Page 1

WORLD

www.AvBuyer.com ™

The global marketplace for business aviation

March 2012

proudly presents

Gulfstream IVSP Serial Number 1420, Registration N106CE see page 20-21 for more details

Business Aviation & The Boardroom: pages 48 - 73 • Plane Sense on Engines


A PRE-OWNED FALCON: FOR US, IT’S NOT A SALE. IT’S A LONG-TERM COMMITMENT. When you’re looking for a pre-owned Falcon, you don’t want a transaction. You want a relationship. You want people with deep Falcon experience and a personal commitment to helping you make your best choice. Who work with you at every step – from finding your specifications to smoothing your final purchase – and even after. Because, just as there is nothing more comfortable than a Falcon, there should be no one more comfortable than a Falcon customer.

Yvon Desvignes Pre-Owned Aircraft Sales Manager

Dominique Cruchon Pre-Owned Aircraft Sales Director

2001 Falcon 2000

s/n 133 • 5033 h. total time 10 passengers conf • EU-OPS 1 compliant • Eng on CSP, APU on MSP • Aero I Sat Com Pristine condition

2005 Falcon 2000EX EASy

s/n 063 • 2073 h. total time C check, Winglets installation and new paint in process • EU-OPS 1 compliant • Swift 64 Sat Com • Eng on JSSI, APU under MSP


2006 Falcon 2000EX EASy

s/n 089 • 1000 h. total time One owner since new, corporate operation. Pristine condition HUD, AERO H+ SAT COM, 3 FMS, 3 IRS, 3 VHF, EASA certified

1993 Falcon 900B

s/n 120 • 7887 h. total time 15 passengers • EU-OPS 1 compliant • C check, paint and complete Interior Refurb in 2011 • Eng and APU on MSP, Fwd & Aft lav

2004 Falcon 900EX EASy

s/n 128 • 3686 h. total time One owner since new • JAR-OPS 1 14 passengers • Fwd & Aft lav C check complied in 2010

2010 Falcon 900EX EASy s/n 232 • 2656 h. total time 14 passengers • EU-OPS 1 • Falcon Care, HUD, EFVS • Satcom TV, Fwd & Aft lav

2007 Falcon 7X

s/n 003 • 1125 h. total time JAR-OPS 1 compliant 14 passengers • Under Falcon Care • HUD, Engines & APU under • ESP/MSP gold

2012 Facon 7X

s/n 140 • 23h total time. 14 passengers • HUD, EFVS, EFB, Aero H + swift broadband sat com, ready for customised paint scheme

Visit falconjet.com/preowned France: +33.1.47.11.60.71 - US: +1.201.541.4556


Aircraft For Sale AIRCRAFT

PAGE

AIRCRAFT

PAGE

600 . . . . . . . . . . . 29, 601 . . . . . . . . . . . 38, 601-1A . . . . . . . . 53, 601-3A . . . . . . . . 12, 29, 53, 65, 105, 601-3R . . . . . . . . 19, 33, 604 . . . . . . . . . . . 12, 15, 16, 19, 26, . . . . . . . . . . . . . . . 36, 37, 38, 40, 65, . . . . . . . . . . . . . . . 148, 605 . . . . . . . . . . . 7, 19, 36, 47, 81, 148, 850 . . . . . . . . . . . 47, 148,

AIRBUS A318 Elite. . . . . . 14, ACJ . . . . . . . . . . . 36, 148,

BOEING/MCDONNELL DOUGLAS BBJ . . . . . . . . . . . 19, 65, 79, Super 27-100. . . 83, Super 27-200. . . 83, Super 27-100 REW. .83, Super 27-200 REW. 83, Super 727-200 . 65, Super 727-100-REW. .14, 737-200VIP . . . . 65, 737-300 . . . . . . . 19, 737-300 VIP . . . . 141, 737-500 VIP . . . . 141, 757-200 . . . . . . . 83, 757-200ER . . . . . 81, MD 87VIP . . . . . 65,

Learjet 31A . . . . . . . . . . . 47, 53, 88, 35A . . . . . . . . . . . 26, 47, 40 . . . . . . . . . . . . 17, 45 . . . . . . . . . . . . 16, 53, 45XR . . . . . . . . . . 17, 55 . . . . . . . . . . . . 88, 60 . . . . . . . . . . . . 19, 53, 67, 60SE . . . . . . . . . . 16, 60XR . . . . . . . . . . 53, 79,

AIRCRAFT

IN THIS ISSUE PAGE

XLS . . . . . . . . . . . 16, 141, XLS+ . . . . . . . . . . 22, 36, 148, 500 Eagle. . . . . . 22, 650 . . . . . . . . . . . 46, CJ1. . . . . . . . . . . . 17, 61, 139, CJ1+ . . . . . . . . . . 38, CJ2 . . . . . . . . . . . . 12, 26, 27, 35, CJ2+ . . . . . . . . . . 22, 132, 147, CJ3. . . . . . . . . . . . 69, CJ4. . . . . . . . . . . . 69, Bravo . . . . . . . . . 26, 27, 61, 141, Encore . . . . . . . . 61, Excel . . . . . . . . . . 17, 22, 147, Jet . . . . . . . . . . . . 26, 33, 35, 53, . . . . . . . . . . . . . . . 61, Mustang . . . . . . . 19, 47, SII . . . . . . . . . . . . 65, 69, Sierra . . . . . . . . . 19, Sovereign. . . . . . 17, 53, 57, 65, Ultra . . . . . . . . . . 21, 22, 137, V Ultra . . . . . . . . 17,

CESSNA

Grand Caravan

BOMBARDIER

Citation

208B . . . . . . . . . . 26, 143,

CRJ 200 . . . . . . 36, Global 5000 . . . . 14, 37, 65, 148, Global Express . 14, 37, 55, 134, 135, . . . . . . . . . . . . . . . 148, Global Express XRS. 7, 13,

ISP . . . . . . . . . . . 22, 61, II. . . . . . . . . . . . . . 22, 26, 27, 32, 35, IISP . . . . . . . . . . . 26, 35, III . . . . . . . . . . . . . 53, V. . . . . . . . . . . . . . 26, 27, 35, VI . . . . . . . . . . . . . 36, 148, VII . . . . . . . . . . . . 22, 35, 53, 130, . . . . . . . . . . . . . . . 148, X . . . . . . . . . . . . . 7, 12, 61, 103, 105,

Challenger CRJ . . . . . . . . . . . 19, 300 . . . . . . . . . . . 12, 15, 29, 36, 37, . . . . . . . . . . . . . . . 47, 148,

Aviation Companies, Inc.

AIRCRAFT

DORNIER Dornier 328 . . . . 141,

EMBRAER ERJ 135 . . . . . . . 81, ERJ 145 . . . . . . . 81, Legacy 500 . . . . 61, Legacy 600 . . . . 14, 17, 26, 29, 47,

PAGE

. . . . . . . . . . . . . . . 65, 71, Legacy 650 . . . . 17, Lineage 1000. . . 14, Phenom 100 . . . 53, 69, Phenom 300 . . . 61, 65,

FAIRCHILD Merlin IIIB . . . . . 61,

FALCON JET 7X . . . . . . . . . . . . 3, 7, 29, 67, 146, 148, 10 . . . . . . . . . . . . 26, 100 . . . . . . . . . . . 15, 20Cargo . . . . . . . 26, 20F-5BR . . . . . . . 26, 50 . . . . . . . . . . . . 15, 19, 21, 26, 37, . . . . . . . . . . . . . . . 46, 53, 67, 79, 146, . . . . . . . . . . . . . . . 148, 50EX . . . . . . . . . . 46, 105, 146, 50-4. . . . . . . . . . . 146, 900B . . . . . . . . . . 3, 15, 17, 19, 53, . . . . . . . . . . . . . . . 137, 140, 146, 147, 900C . . . . . . . . . . 146, 900DX . . . . . . . . . 47, 900EX EASy . . . 3, 17, 146, 147, 900EX . . . . . . . . . 15, 47, 131, 146, ............... 2000 . . . . . . . . . . 2, 13, 47, 51, 147, 2000DX EASy . . 36, 148, 2000EX. . . . . . . . 36, 148, 2000EX EASy . . 2, 3, 12, 15, 147,

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

1974 MU-2K S/N 285, N11SJ, 4630TT, 2350/2350 SOH, 525/525 SHSI, 230/230 SPOH, Garmin 530W, RDS-81 Color Radar, M4D A/P, New Paint & Interior (2009). U.S. $345,000.

1983 MU-2 SOLITAIRE

S/N 454SA, N19GA, 4820TT, 1860/1860 SOH T RACT50/50 SPOH, GNSN (Honeywell), COEX-500 R 530W w/TAWS, 2 tubeN EFIS-40, Avidyne MFD, SPZ-500 A/P, TCAS, XM E D U Weather, New Paint & Interior. U.S. $795,000.

1980 MU-2 SOLITAIRE

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

S/N 424SA, N82AF, 7485TT, 385/385 SOH, 75/75 SPOH, GNS 530 WAAS, Avidyne Fligh Max, 7500-hr, inspection, New P&I (2010) to customer specs., U.S. $675.000.

1974 MU-2K Dash 10 on MSP - Price Reduced S/N 305, N50K, 6370TT, 1180/1180 since -10 (MSP), 750/750 SPOH, Dual Garmin 430’s, RDR-2000, M4-D A/P, New Paint (2009). U.S. $535,000.

1980 MU-2 MARQUISE S/N 756SA, N1790M. 12925TT, 1990/2060 SOH, 1990/2060 SHSI, 260/220 SPOH, Collins Pro-Line, M4D A/P, New Paint (2010), Located in Africa. U.S. $475,000.

1973 MU-2K S/N 240, N64LG, 6100TT, 4655/4655 SOH, 1100/1100 SHSI/SGBI, 920/775 SPOH, Garmin G-600, Dual GNS-430W’s, Dual GTX-320 TXP’s, TCAS, XM Weather.

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

U.S. $295,000.

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

WORLD AIRCRAFT SALES MAGAZINE – March 2012

www.was.Conklindd.com

+1- 508-255-5975


03.12

• AIRCRAFT • HELICOPTERS • PRODUCT & SERVICE PROVIDERS AIRCRAFT

PAGE

GULFSTREAM ISP . . . . . . . . . . . 1, IISP . . . . . . . . . . . 65, III . . . . . . . . . . . . . 7, 14, 19, 32, 79, . . . . . . . . . . . . . . . 105, IV . . . . . . . . . . . . . 14, 19, 37, 38, 53, . . . . . . . . . . . . . . . 65, 81, 105, 109, . . . . . . . . . . . . . . . 148, IVSP . . . . . . . . . . 13, 19, 20, 29, 53, . . . . . . . . . . . . . . . 65, 129, V. . . . . . . . . . . . . . 19, 81, 150 . . . . . . . . . . . 14, 200 . . . . . . . . . . . 5, 6, 19, 21, 53, 67, . . . . . . . . . . . . . . . 109, 400 . . . . . . . . . . . 61, 450 . . . . . . . . . . . 6, 14, 38, 103, 143, 550 . . . . . . . . . . . 5, 6, 19, 39, 41, 65, . . . . . . . . . . . . . . . 130, 131, Twin Commander 690A. 69, Twin Commander 840. 69, Twin Commander 1000. 69,

HAWKER BEECHCRAFT Beechcraft 400A . . . . . . . . . . 22, 51, Premier 1 . . . . . . 26, 138, Premier 1A. . . . . 26, 53,

King Air 200 . . . . . . . . . . . 23, 26, 61, 350 . . . . . . . . . . . 23, 27, 101, 109, B100 . . . . . . . . . . 26,

AIRCRAFT

PAGE

B200 . . . . . . . . . . 17, 23, 85, C90 26, C90B . . . . . . . . . . 16, E90 . . . . . . . . . . . 23, F90 . . . . . . . . . . . 17, 23, 26,

Hawker 125-EMS . . . . . . 65, 400XP . . . . . . . . . 103, 600A . . . . . . . . . . 33, 800A . . . . . . . . . . 33, 85, 142, 800B . . . . . . . . . . 47, 800XP . . . . . . . . . 13, 16, 19, 26, 27, . . . . . . . . . . . . . . . . 29, 37, 103, 128, 148 850XP . . . . . . . . . 19, 35, 900XP . . . . . . . . . 51, 133, 147, 4000 . . . . . . . . . . 16, 101,

AIRCRAFT

PAGE

AIRCRAFT

PAGE

PILATUS EUROCOPTER

PC12/45. . . . . . . 23, 53,

PIPER Meridian . . . . . . . 23, Malibu Mirage . . 35,

SOCATA TBM 700B . . . . . 26, 27, 85, 143, TBM 700C1 . . . . 26, TBM 700C2 . . . . 85, 136, TBM 850. . . . . . . 85,

AS 350 B3 . . . . . 65, AS 355 N . . . . . . 17, AS 365 N2 . . . . . 111, AS 365 N3 . . . . . 71, EC 120B . . . . . . . 111, EC130B4 . . . . . . 71, 71, EC 135T1 . . . . . . 65, EC T135T2+ . . . 17, SA315B . . . . . . . 144,

SIKORSKY S-76A++. . . . . . . 65, S-76B . . . . . . . . . 19, 37, 65, 147, 148, S-76C+ . . . . . . . . 144,

IAI Astra Classic . . . 67, Astra SP . . . . . . . 5, 13, 147, Astra SPX. . . . . . 67, Westwind I . . . . . 46,

MITSUBISHI MU-2K . . . . . . . . 4, MU-2K Dash 10 4, MU-2 Marquise . 4, MU-2 Solitaire. . 4,

PIAGGIO P180 Avanti . . . 53,

HELICOPTERS AGUSTAWESTLAND AW 109C . . . . . . 17, AW 109E. . . . . . . 111, AW 109E Power 144, AW 109S Grand 71, AW Grand . . . . . . 17,

BELL 206L3 . . . . . . . . . 71, 206L4 . . . . . . . . . 142, 212 . . . . . . . . . . . 142, 412EMS . . . . . . . 142,

CORPORATE AVIATION PRODUCTS & SERVICES PROVIDERS Aircraft Engine /Support . 97 Aircraft Perf & Specs. . . . . 87, Aircraft Title/Registry . . . . 43, 11 Avionics . . . . . . . . . . . . . . . . 95 Finance . . . . . . . . . . . . . . . . 115, Ground Handling . . . . . . . . 145 Mods-Parts-Spares . . . . . . . 145 Photography . . . . . . . . . . . . . 87,

Gulfstream Pre-Owned Contact Lynn Beaudry lynn.beaudry@gulfstream.com (912) 965-4000 • Fax: 965-4848 Gulfstream 550 S/N 5026

2794 TT, 16 seats, Aft galley with Fwd and Aft Lavs $34,500,000

Astra SP S/N 074

TT 5435, 8 seats, Aft Cabin: Four (4) Single Club Chairs, Forward LH Galley, Aft lav, Honeywell MSP Gold $2,475,000

Gulfstream G200 S/N 050

TT 3421, (10) Passenger, Forward RH Galley and Aft Lav, Enrolled in Pratt and Whitney ESP Gold $7,000,000

Gulfstream G200 S/N 063

TT 2732, 9 seats, Fwd Cabin: Four (4) Single Seats, Aft Cabin: (3 seats) LH Side and (2) Seats RH Side, Fwd RH Galley and Aft Lav, Pratt and Whitney ESP $7,500,000 WORLD AIRCRAFT SALES MAGAZINE – March 2012

5


There Is a Wrong Way to Put a Deal Together…

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And Then There Is The IntelliJet Way

An aircraft deal is pieced together with many components. Sometimes it can be as easy as child’s play but most of the time, well . . . not so much. Many transactions today may include challenging contract negotiations, foreign agency coordination over import/export requirements, prepurchase inspection or cosmetic refurbishment oversight, and other such complex issues. How a transaction is managed throughout the entire process can make a substantial difference in the final result. If a deal is not handled properly, it may never get off the ground. At IntelliJet International, we have managed many complicated deals to a successful conclusion. Our team members possess the knowledge and experience critical to ensure success. So when your aircraft transaction is preparing to take flight, make the IntelliJet choice. Call us today.

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World Aircraft Sales

iPad Edition

World Aircraft Sales EDITORIAL Deputy Editor Matthew Harris 1- 800 620 8801 editorial@avbuyer.com Editor - Boardroom Guide J.W. (Jack) Olcott 1- 973 734 9994 Jack@avbuyer.com Consulting Editor Sean O’Farrell +44 (0)20 8255 4409 Sean@avbuyer.com US Contributor Dave Higdon Dave@avbuyer.com ADVERTISING Karen Price 1- 800 620 8801 Karen@avbuyer.com Carla Kopenski 1- 800 540 3792 Carla@avbuyer.com

The World of Aviation at your finger-tips p ad ap p i S A ar. Our Wery popul ds is v downloa . 3000 e launch c n i s

AVBUYER.COM AvBuyer.com Manager Nick Barron nick@avbuyer.com

Web Administrator Emma Davey Emma@avbuyer.com

View jets for sale this month worldwide on your iPad

World Aircraft Sales (USPS 014-911), March 2012, Vol 16, Issue No 3 is published monthly by World Aviation Communications Ltd, 1210 West 11th Street, Wichita, KS 67203-3517 and has a targeted circulation to decision makers within business and corporate aviation throughout the world. It is also available on Annual Subscription @ UK £40 and USA $65. POSTMASTER: Send address changes to: World Aircraft Sales Magazine 1210 West 11th Street, Wichita, KS 67203-3517. Postage is paid at Wichita, KS and additional mailing offices.© Copyright of World Aviation Communications Ltd. Every effort is made to ensure the accuracy of material published in World Aircraft Sales Magazine. However, the publishers cannot accept responsibility for claims made by manufacturers, advertisers or contributors. The views expressed are not necessarily those of the Editor or the publishers. Although all reasonable care is taken of all material, photographs, CD & Disc’s submitted, the publishers cannot accept any responsibility for damage or loss. All rights reserved. No part of World Aircraft Sales Magazine - Advertising, Design or Editorial - may be reproduced, stored in a retrieval system, or transmitted in any other form, or by any other means, electronic, mechanical, photographic, recording or otherwise, without prior written permission of the publishers.

WORLD AIRCRAFT SALES MAGAZINE IS A MEMBER OF THE FOLLOWING ORGANISATIONS: Aircraft Electronics Association (AEA) - British Business and General Aviation Association (BBGA) British Helicopter Association (BHA) - European Business Aviation Association (EBAA) Helicopter Association International (HAI) - National Aircraft Finance Association (NAFA) National Aircraft Resale Association (NARA) - National Business Aviation Association (NBAA) WORLD AIRCRAFT SALES MAGAZINE – March 2012

CIRCULATION Lynne Jones 1- 800 620 8801 Lynne@avbuyer.com

Web Marketing Manager Jayne Jackson Jayne@avbuyer.com

avbuyer.com/worldaircraftsales

8

STUDIO/PRODUCTION Helen Cavalli/ Mark Williams 1- 800 620 8801 Helen@avbuyer.com Mark@avbuyer.com

www.AvBuyer.com

ACCOUNTS Errol Miller 1- 800 620 8801 Errol@avbuyer.com MANAGING DIRECTOR John Brennan 1- 800 620 8801 John@avbuyer.com USA OFFICE 1210 West 11th Street, Wichita, KS 67203-3517 Enquiries outside USA & Canada +44 (0)20 8255 4000 EUROPEAN OFFICE Cowleaze House, 39 Cowleaze Rd, Kingston, Surrey, KT2 6DZ, UK +44 (0)20 8255 4000 was@avbuyer.com PRINTED BY Fry Communications, Inc. 800 West Church Road, Mechanicsburg, PA 17055


Contents

Volume 16, Issue 3 – March 2012

Featured Articles Business Aviation and the Boardroom 48

48

Carriage of Established Rainmakers: No one—particularly those in government—should underestimate the role of the ‘entrepreneurial rainmaker’. Nor should they limit his or her tools.

50

Small/Medium Business Predominance: It’s significant that nearly 60 percent of National Business Aviation Association (NBAA) Members, employ 500 or fewer employees.

52

Reporting Procedures for Business Aviation: Having your Business Aviation services reporting to the wrong position can cripple performance and raise your operational risks.

56

Measuring Relevant Costs: Cost per hour is a commonly-used metric

60

for the efficiency of an aircraft, and the desirability of different aircraft. Its value is over-rated. Here’s why…

60

When Is Charter Not Enough: As needs grow and business jet benefits are more fully appreciated, ongoing analysis may show that another solution than charter is required.

64

Election Campaign Lift (Continued): If you’re thinking of offering your aircraft to aid the election campaign of a preferred candidate, first understand the rules and regulations.

68

Need A New Large Jet: If you’re looking for a jet to maximize the

64

productivity of your employees’ trans-oceanic travel time, you should familiarize yourself with the in-development aircraft models as well as in-production models.

72

The Ultra-Long-Range Jet Value: A look at the benefits of Ultra-LongRange Jets, and a listing of Blue Book values for models built over the last twenty years.

Main Features 42

76

Aircraft Comparative Analysis - Gulfstream G550: How does the performance of the Gulfstream G550 stand up against Bombardier’s Global Express XRS?

72

Businessliner Review 2012: A review of the in-production and in-development Business Aviation offerings based on airline models, including Airbus, Boeing, Embraer and Sukhoi.

84

Funding Imbalance: Andrew Bradley takes a look at the current state of the financing industry in relation to aircraft lending.

90

PLANE SENSE ON ENGINES (Page 89) The Best and Worst of Upgrades: The pros and cons of engine upgrades, updates and overhauls as you seek to get more for less out of your company airplane.

96

Don’t Forget Life-Limited Components: Understanding the complexities of Life-Limited Components will help you keep a tighter grasp on your maintenance budget!

100

Guaranteed Maintenance Programs: When it comes to operating an aircraft, financial surprises are something most aircraft managers try to avoid. Guaranteed Maintenance Programs are essential to this.

106

Inside Maintenance - Database Updates: Today’s cockpits employ avionics systems with deep database needs. For some operators maintaining these can be complicated.

123

Ten Questions For Roger Whyte: World Aircraft Sales Magazine caught up with NBAA’s Special Counsel for ABACE, Roger Whyte, ahead of the event set for Shanghai later this month.

Advertising Enquiries see Page 8

www.AvBuyer.com

Regular Features 10

Viewpoint

18

BizAv Round-up

34

AIReport

74

Aviation Leadership Roundtable

110 Performance & Specifications Tables

Next Month’s Issue Plane Sense On Cabin Avionics Developing Markets - Russia Overseas Transactions - Possible Pitfalls WORLD AIRCRAFT SALES MAGAZINE – March 2012

9


VIEWPOINT

Swan Song ? by Gil Wolin t looks so easy, I thought, gazing out from our window at the pair of swans gliding a bare ten feet above the surface of the pond, dropping lower to graze the unbroken surface with one wingtip, gently spiraling, flaring ever so slightly to settle gracefully on the water. What comes so naturally to the swans for us requires much planning, preparation… and, today, increasing cost and regulation. Between the EU and the recentlyannounced 2013 US Budget, our governing bodies seem to be intent on taxing Business Aviation into oblivion. Effective January 1, the European Union’s Emissions Trading Scheme (EUETS) required business aircraft operators to monitor, report, verify – and most importantly, to pay for – carbon dioxide (CO2) emissions via trading carbon credits earned during previous years’ flight activity. It’s not just the increased cost imposed on an operator that’s so taxing, it’s the complexity. Each operator is assigned an EU member state, and must set up its own “registry” account with that designated state. Beginning in 2012 operators will deposit and trade carbon allowances with that designated state, based on previous years’ emissions. There is no one uniform set of information – some states specify far more detailed and intrusive information than do others; operational information which has little to do with emissions - like flight crew background checks. Nor is there one uniform EU deadline for compliance – each state set its own deadline. And some haven’t bothered to communicate their specific ETS requirements to the business aircraft operators assigned to them. How will it all work? Those accounts will be used to deposit free credits earned by operators who completed their emissions calculation for 2010 and 2011. But the operators aren’t certain they’ll get full credit for their verified past emissions. That means they’ll be forced to purchase ETS CO2 certificates to cover any flying in excess of the “verified past emissions.” And given the expected credit shortfalls awarded, that could be as much as 90% of their actual 2012 and 2013 EU flight hours.

I

10

WORLD AIRCRAFT SALES MAGAZINE – March 2012

What’s more disturbing is that there is NO requirement that the EU members spend any of their ETS-derived revenue on cleaning the air. In other words, the ETS is indeed only a “scheme” designed to tax business aircraft operators flying in the EU. Now the last chapter on the ETS is far from written. Last fall the US House of Representatives passed legislation prohibiting US aircraft operators from participating in the ETS, and approved the European Union Emissions Trading Scheme Prohibition Act. Asian commercial carriers also have rebelled, with the Chinese government going so far as to ban its commercial carriers (and all business aircraft based in mainland China are considered “commercial”) from complying with the ETS. Then there is the recently proposed 2013 US budget. Talk about “mixed messages!” The budget increases the NextGen air traffic system investment by $99 million over 2012, but reduces airport improvement grants by $926 million. A modern air traffic system doesn’t do much good if runway concrete is crumbling. And the Administration once again has

Then there is the recently proposed 2013 US budget. Talk about “mixed messages!” included a new $100 fee for Commercial and General Aviation flights, payable to the FAA, to fly in controlled airspace. This new fee would create about $7.4 billion over the next decade, and is intended to cover about 75% of airport investments and NextGen system costs. Never mind that the Airport and Airways Act of 1970, which instituted the per-gallon Avgas and Jet-A fuel tax (as well as commercial air travel excise taxes) was passed to cover those expenses, only to be appropriated more than two decades ago to cover the FAA current operating budget. The new Budget also proposes to extend the current depreciation schedule for General Aviation aircraft used for business www.AvBuyer.com

purposes, from five to seven years – the only capital asset so penalized. The US represents some 50% of the worldwide GA aircraft market, and extending the depreciation schedule would come at one of the worst times in our struggling industry’s recent history. But then, this is an election year, and it’s obvious that the current Administration believes that attacking business aircraft owners and operators will be an effective campaign strategy – never mind the longterm effect on the 1.3 million US jobs, or the $156 billion contribution GA makes to the US economy. At least we’re not alone in fighting both issues, nor in recognizing the illogic of the new taxes. Commercial airlines oppose both the ETS and the Obama Administration’s new budget, which would triple the airline security tax to $7.50 for each one-way trip over the next five years. The new budget proposal would collect $25.5 billion in new fees from travelers over the next decade. Would the money go for new and improved security measures? Hardly. More than $18 billion (almost 75%) is earmarked for debt reduction. Both the EU and US governments, it seems, view aviation as the ‘Goose That Lays Golden Eggs’ –which could result in a swan song for our industry. ❯ Gil Wolin draws on almost forty years of aviation marketing and management experience as a consultant to the corporate aviation industry. His aviation career incorporates aircraft management, charter and FBO management experience (with TAG Aviation among others), and he is a frequent speaker at aviation, travel and service seminars. Gil is a past director of the RMBTA and NATA, and currently serves on the Advisory Board for Corporate Angel Network and GE Capital Solutions-Corporate Aviation. Gil can be contacted at gtwolin@comcast.net Aircraft Index see Page 4


The Art of the Transaction A successful aircraft transaction is a work of art, requiring decades of experience, discipline and the masterful coordination of a symphony of details. At J. Mesinger Corporate Jet Sales, you’ll experience this kind of skillful, hands-on approach at every phase of the transaction.

