic Dependent Surveillance-Broadcast (ADS-B). The January 2020 deadline gets closer every day, and there are still several thousand owners and operators who need to make the necessary equipment upgrades to their aircraft prior to midnight on December 31, 2019. Flying without ADS-B on January 1, 2020, is going to be fraught with limitations. The Straight Talk book is intended to provide practical information about all aspects of ADS-B for the owners and operators of business jets. The new book is available for download from Duncan Aviation. www.DuncanAviation.aero/locations/#satellites.

Advertising Enquiries see Page 4

www.AvBuyer.com

March 2017 – AVBUYER MAGAZINE

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Zip Aviation Helicopter

866-947-6837

Guaranteed to save time and money compared to New York Area Airports No taxi or ramp delays Ramp side car pick up Parking/ramp fees are less Try us once and you will see the difference. Be ready to be number 1 or 2 in line for departure. Family owned, friendly, and professional trained line service Hangar space available

Call for a first time pricing program. Helicopter service available to NYC FAA towered airport 2 runways with GPS approaches Close to most New Jersey major highways I-80, GSP, I-280, Rt 46, Rt 3, and I-287

Tel. 973 575 1833 fbo@airboundaviation.com Essex County Airport 27 Wright Way, Fairfield NJ 07004


P147-151.qxp 22/02/2017 12:28 Page 1

Marketplace Hawker 800A

Skyservice Jet Sales

Tel: +1 (403) 671-2178 E-mail: jetsales@skyservice.com

Price:

$1,195,000 USD

Year:

1993

S/N:

258239

Reg:

C-GMFB

Skyservice is proud to feature this well-maintained, and professionally operated 1993 Hawker 800A. Aircraft Engines on MSP GOLD and avionics on Rockwell Collins CASP Program. New landing gear along with fresh 48 month inspection being completed by mid-April 2017. The aircraft is located in Edmonton, Canada.

TTAF:

5959.3

Please call Geoffrey Carlyle

Location: Canada

Bombardier Learjet 45XR

Skyservice Jet Sales Price:

Please call

Year:

2004

S/N:

45-239

Reg:

C-GJCY

TTAF:

3611.7

Location: Canada

Dassault Falcon 2000

Skyservice Jet Sales Price:

$4,600,000 USD

Year:

1999

S/N:

88

Reg:

C-GSMR

TTAF:

5595

Location: Canada

Gulfstream G150

Bristol Associates Price:

Please call

Year:

2006

S/N:

202

Reg:

N703HA

TTAF:

3,489.1

Location: USA- WA

Global 6000

Bristol Associates Price:

Please call

Year:

2012

S/N:

9519

Reg: TTAF:

1,277.10

Location: USA- CA

Advertising Enquiries see Page 4

www.AVBUYER.com

Tel: +1 (877) 759 7598 E-mail: jetsales@skyservice.com Well-maintained 2004 Learjet 45XR. 3611.7 total flight time on aircraft. Always professionally flown. This aircraft is equipped with Honeywell Primus avionics, Airshow, CAMP maintenance tracking, SSDTU (Solid State Data Transfer Unit) and much more. Engines: Honeywell TFE-731-20BR-1B Engine #1 Engine #2 Serial No. P-116503C (ON MSP) P-116504C (ON MSP) TTSN: 3611.7 TTSN: 3611.7 TCSN: 2260 TCSN: 2260 Time Since Hot Inspection (HRS) 323.3 323.3 APU Total Time: 1616.27 hrs

Tel: +1 (877) 759 7598 E-mail: jetsales@skyservice.com Well-maintained, beautiful 1999 Falcon 2000. 5595 hours of total flight time on the aircraft. Always professionally flown. This aircraft is equipped with VIP seating, executive tables, full galley and much more. Avionics: Enrolled in Corporate Aircraft Service Program (CASP). Dual Collins VHF422C Comms (8.33 MHz). Dual Collins VIR432 NAV Receivers (w/ FM Immunity). Interior: Jumpseat. Flush Fit Folding Hangar Bar above 3rd Flightdeck Seat. Crew Seat Sheepskin Inserts. Additional Features: Teledyne Magnastar C2000 Flight Phone w/3 Handsets. Facsimile/Copier (interfaced with digital airborne telephone system). (2) PC to SATAFIS Ports