+1.303.444.6766 • www. jetsales.com

Successfully Closing the Gap Between Buyer and Seller Since 1974


2011 CHALLENGER 300 S/N 20329

1995 CHALLENGER 604 S/N 5302

ASKING $21,500,000 | Ferry Time Only – New Aircraft

ASKING $7,950,000 | 5834 Hrs TTAF, 2354 Landings

AIRCRAFT FEATURES: Dual FMS with V-Speeds • Datalink w/graphical weather maps • Airshow 4000 w/Worldwide package • Aircell ATG 5000 standalone high speed internet • Quiet Cabin package • Floor Plan 4: forward cabin includes a four place club seating area and the aft cabin includes a three place divan and a two place club seating area

AIRCRAFT FEATURES: Smart Parts Plus • APU on MSP • Precision Plus avionics upgrade • Triple Collins FMS 6000 • Dual Litton LN-101 IRS • Airshow Genesys • Great paint and interior • Major inspections including the 6/12/24/48/96/192 and 240 month c/w 11/11 at Duncan Aviation TEXT JM5302 TO 727-399-6059 FOR MORE INFORMATION

TEXT JM20329 TO 727-399-6059 FOR MORE INFORMATION

1989 CHALLENGER 601-3A S/N 5050

1999 CITATION X S/N 93

ASKING $3,500,000 | 8103 Hrs TTAF, 4365 Landings

ASKING $5,950,000 | 6898 Hrs TTAF, 4401 Landings, RRCC

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

AIRCRAFT FEATURES: APU on MSP • Document 11 complied with 9/11/11 • Aileron re-gearing modification c/w • Magnastar C 2000 FFONE w/3 handsets • Dual Honeywell NZ 2000 FMS w/6.0 software and CD 810 displays • Sirius Satellite Radio • Currently on a 135 certificate TEXT JM93 TO 727-399-6059 FOR MORE INFORMATION

TEXT JM5050 TO 727-399-6059 FOR MORE INFORMATION

NEW TO MARKET

2002 CITATION CJ2 S/N 104

2005 FALCON 2000EX EASy S/N 57

ASKING $2,850,000 | 3028 Hrs TTAF, 1982 Landings

ASKING $15,250,000 | 5454 Hrs TTAF, 4084 Landings, 100% JSSI

AIRCRAFT FEATURES: One U.S. owner since new • Cessna Pro Parts program • Collins third AFD 3010E display option • Honeywell Mark VIII EGPWS • Collins IFIS 5000 system with XM Weather • BF Goodrich WX 1000E Stormscope • Freon Air system

AIRCRAFT FEATURES: One U.S. owner since new • Large corporate operator • Excellent maintenance history • EASy Step 3 • HUD • Triple FMS • FDR • 10 passenger configuration • Beautiful paint and interior TEXT JM57 TO 727-399-6059 FOR MORE INFORMATION

TEXT JM104 TO 727-399-6059 FOR MORE INFORMATION

Read our industry blog at jetsales.com/blog. Follow us on twitter for the latest news: @jmesinger Watch airplane videos at jetsales.com/inventory 800.671.6766 / p: + 1 303.444.6766 / f: + 1 303.444.6866 / sales@jetsales.com

For full specifications and for more information, visit

JETSALES.COM


PRICE LOWERED

1997 FALCON 2000 S/N 48

2006 GLOBAL XRS S/N 9203

NOW ASKING $9,250,000 | 5764 Hrs TTAF, 2878 Landings, CSP

ASKING $41,000,000 | 1698 Hrs TTAF, 699 Landings, RRCC

AIRCRAFT FEATURES: HUD • Triple FMS • FDR • Great paint and interior • 10 passenger configuration • Great maintenance history

AIRCRAFT FEATURES: Always registered and based in the U.S. • Easy sale process • Excellent pedigree and condition • HUD • EVS • Triple FMS • High speed data with wireless LAN • Tailwind 500 Satellite TV • CES (Collins) Software 7 upgrade • High service bulletin compliance

TEXT JM48 TO 727-399-6059 FOR MORE INFORMATION

TEXT JM9203 TO 727-399-6059 FOR MORE INFORMATION

UNDER CONTRACT

1999 GULFSTREAM GIV-SP S/N 1381

UNDER CONTRACT

1999 HAWKER 800XP S/N 258425

3552 Hrs TTAF, 1570 Landings

4846 Hrs TTAF, 3264 Landings, 100% JSSI

AIRCRAFT FEATURES: Engine midlife times 928 hrs / 928 hrs • Airshow Genesys • Currently operating on a commercial (charter) certificate • Triple Honeywell LRNAV • Great pedigree & maintenance history • JAR-OPS and EASA approved • 48 month detailed landing gear inspections recently c/w 9/11

AIRCRAFT FEATURES: Honeywell Mark VII EGPWS with Windshear • Dual Honeywell NZ 2000 FMS with 5.2 software and CD 820s • Honeywell SAT AFIS • Long range oxygen system • Aviation Partners Incorporated winglet installation

TEXT JM1381 TO 727-399-6059 FOR MORE INFORMATION

TEXT JM425 TO 727-399-6059 FOR MORE INFORMATION

NEW TO MARKET

1994 ASTRA SP S/N 71

ASKING $2,125,000 | 5802 Hrs TTAF, 4068 Landings AIRCRAFT FEATURES: Collins TTR-920 TCAS II with Change 7 • Long range fuel tank • EAR soundproofing package • Beautiful 8 passenger fireblocked interior TEXT JM71 TO 727-399-6059 FOR MORE INFORMATION

WANTED – IMMEDIATE ACQUISITION GULFSTREAM G550 • GULFSTREAM G550 WANTED FOR IMMEDIATE ACQUISITION FOR A U.S. BUYER • FORWARD GALLEY • UNDER 1000 HRS TTAF • SIGNED EXCLUSIVE ACQUISITION AGREEMENT • BUYER PAYS OUR COMMISSION • NO FINANCING REQUIREMENTS

FILE PHOTO

Read our industry blog at jetsales.com/blog. Follow us on twitter for the latest news: @jmesinger Watch airplane videos at jetsales.com/inventory 800.671.6766 / p: + 1 303.444.6766 / f: + 1 303.444.6866 / sales@jetsales.com

For full specifications and for more information, visit

JETSALES.COM


BizAv Round-Up

03.12

NEWS IN BRIEF AgustaWestland and Kaigai Aviotech Corporation announced the first sale of a GrandNew light twin helicopter for corporate/VIP transport in the Japanese market. The aircraft is scheduled to be delivered to its customer later this year. The GrandNew is already in service within Japan performing electronic news gathering and emergency medical services. / More from www.agustawestland.com JIM ROSS, VP PRE-OWNED SALES

Airbus Corporate Jet Centre outfitted and delivered its 10th Businessliner to an undisclosed customer last month. Featuring a “contemporary” design, the ACJ319 welcomes passengers with a six-foot-high piece of metal art embedded in the entrance partition. The cabin layout includes a large lounge and dining area with an 18foot-wide dome, an L-shape divan, two VIP club seats, a large sideboard and a dining table surrounded by a divan and three VIP seats, in addition to a full-size bedroom. / More from www.airbus.com

GULFSTREAM PRE-OWNED BROKERAGE

Bombardier will open a full-scale com-

OEM EXPANDS ITS USED AIRCRAFT SALES SERVICES 

/ More from www.bombardier.com CITATION TEN

Cessna’s Citation Ten prototype made its first flight in late January. FAA type certification is on track for mid-2013 with first aircraft deliveries planned for the second half of 2013. In other development news, Cessna announced a 15% range extension expected 18

WORLD AIRCRAFT SALES MAGAZINE – March 2012

Gulfstream Aerospace will expand its preowned aircraft sales to include aircraft brokerage services. Gulfstream Pre-owned Brokerage will leverage its proprietary worldwide customer and prospect database to present sellers’ aircraft, providing unequalled access to key decision makers. In addition, Gulfstream’s sales team will offer detailed market summaries of competitive aircraft listings, en-

suring that the listing is competitively priced and helping the seller evaluate offers in the context of real-time market activity. As the manufacturer of the aircraft, Gulfstream will also provide sellers with extensive product knowledge and background. Gulfstream plans to assist with finance options and competitive rates, as well as consult with the new owner regarding aircraft customization. New owners

for the company's Citation Latitude, scheduled to enter service in 2015. The Latitude has been revised to increase maximum range from 2,000 to 2,300 nautical miles. Regarding its in-production aircraft, Cessna rolled its 400th Citation Mustang off the assembly line recently. This milestone was accomplished in a little more than five years since the Mustang's first delivery in November 2006. / More from www.cessna.com

www.AvBuyer.com

will also be able to take advantage of a number of Gulfstream aircraft programs, including Gulfstream’s PlaneParts pre-paid parts program. “With international demand for large cabin aircraft at an all-time high, it made sense for Gulfstream to begin offering brokerage services for our customers,” said Jim Ross, vice president, Pre-owned Aircraft Sales. / More information from www.gulfstream.com

Conklin & de Decker released its new 2012 State Tax Guide for General Aviation. Packed full of critical tax information, the State Tax Guide is a valuable reference tool containing the latest taxes and fees imposed on General Aviation in all fifty states. It also addresses the sales and use taxes applicable to aircraft sales, ownership, leases, parts and labor. / More from www.conklindd.com

pany-owned and operated service center in Singapore in 2013. The new service center will form the cornerstone of Bombardier's comprehensive customer services offering in the Asia-Pacific region and ensure that Bombardier customers have even broader access to Original Equipment Manufacturer-backed service.

continued on page 24 Aircraft Index see Page 4


Freestream Aircraft Limited Aircraft Sales & Acquisitions

Freestream Aircraft is pleased to offer a distinguished selection of aircraft: • Boeing BBJ/30076

• Gulfstream G550/5025

• Gulfstream 200/17

• Challenger CRJ/7158

• Boeing BBJ/29273

• Gulfstream V/605

• Gulfstream III/479

• Citation Mustang/266

• Boeing BBJ/28579

• Gulfstream V/512

• Falcon 900B/50

• Citation Sierra/232

• Boeing BBJ/36714

• Gulfstream G450/2Q 2012

• Falcon 50/46

• Hawker 800XP/258634

• Boeing 737-300/23442

• Gulfstream IVSP/1317

• Challenger 605/5704

• Hawker 850XP/258812

• Gulfstream G550/2011 Position

• Gulfstream IVSP/1081

• Challenger 604/5598

• Lear 60/297

• Gulfstream G550/5063

• Gulfstream IVSP/1013

• Challenger 601-3R/5162

• Sikorsky S-76B/760372

freestream aircraft limited

freestream aircraft usa ltd

London +44 207.584.3800 sales@freestream.com

New York 201.820.1920 aircraftsales@freestream.com

www.freestream.com

new york | LAS VEGAS | london | hong kong | new delhi | mexico | Moscow


MaiP1HĹżEG

$GNN#XKCVKQP9GUV

Colorado (GJT) 970.243.9192 / 970.260.4667 cell

South Carolina (CAE) 803.822.4114 e-mail: mail@bellaviation.com

$GNN#XKCVKQP6GZCU &CNNCU6GZCU 214.904.9800 / 214.952.1050 cell

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Citation V11

1996 Citation VII | 650-7074

Citation Excel

2002 Citation Excel | 560-5288

Citation 11

1994 Citation II | 550-0732

Citation Jet

2007 Citation CJ2+ | 525A-0345

Citation 500 Eagle

1976 Citation 500 Eagle | 500-0295

Citation XLS+

2009 Citation XLS+ | 560-6012

Citation Ultra

1996 Citation Ultra | 560-0366

Citation 11

1979 Citation II | 550-0047

Citation 1SP

1982 Citation ISP | 501-0255

Beechjet

#NUQ#XCKNCDNG

1995 Beechjet 400A | RK-107 #NUQ#XCKNCDNG4-4-

(QT(WNN5RGEU#FFKVKQPCN2JQVQUQP'ZENWUKXG.KUVKPIUD[$GNN#XKCVKQPRNGCUG8KUKVQWT9GDUKVGCVYYY$GNN#XKCVKQPEQO


MaiP1HĹżEG

$GNN#XKCVKQP9GUV

Colorado (GJT) 970.243.9192 / 970.260.4667 cell

South Carolina (CAE) 803.822.4114 e-mail: mail@bellaviation.com

$GNN#XKCVKQP6GZCU &CNNCU6GZCU 214.904.9800 / 214.952.1050 cell

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King Air 350

1998 King Air 350 | FL-221

King Air B200

1982 King Air B200 | BB-990

King Air 200

1976 King Air 200 | BB-169

King Air F90

1981 King Air F90 | LA-137

Meridian

2008 Piper Meridian | 4697324

King Air B200

1982 King Air B200 | BB-1040

King Air B200

1981 King Air B200 | BB-917

King Air E90

1976 King Air E90 | LW-186

Pilatus

1998 Pilatus PC-12/45 | 195

Meridian

2001 Piper Meridian | 4697056

(QT(WNN5RGEU#FFKVKQPCN2JQVQUQP'ZENWUKXG.KUVKPIUD[$GNN#XKCVKQPRNGCUG8KUKVQWT9GDUKVGCVYYY$GNN#XKCVKQPEQO


BizAvRound-Up Dassault’s Falcon 7X fleet has accumulated more than 100,000 flight hours, marking a significant milestone for the 5,950nm, large-cabin business jet. Dassault delivered the first Falcon 7X in June 2007, and since that time 133 jets have entered service in 31 countries. The 7X is the only jet in its class to be qualified to operate into London City Airport, which requires special aircraft and crew certification because of its steep five-degree approach.

2 NICOLE GUT, EXECUJET DIRECTOR EUROPEAN FBOs; FRANCK CANU, DIRECTOR ADVANCED AIR SUPPORT; AND CEDRIC MIGEON, MANAGING DIRECTOR, EXECUJET EUROPE

/ More from www.dassaultfalcon.com

/ More from www.embraerexecutivejets.com

GAMAs DAVE EDWARDS & HE ABDULWAHAD AL ROOMI

Gama Aviation will take responsibility for all business aircraft handling at Sharjah International Airport with the creation of a brand new FBO. Gama will provide a dedicated team 24/7, 365 days a year, to manage Business Aviation traffic, in a move that will see it expand into FBO management for the first time in the Middle East and North Africa regions. / More from www.gamagroup.com

Gulfstream and FlightSafety International have jointly opened a new Learning Center in Hong Kong at which operators of Gulfstream G450 and G550 aircraft can train using a Level D-qualified full-flight simulator (the first of its kind in Asia). Approximately 80 Gulfstream aircraft are located in Hong Kong and mainland China, with a total of 175 in Asia Pacific. 24

WORLD AIRCRAFT SALES MAGAZINE – March 2012

TOP RANKING FOR EXECUJET’S FBOs ExecuJet Europe has announced that three of its European FBOs have been ranked among the Top Ten in this year’s European Business Air News (EBAN) FBO survey. ExecuJet’s Zurich FBO was placed 7th, followed by Paris Le Bour-

get and Berlin-Schönefeld - ranked 9th and 10th respectively. ExecuJet recently opened its 10th FBO in Europe at Cambridge Airport, United Kingdom. It is ExecuJet’s first full service FBO in the UK and has already begun

preparations for the Olympics games coming to the UK in July. ExecuJet Europe’s other FBOs include, Frankfurt, Palma, Gerona, Barcelona, Ibiza and Valencia. / More information from www.execujet.eu

Also in Asia-Pacific, Gulfstream has established a joint venture with Beijing Capital Airlines (Deer Jet) and Grand China Aviation Technik (GCAT) to operate a business jet service center at Beijing Capital International Airport. The new venture will operate under the name Gulfstream Beijing. / More from www.gulfstream.com

Hawker Pacific celebrated its continued growth beyond Australia and into the wider Asia Pacific region with the formal opening of its new Singapore operation during the Singapore Airshow last month. With construction started last year and now completed, the new maintenance facility at Seletar Airport is three times the size of its old one, and follows the 2010 opening of a similar base in Shanghai Hongqiao Airport in China. / More from www.hawkerpacific.com.au

LEKTRO announced that it has recently reached an agreement with IPS AGSE establishing the Singapore-based company as the official representative of LEKTRO www.AvBuyer.com

equipment in Southeast Asia. LEKTRO pioneered the towbarless tow tractor market when it first developed the towbarless tug back in 1967. / More from www.lektro.com

Piaggio Aero and CAEA (Beijing) Aviation Investment Co., Ltd. announced an agreement for the sale of the first two P.180 Avanti II aircraft into the Chinese market. The aircraft will be delivered in Beijing in July this year and will be operated in China following Piaggio Aero’s CAAC Certification obtained in October 2011. CAEA Aviation was also appointed Exclusive Sales Agent for the Piaggio Aero P.180 Avanti II in mainland China. / More from www.piaggioaero.com

Embraer’s Legacy 650 made its first public appearance at the Singapore Airshow last month since delivery to the international movie star, Jackie Chan. The aircraft, which is adorned with dragons and Chan's logo emblazoned on the tail, is the first Legacy 650 to be delivered in China. Chan will serve as Embraer’s brand ambassador. Meanwhile, three Lineage 1000 jets were delivered to customers and operators in Asia in 2011. These deliveries marked the entry into service within the region of Embraer’s executive jet offering in the ultralarge business jet category. These Lineage 1000 jets are currently in service in India, China and, most recently, Indonesia. China’s Minsheng Financial Leasing Co., Ltd., has also signed an agreement for three Lineage 1000 jets with deliveries scheduled for later this year.

continued on page 28 Aircraft Index see Page 4


COMES WITH WARRANTIES, TRAINING, FIELD SUPPORT AND THAT NEW JET SMELL.

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

LEARJET • CHALLENGER • GLOBAL


2004 Hawker 800XP, S/N 258674, 3052 TT, MSP Gold, Support Plus, JAR Ops, TCAS II, CAMP, 8 pax interior, Airshow, Asking $5,200,000.00

2004 Embraer Legacy 600, S/N 841, 3007 TT, Engines on JSSI Platinum, JAR Ops, Steep Approach Mod, 13 pax Interior, Asking $12,800,000.00, also available for Lease

2001 Hawker 800XP, S/N 258503, 3159.7 TT, Engines/APU on MSP, TCAS II, TAWS-A, Dual NZ-2000’s, L/R Oxygen, Honeywell EFIS, Asking $3,500,000.00

1999 Challenger 604, S/N 5415, 7272TT, Smart Parts Plus SPEC, FDR, 110v Outlets, 12 pax, Airshow, Entertainment System, Owner Financing Available, Asking $9,000,000.00

1980 Falcon 50, S/N 010, 7977 TT, JSSI, Collins FDS-2000 EFIS, TCAS II, Dual UNS-1F w/ WAAS, C&CPCP c/w 3/09, Gear O/H in 2/12, Asking $2,200,000.00

1981 Falcon 20F-5BR, S/N 428, 11042 TT, MSP, Collins EFIS86, APS85, GTCP36-150 APU, TR’s, Gear O/H & C Check c/w 9/10, TCAS 2, Asking $1,395,000.00

2007 Premier 1A, S/N RB-181, 1873 TT, TAP Elite, Support Plus, TCAS II, Custom Paint and Interior, Electronic Charts, Asking $2,625,000.00

2002 Premier I, S/N RB-48, 2620 TT, Engines on TAP Elite, TCAS 2, Dual FMS3000, 8.33 Spacing/FM Immunity, Asking $2,000,000.00

Also Available Citation V, S/N 560-0112 Citation Bravo, S/N 550B-0871 Citation II/SP, S/N 551-0039 Citation II, S/N 550-0326 Citation II, S/N 550-0216 Citation II, S/N 550-0082

Citation CJ2, S/N 525A-0016 Citation Jet, S/N 525-0063 Falcon 20F-5BR, S/N 416 Falcon 20 Cargo, S/N 31 Falcon 10, S/N 82 Learjet 35A, S/N 138 King Air 200, S/N BB-473

King Air 200, S/N BB-263 King Air B100, S/N BE-9 King Air F90, S/N LA-45 King Air C90, S/N LJ-601 Grand Caravan, S/N 208B-0958 Socata TBM700C1, S/N 244 Socata TBM700B, S/N 193


2005 Hawker 400XP, S/N RK-411, 605 TT, Garmin GMX-200 MFD, XM Weather, Sat Phone, Like New, Airshow, Freon, One Owner, Asking $2,995,000.00

2004 Citation CJ2, S/N 525A-0204, 2806 TT, Engines on Power Plan, Pro Parts, Three-Tube, Garmin 530’s, UNS-1L, Skywatch, Fresh Doc 10, Asking $3,400,000.00

2002 Citation Bravo, S/N 550B-1033, 2250 TT, UNS-1E w/ WAAS, Phase 5 c/w 5/11 by ICT, Pro Parts, New Interior 5/11, TCAS 2, Asking $2,895,000.00

1999 Citation Bravo, S/N 550B-0891, 5452 TT, On Power Advantage Plus and Pro Parts, Freon Air, Phase 5 c/w 5/10, Belted Potty, Asking $2,095,000.00

1990 Citation V, S/N 560-0059, 6190.6 TT, ESP Gold, TCAS 2, 5-Tube EFIS, TAWS-A, RVSM, Fresh Phase 1-5, New Paint, JAR Ops, Price Reduced to $1,595,000.00

1979 Citation II, S/N 550-0094, 9425 TT, 2224/2278 SMOH, TCAS 2, TAWS-A, 8.33/FM Imm., JAR Ops, Delivered with Fresh Phase 1-5, Price Reduced to $599,000.00

2002 Socata TBM700B, S/N 232, 1140 TT, KMD850 MFD, Air Conditioning, RVSM Compliant, Mode S w/ Diversity, Asking $1,450,000.00

2000 King Air 350, S/N FL-278, 2816 TT, RVSM, UNS-1K, Skywatch, Wing Lockers, Aft Strakes, Collins EFIS, Asking $2,650,000.00

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

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

Email: jetbroker@jetbrokers.com

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

Web: www.jetbrokers.com


Market Indicators

3

ARGUS VIEW TRAQPak data indicates that January 2012 business aircraft flight activity remained relatively stagnant from the previous month, down 1.0%. A look at the individual operational categories shows that Part 91 was the only segment to have a positive month, finishing up 1.8%. Part 135 and fractional activity were down, 2.3%, and 8.7% respectively. The aircraft category results were mainly down, with the exception of large cabin aircraft, which finished up 6.5% from the previous month. Small cabin aircraft were down 0.8%, followed by mid-size cabin aircraft which were down 1.3%. The largest monthover-month decrease was in the fractional turboprop market which posted a 9.9% decrease. The largest increase, meanwhile, came in the Part 91 large cabin sector, up 8.5%. Reviewing activity year-over-year (January 2012 vs. January 2011) aircraft activity declined 0.9% overall. Comparing the operational categories the Part 91 market continues to see positive year-over-year growth, finishing up 4.5%. The Part 135 markets saw declines in every category, down 8.3% overall. The Fractional sector also saw a drop in activity of 6.3%. / More from www.argus.aero

JETNET VIEW

/ More from www.jetnet.com

28

JETCRAFT VIEW LOOKING AT THE ASIAN MARKET NOW AND IN THE FUTURE  Jetcraft Corporation has released its observations on the Business Aviation market in Asia. “Few would dispute that Asia is one of the hottest markets for sales of new long range/large business aircraft,” said Chad Anderson, President, Jetcraft Corporation. "Looking at our sales figures for 2011, Jetcraft sold about a 20% new and 80% pre-owned mix of aircraft worldwide with most new aircraft sales going to clients in China, Singapore, Malaysia and Indonesia. “We expect sales of new business jets in the region to remain an important part of our business going forward. However, we are also looking ahead to best

position Jetcraft to participate in the preowned market that will inevitably emerge particularly in China." “We believe that there is a very compelling trend taking shape in Asia beyond the short-term opportunities,” added Jahid Fazal-Karim, Co-Owner and Board Member, Jetcraft Corporation. “As the number of new business aircraft based in Asia begins to grow, we can anticipate a replacement/upgrade cycle within the next three to five years. The inevitable consequence of this cycle will be an inventory of locallyoperated pre-owned business aircraft. Most of these aircraft will be long range/large

models... "Furthermore, we believe that as this inventory reaches the market, it will present attractive opportunities for our clients - not only to purchase pre-owned aircraft within, or from Asia, but also to sell upgrades. Traditionally, the Asian market has favored new aircraft. But, we believe that a growing inventory of relatively-new, high-quality and locally-certified aircraft will attract buyers. This emerging trend further validates Jetcraft’s strategic decision to increase our presence in Asia, not just for the short term, but for years to come.” / More information from www.jetcraft.com

Jetnet has released December and 2011 year-end results for the pre-owned business jet, business turboprop, and helicopter markets. Business jet inventory in December stood at 13.8% of the in-service fleet, down 1.0% from a year ago. For the year 2011, jet sale transactions increased by 7.0% compared to the same period the previous year. However, average asking price fell 13.8% to $4.64m in the same time frame, and average days on the market swelled by 20 days to 383. The turboprop market appears to be gaining a better footing. Inventory of preowned turboprops settled at 9.6% in December, down from 10.6% the previous year. Turboprop sale transactions rose by 13.4% in 2011 compared with the same period the previous year, while the number of days on market decreased by six days to 331. Average Asking price was the only negative, though it fell by only 3.5% to $1.309m versus a year ago. The end of 2011 marks over three years since the economic downturn in late 2008. Expectations are cautiously positive for 2012, but with a warning label to “open with care” as there is still a strong need for both business and consumer confidence to improve.