Tel: +1 (202) 682 4000 E-mail: akopinski@bristolassociates.com Gulfstream Demonstrator Aircraft. Cycles Since New: 2,633. Engines: Honeywell TFE731-40AR-200G. APU: Honeywell RE1000CS. Avionics: ADF: Collins ADF-4000. Autopilot: Dual Collins FGC-3000 IFCS (CAT II certified). Communication Radios: Triple Collins VHF-4000E w/8.33 kHz spacing. DME: Dual Collins DME-4000. Flight Director: Dual Collins FGC-3000 IFCS w/cursor control device. Interior partially refurbished 06/07. Airframe enrolled in MSG-3 Maintenance Program. Engines and APU enrolled on Honeywell MSP Gold. Enrolled on Collins Avionics Service Plan

Tel: +1 (202) 682 4000 E-mail: akopinski@bristolassociates.com Landings: 492. Bombardier-Approved MSG-3 Maintenance Program. Enrolled in Flight Docs Maintenance Tracking Program. Engines: BMW Rolls-Royce BR710A2-20. Engines enrolled on Rolls Royce Corporate Care Program. APU: Allied Signal RE220(GX). Manufacturers S/N: P-649. Total Time: 881 Hours. Total Cycles: 1,032. Triple Collins VHF-4000 Radios with 8.33 KHz Tuning Dual Collins Nav 4000s VOR/ADF. Dual Collins DME-4000s. Dual Collins Integrated Flight Information System (IFIS). Cabin: Collins Cabin Entertainment System (CES) with 10.3 load Forward Lavatory Custom Galley with 2 Coffee Makers and Large Trash Bin

March 2017 – AVBUYER MAGAZINE

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Marketplace Cessna Citation Bravo

Northern Jet Management Price:

Make Offer

Year:

2003

S/N:

550-1073

Reg: TTAF:

6,952

Location: USA- MI

2006 Citation Bravo

Make Offer

Year:

2006

S/N:

550-1132

Reg: TTAF:

6,083

Location: USA- MI

Hawker Beechcraft 1000 A

Left Engine: Left Engine 1,451 SOH, Right Engine 2,949 SOH. • Freon Air Conditioner (R134) • Ski Tube • AOA w/Indexer • Cockpit Voice Recorder • Lead Acid Battery • Iridium Satellite Flight Phone • Honeywell Primus 1000 IntegratedbFlight Director & Autopilot System • 3-tube 8x7” EFIS • Dual 196B Comm radios with 8.33 Capabilities • Dual Nav • Dual Mode S Transponders. Fire-blocked eight passenger executive interior in a center club configuration with an aft belted seat for a ninth passenger. 2015 Duncan Aviation Exterior Paint and Interior Refurbishment. CAMP Maintenance Tracking Currently operated on Part 135

Northern Jet Management Price:

Make offer

Year:

1998

S/N:

259003

Reg:

N261PA

TTAF:

10,058.9

Location: USA

Tel: +1 (616) 336 4800 E-mail: ccox@northernjet.net

Left and Right Engine 2,001 SOH • Freon Air Conditioner (R134) • Ski Tube • AOA w/Indexer • Iridium Satellite Flight Phone. Avionics: • Honeywell Primus 1000 Integrated Flight Director & Autopilot System • 3-tube 8x7” EFIS • Dual 196B Comm radios with 8.33 Capabilities • Dual Nav • Single ADF • Dual Mode S Transponders. Interior: Fire-blocked seven passenger executive interior in a center club configuration with an aft belted seat for an eighth passenger. Exterior: Overall Snow White with Arctic Blue, Silver Plat Met and Black Stripes. 2016 Duncan Aviation Exterior Paint and Interior Refurbishment. CAMP Maintenance Tracking. Currently operated on a Part 135 Certificate.