CHAD ANDERSON, JETCRAFT

WORLD AIRCRAFT SALES MAGAZINE – March 2012

www.AvBuyer.com

continued on page 30 Aircraft Index see Page 4


Market Indicators

4

AMSTAT VIEW

/ More from www.amstatcorp.com

Cessna anticipates accelerating demand for light and mid-size business jets across the Asia-Pacific region in the next decade. The Asia-Pacific region already accounts for 10% of Cessna's business jet sales, and the OEM believes that the Chinese economy will grow by more than 8% this year alone, while forecasts for other regional economies are similarly positive. / More from www.cessna.com

/ More from www.eurocopter.com

30

Survey Mentions '11

2011

2012

2013

2014

Survey Mentions '12

2015

2016

Operator Purchase Plans For 2012 Remained Strong – Up Over 30% vs. 2011 levels; More Uncertainty In 2013 And Beyond

HONEYWELL’S ANNUAL HELICOPTER FORECAST 2012 BOLSTERS FIVE-YEAR OUTLOOK  In its 14th Helicopter Purchase Outlook, Honeywell expects global deliveries of new civilian-use helicopters will increase to 4,700-5,200 over the five-year period 2012–2016. Recent order momentum and strong purchase plans for 2012 bolster the near-term outlook. Concerns over slow economic growth in Western economies has increased the level of uncertainty in purchase plans past 2012, but the outlook still calls for overall industry growth for the five-year period compared to the previous five year period. Over the longer-term, the China market could be a strong contributor to broader demand for

rotorcraft. Global five-year fleet replacement and expansion plans decreased to 19 percent in 2012, off six points from 2011. Although total five year buying plans are lower, specific purchase plans for 2012 remain very strong. Relatively lower levels of planned purchases were concentrated in 2013 and beyond, leading to the expectation that these plans could strengthen materially over the next few years should political and general economic conditions improve. Higher purchase plans in Asia helped offset some of the softness in other region’s survey expectations.

Operators planning to replace a currently owned helicopter with a new one within the next five years most commonly cited “age of current aircraft” or “normal planned or contracted replacement cycle” as key drivers for their decision. Light single-engine helicopters continue to be the most popular class for fiveyear fleet replacement and expansion (45%). Intermediate/Medium twin-engine helicopters were the second most popular product class (31%), followed by light twins (21%) of all make/model expectations. / More from www.honeywell.com

Eurocopter’s 2011 revenues reached a record $7 billion, a 12-percent increase over the previous year. However, deliveries totaled 503 helicopters, short of the 527 handed over in 2010.

New Helicopter Purchase Plans - Timing

Sample Results: Planned New Helicopter Purchases (Units)

2011 ended with 12.5% (3,975 units) of the active fleet for sale vs. 14.0% (4,331 units) at the end of 2010. Across most Size Groups (Turboprops, Light, and Medium Jets) fewer aircraft were for sale at the end of 2011 versus at the start. The exception was the Large Jet group where 12.1% were for sale at the end of 2011, versus 11.8% at the start. All ‘Jet Age Segments’ saw inventory levels contracting in 2011, but the rate of contraction declined for the ‘Older’ jets, versus 2010. Further, after an initial contraction in the ‘Legacy’ jet inventory in the first half of 2011 (12.3% to 10.6% in July), the inventory for these jets started to rise again and ended the year at 11.7%. ‘Older’ and ‘Legacy’ Turboprop Age Segments saw a reduction in inventory levels during 2011. By contrast, the ‘Newer’ Turboprops saw inventories decrease between January and June (9.4% to 7.5%) after which they rose each month, ending the year where they started at 9.4% for sale. 9.4% of the active fleet was resold to retail buyers (RRT) versus 8.5% in 2010. Across all Size Groups a higher percentage of the active fleet traded versus 2010 and 2009 (and, in some cases, earlier). The greatest improvement was with the Medium Jets where the RRT represented 9.8% of the active fleet versus 8.3% in 2010. The Newer Jets even edged their 2007 percentage sold (7.2% vs. 7.0%). All turboprop age segments saw better RRT activity in 2011. Lower inventories and modest increases in transaction activity would suggest that Average Asking Prices should either be levelling off or even showing an upward trend. Average Asking Prices generally ended the year lower than at the start, however. Light and Medium Jets took the bigger hits (-9% and 8.6% respectively). The Large Jets, held the line (-1%) during the year. Turboprops Average Asking prices fell (-4%). Newer Jets saw Average Asking Prices increase +10.1%.

WORLD AIRCRAFT SALES MAGAZINE – March 2012

continued on page 32

www.AvBuyer.com

Aircraft Index see Page 4


aerosmithpenny.com

BizAvRound-Up

5

ARRIVALS Blair Descourouez –

Dave Eickhoff or Bob Nygren 8031 Airport Blvd. Suite 224, Houston, TX 77061 Phone: (713) 649-6100 • Fax: (713) 649-8417 Email: aspinfo@aerosmithpenny.com

1990 Citation II, S/N 550-0636

becomes Regional Sales Manager for Jet Works Air Center. He arrives with extensive sales and marketing experience, and at Jet Works Air Center will develop programs aimed at providing interior refurbish, paint and avionics upgrades for Falcon 900, Falcon 2000 and Legacy 600 business jets and maintenance inspections for the Cessna Citation product line.

market for its TBM 850 in the state of Florida.

Brendan Lodge- is the new Chairman CEPA (the Central European Private Aviation organization). Lodge is based in the UK where he is also business development director of JetBrokers Europe. S. “Steve” Miller - was appointed Chief Executive Officer of Hawker Beechcraft. Bill Boisture, formerly CEO, will remain as Chairman of its operating subsidiary Hawker Beechcraft Corporation.

Tarek Ragheb - who has

headed the Gulfstream sales organization in Europe, the the global Business Aviation and Middle East and Africa (EMA) services company recently anfor the past 18 years, is assumnounced the appointment of ing new responsibilities for adGibson as a key member of its vising and supporting the group senior management team - with he helped develop. the task of implementing its growth strategy in the Middle Patrick Schwegmann East and Asia regions. has been appointed by JetBrokers Europe to head up Carlos Gomez – becomes operaChief Executive Officer of TAG tions in Aviation Asia. He moved to Germany. Hong Kong in January after Schwegthree years as General Manager mann has of TAG Aviation España, and he considersucceeds Keith Morgan able exwho will remain a key member perience of the senior management team, in the concentrating on business Business development. Aviation sector having most recently worked with RAS as Karen Hein-Jones sales director for Hondajet. ExecuJet Fluent in English, Russian, and Cambridge, his native German, he will be ExecuJet’s responsible for developing first fullbusiness in Germany, CIS and service UK Russia but the primary focus FBO, has will be his home market. appointed Karen Eric Stuck – is named senior Heinmanager, new business develJones opment, within the Gulfstream to the Product Support organization. position of FBO Manager. His primary responsibility is to Chad Leeward - has joined oversee the development of aftermarket avionics and cabin the team at SOCATA North America as a sales director, with electronics modification proresponsibility for developing the grams for Gulfstream aircraft.

Neil Gibson - Gama Group,

Total Time: 6202, Sperry 3 Tube EDS-603 3 Tube EFIS, Global GNS XLS w/GPS, Thrust Reversers, Freon A/C. PRICE REDUCED

1986 Gulfstream III, S/N 477

Fresh Engines Due 2017 and 2019. 72 Month done C/W Gulfstream Dallas 6/09, Excellent Interior, New Exterior Paint 2009

1982 Gulfstream III, S/N 375

Total Time: 9032.7, 13 Passenger Seating

aerosmithpenny.com 32

WORLD AIRCRAFT SALES MAGAZINE – March 2012

www.AvBuyer.com

Aircraft Index see Page 4


6

BizAvRound-Up

Chuck Collins & Associates, Inc.

EVENTS

Visit ~ www.ccajets.com E-mail ~ sales@ccajets.com Phone ~ (760) 929 0302 Fax ~ (760) 929 0304 2100 Palomar Airport Road, Suite 214, Carlsbad, California 92011

ABU DHABI AIR EXPO Mar 6 - 8 Abu Dhabi, UAE / www.adairexpo.com

CYGNUS AVIATION EXPO Mar 7 - 9 Las Vegas, NV, USA / www.cygnusaviationexpo.com

AEA (AIRCRAFT ELECTRONICS ASSOCIATION CONVENTION) Apr 3 - 6 Washington DC, USA / www.aea.net

SIBAS (SHANGHAI INT’L BUSINESS AVIATION SHOW) Apr 11 – 13 Shanghai, China

WOMEN IN AVIATION CONFERENCE / www.shanghaiairshow.com Mar 8 – 10 Dallas, TX, USA NBAA: BUSINESS AVIATION REG FORUM / www.wai.org Apr 12 NBAA: INTERNATIONAL OPERATORS Van Nuys, CA, USA / www.nbaa.org CONFERENCE Mar 12 – 15 San Diego, CA, USA AERODROME INDIA / www.nbaa.org Apr 12 – 14 Mumbai, India INDIA AVIATION 2012 / www.pdatradefairs.com Mar 14 – 18 Hyderabad, India GENERAL AVIATION IN THE / www.india-aviation.in MIDDLE EAST Apr 17 – 18 HAC (HELICOPTER ASSOC OF Dubai, UAE CANADA CONVENTION) / www.miuevents.com Mar 16 - 18 Ottawa, Ontario, Canada REGIONAL AIRLINE CONFERENCE / www.h-a-c.ca (RAC 2012) Apr 18 - 19 AVIONICS EUROPE Porto, Portugal Mar 21 – 22 / www.eraa.org Munich, Germany / www.avionics-event.com

ABACE2012: ASIAN BUSINESS AVIATION CONF. & EX. Mar 27 – 29 Shanghai, China / www.abace.aero

AIRCRAFT INTERIORS EXPO Mar 27 - 29 Hamburg, Germany / www.reedexpo.co.uk

FIDAE Mar 27 – Apr 1 Santiago, Chile

1997 Cessna Citation Jet s/n 525-0201 3323 TT; 71 SOH / 71 SOH; IFR; 2005 Paint; 2005 Int; 7 Seats; 1997 Citation CJ sn 525-0201 3323 TAP Elite

1995 Hawker 800A On CAMS, 9415.1 Hours Time Since New (July 6, 2011), Engines on MSP, 8,323 Landings Since New RVSM

AERO FRIEDRICHSHAFEN Apr 18 – 21 Friedrichshafen, Germany

1974 Hawker 600A-731 s/n 256029

/ www.aero-expo.com

883 SMOH / -- / 3561 SMOH; 883 / 655 SHSI; 7 Seats; HS 600 FAN, MSP, N1 DEEC's, RVSM, Pro Line, HF and much more

AIRPORT INFRA EXPO Apr 24 – 26 Sao Paulo, Brazil / www.airportinfraexpo.com.br

NAFA: (NATIONAL AIRCRAFT FINANCE ASSOC. CONFERENCE Apr 24 - 27 Savannah, GA, USA / www.nafa.aero

/ www.fidae.cl

SUN ‘N FUN FLY-IN Mar 27 – Apr 1 Lakeland, FL, USA

MEDITERRANEAN BUSINESS AVIATION SUMMIT Apr 27 Sliema, Malta

/ www.sun-n-fun.org

/ www.aeropodium.com

1994 Bombardier/Challenger 601-3R 5970TT, GE on Point Engine Program, APU MSP, S-Galley, Paint and interior 2006

If you would like your event included in our calendar email: sean@avbuyer.com Advertising Enquiries see Page 8

Acquisition

www.AvBuyer.com

v

Brokerage

v

Consultation

WORLD AIRCRAFT SALES MAGAZINE – March 2012

33


AIREPORT

Performance Compromises: Aircraft “maximums” don’t occur all at once. by David Wyndham had a call recently from a client who had some questions about the aircraft performance data we published for a particular aircraft. He had a client that needs to carry about 2,000 pounds of passengers plus payload just over 2,000 nautical miles (nm). The questions centered on range calculations - specifically the "seats-full" range. Our seats-full range is figured with all the passenger seats full. In this case the aircraft had four seats, and so the passenger load was 800 pounds (four passengers at 200 pounds each). With that passenger load the aircraft could put on the maximum fuel load. The client's customer only needed two seats plus room for some heavy test equipment, so he thought this was the aircraft for his mission. With the stated 2,000 pounds of payload, our aircraft in discussion could not put on the maximum fuel load. So with less-thanfull tanks, our aircraft could only fly about 1,600nm - which was much less than needed. The problem my client's non-aviation customer had was in understanding the intricacies of aircraft performance. Aircraft are essentially a compromise: Speed, range and payload all involve trade-offs between each other. You can't put full seats and full fuel in

I

most turbine aircraft. So when someone looks and sees... • • •

maximum range (seats full) 2,425nm maximum payload 3,190 lbs maximum speed 480 knots

...these do not all happen concurrently!

MANY DIFFERENT MAXIMUMS When we are working with non-aviators, we need to make sure we don't introduce confusion as we tend to talk about many different "maximums" with regard to the aircraft's capability. We can do this by qualifying our statements and explaining under which conditions the stated number occurs? Be wary when grouping figures together in statements or presentations. Putting maximum speed and maximum range figures close together may indicate to someone that both are accomplished simultaneously. The ‘maximum range at maximum cruise speed’ is not ‘maximum range’ and ‘maximum cruise speed’. Normally when you state a maximum figure, all other variables are adjusted so as to achieve the stated maximum. Just like a car that has a maximum speed of 135 mph and gets 28 mpg - both are separate events! The best thing we can do when supplying

Find an Aircraft Dealer WORLD AIRCRAFT SALES MAGAZINE – March 2012

❯ David Wyndham is an owner of Conklin & de Decker. The mission of Conklin & de Decker is to furnish the general aviation industry with objective and impartial information in the form of professionally developed and supported products and services, enabling its clients to make more informed decisions when dealing with the purchase and operation of aircraft. With over 1,800 clients in 90 countries around the world, Conklin & de Decker combines aviation experience with proven business practices.

❯ More information from www.conklindd.com; Tel: +1 508 255 5975. Do you have any questions or opinions on the above topic? Get them answered/published in World Aircraft Sales Magazine. Email feedback to: editorial@avbuyer.com

Whether buying or selling an aircraft our directory can help you find a dedicated sales professional with a global network of relationships and resources to secure you the best deal.

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

Business Aviation 34

performance data is to tailor it to the end user's expectation. This involves knowing your customer and taking the time to understand their requirements and their level of knowledge. This is where you can add value to the relationship.

avbuyer.com/dealers www.AvBuyer.com

Aircraft Index see Page 4


“The Citation & Conquest Specialists” Columbia, South Carolina Phone: (800) 849-3245 International: (803) 822-5520 Email: sales@eagle-aviation.com or visit www.eagle-aviation.com

2006 HAWKER 850XP, S/N 258805

2000 CESSNA CITATION VII, S/N 650-7110

For Sale or Lease

2002 CJ2, S/N 525A-0064

1994 CITATION JET, S/N 525-0081

1991 CITATION V, S/N 560-0118

1988 CITATION II/SP, S/N 551-0591

1979 CITATION II, S/N 550-0091

2006 MALIBU MIRAGE, S/N 4636394

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

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When you come to Jetcraft to acquire an aircraft, we’ll start with a question: What’s your mission? Are you looking for an office in the sky, a luxury getaway jet or a helicopter? With our large inventory of new and preowned models, our broad customer base and unmatched global network, we can fit your needs perfectly. And with almost 50 years’ experience,

1993 CITATION VI - SN 650-0231 Only 6,370 Total Hours, FAR Part 135 Capable

we’ll do it quickly. Talk to us and see. Our mission is fulfilling yours. www.jetcraft.com I info@jetcraft.com I Headquarters +1 919-941-8400

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Available for Long Term Lease, Extremely Attractive Rates


2007 GLOBAL 5000 - SN 9226

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Pristine Condition, Priced to Sell

Late Model, Low Time, Priced Aggressively

2000 GLOBAL EXPRESS - SN 9062

1990 FALCON 50 - SN 203

Uncompromising Quality, Immediately Available

Collins ProLine 21 Cockpit, Bring All Reasonable Offers

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HUD Vision Access Program — OPPORTUNITY TO BE LAUNCH CUSTOMER 1990 GULFSTREAM IV - SN 1154 Ready for Immediate Sale, Make Offer

A unique aftermarket enhanced flight vision system (EFVS) program, HUD Vision Access will improve the performance, safety and flexibility of the Bombardier Challenger 605 in all phases of flight and weather conditions. Previously unavailable for the Challenger 605, our

2000 HAWKER 800XP - SN 258460 Low Time, Exceptionally Well Equipped

enhanced vision system camera is the only infrared detection system approved for use in 1000foot runway visual range (RVR) operations. It is standard fit on the FedEx wide body fleet and most Gulfstream business jets. Jetcraft’s HUD Vision Access program is currently undergoing

1996 SIKORSKY S-76b - SN 760441

certification on the Bombardier Challenger 604.

One Corporate Owner Since New, Exceptionally Well Equipped and Maintained

Manufactured by Elbit Systems of America-Kollsman using its EVS-II and new AT-HUD technology, Jetcraft is pleased to offer the opportunity to become the launch and first Challenger 605 customer for this program. For more information on this exclusive upgrade program, please contact:

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1999 CL604 SN 5411

2006 G450 SN 4044

1987 GIV SN 1029

1987 GIV SN 1022

1985 Challenger 601 SN 3048

2007 CJ 1+ SN 525-0632

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2001 Challenger 604 s/n 5499 • Airframe on Smart Parts Plus • APU on MSP • Triple Collins FMC-6000 FMS v3.3.1 • Performance Plus w/3D Mapping • Collins Aero H 6000 SATCOM 6 Channel • Triple Litton-101 GNIRU • Gross Weight Mod (48,200 lbs. TOGW) • Operating Part 135 • 10 passenger, Only 3175 hours

Specifications subject to verification upon inspection, aircraft subject to withdrawal from the market.

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AIRCRAFT COMPARATIVE ANALYSIS GULFSTREAM G550

Gulfstream G550 by Michael Chase n this month’s Aircraft Comparative Analysis, we’ll provide information on a pair of pre-owned ultra-long-range, large cabin business jets in the $50m-plus range for the purpose of valuing the Gulfstream G550 aircraft. Just how important is having the longest-range aircraft in the ultra-long-range jet market? This is one question that we’ll seek to answer. The current New/Used percentage split for the Gulfstream G550 aircraft is 62% ‘New’ and 38% ‘Pre-Owned’ according to JETNET’s records, and there are currently 330 G550 aircraft in operation around the world. 15 of those are fractionally owned; five are in shared ownership; and 310 wholly-owned.

I

42

WORLD AIRCRAFT SALES MAGAZINE – March 2012

Over the following paragraphs we’ll consider the usual productivity parameters payload/range, speed and cabin size - and cover current and future market values comparing the G550 with Bombardier’s Global Express XRS (recently re-named the Global 6000).

BRIEF HISTORY The G550 traces its roots to the Gulfstream GV which was the first ultra-long-range large cabin business jet produced. The GV started delivering to customers in 1995. Most notable about the GV is its 6,500nm range, made possible (in part) by the BR710A1-10 engines powering it. The GV’s range makes it capable of non-stop flight from New York to Tokyo. www.AvBuyer.com

Features on the GV include enhanced weather radar, autopilot and head-up display for the pilot. Safety features include the First Enhanced Vision Systems (EVS) that allows increased visibility in adverse environments. The aircraft is also equipped with commercial and military communications equipment to provide secure voice and data capability. Two new aircraft followed the GV, the Gulfstream G550 in 2003 and the G500 in 2004. Both aircraft are still in production today. The G550 will shortly relinquish its title as the top-end of Gulfstream’s in-service product line, however, with Gulfstream G650 deliveries set for initial customer deliveries ❯ this year. Aircraft Index see Page 4


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


AIRCRAFT COMPARATIVE ANALYSIS GULFSTREAM G550

CHART A

MARKET SHARE

32%

The Gulfstream G550 entered the market a year earlier than the Global Express XRS. As Chart A (left) represents, the Aircraft Delivery market-share percentage currently gives the G550 (at 330 units) 68% share versus the Global Express’ 32% share (at 152 units). That’s a combined total of 482 aircraft in operation for these two models.

Gulfstream G550 Global Express XRS

68%

PAYLOAD AND RANGE

TABLE A - PAYLOAD & RANGE

MTOW (lb)

Max Fuel (lb)

Max Payload (lb)

Avail Payload w/Max Fuel (lb)

Max Fuel Range (nm)

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

Gulfstream G550

91,000

41,000

6,600

2,500

6,950

5,767

Global Express XRS

98,000

44,652

4,800

2,408

6,226

5,876

Model

DATA COURTESY OF CONKLIN & de DECKER, ORLEANS, MA, USA; JETNET; B&CA MAY & AUG 2011 OPERATIONS PLANNING GUIDE

The data contained in Table A (left) is published in the Business & Commercial Aviation (B&CA) May 2011 issue, and is also sourced from Conklin & de Decker. As we mentioned in past articles, a potential operator should focus on payload capability as a key factor. The G550’s ‘Available payload with Maximum Fuel’ at 2,500 lbs is slightly greater than that of the Global Express XRS at 2,408 lbs.

CABIN VOLUME According to Conklin & de Decker, the cabin volume of the G550 at 1,669 cubic feet is less than the Global Express XRS (2,140 cubic feet) as represented in Chart B (left). Further detail is provided on exact cabin dimensions in Table B (left).

POWERPLANT DETAILS CHART B - CABIN VOLUME

Global Express XRS

2,140

COST PER MILE COMPARISONS

1,669

Gulfstream G550 100

600

1,100

1,600

2,100

Cubic Feet SOURCE: CONKLIN & DE DECKER

TABLE B - CABIN DIMENSION DETAIL

SOURCE: CONKLIN & DE DECKER

44

WORLD AIRCRAFT SALES MAGAZINE – March 2012

As mentioned, the G550 is powered by two Rolls-Royce BR710-C4-11 engines, each offering 15,385 pounds of thrust. The Global Express XRS is also powered by Rolls-Royce - this time a pair of BR710-A220 engines, each offering 14,750 pounds of thrust.

www.AvBuyer.com

Using data published in the May 2011 B&CA Planning and Purchasing Handbook and the August 2011 B&CA Operations Planning Guide we will compare our aircraft. The nationwide average Jet A fuel cost used from the August 2011 edition was $6.04 per gallon at press time, so for the sake of comparison we’ll chart the numbers as published. Note: Fuel price used from this source does not represent an average price for the year. Chart C (right) details ‘Cost per Mile’, and compares the G550 to the Global Express XRS factoring direct costs, and with each aircraft flying a 6,000nm mission with a 1,600 pound (eight passenger) payload. The G550, at $5.41 cost per mile, is lower by 13% compared to the Global Express XRS ($6.22 cost per mile). Aircraft Index see Page 4


AIRCRAFT COMPARATIVE ANALYSIS GULFSTREAM G550

TOTAL VARIABLE COST COMPARISONS 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 G550 at $2,451 is lower by 17.9% compared to the Global Express XRS at $2,984.

CHART C - COST PER MILE*

Global Express XRS

$6.22

Gulfstream G550

$5.41 $4.00

$2.00

$0.00

PRODUCTIVITY COMPARISONS

1. Range with full payload and available fuel; 2. The long range cruise speed flown to achieve that range; 3. The cabin volume available for passengers and amenities. The result is a very large number so for the purpose of charting, each result is divided by one billion. The examples plotted are confined to the aircraft in this study. A computed curve fit on this plot would not be very tight, but when all business jet aircraft are considered, the “r” squared factor would equal a number above 0.9. Others may choose different parameters, but serious business aircraft buyers are usually impressed with Price, Range, Speed and Cabin Size. After consideration of the Price, Range, Speed, and Cabin Size, we can conclude that the G550, as shown in our productivity index, is competitive with the Global Express XRS largely thanks to its longer mission reach and lower costs. In various other aspects shown, the Global Express XRS edges the comparison. The Gulfstream G550 entered the market one year before the Global Express XRS and continues to sell twice the number of aircraft (330 vs 152). Table C (right) contains the average equipped prices from B&CA magazine for each aircraft. The average speed, cabin volume and maximum payload values are from Conklin and de Decker. The number of aircraft in-operation and percentage ‘For Sale’ are as reported by JETNET. It’s interesting to note that both the G550 (at 4.2% for sale) and the XRS (at 4.6% for sale) represent a sellers’ market well below the traditional 10% ‘For ❯ Sale’ mark. Advertising Enquiries see Page 8

$10.00

US $ per nautical mile * 6,000 nm MISSION, 1,600lbs PAYLOAD

CHART D - VARIABLE COST

Global Express XRS

$2,984

$2,451

Gulfstream G550 $2,000

$0

$4,000

US $ per hour

CHART E - PRODUCTIVITY $60.0

Price (Millions)

The points in Chart E (right) center on the same aircraft. Pricing used in the vertical axis is as published in the B&CA August 2011 Operations Planning Guide. The productivity index requires further discussion in that the factors used can be somewhat arbitrary. Productivity can be (and it is here) defined as the multiple of three factors:

$8.00

$6.00

$55.0

Gulfstream G550

Global Express XRS

$50.0

$45.0

$40.0

2.0

3.0

4.0

5.0

7.0

6.0

8.0

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

TABLE C

Model

Long Range Speed

Cabin Volume (Cu Ft)

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

Vref Retail Price $m

In Operation

% For Sale

Gulfstream G550

459

1,669

5,767

$53m

330

4.2%

Global Express XRS

471

2,140

5,876

$52m

152

4.6%

Data courtesy of Conklin & de Decker, Orleans, MA. USA: JETNET; 2011 Operations Planning Guide B&CA Aug. 2011

www.AvBuyer.com

WORLD AIRCRAFT SALES MAGAZINE – March 2012

45


AIRCRAFT COMPARATIVE ANALYSIS GULFSTREAM G550

TABLE D - AIRPORT PERFORMANCE Model

TOFL*

TOFL**

Landing

Balanced Field Length

Gulfstream G550

5,910

9,070

3,667

6,200

Global Express XRS

6,476

7,880

3,667

6,170

* SL ELEV., ISA TEMP. **5,000FT @25 DEGREES C. SOURCE: B&CA MAGAZINE; CONKLIN & DE DECKER

LOCATION BY CONTINENT Of the 310 wholly-owned G550 aircraft in operation, the major based-at locations globally are in Asia, Europe and North America where a combined total of 92% of the fleet resides.