International Jet Markets Price:

Tel: +1 (616) 336 4800 E-mail: ccox@northernjet.net

Tel: +1 (850) 213-3218 Office +1 (770) 330-2691 Cell

Fresh A thru E Inspection External Baggage, APU Inspection - August 2016 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 F & G Inspections Included

Email: JETMARKETS@aol.com

Cessna Citation Encore

International Jet Markets Price:

Make Offer

Year:

2004

S/N:

661

Reg:

N682CE

TTAF:

3,743.3

Location: USA

Tel: 1-850-213-3218 Office 1-770-330-2691 Cell

Airframe: 3300 Landings. Engines: 1390 Hours Since Hot Section. O/H due at 5000 hours. Avionics: EFIS System: Flight Director: Autopilot: Comms: Navs: ADF: DME: Transponders: Weather Radar: Long Range Nav.: Collision Avoidance: Ground Warning: RVSM: Radar Altimeter: High Freq. Radio: Flight Telephone. Interior: Eight passenger interior with four place center club arrangement in Tan leather, single aft facing forward seat, two forward facing aft seats all track or swivel. Exterior: Overall Matterhorn White. Additional Features: Freon air conditioning Cockpit Speaker Mute Switch Cabin Fire Extinguisher. Single-point fueling. CVR. NI Computer. Ski Tube Installation

Email: JETMARKETS@aol.com

Cessna Citation Jet

BS-Consulting GmbH Price:

Make offer

Year:

1995

S/N:

525-121

Reg:

D-ICSS

TTAF:

4920

Location: Germany

148

AVBUYER MAGAZINE – March 2017

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Tel: +49 (0)173 959 7315 E-mail: stefan.bendl@bsconsulting.de Always hangared, no known damage history, Engine on Tap Elite, RVSM complient, EASA OPS operated. Avionic: EFIS Honeywell EDZ-5000, Autopilot Honeywell, Radar King RDS-2000VO, Comm Dual Honeywell KY-196A, Nav Dual Honeywell KN 53A, ADF Honeywell KDF-87, Transponder Garmin 330D Mode S), Radar Alt King KRA-405, FMS GNS XLS, ELT 406, King KRA-405 Radar Altimeter, RVSM Compliant, Freon Air Conditioning, Engine Sync, 50 Cu Ft Oxygen, EROS O2 Masks

Aircraft Index see Page 153


P147-151.qxp 22/02/2017 12:28 Page 3

Marketplace Learjet 60

Tel: +1 (703) 917 9000 E-mail: sales@capitaljetgroup.com

Capital Jet Group Price:

$1,450,0000 USD

Year:

1994

S/N:

031

Reg:

N841TT

TTAF:

8164

2 U.S. corporate owners since new delivery. ESP Silver engine plan, 2011 paint and 8 pax interior. Dual UNS-1Ew FMS/ WAAS GPS. TCAS II 7, AFIS, HF, Aircell Axxess II, logo & pulsating recognition light package, 3 Rotor Brakes, Stormscope, R134a Freon A/C

Location: USA

Cessna Citation X

Price:

$3,900,000 USD

Year:

2000

S/N:

122

Reg:

N577JC

TTAF:

6562

Location: USA- IL

Hawker Beechcraft 4000

Cumhur Kaynak Price:

$5,900,000 USD

Year:

2010

S/N:

RC-44

Reg:

TC-NRN

TTAF:

1.505

Location: Turkey

Challenger 300

Tel: +1 (630) 577-4070 E-mail: kdanielson@calamos.com

Dragon Leasing Corp

FAR 135 Current, CESCOM Maintenance Tracking, Engines Rolls Royce Corporate Care, APU Cessna Aux Advantage, Extended Range Dual Oxygen System, Honeywell USB Data Loader, Lead Acid Batteries, 8-Passenger, Double club config. Fwd r/h galley, Espresso Machine and Coffee, Microwave. Cabin entertainment includes Airshow 400 w/Three 8” individual monitors, cockpit controller, and cabin audio, ATG 4000 WIFI. Primus 2000, TCAS 7 w/change 2, 8.33 Spacing, RVSM, Current all Maintenance, New Paint June 2016 PRICE REDUCED TO $3,900,000 USD

Tel: +90 555 979 0880 E-mail: CumhurKaynak@intercityrentacar.com ENGINES ENROLLED ON P&W ESP GOLD. APU ENROLLED ON HONEYWELL MSP GOLD. ON CAMP. JAR OPS 1 COMPLIANT. TRADES WITH LARGER AIRCRAFTS WILL BE CONSIDERED. Engine Model: PW308A. APU Model: Honeywell GTCP 36-150(HH) SN#: P-138 TSN: 1,486 hours. Honeywell Primus EPIC. COMM Dual Honeywell 7510763-855 w/8.33 spacing. NAV Honeywell Primus EPIC. FMS Honeywell Primus EPIC. JAR OPS 1 Compliant. Airshow 4000 w/Airshow Briefer System. Cabin Audio/Video Entertainment System

Aviation Marketing Group Price:

Make Offer

Year:

2009

S/N:

20249

Reg:

N138CH

TTAF:

2560

Location: USA - SC

Tel: +1 (704) 651 4637 E-mail: ajd@aviationmarketing.com

Always hangared. One owner. Part 135 Compliant. Aircraft is enrolled in Smart Parts Plus Program. Engines and APU enrolled in MSP Gold Program. Honeywell AS907-1-1A. APU: Honeywell GTCP-36-150(BD). Avionics: Collins Pro Line 21 Integrated Avionics Suite includes: Four (10”x12”) AFD-5220E PFD/MFD/EICAS Adaptive Flight Displays. Dual DCU-500 Data Concentrator Units. Dual ADS-3000 Air Data Systems. Int: Eight (8) place double club configuration. Forward galley. Ext: Custom Paint Scheme. RVSM/MNPS/RNP-1 Compliant. Honeywell MKVII EGPWS. Artex C-406-1 ELT w/Nav Interface. L3 FA2100 Cockpit Voice Recorder. Dual GPW-4000 with WAAS/LPV

www.aviationmarketing.com

Cessna Citation XLS+

ABA Aviation Management GmbH Price:

Make offer

Year:

2014

S/N:

C560-6173

Reg:

D-CGAA

TTAF:

2050

Tel: +49 (0) 1722 360 007 E-mail: andreas.baehren@gmx.de

Two Pratt & Whitney PW545C, One Honeywell RE 100 (XL) APU, Hyde Park Scheme Interior, EASA Certification, NAV-4000 ADF Collins, Second FMS-3000, Collins Data Link, FA21 FDR, RH Small Two-Place Couch & RH 16" Closet, Microwave Oven in RH Closet, Aircell Aviator 300 World Wide Internet System, 110V AC Universal Outlets, Engines and APU on JSSI Program

Location: Germany

Advertising Enquiries see Page 4

www.AVBUYER.com

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Marketplace Challenger 604

Galileo Aviation Flight Support Ltd Price:

Please call

Year:

1998

S/N:

5373

Reg:

N604LC

TTAF:

8,100

Location: France

Tel: +33 (0) 625 155 020

APU on MSP. Gear Overhaul c/w August 2006. Satcom Communications System. Dual Collins FMS-6000 w/Dual GPS-4000. Triple Litton LTN-101 Inertial Reference System. Part 135 Compliant. General Electric CF34-3B. Engine Engine 1 Engine 2 Total Hours: 8100 8100 Engine Cycles: 5050 5050 Serial: 872314 872316 872314. APU- Garrett GTCP 36-100E Fireblocked ten (10) passenger executive interior. New Paint 2012 - Overall Matterhorn White with Blue and Silver Accent stripes