AIRPORT PERFORMANCE The airport performance for the G550 illustrated in Table D includes airport Take-Off Field Length (TOFL), Landing and Balanced Field Length, and shows that the G550 has a shorter Take-Off Field Length (at sea level elevation, ISA Temp) com-

46

WORLD AIRCRAFT SALES MAGAZINE – March 2012

pared to the XRS. At a higher altitude with warm temperatures, the XRS wins out. The G550 also has a slightly longer Balanced Field Length.

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

www.AvBuyer.com

Essentially, the Gulfstream G550 fares well against its competition depending on what aspects of its performance are important to your mission requirements, so those operators in the market should find the preceding comparison of value. Our expectations are that the Gulfstream G550 aircraft will continue to do very well in the new and pre-owned market moving forward - especially with regions such as Asia (where the G550 is already popular) which is expected to grow significantly.

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

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

Aircraft Index see Page 4


AL NG DE DI N PE

AL NG DE DI N PE


BUSINESS AVIATION AND THE BOARDROOM

The Carriage Of Established Rainmakers A new book by the chairman of Gallup, Inc., is “must read” material for those who hold or seek office, urges Jack Olcott.

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

B

usiness Aviation receives a curious mixture of attention and avoidance during an election year. Populous candidates have a penchant for bad-mouthing business aircraft as chariots for the idle rich, speaking out in favor of limiting their access at major airports and raising user fees. Yet they seek to use such transportation whenever it is available. Candidates who know and appreciate the role that company aircraft play in maximizing the value of people and time, downplay Business Aviation. They avoid drawing attention to the subject, fearing they will be misunderstood - except they also want access to Business Aviation to support their hectic campaign schedules…

So common is the desire of politicians from either side of the aisle to access a business aircraft that our nation has a multitude of laws related to the carriage of elected officials and candidates for elected office (see Chris Younger’s article within this month’s Business Aviation and the Boardroom section, p64). Politicians of all strips and colors would do well to read a book recently authored by Jim Clifton, Chairman of Gallup, Inc., the world famous and highly respected management consulting firm that is noted for its research into the actions and habits of people throughout the world. The book, published by Gallup Press in 2011 is titled The Coming Jobs Wars. Clifton describes a deeply comprehensive study launched by Gallup in 2005 and designed to collect data consistently for 100 years on what people throughout the world are thinking. This massive, complex and highly sophisticated research program so far has revealed a simple answer. Regardless of who is asked, or where the responder resides the answer is essentially the same: People want to hold a good job!

48

WORLD AIRCRAFT SALES MAGAZINE – March 2012

www.AvBuyer.com

Aircraft Index see Page 4


What the Boardroom needs to know about Business Aviation

Having a good job is by far the most pressing issue on the mind of the world’s population—more important than any other issue, according to the Gallup study. Clifton states, “My big conclusion from reviewing Gallup’s polling on what the world is thinking on pretty much everything is that the next 30 years won’t be led by U.S. political or military force. Instead, the world will be led with economic force—a force that is primarily driven by job creation and quality GDP growth.”

A GOOD JOB DEFINED Respondents to the Gallup study define a good job as one that involves 30 hours or more per week of regular, steady work that yields a living wage, reasonable health benefits and a means to provide for the future. Assessing domestic data, Clifton believes that nearly 20 percent of the US workforce lacks what Gallup identifies as a good job. Furthermore, Gallup believes that about 50 percent of the current US workforce is not “engaged” in their activities and thus not contributing fully to GDP growth. Using global data from economic scholars and recognized think tanks on the economic health of nations, Clifton makes several provocative assertions. Most significant is his prediction that without an innovative program to create good jobs and engage workers here at home, the USA’s Gross Domestic Product (GDP) will fall from its current 25 percent of world GDP to about 15 percent within 30 years. If the USA and China continue on their current paths to job creation, he believes that 35 percent of the world’s projected $200 trillion GDP in the year 2040 will come from China, severely limiting US influence throughout the world.

CREATING GOOD JOBS Jim Clifton devotes much of the remaining pages of his book, The Coming Jobs War, to the factors that Advertising Enquiries see Page 8

produce good jobs and engaged workers. One position that he stresses is the critical role of the entrepreneur—the person who sees opportunity, moves quickly to the places were opportunity exists, perseveres, and motivates people. Entrepreneurs, he argues, launch the small businesses that economists recognize as the engines for job creation. Small businesses staffed by engaged workers create customers, and new customers enable companies to grow into larger firms with more good jobs for energetic workers. The entrepreneurial spirit, Clifton argues, creates the environment where new ideas flourish, and where workers are more productive and satisfied. The challenge is to leverage the creative energies, attitudes and optimism of entrepreneurs—to recognize and encourage their power to motivate people and to create good jobs.

“ The creative growers of businesses are free to explore new markets, new manufacturing sites, new environments where businesses can nurture ideas and create new customers.”

His reasoning strongly resonates with the premise that business aircraft are tools enabling entrepreneurs to be rainmakers by enhancing their productivity as well as the productivity of those they influence. Business Aviation facilitates job creation in areas where opportunities lie but efficient transportation is lacking. The creative growers of businesses are free to explore new markets, new manufacturing sites, new environments where businesses can nurture ideas and create new customers. Business aircraft minimize the hassle factors and inefficiencies that impede hands-on interactions between company leadership, customers and employees. No one—particularly those in government— should underestimate the role of the entrepreneurial rainmaker. Nor should they limit his or her tools. Do you have any questions or opinions on the above topic? Get them answered/published in World Aircraft Sales Magazine. Email feedback to: Jack@avbuyer.com

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WORLD AIRCRAFT SALES MAGAZINE – March 2012

49


BUSINESS AVIATION AND THE BOARDROOM

Small/Medium Business Predominance In his book The Coming Jobs War, author Jim Clayton emphasizes that the economy of America is “really run and dominated by small and medium-sized businesses,” Jack Olcott outlines.

f the approximately 6,000,000 enterprises in the USA, those with more than 500 employees account for about a single percent. It is within the 99 percent of companies, Clayton argues, that new ideas will germinate and jobs will be created.

O

It is thus reasonable to expect that small to mediumsized companies are the most prolific in creating new jobs. Typically, firms with less than 500 employees possess the environment where men and women with vision, confidence and persistence can invent ways to attract new customers, develop good jobs and grow the nation’s Gross Domestic Product. Small to medium-sized businesses are where entrepreneurs flourish. Furthermore, creative people with exciting ideas by necessity start small. Case studies taught in business school contain many examples of the visionary leader who motivates a few true believers. Those few, influenced by the leader, communicate the benefits of the new product or service to others, thereby creating new customers. The message spreads. The innovated

product creates its own demand. And from such creativity comes new jobs. Business aircraft are tools that enable the visionaries and entrepreneurs to reach new markets, find new customers, and start new businesses in areas where none existed previously. Airlines require an existing demand for passenger traffic between city pairs before service can be established. Business Aviation paves the way for such growth, thereby bringing new jobs and the ebb and flow of commerce to rural areas. It is significant that nearly 60 percent of National Business Aviation Association (NBAA) Members, the world’s largest group of companies using business aircraft, employ 500 or fewer employees. Business Aviation provides access to opportunity. For creating good jobs throughout America and growing the nation’s GDP, it should be encouraged. Do you have any questions or opinions on the above topic? Get them answered/published in World Aircraft Sales Magazine. Email feedback to: Jack@avbuyer.com

SOURCE: US CENSUS BUREAU 2008

US COMPANIES WITH MORE THAN 100 EMPLOYEES

100-499 Employees

50

WORLD AIRCRAFT SALES MAGAZINE – March 2012

500-999 Employees

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1000-4999 Employees

Over 5000 Employe

Aircraft Index see Page 4


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BUSINESS AVIATION AND THE BOARDROOM

Reporting Procedures For Business Aviation Leaders Having your Business Aviation services reporting to the wrong position can cripple performance and raise your operational risks. Using the Goldilocks analytical model, Pete Agur explains his point.

Peter Agur Jr. is managing director and founder of The VanAllen Group, a business aviation consultancy with expertise in safety, aircraft acquisitions, and leader selection and development. A member of the Flight Safety Foundation’s Corporate Advisory Committee and the NBAA’s Corporate Aviation Managers Committee (emeritus), he is an NBAA Certified Aviation Manager. Contact him via www.VanAllen.com.

52

R

EPORTING TOO HIGH

Reporting directly to the CEO can be a setup for failure. Most Business Aviation services create their greatest value by providing time-place mobility for top executives. Some CEOs, particularly those responsible for smaller enterprises, opt to have Business Aviation report directly to them - after all, the CEO may be the most frequent user of aviation services. Additionally, the CEO may want to meter aircraft use personally. However, the drawbacks of having Business Aviation report directly to the CEO can be significant. Many aviation department leaders look for, and need mentoring.

WORLD AIRCRAFT SALES MAGAZINE – March 2012

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The CEO rarely has time to act as a mentor to an operational manager. Business Aviation is very complex and has unique regulatory, taxation, financial, legal and Human Resource issues. Overseeing and dealing with these areas on an operational level is well below the pay grade and availability of most CEOs. Even more importantly, the CEO should be the company’s Chief Safety Officer. As such he or she should be the arbiter of policies and conflicts that affect safety. But, if the CEO is the point of challenge there may be no point of appeal for corrective support. This can make resolving the issue essentially impossible for the aviation manager. U

Aircraft Index see Page 4


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Year

Model

Serial No.

1983

Challenger 601-1A

3010

1990

Challenger 601-3A

5066

1994

Citation Jet

525-0075

1995

Citation Jet

525-0122

1987

Citation Jet

525-0198

1998

Citation Jet

525-0243

2005

Citation Sovereign

680-0015

1993

Citation VII

650-7034

1982

Falcon 50

116

1995

Falcon 900B

153

1982

Gulfstream III

III-349

2000

Gulfstream G200

014

2001

Gulfstream G200

015

1987

Gulfstream GIV

1006

1998

Gulfstream GIVSP

1354

1995

Learjet 31A

106

1999

Learjet 45

052

1996

Learjet 60

85

2007

Learjet 60XR

320

2010

Phenom 100

50000112

2001

Piaggio Avanti P180

1048

2002

Piaggio Avanti P180

1050

1996

Pilatus PC-12/45

156

2007

Premier IA

RB-209


BUSINESS AVIATION AND THE BOARDROOM

“The selection is straightforward: the executive to whom aviation services reports must understand and appreciate the strategic impact that Business Aviation creates.”

REPORTING TOO LOW

REPORTING JUST RIGHT

Reporting too low can also lead to failure. Very large companies tend to have very robust and wellestablished administrative systems and processes. They are tempted to position aviation as the responsibility of a mid-level manager. There can be significant pitfalls with placing Business Aviation here.

The majority of the best-run aviation departments report directly to a senior executive. The organizational structure and/or the culture of the company may determine which executive oversees aviation services. The selection is straightforward: the executive to whom aviation services reports must understand and appreciate the strategic impact that Business Aviation creates. This reporting point gives the aviation services team the attention and direct support needed to make the intended impact in the manner that is most appropriate and productive.

First, the wrong performance criteria could be applied. Mid-level managers who are not usually users of Business Aviation may be tempted to administer the department as a Cost Center (the model they know best). Business Aviation is most effectively managed as a Service Center (I will address this issue in much more detail in a subsequent issue of this publication). Suffice it to say, managing aviation services as a Cost Center can create service variances that will affect top executives who are usually intolerant of interruptions in their tight schedules. Cost Center processes can also be frustrating to the service providers as they are often on first name terms with their passengers. You can imagine how informal communications between flight crews and their passengers might seem inappropriate to a mid-level manager. Secondly, a mid-level manager rarely has the authority or status needed to lead aviation services. It can be extremely uncomfortable for a midmanager to act as a referee between competing executive users of aviation services. A more serious situation can arise when a top level passenger is inducing operational risks, such as pushing crews to extend the duty day or asking them to go to a high-risk airport. A mid-level manager is in a very difficult position when he or she must directly address poor behaviors by a senior officer.

54

WORLD AIRCRAFT SALES MAGAZINE – March 2012

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And that brings us to the final point - the title of the aviation services leader. The vast majority have the title of either Director of Aviation or Manager of Aviation. This may set the bar too low. The responsibility of managing aviation services includes millions of dollars in assets and budget oversight. More to the point, the aviation manager is directly responsible for assuring the safety of the company’s key people, and competes with other corporate executives for headcount and funds. The aviation manager is the leader of a significant business unit within the company. He or she should have a high level of competency and perform to the same standards of any other business unit leader within the company. Therefore, the aviation manager should act as a full staff member of the senior executive to whom he or she reports, with the responsibility and title appropriate for that position. That sounds like a senior director or vice president to me. Is your Business Aviation services manager a true peer among others of the same title? That’s a great topic for next month… Do you have any questions or opinions on the above topic? Get them answered/published in World Aircraft Sales Magazine. Email feedback to: Jack@avbuyer.com

Aircraft Index see Page 4


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BUSINESS AVIATION AND THE BOARDROOM

Measuring Relevant Costs Cost per hour is a commonly-used metric for the efficiency of a flight department’s fleet and the desirability of different aircraft. Its value, however, is over-rated, asserts David Wyndham.

David Wyndham is an owner of Conklin & de Decker where the focus of his activities is on aircraft cost and performance analyses, fleet planning, and life cycle costing for clients. Mr. Wyndham can be contacted at david@conklindd.com

56

I

f an aircraft’s cost per hour of flight were all-important, the operating profile to maximize cost per hour would be to remove all passenger seats, takeoff and climb to the highest possible altitude, loiter overhead the departure airport until reaching an absolute minimum fuel state, then spiraling down to a landing. The resulting cost per hour would be at its lowest. So would the aircraft’s value to the company.

TABLE A

Obviously, for a business aircraft to be productive, it must carry passengers (or something of value) to a destination. An effective measure of that productivity must take into account the service (transportation) and the cost of that service.

Consider a typical variable hourly cost for a midsize business jet represented in Table A (above).

WORLD AIRCRAFT SALES MAGAZINE – March 2012

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Fuel Maintenance Parts Labor Engine Reserves TOTAL Variable Cost

$1,560/hour $250 $200 $400 $2,410/hour

What service was performed for the company in return for that cost? In most cases, it is the

Aircraft Index see Page 4

U


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BUSINESS AVIATION AND THE BOARDROOM transportation of persons from one place to another. In our example, let’s assume that the typical trip is 600 nautical miles (NM) and this airplane takes 1.5 hours to fly the trip. So our cost to fly the trip is $3,615 ($2,410 per hour x 1.5 hours). Now we have a cost for providing our service: $3,615 for a 600 NM trip. If the purpose of this trip is carrying passengers, how many passengers are being carried? The cost per passenger is a valuable measure. If our trip carries four persons, we have a measure on the cost per person for our trip at $903.75 per person for a 600 NM trip ($3,615/4 persons).

“ An aircraft’s true productivity is realized when the company’s use policy encourages broad access to Business Aviation.“

Now we have a better metric to compare the cost of our airplane to the cost of an alternative, say an airline ticket. But we are still missing one more vital piece of information. If all our trips were 600 NM long, cost per person per trip would be sufficient. But trip lengths vary in length, as do the number of passengers. Therefore we need to look at the length of the trip (NM) and take into account that we could be carrying as many passengers as we have seats available. The cost per passenger mile is the cost to carry a single passenger one mile. As our hypothetical business jet costs $2,410 per hour and takes 1.5 hours to fly 600 NM, it averages 400 NM per hour. Our cost per mile is $6.025 per NM ($2,410/400). Thus, if our airplane has eight passenger seats, the cost per passenger mile is $0.753. If our job was carrying freight, then replacing passenger seats with pounds (or tons, or 1,000overnight-letters) returns the basic cost for that type of service as well. This approach equates the cost of the job with the value or service returned.

TABLE B

58

In the case of business travel, using available passenger seats is a constant, so the cost per seatmile is a useful measure for the aircraft’s potential productivity.

BROAD ACCESS USE POLICY An aircraft’s true productivity is realized when the company’s use policy encourages broad access to Business Aviation. For example, when Teams travel the cost per passenger mile can be very competitive with other forms of transportation, particularly when the mission requires reaching locations without convenient (or any) airline connections. Ticket prices are noticeably higher for city pairs with limited demand for scheduled service. Cost per passenger mile also is valuable for comparing different aircraft. What if we were evaluating another aircraft that costs $2,800 per hour? Compared to our current aircraft at $2,410, it costs more… doesn’t it? Table B shows that our “New” airplane costs more, but flies faster and carries an additional passenger. If we just compared the cost per hour figures, the “New” airplane has variable costs 16% higher than “Our” airplane. But when we take into account the productivity of carrying passengers on trips, our “New” airplane actually costs 1.7% less than our current airplane. When costing and comparing aircraft, it is important to look at costs in terms of the job the aircraft is performing. Then the productivity of the aircraft can be evaluated. Do you have any questions or opinions on the above topic? Get them answered/published in World Aircraft Sales Magazine. Email feedback to: Jack@avbuyer.com

Variable Cost/Hour Fuel Maintenance Parts Labor Engine Reserves TOTAL Variable Cost

‘Our’ Airplane $1,560/hour

‘New’ Airplane $1,800/hour

$250 $200 $400 $2,410/hour

$285 $240 $475 $2,800/hour

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400 NM/hr 8 seats $0.753

420 NM/hr 9 seats $0.740

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WORLD AIRCRAFT SALES MAGAZINE – March 2012

Whether buying or selling an aircraft our directory can help you find a dedicated sales professional with a global network of relationships and resources to secure you the best deal.

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Aircraft Index see Page 4


% & % * $ " 5 & %  5 0  ) & - 1 * / (  # 6 4 * / & 4 4  " $ ) * & 7 &  * 5 4  ) * ( ) & 4 5  ( 0 " - 4

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BUSINESS AVIATION AND THE BOARDROOM

When Is Charter Not Enough ? Companies contemplating Business Aviation may conclude initially that their mission profile is well served by chartering a business aircraft. As needs grow and benefits are more fully appreciated, ongoing analysis may show that other solutions should be embraced, suggests Jay Mesinger. Jay Mesinger is the CEO and Founder of J. Mesinger Corporate Jet Sales, Inc. Additionally, Jay is a Member of the Board of the National Business Aviation Association (NBAA), and the Chairman of the Associate Member Advisory Council (AMAC). He also sits on the Jet Aviation Customer Advisory Board. Mr. Mesinger can be contacted at jay@jetsales.com

O

ften clients reveal that buying a whole aircraft is not the answer, at least not for the time being. Either mission fulfillment is not realistic from a budget standpoint (e.g., all trips involve a limited number of longrange international travel best satisfied by a large, expensive aircraft), or the company must dispatch multiple flights daily in completely different directions with different passengers. These are just two of the many reasons buying an aircraft may not be the most logical solution to meet the needs of a company. As we have mentioned in previous articles, the industry provides several alternatives to whole aircraft ownership. The least restrictive and most flexible may be charter.

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For the Charter solution a company may interview several regional providers or national providers with regional fleets to meet the firm’s demand for business travel. The company can decide on relatively short notice the type of aircraft that best serves the specific trip. For instance, maybe a turboprop aircraft provides the best profile for a short set of intra-state trips whereas a large-body aircraft satisfies the company’s need of International trips. Charter is a non-equity-based proposition providing flexibility to the customer; it is a great start for many. Another solution for some is Fractional ownership, allowing a company to buy less than 100 percent ownership of an aircraft. In this solution the U

Aircraft Index see Page 4


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1981 King King Air Air B200 1979 Citation Citation I/SP 1979 M Merlin erlin IIIB


BUSINESS AVIATION AND THE BOARDROOM

“... reverting back to the original plan and plugging in actual utilization rather than the projected use, a new picture may emerge.”

company owning a fractional share may have the option to dispatch several aircraft in any given day, based on the share-size purchased. There are many differences between Fractional ownership and Charter, but this month we are only going to focus on the similarities. Both options involve less financial commitment than a whole purchase.

REMEMBER YOUR MISSION PROFILE Back to the question, when is Charter either not enough for the company, or not the only solution for the travel needs? You must revisit the Mission Profile work accomplished when initially considering Business Aviation for an answer. Remember, once completed and an interim solution was developed, the results of the work were not thrown away. Rather, they were put in a drawer with the pledge to review the Mission Profile at least annually based on a clear change in company needs. Your Mission Profile showed you the annual use of a business aircraft based on city pairs contemplated and the frequency of those trips. If the net result was less than 200 to 250 hours of annual use, buying was not the initial answer. Now, possibly one year or so later the company may have increased either the estimation of trip frequency or the number of the city pairs to be served, thus crossing the threshold for whole-ownership based on annual use. Maybe now is the perfect time to move out of charter and into whole aircraft ownership. Remember, not just annual use is developed in the Mission Profile work. Equally important is establishing the category of aircraft to meet the mission. Is a turboprop needed because now the short regional

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trip frequency has increased? Or is the long-range aircraft required more because the International trips have increased? It could be that a mid-size aircraft could blend both old and new needs nicely into one solution package. Having defined the actual need after some period of charter utilization, and reverting back to the original plan and plugging in actual utilization rather than the projected use, a new picture may emerge. This picture shows the Board that whole aircraft ownership’s time has come. Given there is now a real benefits/cost metric of Business Aviation based on the period of charter use, a comparative analysis can be derived to show the variance between the charter or interim solution and the proposed new solution. This comparison is invaluable as Board Members begin to recognize a shift in priority in lift solutions. As I have mentioned, there are several lines that need to cross to develop the needs and value proposition of whole ownership. If those lines and the corresponding corporate financial vectors are aligned, it is time to begin a new and exciting phase of Business Aviation. Remember, now that you have successfully sourced as well as used charter as a solution, the need for a clean break is not the way to view this transition. Charter may still serve the Board and the company by providing multiple dispatch capability and backup, thereby assuring 100% availability of Business Aviation. Do you have any questions or opinions on the above topic? Get it answered/published in World Aircraft Sales Magazine. Email feedback to: Jack@avbuyer.com

Aircraft Index see Page 4


BUSINESS AVIATION AND THE BOARDROOM

Giving An Election Campaign Some Extra Lift ? Board Members must stay abreast of rules and regulations governing flights for candidates and elected officials to avoid unintended violations of the law, notes attorney Chris Younger.

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

s we discussed in last month’s issue, Federal and state election campaigns have moved into high gear in anticipation of upcoming primaries this winter and spring, and the general election this fall. Many governmental entities, including the Federal Aviation Administration (FAA), the Federal Election Commission (FEC), the Internal Revenue Service (IRS), the U.S. Senate, the U.S. House of Representatives and the state counterparts to these agencies and legislative bodies have enacted rules and regulations governing air transportation provided to candidates and elected officials.

A

We reviewed the FEC rules regarding provision of such transportation in last month’s Business Aviation

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and the Boardroom. This month, we will review FAA and IRS rules and regulations and additional issues that Board Members must consider when determining whether to provide the use of a company aircraft to a candidate and his/her campaign. Failure to comply with these rules can have unintended and often serious consequences for individual candidates and, more importantly, business aircraft owners and operators.

FAA REGULATIONS Board Members must be cognizant of FAA regulations affecting flight operations connected with carriage of candidates. Principle among these are U

Aircraft Index see Page 4


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BUSINESS AVIATION AND THE BOARDROOM

“Aircraft owners should also notify their insurance carriers in writing that such flights will be operated.”

the regulations contained in 14 CFR Part 91 (“Part 91”) and 14 CFR Part 135 (“Part 135”). Part 91 provides the general operating rules applicable to all aircraft operations. Part 135 provides an additional layer of regulation governing commuter and on-demand charter operations for compensation or hire. When a flight is operated under Part 135, there are no FAA restrictions on the ability of the aircraft operator to charge and collect fees from the candidate. Conversely, for flights operated solely under Part 91 and not operated under Part 135, aircraft operators are generally prohibited from accepting any compensation for such flights, but there are certain limited exceptions to such prohibition. One such exception is set forth in 14 CFR Section 91.321, Carriage of Candidates in Federal Elections. Pursuant to Section 91.321, aircraft operators flying under Part 91 are permitted to receive payment for transporting candidates for Federal, State or local offices, as well as agents of, and persons traveling on behalf of such candidates, provided the primary business of the aircraft operator is not as an air carrier or commercial operator, and applicable Federal, State or local election law requires that the aircraft operator receive payment for carrying the candidate, agent, or person traveling on behalf of the candidate. For Federal elections, the payment received by the aircraft operator may not exceed the amount calculated under the FEC regulations (discussed last month). For state and local elections, the payment received by the aircraft operator may not exceed the amount calculated under applicable state and/or local laws and regulations.

TAX RULES Board Members must also be aware of tax issues that arise as a result of the carriage of candidates on board a company aircraft. For example, a Federal excise tax generally applies to all flights for a particular candidate on board an aircraft with a maximum certified takeoff weight of 6,000 pounds or more. The tax is equal to 7.5% of the amounts paid by, or on behalf of

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the candidate plus a segment fee (currently $3.70 per passenger) for each flight segment flown in connection with the carriage of the candidate. A company must keep careful records of such flights including specific passenger information, collect all applicable Federal excise tax from the person paying the company for the flight and file all required Federal excise tax returns and remit to the IRS all applicable excise tax owed with respect to such flights. Furthermore, from a Federal income tax perspective, carriage of a candidate may limit the availability and amount of deductions for the company’s direct costs of operating such flight and an allocable portion of the indirect costs of owning and operating the aircraft. Additionally, amounts received from a candidate are likely includible in the recipient’s taxable income.