E-mail: Vincent.schweitzer@barentsrm.com

Hawker Beechcraft 800A

Galileo Aviation Flight Support Ltd Price:

$700,000 USD

Year:

1988

S/N:

258115

Reg:

N666JC

TTAF:

6,893

Location: France

Tel: +33 (0) 625 155 020

Engines - Honeywell Garret TFE731-5R-1H, Eng 1 Since new: 6709.6. Cycles since new : 6298, Eng 2 Since new : 6831.1 Cycles since new : 6292 . Avionics - Five Tube EFIS 85,Dual Collins ADS 82 w RVSM,Dual Collins DME-42,Dual Collins AHRS 85,Dual Global GNS XLS w GPS,Dual Collins VIR32A Nav,Dual Collins VHF 22C Com,Dual Collins ADF 60B,Dual Mode S MST 67A Transponders. Interior- 10 Pax Configuration,Crew Jump-seat, Blue Leather Seat / Blue Carpet,Gold platted fittings. Exterior- Overall Matterhorn Dark Blue Tail, Wings repainted January 2011

E-mail: Vincent.schweitzer@barentsrm.com

Cessna Citation Bravo

Simply Aviation Price:

Make offer

Year:

2002

S/N:

550B-1018

Reg:

G-JBLZ

TTAF:

4976

Tel: +44 (0)779 350 3246 E-mail: asad@simplyaviation.co.uk An excellent impeccable condition Bravo, with recently completed Phases 1 to 5 and maintained with no expense spared. ONLY 4976 hours since major engine overhauls. Enrolled on PowerAdvantage and CESCOM Sold fully operational... The aircraft is impeccable, with no damage history and an interior/exterior refurbishment in 2015

Location: United Kingdom

Airbus/Eurocopter EC 120B Colibri Aircraft Solutions Price:

800,000 EURO

Year:

2002

S/N:

1324

Reg:

N263CP

TTAF:

1080.2

Location: Belgium

Office +31 (0) 43 365 3179 Cell +32 (0) 476 463 855 The Eurocopter EC-120B is a is a five-seat, single-engine light helicopter, designed for safe, simple, and cost-effective operations. Airbus Helicopters has claimed that the EC120B possesses the lowest operating cost in its class. The aircraft features a wide, ergonomic cabin with high levels of external visibility, which can accommodate a single or two pilots (dual steering installed), along with four/three passengers in a typical passenger configuration. Equipped with a auto pilot system on two axis, and a air conditioning system

fdesmet@aircraftsolutions.be

Airbus/Eurocopter EC 120B Colibri Aircraft Solutions Price:

650,000 EURO

Year:

1999

S/N:

1077

Reg:

N12CW

TTAF:

1822

Location: Belgium

Office +31 (0) 43 365 3179 Cell +32 (0) 476 463 855 The Eurocopter EC-120B is a is a five-seat, single-engine light helicopter, designed for safe, simple, and cost-effective operations. Airbus Helicopters has claimed that the EC120B possesses the lowest operating cost in its class. The aircraft features a wide, ergonomic cabin with high levels of external visibility, which can accommodate a single or two pilots (dual steering installed), along with four/three passengers in a typical passenger configuration Engine: 1x Turbomeca Arrius 2F (Replaced in 2010)

fdesmet@aircraftsolutions.be 150

AVBUYER MAGAZINE – March 2017

www.AVBUYER.com

Aircraft Index see Page 153


P147-151.qxp 22/02/2017 12:28 Page 5

Marketplace Tel: +1 (806) 662 5823 Email: ronfernuik@hotmail.com

Leonard Hudson Drilling

Bombardier Learjet 36A

Price:

Offer/Trade

Year:

1977

S/N:

36A-030

Reg:

N160GC

TTAF:

15,600

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

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

Leonard Hudson Drilling

BELL 206L4

Price:

US $1,775,000

Year:

2002

S/N:

52265

Reg:

N339MG

TTAF:

1700

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

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

Leonard Hudson Drilling

BELL 412EMS

Price:

Offer

Year:

1981

S/N:

33017

Reg:

N554AL

TTAF:

15265

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

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

Leonard Hudson Drilling

BELL 212 (Five Available)

Price:

Please Call

Year:

1991-1996

S/N:

Call for details

Reg:

Call for details

TTAF:

Call for details

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

Alberth Air Parts

+1 832 934 0055

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 Advertising Enquiries see Page 4

www.AVBUYER.com

March 2017 – AVBUYER MAGAZINE

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P152.qxp 22/02/2017 15:49 Page 1

$1510

$1960

Advertiser’s Index 1st Source Bank...................................................15 21st Century Jet Corporation .........................154 ABACE ...................................................................70 AeroExpo UK 2017 ...........................................141 Airbound Aviation...............................................146 Aircraft Finance Corporation...........................101 Aircraft Sales Group .........................................107 Albinati Aeronautics ..........................................139 Altus Aviation ...........................................126 - 127 AMJET.....................................................................65 Aradian Aviation ....................................................77 Aviation Consultants of Aspen........................137 Aviatrade...................................................128 - 129 Avjet Global...................................................56 - 57 Avpro ..............................................................10 - 14 Bell Aviation ..................................................68 - 69 Boutsen Aviation ..................................................61 CAAP....................................................................135 C-Air Transport Services..................................132 Central Business Jets .......................................155 Conklin & de Decker............................................87

Corportate Airsearch Int...................................136 Corporate Concepts..................................33, 141 Dassault Falcon Jet ........................2 - 3, 93, 130 Donath Aircraft Services ..................................134 Duncan Aviation....................................................51 Eagle Aviation........................................................21 EBACE ...................................................................88 Elliott Jets .....................................................34 - 35 FlightForce ...............................................111 - 113 Freestream Aircraft USA .......................................9 General Aviation Services ..................................23 Global Jet Capital.................................................59 Global Jet Monaco................................ 114 - 121 Grafair...................................................................131 Gulfstream..............................................................79 Heli UK Expo 2017 ...........................................144 Hatt & Associates.................................................25 JetBed ..................................................................105 Jet Sense Aviation ..................................122 - 125 JetBrokers .....................................................52 - 53 Jetcraft Corporation ..........................44 - 45, 156

Jeteffect .........................................................38 - 39 JETNET...................................................................81 JetPro Texas ........................................................138 JSSI.......................................................................1, 5 Lektro ......................................................................87 LBAS.......................................................................49 Mente Group ......................................................133 Mesinger Jet Sales...............................................75 Naljets ..................................................................140 OGARAJETS................................................18 - 19 Par Avion ................................................................43 Rolls-Royce............................................................97 Singapore Airshow ..............................................80 Southern Cross Aviation ..................................109 Sparfell & Partners ......................................28 - 29 Survival.................................................................152 ❏ The Elite London...................................................71 The Elite New York...............................................89 The Jet Business...............................................6 - 7 VREF ....................................................................152 Wright Brothers Aircraft Title ..........................106

AvBuyer (USPS 014-911), March 2017, Vol 21 Issue No 3 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.

152

AVBUYER MAGAZINE – March 2017

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Aircraft Index see Page 153


P153.qxp 23/02/2017 13:02 Page 1

Aircraft For Sale • AIRCRAFT • HELICOPTERS AIRCRAFT

PAGE

AERO VODOCHODY L39C . . . . . . . . . . 52

AIRBUS A318 - 112 . . . . 9, 114 ACJ319 . . . . . . . . 75, 132

BAE AVRO RJ70. . . . . 52

BOEING/MCDONNELL DOUGLAS BBJ . . . . . . . . . . . 44, 75 Super 727-200 VIP . 33 737-700 IGW . . . 28 DC-8-62 VIP . . . 33