ADDITIONAL ISSUES Board Members should have all aircraft insurance policies reviewed to ensure that coverage applies to the types of flights being provided for a candidate. Aircraft owners should also notify their insurance carriers in writing that such flights will be operated. Furthermore, Board Members must ensure that such flights do not violate prohibitions or restrictions on particular types of aircraft operations contained in aircraft loan and lease documents before providing such flights to a candidate. A failure to do so could result in a default under such documents if they prohibit such flight activities. Please keep in mind that this article serves as a general and broad overview of the rules described above and does not constitute legal advice or a legal opinion. Therefore, it is always advisable to consult with qualified aviation counsel when considering whether to provide such transportation to a candidate for elective office. Do you have any questions or opinions on the above topic? Get it answered/published in World Aircraft Sales Magazine. Email feedback to: Jack@avbuyer.com Aircraft Index see Page 4


AIRCRAFT SALES & ACQUISITIONS 2008 Falcon 7X s/n 033 Duncan Aviation has been assisting companies around the world with the sales and acquisition of aircraft for over 50 years. Both our acquisition and consignment services are coordinated with our support staff, who continually watch for opportunities that benefit our clients. As one of the world’s top business aircraft service companies, our 1800+ aviation experts work daily with customers

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2001 Gulfstream 200

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1988 Astra Classic

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BUSINESS AVIATION AND THE BOARDROOM

Need A New Large Jet ? The ultra-long-range jet prospects Companies that do business globally understand the importance of long-range performance. If you are looking for a jet to maximize the productivity of your employees’ trans-oceanic travel time, you should become familiar with the in-development aircraft models in addition to those already in production, says Dave Higdon. n a world when many versions of a tool can deliver the fundamentals, decision makers necessarily turn their attention to any ancillary or value-added benefits that a product may offer.

I

distances are routinely lengthy, comfort is a driving concern, and directly linked to an employee’s productivity upon arrival at the destination. Hence an aircraft’s cabin interior will weigh heavily in your selection criteria.

A machine tool like a vertical mill can get the job done, but a computer-controlled version will do it faster and more efficiently. Apply this same logic to the purchase of a new business aircraft. When neither financial issues or flight performance delineate an ideal choice, examining both typical and atypical mission expectations can help your considerations.

Cabins can be completed with distinct zones that allow multiple uses. Thus some passengers can meet in one area without their conversation interfering with others located elsewhere. Large cabins can facilitate multiple meetings without crosstalk cutting into their effectiveness.

Sometimes you find that passenger space is your ultimate decision point. For example, when travel

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The following paragraphs form a review of some of the larger aircraft currently in development and scheduled for certification and initial customer deliveries in the not-too-distant future. U

Aircraft Index see Page 4


2009 EMBRAER PHENOM 100 N777BF, s/n 50000041, Only 300 Hours Since New, Still Under Factory Warranty, Enrolled on Embraer’s EEC Enhanced Airframe Program and P&W ESP Gold Engine Program. Premium Passenger Door, AirCell Sat Phone and Fresh 12/24 Month Inspection by Eagle Creek Aviation

2011 CESSNA CITATION CJ4

TWIN COMMANDER 1000

N163M, s/n 525C-0035, 75 Hours Since New, Beautiful Paint and Interior, Collins ProLine 21 Avionics, Second Collins FMS-3000 Flight Management System, WX-1000E Lightning Detection System, XM Radio, HF-9000 HF Provisions

N695CT, s/n 96096, Only 4601 Airframe and Engine Hours Since New, Dash Ten Engines on Honeywell MSP, Dual Garmin GNS-530W’s, Hartzell Wide Chord Q-Tip Props

2008 CESSNA CITATION CJ3

TWIN COMMANDER 840

N711BE, s/n 525B-0212, Motivated Seller, 500 Hours and One Owner Since New, TAP Elite, Collins ProLine 21 Avionics, Collins TCAS-4000 TCAS II, Honeywell Mark VIII EGPWS, AirCell St-3100 Iridium Phone and Jeppesen Electronic Charts

N97WT, s/n 11709, Only 409 Engine Hours SMOH (5000 Hour TBO) and 5872 AFTT, Dash Ten Engines, Garmin GNS-530W, GNS-430W, Beautiful Paint and Interior

CESSNA CITATION S/II

TWIN COMMANDER 690A

N500ZB, s/n S550-0023, 120 Engine Hours Since Hot Section Inspections and 1954 Engine Hours Since Overhauls, Freon Air Conditioning, Current Part 135

N449LC, s/n 11187, Grand Renaissance Refurbishment, Dash Ten Engines, 21" Camera Port, Meggitt Magic EFIS and 2100 Digital Autopilot, XM Weather, and Wide Chord Q-Tip Props

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BUSINESS AVIATION AND THE BOARDROOM

“ When considering your own company’s medium term travel requirements, these options should be factored into your planning.”

THE ALL-NEW CONTENDERS Work is already stacking up for completion of the first Gulfstream G650 to enter service as the world’s fastest business jet – thanks to a speed 92.5 percent of the speed of sound. Gulfstream received provisional certification in mid-November for the G650, its largest, longestrange jet yet, and final certification should be granted early this year. Customer deliveries will commence immediately thereafter. With a cabin stretching nearly 47 feet long and 7 feet wide at floor level, the G650 provides about 325 square feet of cabin floor space. Among the comfort-oriented design aspect of the G650 is a cabin that remains comfortably at sea level pressure all the way to 31,900 feet above sea level. Of the achievements made during flight testing were flights exceeding 14 consecutive hours; confirmation that the G650 can cover 7,000 nautical miles (at Mach 0.85) or 5,000 nautical miles (at Mach 0.90). Bombardier, meanwhile, is developing a pair of new aircraft that will rival the G650. The Global 7000 is due to begin delivering to customers in 2016 and the Global 8000 in 2017. Both will continue Bombardier’s tradition of offering Global Express descendants that advance the boundaries of speed and distance. With cabins sized appropriately for aircraft capable of 16 hour flights (at their longest), passengers traveling on the Global 7000 and slightly smaller Global 8000 will enjoy plenty of space to stretch their legs as well as their minds.

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The Global 7000 offers a main cabin length of 54.5 feet which is enough for four distinct zones plus a galley. The Global 8000, meanwhile will offer a main cabin length of 45.4 feet in the main cabin (three distinct zones and a galley). Bombardier’s Global 7000 has a 7,300 nautical milerange and the Global 8000 offers more range at 7,900 nautical miles. Finally, the Sukhoi Design Bureau is well established in combat, commercial and aerobatic aircraft, but it’s now poised to enter the business jet market with its Sukhoi Business Jet (SBJ), which Russia’s SuperJet Worldwide has begun advanced sales for, positioning it as an 8-to-10 passenger long-range business aircraft. First customer deliveries are expected in 2014. Large enough to carry 100 passengers as an airliner, the SBJ offers an expansive 10.6-foot-wide cabin, just below 7 feet cabin height, and nearly 67 feet length, with the ability to cover more than 4,200 nautical miles.

ACQUISITION PLANNING LONG TERM The above review of ultra-long-range and large cabin jets expected to come on to the market in the near- to medium-term includes models expected to enter service over the next five years. When considering your own company’s medium term travel requirements, these options should be factored into your planning as you weigh up the right jet to provide transportation for your allimportant company employees. Do you have any questions or opinions on the above topic? Get them answered/published in World Aircraft Sales Magazine. Email feedback to: Jack@avbuyer.com Aircraft Index see Page 4


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BUSINESS AVIATION AND THE BOARDROOM

Ultra-Long-Range Jet Value It stands to reason that the best time-savers are those airplanes with range capabilities so high that they allow users to connect dots on the map separated by upwards of 5,500 nautical miles, non-stop.

B

usiness aircraft offer time savings through their effective speed of travel, and from the elements of commercial flying they eschew (airline checkpoints, and inflexible schedules/routes).

Let’s not neglect the other major attraction of the business jet: single-plane service. No plane changes en route saves time; no TSA ritual saves time; using the best-choice airport also saves time. Using the above argument, it stands to reason that the best time-savers are those airplanes with range capabilities so high that they allow users to connect dots on the map separated by upwards of 5,500 nautical miles. Further, the entire journey can be equipped with the full extent of business tools available in the best ground-bound executive suites. That includes fast

moving email and internet access, cell phone access, Blackberry use - all the business tools to keep in-cabin productivity high en route to a destination, and all within the highly private and secure environment of a private cabin simply not available in the cabin of an airline. Originally the Ultra-Long-Range Jets amounted to little more than a niche segment, but as their existence today approaches two decades their number continues to grow. One new launch promises to push the segment’s upper limits to nearly 8,000 nautical miles non-stop.

COST CONSIDERATIONS A company considering a travel solution from the Ultra-Long-Range segment usually understands the financial commitment. They cost big money to maintain and operate, and not all who could benefit can justify, or afford one.

ULTRA-LONG-RANGE JETS AVERAGE RETAIL PRICE GUIDE - WINTER 2011 2011 US$M

2010 US$M

2009 US$M

2008 US$M

2007 US$M

2006 US$M

2005 US$M

BOMBARDIER GLOBAL 5000

49.1

42.0

37.0

32.0

30.0

29.0

28.0

BOMBARDIER GLOBAL EXPRESS XRS

57.5

53.0

46.0

43.0

38.0

36.0

34.0

YEAR OF MANUFACTURE

MODELS

BOMBARDIER GLOBAL EXPRESS DASSAULT FALCON 7X

50.1

GULFSTREAM G650

64.5

GULFSTREAM G550 GULFSTREAM G500

2004 US$M

2003 US$M

2002 US$M

31.0

29.0

27.0

26.0

48.0

47.0

42.0

41.0

53.5

50.5

48.0

45.0

44.0

42.0

40.0

38.0

36.0

45.5

42.5

37.0

33.0

32.0

31.0

30.0

28.0

27.0

GULFSTREAM GV

26.0 Aircraft Bluebook Data – Carl Janssens, Editor: carl@jetappraisals.com

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Aircraft Index see Page 4


What the Boardroom needs to know about Business Aviation Prices to acquire an Ultra-Long-Range aircraft factory-new start in the $45 million region, and may rise steeply to above $65 million - but that, of course, merely buys and outfits the aircraft. Fuel demands may seem like the next big expenditure; but for airplanes of this capability, flight crews of three, four and even five are often required – specifically because of the demands of operating and managing such a machine for 10, 12 or even 14 hour flights. A three-person flight-deck crew allows for two on duty while a third rests, rotating during the flight. At least one cabin attendant is usually deployed in the back, serving as both an in-flight steward and a safety contact in the unlikely event of a problem. That person must train and qualify for the position in the same manner as the cockpit crew, given the complexity and number of systems employed for life support, galley, lavatory, safety and environmental needs. Even when operating with no squawks, the aircraft will require maintenance at each stop after one of those marathon-length full-distance trips. Ultimately, though, the paybacks make these demands just a part of the cost of doing business for those that need an Ultra-Long-Range business jet.

EXPEDIENCY AND SECURITY The above listed ‘expediency’ can be easily understood by any operator who moves from flying twoor three-stop trips into an airplane capable of overflying all the old interim stops to connect Point A with Point B non-stop. ‘Security’, on the other hand, is different. Business aircraft users may not consider security a routine benefit of using private aircraft – particularly those whose travels are domestic.

When polled, most Business Aviation users considered the “security benefits” of the company airplane primarily to be their freedom from airline checkpoints. But plenty of employers will also go to some length to shield from public view any, and all information about their workers’ travel habits. Security considerations become far more complex when international destinations enter the mix. The Ultra-Long-Range business jet by its nature helps eliminate much of the potential exposure to those by cutting out the interim stops, or over-flying unfriendly skies. One final, unbeatable sense of security comes in knowing that the airplane can complete even short trips with the safety and systems redundancy of an airplane designed to move unsupported across the globe.

ULTRA-LONG-RANGE JET PRICE GUIDE The following Ultra-Long-Range Jets Retail Price Guide represents current values published in the Aircraft Bluebook – Price Digest. The study spans model years from 1992 through Winter 2011. Values reported are in USD millions. Each reporting point represents the current retail value published in the Aircraft Bluebook by its corresponding calendar year. For example, the Gulfstream G550 values reported in the Winter 2011 edition of Bluebook show $44m USD for a 2007 model, $40m USD for a 2005 model and so forth. Aircraft are listed alphabetically. With the reader’s knowledge of aircraft, equipment, range and performance, the following Guide allows the reader to determine the best value range for consideration. Do you have any questions or opinions on the above topic? Get them answered/published in World Aircraft Sales Magazine. Email feedback to: Jack@avbuyer.com

What your money buys today 2001 US$M

2000 US$M

1999 US$M

1998 US$M

1997 US$M

1996 US$M

1995 US$M

1994 US$M

1993 US$M

1992 US$M

BOMBARDIER GLOBAL 5000 BOMBARDIER GLOBAL EXPRESS XRS 25.0

24.0

23.0

BOMBARDIER GLOBAL EXPRESS DASSAULT FALCON 7X GULFSTREAM G650 GULFSTREAM G550 GULFSTREAM G500

25.0

24.O

23.0

Advertising Enquiries see Page 8

22.0

21.0

20.0

19.0 www.AvBuyer.com

GULFSTREAM GV WORLD AIRCRAFT SALES MAGAZINE – March 2012

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THE AVIATION LEADERSHIP ROUNDTABLE

Building A Sustainable Marketplace here is so much focus in our industry on the growth potential of China. The numbers can be staggering when multiplied out over the next ten to twenty years and will take the country from virtually no market to being one of the largest markets in the world. It is no wonder that the manufacturers are racing to plant their respective flags and help this emerging market move into a new world of private and business jet travel. The OEMs are working hard to establish brands in China that are already so well known in other parts of the world. Huge investments are also being made to stake out positions by every other category of operation including management companies, infrastructure developers, FBOs, legal advisors and training providers. This all reminds me of when a circus comes to town: It starts with a bare, large open field. Caravans pull up and before you know it there is a tent erected, livestock delivered, actors, clowns, a ring master and then the audience arrives. In little time you move from nothing to a well-run and highly organized show. Don’t mistake this analogy as likening the marketplace to the circus. China is not a traveling road-show. But the similarity of the “from nothing to a wellorganized event”, may draw some parallels. Let’s discuss a few of the elements necessary to build a sustainable marketplace in a new region for Business Aviation. Recently I had a unique opportunity to sit at a meeting in Washington, DC regarding manufacturer support for the complexities of pilot training in China. Often when we in the United States think of the basics we tend to gloss over the foundation of these processes. In China, once a pilot has gone through a type training course, they do not leave the training company with a type rating that allows them to be recognized by the CAAC. They instead leave with a letter of compliance and then must have an additional 25 hours of Initial Operating Experience (IOE) in their specific aircraft. In many cases the OEMs are the first and last line of defense, and thus they take on the responsibility of making sure that all regula-

T

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tory compliance is carried out - which is a new twist for what was once just an airframe manufacturer, who engaged in the business of building and then supporting their equipment. In addition to the challenges and support necessary for the emergence of Chinese Business Aviation, the topic of residual value of aircraft is also important to understand and be prepared for in advance of China’s soon-to-be-thriving pre-owned market. Today, and for the near term future, most of the aircraft going into China are either brand new deliveries from the factory or very new aircraft purchased to serve as interim lift while the new aircraft ordered are built for delivery. There is not a significant history in this market for resale of older pre-owned aircraft. This will inevitably develop as the market matures and the aircraft begin to age, however. This secondary market is supported by refurbishment facilities, overhaul facilities, other modernization facilities, as well as by brokers and dealers who base their entire businesses on the remarketing of aircraft into the secondary pre-owned market. What then are the lessons that must be learned and the best practices that must be put into place to capture the greatest residual value for these aircraft leaving the manufacturer facilities and being based and operated in China? Like many countries in the world the idea of putting an aircraft in a hangar at their home base is not a standard practice. The importance and priority placed on hangar space in the United States does not translate into China or many other countries around the world for that matter. This exposure to the elements, including sunlight and harsh temperature changes to name a couple, can shorten the life of not only the paint of an airplane but also the interior as well as avionics. Adherence to usual and customary record keeping, maintenance events and overhaul timelines will also be vital to the value of the aircraft in the secondary market. Educating the “new” aircraft owners in China about these priorities of the secondary market will be critical to the current owners so they understand how best to maintain the aircraft www.AvBuyer.com

to a standard recognized worldwide. Other pieces to the residual value component will be registering the aircraft on recordation bodies that will detail liens and ownership. So often when we help a client buy an aircraft that is on a registry that does not record liens or record ownership, but only records operators, the costs and the actual eventuality of a sale can be greatly impacted. Even today, owners who are in emerging markets and are not financing the aircraft will often buy the aircraft, place it on a registry that does not record liens or ownership, and doesn’t even register them on the International Registry. This leaves a seller with less-than-customary tools to represent that their aircraft has no liens. Buyers who cannot verify that basic need, and who also cannot discover who the ultimate owner is cannot even be secure in the fact that the one and only survivable rep made in a pre-owned transaction - clear title can be made. The burden of helping this new market segment embrace the idea of ‘life after new’ and the knock-on effects for the resale of their asset after buying new, is on us all - the manufacturer, the management company and everyone that may be a touch point to the owner. The worst thing we as an industry can do is just sell the airplane and ignore the residual. It takes a team to create sustainability. ❯ Jay Mesinger is the CEO and Founder of J. Mesinger Corporate Jet Sales, Inc. Jay is on the NBAA Board of Directors and is Chairman of AMAC. He served on the Duncan Aviation Customer Advisory Board for two terms and now joins the Jet Aviation Customer Advisory Board. Jay is also a member of EBAA and the Colorado Airport Business Association (CABA). If you would like to join in on conversations relating to trends in Business Aviation, share your comments on Jay’s blog www.jetsales.com/blog, Twitter and LinkedIn. For more information visit www.jetsales.com Aircraft Index see Page 4


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BUSINESSLINER REVIEW 2012

Businessliner Review 2012: Living large and long in the Flight Levels. by Dave Higdon

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WORLD AIRCRAFT SALES MAGAZINE – March 2012

www.AvBuyer.com

Aircraft Index see Page 4


t would seem that the big airplanes took very few hits where sales of new aircraft are concerned. It’s as if the recession and downturn of four years ago missed the upper echelons of Business Aviation - the Businessliners included. It’s true some of these giants of Business Aviation have entered the pre-owned marketplace, and recent listings checks revealed about a dozen or so (among them one 2012 and one 2014 model), but newer Businessliners spend little time on the market compared to the significantly larger percentage of light and medium jets. Completion centers are humming along, finishing a steady stream (not a large stream) of airliner airframes as dedicated business jets. Airframe makers continue to dedicate a portion of their annual output of airliners sales to Business Aviation customers (the airframes span the spectrum of airliner production, from those based on regional airliners to the dreadnaughts of corporate flying). If this seems to you to defy some logic of economics or national business health, think again. The continuing appeal and popularity of the Businessliner category illustrates candidly that not all levels of business and personal wealth suffered significant setbacks from the widespread economic malaise – and not all parts of the world’s business players felt threatened or insecure by the upheaval. “It’s a counterintuitive bright spot on an otherwise grim and struggling business,” one large jet broker admitted recently. “It’s the undeniable indicator that a percentage of the population continues to do well and suffered no setbacks in their fortunes.” So what keeps these gargantuan business

jets selling? First and foremost, Businessliners represent value to their operators. While other solutions exist for operators in need of the range capabilities Businessliners generally exhibit, none offer the square footage of cabin floor space for such a relatively low per-square-foot price…hence their high value. As a result of the added room in the cabin, Businessliners offer the ultimate in configuration and operational flexibility. Some buyers cite a couple of additional items as appealing traits: reliability, durability and longevity - all three seem facets of the same jewel. Remember, the airline roots of these business jets means they have proven abilities to handle the higher workloads and operational demands of mass. Whereas business jets typically fly 350 to 500 hours annually, airliners in air-carrier work rack up time closer to 2,000 hours annually. One other suggestion for the list of desirable traits spins off that same battery of capabilities: the proliferation of qualified maintenance outlets. When an airliner design numbers thousands of airframes operated by hundreds of carriers all around the world, finding previously qualified people for maintenance, flight and cabin crew positions also becomes easier. By finishing an airliner to fulfill the role of a business aircraft the designers can replicate any tools or communications equipment available on the purpose-built business jets. Effectively, it’s the role played by the airplane that defines it, not the role originally designed for it. Today the players designing business jet variants of their airliners are as numerous as the number of companies building airliners. Let’s meet some of the main players in the market of the ❯ Businessliner.

www.AvBuyer.com

WORLD AIRCRAFT SALES MAGAZINE – March 2012

I

Advertising Enquiries see Page 8

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BUSINESSLINER REVIEW 2012

AIRBUS: ACJ318/ACJ319/ACJ320 The model that established the segment as more than a niche market (beyond the first to market BBJ) was the second-to-market Airbus ACJ. Airbus introduced Business Aviation operators to the wonders of flyby-wire aircraft thanks to the A320-seriesderived ACJ. The fly-by-wire of other Airbus business aircraft offerings helped popularize the system. The ACJ319 launched the class, with the smaller ACJ318, and the larger ACJ320 each taking a notable market share. While these three ACJ models comprise the best part of the Airbus Corporate Jet fleet sales, the A330, A340 and the new double-level A380 have their admirers as desirable business jets. Even the older A300 has been retrofitted for use within Business Aviation. Part of the appeal operators feel for the ACJ318/319 and 320 stems from their range capabilities (up to 6,000 nautical miles) as well as the ACJs support network, a global affair encompassing more than 150 locations. As you might expect of an airliner model with a fleet numbering in the thousands and with nearly three decades of service, ACJ operators can tap into a large pilot population. You can say much the same of the accessibility of qualified maintenance facilities – helped further by the ACJ’s use of the same

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powerplant as their Boeing Business Jets counterparts - the CFM56.

ACJ330 Take all the benefits you can imagine of the twin-engine ACJ models (above); swap the powerplants in favor of the buyers’ choice (three options), and gain a wide-body fuselage: that’s the nature of the ACJ330-200. Business operators can choose between GEs CF6-80E1, Pratt & Whitney Canada’s PW4000 or Rolls-Royce’s Trent 700 powerplants. Maximum range capability of the ACJ330 is approximately 8,300 nautical miles.

ACJ340 Stepping up from the ACJ330 variant you can add cabin space and redundancy to define Airbus’ bigger, four-engine ACJ340. Filling the cabin with people or materials – the equivalent of 75 “average” humans – will yield a jet capable of extraordinary legs: 7,700 nautical miles for the ACJ340-300 variant, or an unmatched 10,000 nautical miles for the ACJ340-500 version. Take a Trent-powered ACJ340-500, lengthen the cabin to accommodate up to 100 passengers in luxury space (instead of 75) and you would be describing Airbus’ top single-decker twin-aisle ACJ: the ACJ340-600 version. While gaining space and weight through www.AvBuyer.com

its larger cabin with more luggage capacity, the -600 didn’t abandon its long-range roots, thanks to retaining its ability to cover 8,500nm.

ACJ380 Nothing bigger flies than the ACJ380… at least nothing available as a Businessliner that isn’t a derivative of a Russian military heavy lift cargo airplane. Looking at plans for the corporate-configured cabins of one of these aircraft, this could quite easily be mistaken for a luxury split-level home, with the ACJ380’s upstairs-downstairs potential encompassing floor space of almost 6,000 square feet. Multiple ACJ380s are on order, with the first already subject to a lengthy, years-long completion process. Artist impressions show that you can have whatever your brain can conceive if your budget can write the checks: a fitness center, dorm rooms, theater space, conference room, an intimate auditorium, showers and bathtubs. All of this is in addition to what passes as “standard” office suite components. Still-air range is approximately 9,700 nautical miles. That puts nearly half the planet within non-stop reach. If you’re checking your accounts, we’ve seen reports putting the entry costs for an ACJ380 above $300 million.

❯ More information from www.airbus.com

Aircraft Index see Page 4


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BOEING BUSINESS JETS: BBJ, BBJ2 It all started as a way to sell a few more airframes and double the number of new engines developed between two long-running business partners - Boeing and GE. The result was a new enterprise dubbed, ‘Boeing Business Jets’, and its launch product was a purposely altered Boeing 737-700. It wasn’t considered a launch product until the partners answered customer demand with a second variant, the 737-800based BBJ2. Originally the talk was about the BBJ being the only product of the partnership. But interest and demand dictated otherwise. In fact, the BBJ, and immediate 737 variants, have stayed so in demand that used BBJs command prices as high, or higher than new aircraft because the backlog for delivery of a new jet stretches three-to-five years out. Two of the three BBJ model Businessliners clear the bar into the ultra-long-range stratum: the BBJ and BBJ2. The BBJ offers a cabin 80 feet long and a range of just over 6,000 nautical miles. The BBJ2 – based on the Dash-800 version of the 737 – stretches to 100 feet in the cabin and can deliver you 5,600 nautical miles range. Being the world’s best-selling airliner also

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carries with it one of the world’s largest pools of qualified pilots of any jet available to the business community. The 737’s popularity among airlines also translates to instant access to a huge population of qualified shops and technicians. Close to $63 million will buy a BBJ, and about $74 million will land a customer a position for a BBJ2.

Still aviation’s most-popular double-decker, the 747-8 VIP offers corporate operators 5,700 square feet of cabin space, which is exceeded only by that of the ACJ380. It also offers a high-Mach cruise speed and excellent range, to match (about 9,200 nautical miles for the extreme of the 747-8 VIP). The 747-8’s high cruise speed of Mach 0.86 means you’ll cover those maximum-range legs in as short a time as is currently available.

Top among the 787’s many advances is its breakout technology – its all-composite airframe - which makes the 787 both the first all-composite airliner and the largest composite aircraft to date. BBJ offers two business versions of the Dreamliner: The 787-8 VIP provides the operator with a single-level floor plan exceeding 2,400 square feet in a model capable of staying with the 747-8 in range with the capability to fly legs as long as 9,590 nautical miles. The larger 787-9 VIP ups the floor space to nearly 2,800 square feet with a stretch that adds a bit more than 350 square feet when compared to the -8 version. Range also increases about five percent with the 787-9 VIP - 9,950 nautical miles is achievable. To give these cabins some human-oriented size perspective, the 787-8 VIP provides space for as many as 75; the 787-9 VIP ups that to about 100 passengers.

787 VIP

777

Now that they’re in delivery as airliners the VIP customers are anxiously awaiting their versions business variants of Boeing’s Dreamliner so that they can enjoy the many traits that made the 787 the world’s best-selling airliner before first flight had taken place.

After almost 20 years, Boeing’s highly successful Triple-Seven stands as the most-popular twin-aisle airliner ever, and Boeing placed a few of this model with customers interested in the 787, but with more-immediate needs.

747-8 VIP

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❯ More information from www.boeing.com

Aircraft Index see Page 4


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BUSINESSLINER REVIEW 2012

EMBRAER: LINEAGE 1000 It’s now been two years since Embraer received the airworthiness approval for its Lineage 1000. Derived from the EMB-190 airliner, with space for 106 seats, the Lineage 1000 targets the high-end business jet niche. The Lineage 1000 can fly a maximum range of 4,500 nautical miles and carry up to 19 passengers in its wide, spacious interior. Embraer handles completions in-house and offers multiple interior layouts that can include as many as five distinct work zones. Standard equipment includes two lavatories and an option for a third – complete with a stand-up shower. The Lineage 1000 can be bought for about $45 million.

❯ More information from www.embraerexecutivejets.com

SUPERJET INTERNATIONAL: SUKHOI BUSINESS JET Filling a niche between the Lineage 1000 and the low-end of the ACJ and BBJ product lines, the base aircraft for the newest Businessliner in the fleet is the Sukoi Superjet 100, a regional airliner. Developed by a partnership that includes Italy’s Alenia Aermacchi, and sold as the

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WORLD AIRCRAFT SALES MAGAZINE – March 2012

Sukhoi Business Jet (SBJ), the business version of the Superjet 100 provides generous space thanks to a cabin measuring just short of 10 feet wide at the floor, 67 feet in length, and an inch short of 7 feet tall. Capable of cruising as fast as Mach 0.81 or cruising as far as 4,000 nautical miles and as high as FL400, the SBJ is available in a variety of configurations to suit the client among them higher-density government shuttle, corporate or VIP. The program launched on the sale of two SBJs to Comlux at NBAA 2011, and the first is due to enter service in 2014.

❯ More information from

www.superjetinternational.com

THE ‘DO-IT-YOURSELF’ APPROACH If none of the above quite fit the bill, you could look at a business-finished variant of the BAe RJ70, RJ85 and RJ100 jetliners operating as Avro VIP or Corporate jets. You could tap conversion programs for Project Phoenix in the U.S., Flying Colours in Peterborough, Ontario, and Switzerland’s ExecuJet, which convert CRJ200 50-seat airliners into a corporate aircraft. Or you could browse the bone yards with your broker www.AvBuyer.com

looking for some other airline cast-off. Prices have been good with older narrowbody jets losing value, making them less expensive to acquire. Advantages of this option include lower initial costs, a wide selection of candidate aircraft, shorter leadtimes and equal equipment options for the finished conversion. Upgrades in avionics and refurbishment of engines are available in many of these packages too. The downsides include starting with an airframe and engines that have already labored intensively in the high-cycle flight environment of regional feeder networks. But the overall costs will reflect that all-new airplane – a price you can be assured will be higher than a Businessliner borne out of a refurbished regional jet. In tight times such as these, the lower costs may be more appealing than the airframe age. And in the end, the lower annual utilization of a business aircraft may mean that not-so-used airliner could last you as long as anything you might buy new. Shopping smart is the key to success here.

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

Aircraft Index see Page 4


FUNDING IMBALANCE

Funding Imbalance: The State of Global Finance. by Andrew C. Bradley ecently we attended a major finance conference in London along with many of the largest European banks and some US financial institutions. Other leading financial firms from the Middle-East, Asia and Africa were also present. The key themes at the conference were asset-specific risk and country-specific risk. It was clear by the end of the conference that huge imbalances exist in the global funding market for aircraft. Those imbalances center upon geographic trends as well as aircraft type-specific trends. In both cases substantial imbalances exist in the marketplace for both US-based dollar funding and International-based funding. With the 2008 global financial crash fresh in everyone’s minds and financial firms still riddled with non-performing toxic loans, now more than ever detailed risk management is the order of the day. The bright spots in terms of emerging

R

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WORLD AIRCRAFT SALES MAGAZINE – March 2012

strength for aircraft sales centered upon the Asia-Pacific Rim, select South American countries, Russia (and outlying areas close by), and, to a lesser extent, the Mid-East. Europe was largely absent from the discussion as a growth locale for aircraft sales. Most attendees at the conference agreed the United States was finally coming out from beneath the economic blanket - at least in terms of large-cabin aircraft. Other themes we have experienced in the US regard the age of the asset and the size of the loan. Financial institutions have little appetite to place aging assets onto their balance sheets—most of which are still littered with the remnants of toxic housing debt that will take years to clear. It is generally agreed that loans above US$20 million are easier to attain than loans of US$15 million and below.

CLOUDS WITH BRIC LININGS Clearly, Europe is the trouble spot around the Globe that everyone is focusing on. While www.AvBuyer.com

both brokers and lenders appeared upbeat during the London conference it mainly stemmed from the growing opportunities outside of the US and Europe. The often cited “BRIC” countries—Brazil, Russia, India and China—were the main focus for 2012 and the next few years. NetJets has plans to open a facility in Russia, while charter operator VistaJet is expanding across the continent to places which just a few years ago were unheard of as destinations on the charter scene. While we don’t yet think of BRIC as being an established group of players in our industry, clearly the groundwork has already been laid and aviation firms have already entered those markets. In addition to the BRIC countries newly emerging “hotspots” discussed with great enthusiasm were Nigeria, Angola and South Africa as the up-and-coming players. For the most part financing in the US is at least stable and in some segments such as the ❯ Aircraft Index see Page 4


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FUNDING IMBALANCE

large-cabin jets looking very healthy and rebounding. So much so that the perception in Europe at least is that the US market for aircraft finance is doing just fine. I am not sure I agree 100% with this view as we are still seeing finance constraints here in the US, even among the most credit-worthy clients and companies, but I can certainly see where European financiers gain their perceptions given the utterly dismal outlook for aircraft lending there. The largest banks in Europe who presented at the conference cited the European debt crisis—in particular Greece—as crushing their finance options. Dollar-based lending is at the core of aviation finance around the world and European banks have run out of dollar-based funding. Some readily admit that even if they could get access to the dollar credit markets they now have Basel III restrictions looming over them and must “button down the hatches” to prepare for the possibility that Greece will default and drop out of the Euro, or far worse, the Euro coming apart. So, European lenders are in no mood to lend at the moment to most segments of the aviation sector. The hardest hit are the Fractional Ownership providers and operators who have been completely cut off from funding. So much so that one major Fractional provider in Europe will now internally fund and loan to Fractional users. One large internationally-known broker is now putting a

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program in place to lend directly to its buying prospects. It was astounding to learn that over 70% of recent European transactions in aviation over the past few months were “cash” deals according to European bankers and brokers.

TIGHTENING STANDARDS Another issue that applies to all corners of the globe with regard to the state of aviation finance is the tightening of standards to even obtain a loan. Obviously this was to be expected in view of the lending practices prior to the 2008 global financial crisis, with regard to all forms of finance lending let alone aviation-based lending. However we seem to have swung from one extreme to the other. The banks we deal with in the US along with the ones who recently presented in London have sharpened their focus on “asset risk”—more specifically what happens when the asset gets returned either voluntarily or involuntarily. Not only has the 2008 crisis precipitated this but also where the demand for aircraft finance stems from, chiefly emerging economies with onerous regulations, ambiguous laws with lax enforcement, and lack of supporting infrastructure to protect the value of the bank’s assets—the aircraft itself. Financial institutions are not only focused on the asset itself, but are paying close attention to who the owner is, who is operating www.AvBuyer.com

the aircraft (and under which aviation authority), who is maintaining the aircraft and what the country-specific risks are should the aircraft need to be repossessed by the bank. Increased scrutiny as to how the aircraft is being used and utilized no longer ends once the loan is made, but continues throughout the term of the loan. Any event which can cause uncertainty or potentially make the asset more costly for the end-user is factored into the loan. (Many European owners now require that aircraft be enrolled on an engine program, or to a lesser extent an airframe program so they don’t face a sudden major cost that facilitates walking away from the aircraft because of budget constraints.) While these factors should always remain a priority regardless of what the asset is, or where it is located this has not always been the case until recently. Of course, with demand coming from BRIC and other newly emerging countries these factors take on even more importance for banks and financial institutions as they seek to manage the risk on their balance sheets. We used to hear “cash flow is king”. Now cash flow is but one component of the deal, and banks and financial institutions are looking at liquidity concerns of who they are lending to. Some of the traditional factors that made it easier for wealthy clients and corporations around the globe to borrow no longer seem applicable in today’s world of global aircraft finance. Relationship-banking no longer has the cache it once did in assisting borrowers, both here in the US and abroad, to obtain lending. I’m aware of instances where private clients have encountered difficulty getting finance, even with long standing histories, with US financial institutions - including wealthy end-users who can afford to purchase a G550/G650 or Global 6000/7000/ 8000.

VIEW OF THE BIG PICTURE The perception that this ultra-high net worth segment of the industry is a “slam dunk” in terms of gaining access to funding is a misperception. In many of these cases the financial institutions are looking at the client or corporation’s “Big Picture” refusing, in some instances, to lend based on the sector the enduser operates in, or showing hesitancy to lend based on the end user’s multiple projects (which have nothing to do with aviation). This trend will only increase in scrutiny and risk abatement as more and more financing is distributed to emerging market economies. Not only has it become harder to get a loan but the “auto-pilot” mentality once the loan has been made has come and gone. Aircraft Index see Page 4


FUNDING IMBALANCE Financiers are now increasing periodic appraisals of the aircraft asset on a far more frequent basis, and when an imbalance occurs between their internal risk/reward models, principle buy-downs are increasingly issued to the borrower to keep risk margins in balance for the banks. We at Avjet have seen substantial increases in requests from banks and financial institutions for desktop appraisals. While we haven’t seen much of an increase in the frequency of requests from banks for equity infusions on our clients’ aircraft we are hearing about it from other brokers, bankers and aviation firms as market values on many aircraft (especially older ones) continues to plunge, making banks nervous of future loan default risk and looming write-downs.

WHO? WHAT? WHERE? So to sum it up, the state of aircraft finance depends on where you are, who you are and what you want to borrow the funds for (i.e. the type of aircraft). In the past all the factors mentioned above had varying degrees of priority on the lender or underwriter’s checklist—but in today’s world they all have equal importance and cannot be overlooked

Advertising Enquiries see Page 8

or underweighted in the lender’s risk model. This has edged-out many important segments of the aviation industry - smaller aircraft, older aircraft, and specific types of borrowers (operators and fractional endusers among them). The 2008 financial crisis has also edged-out some other sources of funding (such as the capital markets) which haven’t returned to the aviation marketplace… at least in terms of cheap financing. Traditional banks dominate the market today. Lending has crept to the top of a food chain populated by the wealthiest end-users and corporations that offer the highest degree of financial insulation from either personal/business risks or exogenous outside economic shocks. However, with that being said, capital will always flow to new opportunities with the best risk and reward ratios, so the myth that funding would never reach places like Nigeria or Brazil have clearly been misplaced; funds are flowing to these regions, but only after intense scrutiny. I am optimistic that the aircraft finance market is alive and well, but as this article

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outlines there are still imbalances in where, and how much funding is available. In my view, this is not a bad thing. It means that safeguards have been put in place that hopefully will defend our industry against the lax lending standards that took place prior to the financial collapse in 2008. ❯ Andrew C. Bradley is senior vice president, Global Sales & Acquisitions at Avjet Corporation, an international provider of aircraft charter and management solutions. The company is headquartered in Burbank, California, and maintains a global presence in Washington D.C., Seoul, Dubai, Abu Dhabi, Moscow and other locations around the globe. To learn more about the company, visit www.avjet.com ❯ Do you have any questions or opinions on the above topic? Get them answered/published in World Aircraft Sales Magazine. Email feedback to: editorial@avbuyer.com

WORLD AIRCRAFT SALES MAGAZINE – March 2012

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Engine Sense: The Best and Worst of Upgrades, Updates and Overhauls

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Budget Impact: Don’t forget Life-Limited Components

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Guaranteed Maintenance Programs: Decreasing surprises, increasing resale value

Engine Sense:

S

uccess can be measured in many ways. For some, the measure of success is focused on dollars and cents, if not sense. It’s no secret that savings are often how success is measured in aviation: money and time savings. Airplanes that are well-maintained and well cared-for last for decades longer than their creators and the airworthiness authorities ever expected. In fact a sound, old airframe can hold promise of a new life that is as useful and functional as a new airframe thanks to some of the refit programs available today. Modern cockpit equipment can be fitted into the flight decks, updated interiors added to the cabins, and engines can be overhauled or

The Best and Worst of Upgrades, Updates and Overhauls. by Dave Higdon

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Aircraft Index see Page 4


Plane Sense on Engines

“ If multiple options do exist, the differences between them are worth fully understanding: that understanding could save you money .”

A VALUE SOLUTION SINCE 1945

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remain the only option for many older aircraft. In other cases, various options might exist. If multiple options do exist, the differences between them are worth fully understanding: that understanding could save you money. New FAA legislation finally passed and signed into law in February brings new incentives for owners of some older aircraft to act on getting an upgrade to their older aircraft. But with little question, to continue the successful use of an older turbine-powered business aircraft engaging one of several successful powerplant-upgrade programs will serve the purpose of making your flight operations more successful, as well. www.AvBuyer.com

replaced. The good news for many an operator who is happy with their airplane: you no more have to settle for original powerplants. Just as modern avionics can bring capabilities and efficiencies to the aircraft that were unavailable with the old equipment, for many an older airplane newer engines sometimes wholly different than the originals - offer eligible airframes a new lease of life – and save the owner/operator a significant sum of money in the process, thanks to the higher efficiency and greater reliability of the replacement mills. Yet an engine-upgrade may not always be the smartest approach for an airplane or situation: First, the original engine model may

Many of the aircraft heralded as pioneers in Corporate Aviation benefited from some of the first conversion work performed on business aircraft: namely the make-over of airplanes that started life serving other purposes (usually military, sometimes commercial). Entrepreneurs and forward-looking business owners adopted these hardy aircraft and adapted them to serve as corporate aircraft. Even today some operators continue to fly DC-3 and C-47s in business and commercial roles. Adapting these and other aircraft to a new role mostly focused on refitting their interiors into business-friendly form from their spartan military origins along with some updates to cockpit systems. The engines you had were the engines you got, however. The decade following the war’s end saw manufacturers begin to answer market demand with purpose-built business aircraft – jets, then turboprops. Not long after the emergence of Lockheed’s four-engine Pratt & Whitney-powered JetStar an engine upstart developed and offered an alternative to the JT12 turbojet – a firm then known as Garrett Turbine Engine Company. Garrett STC’d and sold a few dozen conversion packages by the time Lockheed co-opted the program and cut out the middle man by adapting the same Garrett TFE731-3 on new production. WORLD AIRCRAFT SALES MAGAZINE – March 2012

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Plane Sense on Engines

operator concludes in favor of an upgrade simply because the old engine design’s needs make it more expensive to overhaul than a new version in the same power range. Thus, when overhaul costs approach, or exceed the cost of a newer engine, the conversion and installation, all the other factors (climb, range and speed) become the icing on the cake. For less money, you could have more of everything you need from an aircraft powerplant. For some operators, however, the question of whether to upgrade now has a different set of considerations – as well as a sudden sense of urgency.

CONGRESS SETS A SOUND DEADLINE

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Today many other airframes benefit from these same improvements with new-generation engines available for decades-old airframes.

SUCCESSFUL UPGRADE = ECONOMIC WINNER Despite the above combination of improvements in three distinct cost areas, today the most-frequent rationalization is a fourth aspect that comes from an engine retrofit: overhaul costs versus acquisition costs. For many of today’s upgrades, the selling point focuses on engine overhaul periods. Whether it’s the 1,000 hours of decades ago or the 3,500 hours of many modern engines, that overhaul cycle may be planned on and saved for, but it’s generally still a cause for deep consideration of the costs. After considering the matter, many an www.AvBuyer.com

OVERHAUL ECONOMICS 101 - $K Lest anyone get an incorrect idea, the prospect of upgrading powerplants isn’t limited to jets. Operators of some turboprop models enjoy options too – with all the same gains and benefits of the jet-engine update. The most-frequent selling point to most upgrade programs centers on the overhaul costs of that old powerplant – versus the cost of a new replacement engine. For example, consider the overhaul costs of some PT6A turboprop engines. For some of the oldest engine models the costs can push $400,000

Garrett shortly afterward developed another TFE731-3 upgrade package, this one for Hawker Siddeley’s HS-125. As Lockheed did before it, British Aerospace ultimately adapted the TFE731-3 for new production Hawker 700s. That didn’t happen when Garrett turned its focus to Dassault’s iconic Falcon 20, dominating the market by converting most of the Falcon 20s flying to the new TFE731-5AR. These three conversions all set the mold by which future powerplant retrofits were gauged: they delivered improvements over the engines replaced with higher fuel efficiency, lower maintenance demands, longer life and higher available thrust. The thrust and fuel efficiency gains translated operationally into higher cruise speeds, improved climb rates, longer range and shortened en-route times.

Although few are still flying, enough still exist to make them a focus of congressional regulatory tinkering in the new FAA funding bill passed and signed last month. We refer, of course, to system access for aircraft with powerplants that meet only Stage 1 or Stage 2 noise guidelines. Last month in the FAA reauthorization bill Congress mandated that all old Stage 1 and Stage 2 jets must meet Stage 3 noiseemission standards by the end of 2015. This cut-off has been a long time coming, with delays, postponements, debates and more delays long after other parts of the world took the same step. In one rare compromise of this present Congress, the Senate and House conference committee negotiators reached an accord reconciling their different phase-out goals which was, for the House, December 31, 2016 and 2014 for the Senate. Now, like the early 1980s when a Stage 1 ban on commercial aircraft went into effect, the FAA is indicating that it will resist issuing waivers. “The alternatives have been around for most of these for a long time,” said one agency insider familiar with the past experience. Thus a small number of operators flying some of Business Aviation’s oldest hardware will need to make a choice: upgrade to a Stage 3 powerplant system (if such an upgrade exists), or upgrade to a compliant aircraft.

Aircraft Index see Page 4


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Plane Sense on Engines

replace 1960s-technology powerplants, operators generally enjoy fuel-consumption benefits ranging between 30 percent and 40 percent – as well as improved payloads, lower climb times and higher cruise speeds, thanks to higher residual power at cruise altitudes. Think about the elements of a successful upgrade and see if you can pick out the down side:

“ What makes it less expensive long-term are ancillary aspects of the upgrade.”

• •

You can upgrade for less than an overhaul, so that’s not it. The upgraded engine uses less fuel to produce more power…so that’s not it either. Cash registers will ring in lower fuel bills the first time you start those new fanjets up – so, the payoff never ends. The engines make more power at high altitude, which makes you faster… that’s another plus. You get to those higher altitudes faster, too, with shorter trips resulting – another positive.

There is one downside pending for failure to upgrade a Stage 1 or Stage 2 jet: namely the airspace-system lock-out starting on January 1, 2016.

MATTERS OF FINANCE…

– when for approximately $475,000 options exist that can replace many of those older engines on older-model airframes. Although that’s not cheaper at face value, what makes it less expensive long-term are ancillary aspects of the upgrade: •

• •

Longer inspection and overhaul cycles – both of which reduce hourly costs over the life of the engine; Lower specific fuel consumption; Higher power and, often a lighter installation, resulting in climb and cruise gains, as well as range gains from the speed increase realized; A full, new-engine warranty (something that overhauled engines typically cannot match).

Blackhawk and GE both offer significant packages for certain turboprops. For example, King Airs can be given upgrades by Blackhawk with PT6A powerplants of much newer design than the original equipment models. And GE offers King Air packages built around the Walter engine models it acquired a couple of years ago – and they are cost-competitive if not yet commonplace. Further, Blackhawk offers upgrades for other airframes built around the same philosophies applied to the King Air packages – among them a performance upgrade for Cessna’s popular Caravan and Conquest propjets, while owners of some Piper prop-

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jets also enjoy options offered by Blackhawk. Returning to GE, the company tapped Power 90 back in 2009 to serve as the preferred engine conversion for the King Air 90, naming Smyrna Air Center in Tennessee as the designated Walter engine installer for the King Air 90 using the M601E-11A engine.

THE JET SETS Remember the Falcon 20 upgrade mentioned earlier? Premier Aircraft LLC working with today’s version of Garrett - Honeywell offers the Falcon 50 Dash 4 upgrade for the French planemaker’s first triple-engine airframe, the Falcon 50. When the upgrade decision is made in light of the cost of overhauling or replacing a powerplant with the original model, the costs can be competitive – possibly even lower over the long run. Several powerplant upgrades exist for older Learjets, Beech Premier IA and Beechjet 400A airframes that offer attractive alternatives to sticking with the old engine, and Cessna’s early model Citations. In this last case it’s Sierra Industries that pioneered the use of modern Williams International FJ44 engines in place of the original on Citations, and Sierra offers multiple successful packages for Cessna Aircraft’s earliest light jets. A similar package exists for Learjet Model 25 from Spirit Wing, employing the Williams powerplants. Where modern 1990s-tech FJ44s www.AvBuyer.com

Tax treatment for an engine upgrade can often be depreciated on a shorter schedule than normal; with the help of a credible appraisal, a financing institution can often be shown how the amount sought is collateralized by the improvement itself. You could set up the payback on an accelerated schedule, plan staged upgrades, and within five years be flying an airplane that, five years prior, had all the appeal of a plane its age but now has the appeal, utility and reliability of something far newer…for far less money. Working with your accountant, an appraiser and a qualified avionics shop can help you plan around any major maintenance work due - particularly important when applied to something as major as an engine upgrade. Should Congress act as expected and extend through 2012 the 100-percent “bonus depreciation” that’s been in effect for two years now, an upgrade could be depreciated entirely in the year undertaken – or spread out for broader impact if your accountant prefers. Using the 100-percent bonus depreciation is not a ‘Fits-All-Situations’ act, accountants caution, and should be weighed on a tax-billby-tax-bill basis. But there can be no question that once that engine upgrade is complete the operator flies an aircraft with lower maintenance costs, better performance, and a higher market value – all at less than the cost of overhauling the old aircraft. Doesn’t that ring with the sound of success? ■ Aircraft Index see Page 4


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Plane Sense on Engines

Don’t Forget Life-Limited Components (And their impact on your maintenance budget). by Steve Watkins WORLD AIRCRAFT SALES MAGAZINE – March 2012

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Aircraft Index see Page 4

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hen you finally make the move from a reciprocating powered aircraft to a turbine powered aircraft, you are also moving from one type of engine overhaul to another. With reciprocating engines, the overhaul requirements are fairly simple and easy to understand, and just about anyone with a Powerplant Mechanics Certificate can do the job. A turbine powered aircraft overhaul is a little more complex. You have to take into consideration the most recently performed Mid Point Inspection (MPI) and Overhaul Inspection. You have to consider the hours that have been flown, or the calendar time elapsed since the last MPI or Overhaul. Overhauls and MPIs are all determined by hourly or calendar intervals. Some engine manufacturers even like to throw in an extra requirement based on not flying enough hours. All of these items make planning for the next engine inspection an interesting and challenging process.


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Plane Sense on Engines

“When you are planning your Overhaul/MPI inspections, one of the things you have to always consider are the LLC components installed in your engine.”

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Once you have determined when your next MPI or Overhaul is due, you might think you can then sit back and relax from the plethora of mind-numbingly complex considerations that were required in order to make your determination. You’d be mistaken, however…

DON’T FORGET THE LIFE LIMITED COMPONENTS! The engine manufacturers and regulatory agencies around the world decided that there was a need to set additional limits for some of the internal parts on a turbine engine that spin around at thousands of revolutions per minute, and are subject to extreme temperature changes. I happen to agree with these requirements, and feel they are actually more important than the Mid Point Inspection or Overhaul. These limits are referred to as cycles, and the parts involved are called Life Limited Components (LLCs). These can be everything from a major turbine hub down to a spacer located in the engine. The Mid Point Inspections and Overhauls as well as the Calendar Inspections can be exceeded by a small amount of hours or days with proper approval from the engine manuwww.AvBuyer.com

facturer and the Regulating Agencies. LLCs, however, cannot exceed their cycle limits and are required to be replaced before this limit is passed. The Life Limited Components are specified by the manufacturer, and finding the actual document that lists them can be as challenging as identifying the criminal in a ‘who-done-it’ mystery novel. Some manufacturers have the cycle limits spelled out in the Engine Maintenance Manual, others in a Service Bulletin, and still others in some other obscure location. A cycle in layman’s terms means that you have started the engine, advanced the throttles, and went to a certain temperature before reducing the throttle back to idle and shutting down the engine again. Maintenance managers need to be sure they understand the description of a cycle for their particular engine model as this can vary not only by manufacturer, but by the specific model. (As an example, the CF34 engine counts a cycle as one start, take off, and landing, but in certain circumstances, you have to add on a partial cycle based on Thrust Reverser usage. Until you have researched your particular engine, you should never automatically assume a cycle is equal to one flight. It always seems that a Life Limited Component reaches its limitation either before or after the MPI or Overhaul limitation. When you are planning your Overhaul/MPI inspections, one of the things you have to always consider are the LLC components installed in your engine. It would be nice if you could use a mathematical formula to figure out how many cycles will be used in a given number of hours or days, but I have never had any luck in coming up with this equation, so it ends up being a “calculated guess.” Using this calculated guess, you then must decide whether to replace the LLCs before they reach their life limit, or run them to their life limit and then enter the engine for replacement.