BOMBARDIER Global 5000 . . . . 33, 43, 45, 61, 109, . . . . . . . . . . . . . . . 139, 156 Global 6000 . . . . 33, 45, 57, 75, 118, . . . . . . . . . . . . . . . 147, 156 Global Express . 10, 59, 156 Global Express XRS. .9, 44, 61, 119

AIRCRAFT

PAGE

AIRCRAFT

XLS+ . . . . . . . . . . 44, 149 CJI . . . . . . . . . . . . . 68 CJ2. . . . . . . . . . . . . 34, 44, 53, 61, 75 CJ2+ . . . . . . . . . . . 13 CJ3. . . . . . . . . . . . 21

CIRRUS SR22T GTS . . . . 52

TBM700B . . . . . . 52 TBM900 . . . . . . . 34

PIPER

7X . . . . . . . . . . . . 3, 7, 9, 11, 45, 61, . . . . . . . . . . . . . . . 68, 111, 121, 154, . . . . . . . . . . . . . . . 155, 156 20C-5AR. . . . . . . 53 50 . . . . . . . . . . . . 12, 38, 57, 154 50EX . . . . . . . . . . 3, 28, 43, 51, 154, . . . . . . . . . . . . . . . 155 900B . . . . . . . . . . 12, 53, 154, 155 900C . . . . . . . . . . 68, 154, 155 900EX . . . . . . . . . 28, 45, 130, 154 900EX EASy . . . 12, 154, 155 900LX . . . . . . . . . 3, 11, 154, 156 2000 . . . . . . . . . . 12, 23, 52, 59, 61, . . . . . . . . . . . . . . . 128, 129, 147

Citation

2000EX EASy . . 7

IISP . . . . . . . . . . . 131 III . . . . . . . . . . . . . 51, 53

2000LX . . . . . . . . 3, 44, 155

DORNIER 328 . . . . . . . . . . . 61

65 . . . . . . . . . . . . 52

III . . . . . . . . . . . . . 11 IV . . . . . . . . . . . . . 137 IVSP . . . . . . . . . . 10, 38, 45, 51, 57, . . . . . . . . . . . . . . . 59, 61, 109 V. . . . . . . . . . . . . . 10, 33, 57 100 . . . . . . . . . . . 77 150 . . . . . . . . . . . 45, 52, 77, 117, 147 200 . . . . . . . . . . . 11, 18, 75, 77, 109 280 . . . . . . . . . . . 10, 135 400 . . . . . . . . . . . 10 450 . . . . . . . . . . . 7, 9, 28, 45, 51, 59, . . . . . . . . . . . . . . . 77, 156 500 . . . . . . . . . . . 79 550 . . . . . . . . . . . 9, 10, 18, 45, 59, 61,

HAWKER BEECHCRAFT

DASSAULT FALCON

Cheyenne IIIA . . 52 Meridian . . . . . . . 21

SABRELINER

King Air

8X . . . . . . . . . . . . 11

Advertising Enquiries see Page 4

. . . . . . . . . . . . . . . 136 Legacy 650 . . . . 6, 13, 45, 156

. . . . . . . . . . . . . . . 75, 77, 109, 115, . . . . . . . . . . . . . . . 116, 133, 156 650 . . . . . . . . . . . 7, 33, 38, 65, 75 650ER. . . . . . . . . 7, 56 Astra SPX. . . . . . 52

DAHER SOCATA

31A . . . . . . . . . . . 23, 39, 52, 53 35A . . . . . . . . . . . 52 36A . . . . . . . . . . . 151 40XR . . . . . . . . . . 25, 125 45 . . . . . . . . . . . . 29, 43 45XR . . . . . . . . . . 13, 39, 45, 147, 156 55 . . . . . . . . . . . . 52 60 . . . . . . . . . . . . 13, 34, 51, 149 60XR . . . . . . . . . . 6, 12, 23, 109 75. . . . . . . . . . . . . 61