COSTS: NEW OR CONTINUED-TIME REPLACEMENT PARTS? Having a skilled engine program manager to determine the most economical decision with respect to a turbine engine is critical. The decision is not only when to replace an LLC, but which replacement LLCs to purchase. You have the options of installing a new or continued-time part. Continued-time parts were once installed in another engine and part of the maximum cycles were used, but the component is still usable for the remaining cycles. The used components usually come at a discounted price, based on the number of cycles that have been used and the number Aircraft Index see Page 4


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life limit of 5,000 cycles if you can find a continued-time part that will reach the next access period. All this may sound very complicated and more than you ever wanted to know about turbine engine Life Limited Components but, at JSSI, we deal with it every day and understand how these complex decisions can impact your maintenance budget, as well as the availability of your aircraft.  Steve Watkins is Technical Services Manager, Western Region for Jet Support Services, Inc. (JSSI). Steve has been an A&P mechanic, IA and Private Pilot for over 35 years and was a Designated Mechanics Examiner in Wichita, KS and Long Beach, CA. He has also spent time as Director of Maintenance and Chief Inspector for various FAR 135 and FAR 145 operations, owned his own maintenance shop as well as instructed at an A&P technical school and is an active member of the AMT Society.  Contact Steve at: SWatkins@jetsupport.com ■

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Plane Sense on Engines

of cycles still remaining before the life limit is reached. If a new disc price is $50,000.00 and has a cycle life limit of 5,000 cycles, this new disc will cost $10.00 per cycle. If 2,500 cycles have been used in the previous engine, then the cost of the disc would be based on the 2,500 cycles remaining at $10 per-cycle or $25,000. These continued time components will usually be discounted below the new component cycle cost and can save you a substantial amount on the replacement cost. A variable to consider when determining to buy new or continued-time components is the projected number of cycles after your current work is completed until the next time the engine will be torn down to the same point to access this component again. If you can procure a continued time component that has sufficient cycles remaining to reach the next time you have access, this will usually save a substantial amount of cost over buying a new component. You also need to take into consideration your projected ownership of the engine. If you plan on keeping an aircraft for five years after the LLCs are replaced and you use 150 cycles per year, it does not make much economic sense to install a new LLC that has a

“These continued time components will usually be discounted below the new component cycle cost and can save you a substantial amount on the replacement cost.”

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Duncan Aviation technicians close up pylon panels after performing some engine run leak checks at the company's Lincoln, Nebraska, full-service facility. (Photo courtesy of Duncan Aviation, Inc.)

Guaranteed Maintenance Programs: Decreasing surprises and increasing resale value. by Lori Johnson WORLD AIRCRAFT SALES MAGAZINE – March 2012

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ccasionally, financial surprises can be good. Windfalls like selecting a winning combination on a lottery ticket or finding out you are the main beneficiary in a long-lost relative’s will are quite rare. Usually, financial surprises go the other direction, making a red mark in your checkbook and deducting from your bottom line. When it comes to operating an aircraft during today’s economic times, financial surprises are certainly something most aircraft managers try to avoid. That is likely why guaranteed maintenance programs for Business Aviation aircraft have increased in popularity. These maintenance programs provide coverage for almost all engines, auxiliary power units (APUs), airframes and even avionics found on most jets, turboprops and helicopters flying today. Offered by original equipment manufacturers (including RollsRoyce’s CorporateCare program) and one major independent company

Aircraft Index see Page 4


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Plane Sense on Engines Tom Kobe, an Engine Line Technician III at Duncan Aviation's Battle Creek, Michigan full-service facility reassembles an engine after a Hot Section Inspection. (Photo courtesy of Duncan Aviation, Inc.)

(Jet Support Services, Inc.), maintenance programs also affect the resale of an aircraft.

HOW DOES IT WORK?

”The engine program is huge. It lets you operate like you have zero time on the engines.” - Fletcher Aldredge, Vref

WORLD AIRCRAFT SALES MAGAZINE – March 2012

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THE EFFECT ON AIRCRAFT VALUE Those working in the transaction side of Corporate Aviation agree that whether or not an aircraft is on a maintenance program has a direct effect on the value of the aircraft and even the length of time it remains on the market. Nicholas Cerretani, president of Cerretani Aviation Group, LLC says an engine maintenance program almost always enhances the value of an aircraft in two ways. “First, an engine program has an objective value because it is essentially a pre-payment for scheduled maintenance and overhaul events in the future. “Secondly, it has a subjective value in that it protects the owner from potentially large expenses related to an unscheduled failure of an engine or engine component.” Fletcher Aldredge, publisher of Vref, a well-known aircraft price guide, agrees that maintenance programs affect the resale value of an aircraft. “The engine program is huge,” he says. “It lets you operate like you have zero time on the engines.” To quantify that value, you need to look at what the majority of an aircraft’s make and model fleet has by way of a maintenance plan. Most jets are priced with an engine program, Aldredge says. Typically, Vref and the Aircraft Blue Book valuations include the program in their selling price, subtracting from an aircraft’s value if the engines are not on a program. Most jet aircraft are on an engine program, but it varies by fleet with program participation rates of anywhere from 50-90%. Most aircraft - Aldredge continues - if they have an engine program will

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Aircraft maintenance programs provide maintenance coverage for a fixed price per hour. This helps those managing the various maintenance aspects of an aircraft in setting – and meeting – a maintenance budget. Engine plans are by far the most popular guaranteed maintenance programs available. That is because the cost of engine overhauls or core zone inspections (CZIs) can be staggering, and that doesn’t even include unplanned maintenance events. Louis C. Seno, Chairman and CEO of Jet Support Services, Inc. (JSSI), explains that engine maintenance costs are generally inexpensive until they are due for “heavy” maintenance or require unscheduled maintenance. Heavy maintenance can include a hot section inspection (HSI)/major periodic inspection (MPI) or an overhaul/CZI. For a long-range business jet, an engine HSI can easily cost more than $250,000 for each engine while an engine overhaul can easily cost in excess of $500,000 for each engine. In addition to the scheduled HSI or overhaul, opening an engine for inspection subjects all of the cycle-limited components within the engine, like turbine wheels and blades, to repair or replacement. It is not unheard of to have a final bill increase by two or three hundred percent due to unexpected repairs required for these components. In addition to paying for the maintenance and inspection expenses, many guaranteed engine maintenance programs are comprehensive, covering things beyond those maintenance events. This can include consumables, recommended and required service bulletins, engine removals and replacements, loaner engine rentals and replacement of lifelimited parts. According to Seno, JSSI even includes engine repairs not directly related to

a Foreign Object Damage (FOD) claim through its insurance, as well as an option to cover expenses for supplemental lift that could be required while an aircraft is down due to engine repair or overhaul. With a guaranteed maintenance program, the aircraft operator pays a set amount of money. This amount is on a per-hour basis and is determined by contract, depending on the make and model of the aircraft and the type of plan the operator chooses. This money may be put into a trust account so that as engine maintenance expenses occur, the money is drawn out to pay for the expenses. Since the money put into the account is accrued on a per-hour basis, it is much easier to budget for the future than with “pay-as-you-go” engine maintenance. As engine maintenance programs became more popular, companies began looking at offering the same types of programs for other areas of the aircraft so that today operators can put APUs, airframes, avionics and passenger cabin equipment on guaranteed hourly cost maintenance programs.

Aircraft Index see Page 4


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Plane Sense on Engines

Roger Green, an Engine Line Technician III at Duncan Aviation's Battle Creek, Michigan full-service facility reassembles an engine after a Hot Section Inspection. (Photo courtesy of Duncan Aviation, Inc.)

finance companies like to mitigate their risk when it comes to the value of their secured assets, engine programs are strongly preferred by most lenders,” Cerretani says. Purchasers need to be aware of that. Seno adds that experienced lenders understand the value of hourly cost maintenance programs, which assure the lender that the asset is being maintained during the financed term. When the asset is returned to the lender, the money has already been accrued for future maintenance, securing the investment and obviously increasing the resale value. have an APU one too. Doug Kvassay, an aircraft sales representative for Duncan Aviation agrees. “The engine program is the big one that affects the aircraft’s value. The value is usually equal to the amount paid in. For engines, as you are funding hours used, the value is the same as zero time.” Cerretani and Kvassay both outline that different maintenance programs affect aircraft value in differing degrees. “The APU maintenance programs work in the same way engine programs do,” Cerretani says. “But since the expenses related to APU maintenance are typically far smaller, these programs have a much smaller effect on the value.” Kvassay adds that he has recently seen an up-tick in the number of aircraft on APU programs, likely because the expense of APU inspections has increased significantly in recent years and operators are seeing larger out-the-door costs on these units. Airframe and avionics maintenance programs are less popular, according to Cerretani. “They frequently do not have the ease of transferability as engine programs, so they are not a ‘must-have’ option for any particular fleet. Typically, these programs do not significantly affect the sales price of an aircraft.” Nevertheless, these plans are gaining traction according to Aldredge, “but the jury is still out. If the aircraft has one it would be a benefit, it’s just harder to quantify.”

from new aircraft buyers to enroll their engines, APU and even airframe at the time of purchase because they see the value,” Seno outlines. “Our programs complement an OEM warranty and our rates reflect the warranty status, so getting an aircraft enrolled early can be advantageous. “On the pre-owned acquisition side, we make it easy for buyers to enroll without a large buy-in of cash with our Pro-Rata option. The Pro-Rata option will cover 100% of unscheduled maintenance from time of enrollment, and calculates the cost allocations for inspections and overhauls depending on hours flown before enrollment.” Seno adds that most aircraft transactions involve a maintenance program in one way or another, including transferring the existing program with the sale of a pre-owned aircraft. “Because we are an independent program provider, we can also offer sellers the option to transfer their existing equity to a different aircraft make/model that they may be purchasing as a replacement.” Kvassay adds that another maintenance plan of sorts that those in the market for an aircraft might hear about is a Parts Plan. These plans, like Cessna’s ProParts or Bombardier’s SmartParts, charge hourly rates for coverage for the cost of certain replacement parts an aircraft may require. “An operator should understand that these programs don’t include the labor rates associated with replacing those parts,” he outlines.

ADDING A PROGRAM AT TIME OF PURCHASE

DO AIRCRAFT FINANCIERS HAVE A PREFERENCE?

If an aircraft is not on a maintenance program at the time of its sale, its new owner can look at enrolling it into a program, Kvassay says. The cost can be quite expensive, depending on the plan and its features, but it can be well worth it in the marketplace. “We continue to see increasing interest

Another thing aircraft purchasers might discover is that the financial institutions they wish to use if they finance their aircraft might have some maintenance program requirements of their own. “Since engines are the single largest variable in the value of an aircraft, and banks and

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WORLD AIRCRAFT SALES MAGAZINE – March 2012

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PEACE OF MIND Just as it is with other forms of insurance, be it life, fire or theft, the main benefit of maintenance programs comes down to peace of mind. Operators can rest easier with the assurance that their budget won’t be blown with a large repair bill, and financial institutions have the assurance that if they get the aircraft back, they won’t be stuck with the cost of engine overhauls or CZIs. In addition to financial peace of mind, some of these programs can provide operators with technical and logistical peace of mind too. One of the selling tools used by maintenance program providers is the support an operator can receive, especially when they are in an Aircraft on Ground (AOG) situation. Most maintenance plans include technical advice and expertise when an aircraft is down and provide operators with muchneeded help to get them back in the air as quickly as possible. The bottom line on guaranteed maintenance programs is that they assure predictable budgets and peace of mind to the aircraft owner, operator, manager and financier.  Lori Johnson has nearly 20 years of experience in Business Aviation and is currently the Marketing Communications and Programs Manager with Duncan Aviation, the largest family-owned MRO provider in the world. She also works closely with the National Aircraft Resale Association, an organization of turbine aircraft brokers, dealers and support service providers.  Do you have any questions or opinions on the above topic? Get them answered/ published in World Aircraft Sales Magazine. Email feedback to: editorial@avbuyer.com ■ Aircraft Index see Page 4


1,;:-69044,+0(;,3,(:, *(33;/,*655,?065;6+(@ An IntelliJet Company

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INSIDE MAINTENANCE - DATABASE UPDATES

Database Updates Regulatory relief could be coming. by Dave Higdon

106

WORLD AIRCRAFT SALES MAGAZINE – March 2012

or decades, updating cockpit airborne systems required periodic updates to simple databases. This involved jobs that often required a certified technician even when the aircraft only flew FAR 91. Otherwise, most of the updating needed in the cockpit involved receiving and filing scores of paper documents, updated charts, approach plates and procedures for instrument arrivals and departures. That was something that each aviator handled in their own way, and although some flight departments provided a systemic approach, the job remained one for the cockpit crew to assure. The cockpit-system data was largely the contents of an airport facilities directory, with airport data and radio-frequency info. Today’s cockpits increasingly employ avionics systems with deep database needs – data for the navigation system; for the terrain and obstacle-awareness systems; for charts

F

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and for plates…all of which used to come exclusively on paper. Many of these systems employ front-mounted slots to accept one of today’s many solid-state memory cards – cards loaded with data for updating the avionics memory banks. For some operators, maintaining those databases can be complicated even by parttime use of the aircraft in some commercial type of operation. FAA rules currently restrict update jobs to maintenance technicians for those types of operations, regardless of the nature of the equipment. That may be as simple as a private jet operator whose aircraft spends a few days per month flying for a management firm under a leaseback program or other management structure. An acquaintance, for example, who operates a light jet with an avionics suite that can be updated via front-loading card slots finds himself in just this situation. His aircraft spends a few days per month flying for a management firm under a leaseback Aircraft Index see Page 4


INSIDE MAINTENANCE - DATABASE UPDATES

program. As a savvy computer user, he did his own updates every 28 days – as is allowed for FAR 91 operators - until the aircraft went to work for a leaseback client for three days a month. “The rules for FAR 135 could conceivably be construed to conclude I can’t update my own database when I exclusively use my aircraft under FAR 91,” he said. “Now, to be on the safe side, I update, make the logbook entry and have my IA (Inspection Authorization) mechanic check the function and sign it off – just in case.” If he didn’t do it thus, a ramp check when the airplane is with the leaseback user could show the update was done by the owner/pilot, with the net result being that the airplane is grounded until an authorized technician could get to the location with a database update to load. But it doesn’t end there. Aircraft with such pilot-serviceable cockpit avionics are specifically barred from updating their dataAdvertising Enquiries see Page 8

bases for aircraft operated under Parts 121, 125, 129, 133 and 137 – as well as the work-a-day Part 135 operations. And then there’s the databases for portable devices beginning to show up as Electronic Flight Bags in cockpits operated under rules for private and commercial purposes. The needs and requirements of these databases add another element of confusion to conversations about database maintenance. To its credit the FAA recognized the issue, and developed a Notice of Proposed Rulemaking (NPRM) seeking to liberalize the rules. Sadly, from the perspective of many, the FAA’s attempt falls short and would not serve as the broad solution the agency intended. www.AvBuyer.com

PREVENTIVE MAINTENANCE BY THE BOOK While licensed maintenance technicians are all allowed to perform these updates, pilots who own or fly a given aircraft are also allowed to legally “perform preventive maintenance on any aircraft owned or operated by that pilot which is not used under Part 121, 129 or 135.” That latitude from the FAA, a vestige of aviation’s early years, has always been viewed as an important allowance for individual aircraft owners and, in particular, small operators flying under FAR 91. Appendix A to FAR Part 43 has long been the ❯ WORLD AIRCRAFT SALES MAGAZINE – March 2012

107


INSIDE MAINTENANCE - DATABASE UPDATES repository of knowledge for pilots and operators interested in participating in their aircraft’s upkeep and maintenance – and for operators interested in controlling costs. And it’s long been a dynamic document, with changes over time to accommodate new knowledge, technology or equipment. As an example, pay particular attention to item 32 on this comprehensive list. The language supports the FAA’s stated goal already – but language elsewhere in FAR 43 basically erases this ability for all but FAR 91 operators. Sadly, according to a number of sources in avionics, and a number of association officials, the FAA’s proposal fails to accomplish the agency’s stated goal because it removes database updates from the Appendix A list and drops it into requiring licensed technicians – the exact opposite of intent. According to the Aircraft Electronics Association (AEA), the NPRM does not reach its intended audience and compromises the maintenance regulations in the process. “In the NPRM summary, the FAA claims it is proposing to ‘amend the maintenance regulation by removing from preventive maintenance category the task of updating databases used in self-contained, front-panel or pedestal-mounted navigation equipment,’” AEA notes. “The proposal continues by stating, ‘This change would allow pilots who operate certificated aircraft to update the specified databases and eliminate the requirement for certificated mechanics or repair stations to perform the update.’ However, the FAA changes the task from a ‘preventive maintenance task’ and makes the task a full maintenance task.” The rub is the opposite of what the FAA intended – assuring even Part 91-only operators would have to avail themselves of a licensed technician every time the navigation database was to be updated.

SIMPLER ALTERNATIVES IN SIGHT Ric Peri put forth a pair of better ideas as vice president of government and industry affairs for AEA. First, FAR 43.3 could be amended similar to FAR 43.3(h) or (i) which could provide pilots operating under Parts 121, 129 or 135 the authority to perform preventive maintenance limited to Part 43 Appendix A, paragraph (c)(32) – the paragraph covering updating databases for panel-mounted navigation systems. The second option available but not considered would be to remove Appendix A paragraph (c)(32) from Part 43 and move the contained database updating responsibility to Part 91 under the general operating and flight rules. According to Peri, should the responsibility and authority be moved to Part 91 the instructions and limitation could be included

108

WORLD AIRCRAFT SALES MAGAZINE – March 2012

We can’t forget the increasingly deep data needed by our panel-mounted and portable GPS navigation systems. in the aeronautical information manual. AEA even suggested opening up this latitude to systems with update portals located elsewhere on the aircraft – such as a remote avionics bay sporting the same sort of slots or update portals. Authority to update databases would still remain limited to these conditions: 1. No disassembly of the unit is required. 2. The pilot has written procedures available to perform and evaluate the accomplishment of the task. 3. The database is contained in a fieldloadable configuration and imaged on a medium memory, such as a compact disc read-only memory, synchronous dynamic random-access memory, or other nonvolatile memory that contains database files which are non-corruptible upon loading, and where integrity of the load can be assured and verified by the pilot upon completing the loading sequences.

THE DATABASE SATURATION SITUATION Of course, modern navigation systems exist in today’s form solely because of the related revolutions in microprocessors and in highdensity data storage technologies that gave us massive amounts of internal memory for our desk- and lap-top computers, but also our smartphones, tablet computers and, of course, avionics equipment. Today the systems that benefit from these parallel advances include a host of other safety technologies with their own dataupdate needs. For example, terrain and obstacle avoidance systems depend on highdensity terrain databases that compare a GPS www.AvBuyer.com

position to the terrain data for that location. Synthetic Vision Systems employ a different form of similar data to construct their three-dimensional views of the world around the aircraft – elevation increases and decreases, and all. And we can’t forget the increasingly deep data needed by our panel-mounted and portable GPS navigation systems – data that’s grown beyond runways and frequencies to include terrain and approach, and arrival and departure procedures, runway diagrams and programming to animate the images on our cockpit display screens, whether multifunction display, primary flight display or some other stand-alone screen. A regulation that allows pilots to update any of these systems – as long as the systems fall within the proscribed conditions – is the ultimate answer, according to avionics shops and AEA. That solution would serve the FAA’s stated desire “to ensure that pilots using specified navigation equipment have the most current and accurate navigation data, and thereby increase aviation safety.” The AEA noted it “generally supports the intent to allow pilots to install air traffic control navigational software databases, regardless of the type of aircraft operations, “However, the AEA does not support this proposed regulation as written.” Alternatives appear viable. But in the meantime, be sure you’re following the old rules: They’re still in effect.

❯ Do you have any questions or opinions on the above topic? Get them answered/published in World Aircraft Sales Magazine. Email feedback to: editorial@avbuyer.com Aircraft Index see Page 4


1990 Gulfstream IV • s/n 1145 • N569CW

6,064 TTAF Hours, 455/455 SOH by Dallas Airmotive, 6 Tube EFIS SPZ-8000, TCAS II w/ CH 7, 8.33 Spacing, FM Immunity, Enhanced Flight ID Transponders, EGPWS w/Windshear, Digital Flight Recorder, APU on MSP, Fresh ASC-469 and 24 Mo. Items c/w GAS, Savannah, GA. 6-2011, Avionics on HAPP, Airshow 400 w/4 Monitors. No Damage, Excellent Pedigre

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

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

2008 Gulfstream G200 • s/n 187 • VP-BPH

2008 Gulfstream G200, 740 TT, 400 TC, Engines on ESP Gold, Autothrottles, FDR, Jumpseat, Sat Com, Airshow, No Damage, One Owner Since New, Motivated Owner Seeks Offer

Also Available: • 2001 Lear 31A, 1,980 TT, Jar Ops, TR’s, Cargo Door, Raisbeck Lockers, Airshow, Satcom, 12 year Inspection + A-D Inspections Underway Now, No Damage, Motivated Owner • 1996 King Air 350, 6,500H, RVSM, Raisbeck Mods, Fresh Hots, Fresh Inspections Underway, Recent Paint and Interior • 1996 Blackhawk C90B, SN LJ-1451, 3,475 TT, 760/760 Since New -135A Engines, 4 Blade Props, Good Cosmetics, Will Trade Towards B200GT or Hawker 400X Contact: Pat Hosmann, Jr. Tel: +1 (954) 377 0320 Cell: +1 954 591 4490 acsales@scross.com · www.scross.com · Twitter: SCrossAviation Ft. Lauderdale, FL · Charlotte, North Carolina · Sao Paulo, Brazil


❯ April Issue:

AIRCRAFT SPECIFICATIONS: TURBOPROPS

Businessliners

❯ May Issue: Ultra Large Cabin & Ultra Long Range Jets

Aircraft Performance & Specifications ❯ June Issue: Large Jets

❯ July Issue:

Medium Jets

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

T

numbers for all models. This month’s category of aircraft Turboprops – appears overleaf, to be followed by Businessliners 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. If there are any other ways in which we

DESCRIPTION OF COST ELEMENTS

baggage volume not accessible in flight (nacelle lockers, etc.).

The following describes the content of each cost element used in The Aircraft Cost Evaluator. There are no sales taxes included in these costs.

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.).

VARIABLE COST PER HOUR Includes fuel, maintenance reserves for routine maintenance, engine/ propeller/APU reserves, and miscellaneous expenses. SPECIFICATIONS - GENERAL: CABIN DIMENSIONS Cabin Height, Width, and Length are based on a completed interior. On “cabin-class” aircraft, the length is measured from the cockpit divider to the aft pressure bulkhead (or aft cabin bulkhead if unpressurized). For small cabin aircraft, the distance is from the cockpit firewall to the aft bulkhead. Height and width are the maximum within that cabin space. Cabin Volume is the interior volume, with headliner in place, without chairs or other furnishings. Cabin Door Height and Width are the measurements of the main passenger cabin entry door.

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.

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

SPECIFICATIONS PERFORMANCE RANGE: • Range - Seats Full is the maximum IFR range of the aircraft with all passenger seats

110

WORLD AIRCRAFT SALES MAGAZINE – March 2012

can improve the content or presentation of this information, please let us know. ❯ Tel: +44 (0) 208 255 4000; Fax: +44 (0) 208 255 4300; Email: editorial@avbuyer.com. © 2011 Conklin & de Decker Associates, Inc., P.O. Box 1142, Orleans, Massachusetts, 02653, Tel. 508-255-5975, www.conklindd.com

occupied. This uses the NBAA IFR alternate fuel reserve calculation for a 200 N.Mi. alternate. This is used for jet and turboprop aircraft. • Ferry Range - is the maximum IFR range of the aircraft with the maximum fuel on board and no passenger seats occupied. This uses the NBAA IFR alternate fuel reserve calculation for a 200 N.Mi. alternate. This is used for jet and turboprop aircraft. • VFR Range - Seats Full is the maximum VFR range of the aircraft with all passenger seats occupied. This is used for all helicopters and piston fixed-wing aircraft. • VFR Ferry Range - is the maximum VFR range of the aircraft with the maximum fuel on board and no passenger seats occupied. This is used for all helicopters and piston fixedwing 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 singleengine 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 dis-

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tance is computed using FAR 121 criteria. This takes the landing distance from 50/35 feet (depends on certification criteria) and multiplies that by a factor of 1.667. No credit is given for thrust reversers. Configuration is with four passengers and NBAA IFR Fuel Reserve on board. For fixed-wing piston aircraft, this figure is the landing distance over a 50 foot obstacle. RATE OF CLIMB (Ft/Min) The rate of climb, given in feet per minute, is for all engines operating, at MTOW, ISA conditions. One Engine Out rate of climb is for one engine inoperative rate of climb at MTOW, ISA. CRUISE SPEED (Knots True Air Speed - KTAS) Max Cruise Speed - is the maximum cruise speed at maximum continuous power. This may also be commonly referred to as High Speed Cruise. Normal cruise speed is the recommended cruise speed established by the manufacturer. This speed may also be the same as Maximum Cruise Speed. Long Range Cruise is the manufacturer’s recommended cruise speed for maximum range. ENGINES The number of engines, manufacturer and model are shown. Aircraft Index see Page 4


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CA RA VA N 20 8 CA CE RA SS VA NA N/ 20 CA 8B RG CE GN O SS PO D NA D CA 20 RA 8B VA DA N/ GR CA HE AN RG RD SO O CA PO CA RA D T VA DA A N TB HE M R70 SO 0C CA 2 TA EX TB TR M A AI 85 RC 0 RA PI F T PE EX R TR M A ER 50 ID I 0 A PI N LA P A TU 46 S PC TP -1 2 PI LA TU S PC -1 2 NG CE SS NA

CE SS NA

20 8

AIRCRAFT SPECIFICATIONS: TURBOPROPS

SINGLE TURBOPROP

VARIABLE COST PER HOUR $

$614.01

$620.69

$628.14

$621.46

$740.94

$863.88

$386.74

$622.14

$871.87

$886.92

CABIN HEIGHT FT.

4.5

4.5

4.5

4.5

4.1

4.1

4.08

3.9

4.75

4.75

CABIN WIDTH FT.

5.3

5.3

5.3

5.3

4

4

4.83

4.2

5

5

CABIN LENGTH FT.