V. . . . . . . . . . . . . . 21, 61 X . . . . . . . . . . . . . 34, 39, 75, 149 XLS . . . . . . . . . . . 39, 68, 77

PC12/45. . . . . . . 69

GULFSTREAM

Learjet

CESSNA

PILATUS

Conquest I . . . . . 21, 69 Conquest II . . . . 69 Excel . . . . . . . . . . 34, 44, 59, 77, 124,

Grand Caravan EX..138 Jet . . . . . . . . . . . . 21, 53, 148 Mustang . . . . . . . 77, 109 P10 ER . . . . . . . . 69 Sovereign 35, 39, 44, 45, 77, . . . . . . . . . . . . . . . 156 Sovereign + 39 SII . . . . . . . . . . . . 68

PAGE

Legacy 500 . . . . 6 Legacy 600 . . . . 13, 23, 29, 52, 61,

Phenom 100 . . . 29 Phenom 300 . . . 29, 35

. . . . . . . . . . . . . . . 140 Encore . . . . . . . . 39, 59, 148

AIRCRAFT

EMBRAER

CJ3. . . . . . . . . . . . 43 Bravo . . . . . . . . . 148, 150

Challenger 300 . . . . . . . . . . . 12, 28, 38, 45, 75, . . . . . . . . . . . . . . . 149, 156 350 . . . . . . . . . . . 28, 112 600 . . . . . . . . . . . 23 601-3A . . . . . . . . 38 601-3R . . . . . . . . 45, 156 604 . . . . . . . . . . . 12, 38, 51, 52, 61, . . . . . . . . . . . . . . . 75, 126, 150 605 . . . . . . . . . . . 44, 45, 61, 113, 120, . . . . . . . . . . . . . . . 134, 156 850 . . . . . . . . . . . 45, 156

PAGE

200 . . . . . . . . . . . 52 B200 . . . . . . . . . 13, 35, 77 300 . . . . . . . . . . . 34 350 . . . . . . . . . . . 13, 18, 35, 39, 53, 77, . . . . . . . . . . . . . . . 109 C90 . . . . . . . . . . . 52, 77 C90A . . . . . . . . . . 61 C90B. . . . . . . . . . 25 E90 . . . . . . . . . . . 68

HELICOPTERS AGUSTAWESTLAND A109 Power . . . . 45 A109 Power . . . . 156 A139 . . . . . . . . . . 127 Koala. . . . . . . . . . 77

BELL 206L4 . . . . . . . . . 151 212 . . . . . . . . . . . 151 403 . . . . . . . . . . . 57 412 EMS . . . . . . 151 UH1H Super Huey. 52

EUROCOPTER/AIRBUS AS350 B-2 . . . . . 29 AS355N . . . . . . . 14, 29, 61 EC 120 B . . . . . . 14, 33, 150 EC 135 P2 . . . . . 14 EC 135 P2+ . . . . 14, 77 EC 155 B1 . . . . . 14

MCDONNELL DOUGLAS MD900 . . . . . . . . 52, 77

SIKORSKY S-76C+ . . . . . . . . 14, 29, 45, 156 S-76C++ . . . . . . 9,

Beechcraft Duke A60 . . . . . . 52, Premier I . . . . . . 13,

Hawker 1A . . . . . . . . . . . . 53 125-800A . . . . . . 122 400A . . . . . . . . . . 13 400XP . . . . . . . . . 35, 45, 77 750 . . . . . . . . . . . 77 800A . . . . . . . . . . 133, 147, 150 800XP . . . . . . . . . 18, 25, 38, 45, 75, 77, . . . . . . . . . . . . . . . 123, 156 850XP. . . . . . . . . 34, 77 900XP . . . . . . . . . 61, 77 1000A . . . . . . . . . 148 4000 . . . . . . . . . . 149

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21st Century November.qxp 22/11/2016 16:48 Page 1

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