12.8

12.8

16.4

16.4

10

10

13.5

12.3

16.9

16.9

CABIN VOLUME CU.FT.

254

254

340

340

120

120

-

120

326

330

DOOR HEIGHT FT.

4.2

4.2

4.2

4.2

3.9

3.9

-

3.8

4.5

4.5

DOOR WIDTH FT.

4.08

4.08

4.08

4.08

3.5

3.5

-

2

2

2

BAGGAGE VOL. INT. CU.FT.

33

33

33

33

30

30

-

20

34

40

BAGGAGE VOL. EXT. CU.FT.

-

84

112

-

5

5

-

-

-

-

CREW #

1

1

1

1

1

1

1

1

1

1

SEATS - EXECUTIVE #

9

9

9

9

5

5

5

5

7

7

MTOW LBS

8000

8000

8750

8750

7394

7394

4696

5092

10450

10450

MLW LBS

7800

7800

8500

8500

7024

7024

4409

4850

9920

9921

B.O.W. W/CREW LBS

4951

5131

5431

5251

4889

4589

3297

3636

6565

6782

USEABLE FUEL LBS

2224

2224

2224

2224

1887

1910

1154

1140

2704

2704

PAYLOAD WITH FULL FUEL LBS

860

680

1130

1310

654

931

245

358

1226

1009

MAX. PAYLOAD LBS

2849

2669

3069

3249

1143

1443

1022

1214

2475

2257

RANGE - SEATS FULL N.M.

224

526

657

435

1000

1102

560

489

1340

1309

MAX. RANGE N.M.

946

779

761

916

1200

1214

1444

1091

1660

1635

BALANCED FIELD LENGTH FT.

2055

2260

2720

2420

3100

3100

2115

2000

2450

2450

LANDING DIST. (FACTORED) FT.

2508

2508

2625

2625

3750

3750

3667

1950

2783

2783

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

1234

1175

925

975

1570

2005

1637

1556

1680

1920

-

-

-

-

-

-

-

-

-

-

MAX. CRUISE SPEED KTAS

186

186

186

184

292

320

225

267

261

280

NORMAL CRUISE SPEED KTAS

175

175

182

182

290

316

205

262

261

268

L/RANGE CRUISE SPEED KTAS

147

147

156

156

255

255

188

225

209

209

1

1

1

1

1

1

1

1

1

1

PT6A-114A

PT6A-64

PT6A-42A

PT6A-67B

PT6A-67P

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

ENGINES # ENGINE MODEL

PT6A-114A PT6A-114A PT6A-114A

PT6A-66D 250-B17F/2

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

112

WORLD AIRCRAFT SALES MAGAZINE – March 2012

www.AvBuyer.com

Aircraft Index see Page 4

U


QU ES T

AI RC RA FT SO KO LO DI Y AK 20 7 TE XA S TU RB IN BL ES AC SU KH PE AW RV K AN KI CE 90 N SS G 0 NA AI R CO C9 NQ 0 XP CE UE 13 SS ST 5A NA I CO NQ CE UE SS ST NA II10 CO NQ HA UE W ST KE IIR 8 BE EC KI HC NG RA AI FT R KI C9 NG 0A AI KI R NG C9 AI 0 R C9 0B

AIRCRAFT SPECIFICATIONS: TURBOPROPS

SINGLE TURBOPROPS

VARIABLE COST PER HOUR $

SMALL TWINS

$590.42

$417.38

$646.61

$1,230.68

$1,211.10

$1,111.39

$1,210.79

$1,205.48

$1,176.44

$1,046.24

CABIN HEIGHT FT.

4.5

4.13

4.5

4.8

4.3

4.3

4.3

4.8

4.8

4.8

CABIN WIDTH FT.

4.8

3.67

5.3

4.5

4.6

4.6

4.6

4.5

4.5

4.5

CABIN LENGTH FT.

15.5

12

16.4

12.4

11.3

14.35

14.35

12.4

12.4

12.4

CABIN VOLUME CU.FT.

248

-

340

227

193

235

235

227

227

227

DOOR HEIGHT FT.

4.1

-

4.2

4.3

4.25

4.25

4.25

4.3

4.3

4.3

DOOR WIDTH FT.

4.1

-

4.08

2.25

2.1

2.08

2.1

2.3

2.25

2.25

BAGGAGE VOL. INT. CU.FT.

38

-

33

48

31

51

51

54

54

48

BAGGAGE VOL. EXT. CU.FT.

-

-

112

-

33

26

26

-

-

-

CREW #

1

1

1

2

2

2

2

2

2

2

SEATS - EXECUTIVE #

5

7

9

5

5

6

6

5

5

5

MTOW LBS

7255

4000

8750

10100

8600

9850

9850

9650

10100

10100

MLW LBS

6690

4000

8500

9600

8000

9360

9360

9168

9600

9600

B.O.W. W/CREW LBS

3975

1800

5200

7210

5402

6200

6200

6175

7000

7210

USEABLE FUEL LBS

2110

900

2224

2573

2452

3183

3183

2573

2573

2573

PAYLOAD WITH FULL FUEL LBS

1220

1300

1361

377

821

542

542

902

587

377

MAX. PAYLOAD LBS

2515

2200

3300

2950

1598

2300

2300

3535

3100

2950

RANGE - SEATS FULL N.M.

524

400

618

739

836

1500

1200

840

830

640

MAX. RANGE N.M.

845

500

857

1174

1180

1900

1720

900

1125

940

BALANCED FIELD LENGTH FT.

1720

1370

1742

4519

4100

4400

4400

-

5300

4519

LANDING DIST. (FACTORED) FT.

1933

1412

2692

4007

3283

2917

2917

-

4000

3692

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

1338

1250

1385

1953

1861

2435

2435

1955

2000

2010

-

-

-

474

357

715

715

539

580

495

MAX. CRUISE SPEED KTAS

180

153

197

270

265

320

300

223

250

250

NORMAL CRUISE SPEED KTAS

154

150

170

270

259

319

291

217

234

234

L/RANGE CRUISE SPEED KTAS

133

150

156

206

207

253

253

217

195

195

1

1

1

2

2

2

2

2

2

2

PT6A-34

250-C20S

TPE 331 -12JR

PT6A-135A

PT6A-112

PT6A-21

PT6A-21

PT6A-21

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

ENGINES # ENGINE MODEL

TPE 331-10 TPE 331-8

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.

114

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Aircraft Index see Page 4

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BE EC HC RA FT KI BE NG EC AI HC HA R RA W C9 KE FT 0G R K T BE IN G E CH HA AI R CR W C9 KE AF 0G R T KI BE Ti N EC G HA HC AI W R RA KE C9 F T R 0G KI BE Tx NG EC HA AI HC R W RA C9 KE FT 0S R KI BE E NG EC M HC AI 7 R RA AE E9 FT RO 0 KI SP N AC G M AI E 7 M R AE ER F9 RO 0LIN 1 SP 30 AC 0 M /1 E U11 M 2 ER C M LIN AR III QU A IS (M E U( M 2B U-4 2B 0) -6 0) HA W KE R

HA W KE R

AIRCRAFT SPECIFICATIONS: TURBOPROPS

SMALL TWINS

VARIABLE COST PER HOUR $

$1,176.93

$1,160.82

$1,160.52

$1,074.16

$1,358.77

$1,404.48

$1,288.26

$1,571.70

$1,079.87

$1,078.86

CABIN HEIGHT FT.

4.8

4.8

4.8

4.8

4.8

4.8

4.8

4.8

4.3

4.3

CABIN WIDTH FT.

4.5

4.5

4.5

4.5

4.5

4.5

5.2

5.2

4.8

4.8

CABIN LENGTH FT.

12.4

12.4

12.4

12.4

12.4

12.4

17.4

17.4

16.1

8.1

CABIN VOLUME CU.FT.

227

227

227

227

227

227

251

251

265

120

DOOR HEIGHT FT.

4.3

4.3

4.3

4.3

4.3

4.3

4.5

4.4

3.8

3.8

DOOR WIDTH FT.

2.25

2.25

2.25

2.25

2.25

2.25

2.16

2.1

2.3

2.3

BAGGAGE VOL. INT. CU.FT.

48

48

48

48

54

54

76

76

44

6

BAGGAGE VOL. EXT. CU.FT.

-

-

-

-

-

-

29

29

-

37

CREW #

2

2

2

2

2

2

2

2

2

2

SEATS - EXECUTIVE #

5

5

5

5

5

5

6

6

6

5

MTOW LBS

10100

10100

10485

10100

10100

10950

12500

12500

11575

10470

MLW LBS

9600

9600

9700

9600

9700

10950

12500

12500

11025

9955

B.O.W. W/CREW LBS

7200

7200

7235

6625

7000

7500

8415

8000

8100

7400

USEABLE FUEL LBS

2573

2573

2573

2573

3176

3149

4341

4342

2700

2700

PAYLOAD WITH FULL FUEL LBS

387

387

737

902

-76

381

-156

158

825

420

MAX. PAYLOAD LBS

2306

2306

2143

3205

3100

2100

4085

4500

1850

2300

-

-

903

640

730

941

1290

1445

784

840

MAX. RANGE N.M.

981

981

1152

940

1337

1330

2020

2090

1113

1220

BALANCED FIELD LENGTH FT.

4519

4519

3888

4519

4329

5400

5100

5100

3400

3520

LANDING DIST. (FACTORED) FT.

4007

4007

4002

3692

3584

5292

4083

3667

4583

4917

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

1953

1953

1953

2000

1870

2380

2800

2530

1900

2000

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

474

474

474

554

470

600

800

620

425

500

MAX. CRUISE SPEED KTAS

270

270

274

250

244

265

295

283

300

315

NORMAL CRUISE SPEED KTAS

-

-

274

234

244

252

285

260

290

304

L/RANGE CRUISE SPEED KTAS

206

206

204

195

198

213

270

-

280

270

2

2

2

2

2

2

2

2

2

2

PT6A-21

PT6A-28

RANGE - SEATS FULL N.M.

ENGINES # ENGINE MODEL

PT6A-135A PT6A-135A PT6A-135A

PT6A-135A TPE 331-10U TPE 331-3U TPE 331-10 TPE 331-10

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.

116

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Aircraft Index see Page 4

U


MONDAY, MAY 14; TUESDAY, MAY 15; & WEDNESDAY, MAY 16, 2012 PALEXPO AND GENEVA INTERNATIONAL AIRPORT GENEVA, SWITZERLAND

GENEVA, SWITZERLAND

LEARN MORE AT

www.ebace.aero


M ITS UB IS HI M M UITS 2F UB (M IS UHI 2B M -2 UM 0) ITS 2 (M UB UIS 2B HI -3 M M U 5) ITS -2 K UB (M IS UHI 2B M M U-2 ITS 2N 5) UB (M IS UHI 2B M PI -3 UPE 6A 2P R ) (M CH UEY 2B EN -2 PI N E PE 6A 40 R ) CH 0 LS EY EN NE PI PE I R CH EY EN PI NE PE IA R CH EY EN NE PI PE II R CH EY EN NE III

AIRCRAFT SPECIFICATIONS: TURBOPROPS

SMALL TWINS

VARIABLE COST PER HOUR $

$1,196.81

$1,125.23

$1,178.58

$1,186.37

$1,172.72

$1,701.81

$1,300.56

$1,340.89

$1,438.80

$1,561.81

CABIN HEIGHT FT.

4.3

4.3

4.3

4.3

4.3

4.3

4.3

4.3

4.3

4.3

CABIN WIDTH FT.

4.8

4.8

4.8

4.8

4.8

4.2

4.2

4.2

4.2

4.2

CABIN LENGTH FT.

8.1

16.1

8.1

16.1

8.1

18.1

10.9

10.9

10.9

18.1

CABIN VOLUME CU.FT.

120

265

120

265

120

246

151

151

151

246

DOOR HEIGHT FT.

3.8

3.8

3.8

3.8

3.8

3.6

3.8

3.8

3.8

3.6

DOOR WIDTH FT.

2.3

2.3

2.3

2.3

2.3

2.4

2.3

2.3

2.3

2.4

BAGGAGE VOL. INT. CU.FT.

6

44

6

44

6

31

22

22

22

31

BAGGAGE VOL. EXT. CU.FT.

37

-

37

-

37

16

20

20

20

27

CREW #

2

2

2

2

2

2

2

2

2

2

SEATS - EXECUTIVE #

5

6

5

6

5

6

5

5

5

6

MTOW LBS

9920

10800

9920

11575

10470

12050

8700

8700

9000

11200

MLW LBS

9955

10260

9435

11025

9955

11100

8700

8700

9000

10330

B.O.W. W/CREW LBS

6620

7200

6520

8160

7400

7950

5800

5800

5700

7100

USEABLE FUEL LBS

2513

2251

2452

2513

2439

3820

2452

2452

2452

3752

PAYLOAD WITH FULL FUEL LBS

837

1399

998

952

681

365

498

498

898

433

MAX. PAYLOAD LBS

2650

2580

2750

1790

2300

2050

1400

1400

1500

2250

RANGE - SEATS FULL N.M.

1000

801

1020

692

757

1140

780

653

720

997

MAX. RANGE N.M.

883

842

1024

864

972

1640

964

954

1160

1617

BALANCED FIELD LENGTH FT.

3650

3400

3650

3400

3520

3750

3500

2844

3800

4160

LANDING DIST. (FACTORED) FT.

4430

4668

4430

4583

4917

3750

3500

3750

3250

4013

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

2150

1600

2150

2000

2000

3200

1750

1750

2710

2150

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

570

300

570

425

500

950

400

430

490

470

MAX. CRUISE SPEED KTAS

298

302

310

292

314

349

252

261

283

286

NORMAL CRUISE SPEED KTAS

270

280

300

280

314

329

249

248

260

275

L/RANGE CRUISE SPEED KTAS

250

250

250

265

250

286

191

192

192

210

2

2

2

2

2

2

2

2

2

2

TPE 331 -1-151A

TPE 331 -6-251M

TPE 331 -6-251M

TPE 331 -5-252M

TPE 331 -5-252M

TPE 331-14

PT6A-11

PT6A-11

PT6A-28

PT6A-41

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.

118

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Aircraft Index see Page 4

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GOODWOOD FESTIVAL OF SPEED

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CH EY EN PI NE PE R III CH A EY E NN RE IM E IIX S AV L IA T TW IO N IN F4 CO 06 M CA M TW RA AN VA IN DE N R CO 10 II M 00 M TW AN IN DE CO R 69 M 0A M AN TW DE IN R CO 69 M 0B M TW AN DE IN R CO 69 M 0B M TW AN RE DE IN NA R CO IS 8 SA M 40 NC M /9 BL AN E 00 AC DE KH R 98 AW 0 K SE KI NG AS TA AI R R CD B2 2 00 XP 61

PI PE R

AIRCRAFT SPECIFICATIONS: TURBOPROPS

MEDIUM TWINS

SMALL TWINS

VARIABLE COST PER HOUR $

$1,616.46 $1,471.68

$951.90

$1,174.67 $1,346.00 $1,346.08

$935.47

$1,285.83 $1,172.62 $1,586.75

$1,157.74

CABIN HEIGHT FT.

4.3

4.3

4.28

4.8

4.5

4.5

4.5

4.5

4.5

4.8

4.5

CABIN WIDTH FT.

4.2

4.2

4.67

4.2

4.2

4.2

4.2

4.2

4.2

4.5

5.42

CABIN LENGTH FT.

18.1

12.6

14.16

12.6

9.2

9.2

9.2

9.2

9.2

16.7

13.08

CABIN VOLUME CU.FT.

246

177

233

227

165

165

165

165

165

303

287

DOOR HEIGHT FT.

3.6

3.8

4.3

3.9

3.9

3.9

3.9

3.9

3.9

4.3

3.15

DOOR WIDTH FT.

2.4

2.3

4.3

2.25

2.3

2.3

2.3

2.25

2.25

2.25

3.82

BAGGAGE VOL. INT. CU.FT.

31

22

32

15

-

-

-

-

-

54

58

BAGGAGE VOL. EXT. CU.FT.

27

16

37

45

70

70

70

70

70

-

-

CREW #

2

2

2

2

2

2

2

2

2

2

2

SEATS - EXECUTIVE #

6

5

6

5

5

5

5

5

5

6

6

MTOW LBS

11200

9474

9850

11200

10250

10325

10325

10325

10325

12500

10141

MLW LBS

10330

9000

9360

10550

9600

9675

9675

9675

9675

12500

9920

B.O.W. W/CREW LBS

7500

6200

5732

7600

7150

7150

7150

7200

7305

8550

7250

USEABLE FUEL LBS

3752

2452

3183

3176

2573

2573

2573

3176

3176

3645

2801

33

888

1010

474

577

577

577

-1

-106

395

200

MAX. PAYLOAD LBS

1850

1400

2768

1900

1600

1600

1600

1263

1495

2450

3001

RANGE - SEATS FULL N.M.

867

769

1101

1210

820

820

-

875

735

975

150

MAX. RANGE N.M.

1763

1000

1190

1575

1100

1100

1424

1470

1370

1498

570

BALANCED FIELD LENGTH FT.

4100

4500

5000

3850

3650

3650

-

4000

4000

3800

-

LANDING DIST. (FACTORED) FT.

3583

3500

4133

4083

3417

3417

3417

3750

3750

4437

3475

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

2350

1750

1851

2800

2849

2849

3500

2824

2775

2500

1300

R.O.C. - ONE ENGINE OUT FT PER MIN 600

470

396

929

893

893

1003

1003

1000

710

500

MAX. CRUISE SPEED KTAS

305

275

248

300

285

285

300

295

299

311

180

NORMAL CRUISE SPEED KTAS

292

264

231

292

279

279

300

276

299

311

180

L/RANGE CRUISE SPEED KTAS

233

214

180

244

240

240

240

227

230

232

150

2

2

2

2

2

2

2

2

2

2

2

PAYLOAD WITH FULL FUEL LBS

ENGINES # ENGINE MODEL

PT6A-61

PT6A-135 PT6A-112 TPE 331-10 TPE 331-5 TPE 331-5 TPE 331-10 TPE 331-5 TPE 331-10 PT6A-61

PT6A-135A

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.

120

WORLD AIRCRAFT SALES MAGAZINE – March 2012

www.AvBuyer.com

Aircraft Index see Page 4


HA W KE R BE EC HA HC W RA KE FT R BE KI E NG HA CH W AI CR KE R AF 20 R T BE 0 KI E N HA CH G W AI CR KE R AF 20 R T BE 0 KI RA EC NG HA IS HC W A BE IR RA KE CK 2 FT R 5 BE 0 K I EC NG HA HC W AI RA KE R 30 R FT BE 0 K I E NG HA CH W CR AI KE R AF 30 R T BE 0L KI N E W HA CH G AI W CR R KE AF 35 R T 0 BE KI EC NG HA HC W AI RA R KE 35 FT R 0E BE KI R EC NG KI HC NG A I RA R AI 35 FT R A1 0i KI NG 00 KI NG AI R AI 35 R 0i B1 ER 00 MEDIUM TWINS

VARIABLE COST PER HOUR $

$1,578.98 $1,594.34 $1,453.33 $1,640.74 $1,597.83 $1,460.07 $1,481.48

$1,458.42 $1,475.18 $1,543.41

$1,518.35

CABIN HEIGHT FT.

4.8

4.8

4.8

4.8

4.8

4.8

4.8

4.8

4.8

4.8

4.8

CABIN WIDTH FT.

4.5

4.5

4.5

4.5

4.5

4.5

4.5

4.5

4.5

4.5

4.5

CABIN LENGTH FT.

16.7

16.7

16.7

16.7

16.7

19.2

19.2

19.2

19.5

16.7

16.7

CABIN VOLUME CU.FT.

303

303

303

303

303

355

355

355

355

303

303

DOOR HEIGHT FT.

4.3

4.3

4.3

4.3

4.3

4.3

4.3

4.3

4.3

4.3

4.3

DOOR WIDTH FT.

2.25

2.25

2.25

2.25

2.25

2.25

2.25

2.25

2.25

2.25

2.25

BAGGAGE VOL. INT. CU.FT.

54

54

55

54

54

56

56

56

55

54

54

BAGGAGE VOL. EXT. CU.FT.

-

-

-

-

-

16

16

16

16

-

-

CREW #

2

2

2

2

2

2

2

2

2

2

2

SEATS - EXECUTIVE #

6

6

6

6

6

8

8

8

8

6

6

MTOW LBS

12500

12500

12500

14000

12500

15000

16500

15000

16500

11500

11800

MLW LBS

12500

12500

12500

14000

12500

15000

15675

15000

15675

11210

11210

B.O.W. W/CREW LBS

8550

8550

8945

8930

8950

9885

10400

10000

10585

7400

8060

USEABLE FUEL LBS

3645

3645

3645

3611

3611

3611

5192

3611

5192

3149

3149

PAYLOAD WITH FULL FUEL LBS

395

395

-

1559

39

1604

1008

1489

823

951

666

MAX. PAYLOAD LBS

1850

1850

2055

2570

2550

2615

2600

2500

2415

2200

1540

RANGE - SEATS FULL N.M.

1075

858

800

1480

1480

1440

1878

1440

1744

886

820

MAX. RANGE N.M.

1490

1500

1577

1570

1570

1550

2311

1550

2319

1133

1120

BALANCED FIELD LENGTH FT.

5300

3800

3925

3950

3950

3300

5105

3300

5105

4500

3050

LANDING DIST. (FACTORED) FT.

4333

3167

4051

4133

4133

4140

4760

4143

4306

3758

5667

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

2450

2500

2437

2844

3277

2700

2400

2700

2400

-

2140

R.O.C. - ONE ENGINE OUT FT PER MIN 740

720

682

867

1074

622

337

622

337

-

500

MAX. CRUISE SPEED KTAS

289

289

313

320

320

320

303

320

303

250

265

NORMAL CRUISE SPEED KTAS

272

284

304

312

312

310

303

310

303

240

258

L/RANGE CRUISE SPEED KTAS

225

228

237

231

231

234

238

234

238

224

237

2

2

2

2

2

2

2

2

2

2

2

PT6A-41

PT6A-41

PT6A-52

PT6A-28

TPE 331 -6-252B

ENGINES # ENGINE MODEL

PT6A-60A PT6A-60A PT6A-60A PT6A-60A PT6A-60A PT6A-60A

U

Airplane performance and specification numbers can vary depending on how they are measured. Please note this data should be used as a guide only, and not the basis on which buying decisions are taken. Advertising Enquiries see Page 8

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121


HA W KE R BE EC HA HC W RA KE FT R BE KI E NG HA CH W AI CR KE R AF B2 R T BE 00 KI E N HA CH G W AI CR KE R AF B2 R T BE 00 KI EC NG PI RA AG HC IS AI GI RA BE R O B CK FT 20 AV KI 0 A NG PI GT NT AG IP AI GI R 18 O B2 0 AV 00 A SE VI NT KI IP NG 18 AI 0 R II D VI HC KI 6NG 30 AI 0 R TW DH GU IN C LF 6OT ST 40 TE RE 0 R AM TW KI IN GI NG OT AI TE R R BE EC M H 7 19 M ER 00 LIN D IV C

AIRCRAFT SPECIFICATIONS: TURBOPROPS

LARGE TWINS

MEDIUM TWINS

VARIABLE COST PER HOUR $

$1,303.87 $1,318.58 $1,435.28 $1,343.62 $1,558.23 $1,400.54 $1,236.64 $1,150.54 $3,660.00 $1,476.93

$1,514.70

CABIN HEIGHT FT.

4.8

4.8

4.8

4.8

5.8

5.8

4.9

4.9

6.1

5.92

4.8

CABIN WIDTH FT.

4.5

4.5

4.5

4.5

6.1

6.1

5.27

5.3

7.3

4.5

5.2

CABIN LENGTH FT.

16.7

16.7

16.7

16.7

14.9

17.5

18.5

18.5

35.6

25.2

33.1

CABIN VOLUME CU.FT.

303

303

303

303

375

375

384

384

1100

760

490

DOOR HEIGHT FT.

4.3

4.3

4.3

4.3

4.4

4.4

4.17

4.7

5.08

5.2

4.5

DOOR WIDTH FT.

2.25

2.25

2.25

2.25

2

2

4.67

4.2

2.8

2.1

2.16

BAGGAGE VOL. INT. CU.FT.

54

54

55

54

16

16

-

89

100

55

136

BAGGAGE VOL. EXT. CU.FT.

-

-

-

-

44

44

126

34

-

-

45

CREW #

2

2

2

2

2

2

2

2

2

2

2

SEATS - EXECUTIVE #

6

6

6

6

6

6

10

19

12

12

8

MTOW LBS

12500

12500

12500

12500

11550

12100

12500

12500

36000

17120

14500

MLW LBS

12500

12500

12500

12500

10945

11500

12300

12300

34285

16765

14000

B.O.W. W/CREW LBS

8820

8820

8760

8360

8000

8000

7377

7104

24500

10790

9750

USEABLE FUEL LBS

3645

3645

3645

3645

2802

2802

2457

2510

12017

4458

4342

PAYLOAD WITH FULL FUEL LBS

125

125

185

585

798

1348

2666

2886

-517

1982

508

MAX. PAYLOAD LBS

2180

2180

2240

2640

1800

1800

5123

5196

2803

4375

4150

RANGE - SEATS FULL N.M.

920

858

960

1249

980

1370

540

108

1520

1279

1170

MAX. RANGE N.M.

1580

1570

1650

1580

1440

1500

580

491

2100

1356

1750

BALANCED FIELD LENGTH FT.

5300

3800

3640

5300

3100

5750

2700

2400

4950

3811

5500

LANDING DIST. (FACTORED) FT.

4417

3500

4437

4417

4550

5470

2200

2042

3500

4667

3667

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

2448

2500

2450

2448

2950

2950

1440

1000

1900

2625

2460

R.O.C. - ONE ENGINE OUT FT PER MIN 745

710

745

738

756

670

300

340

560

454

680

MAX. CRUISE SPEED KTAS

290

292

305

290

390

402

-

185

315

280

280

NORMAL CRUISE SPEED KTAS

283

292

298

283

354

365

175

161

298

260

265

L/RANGE CRUISE SPEED KTAS

226

232

226

226

310

318

150

136

285

230

255

2

2

2

2

2

2

2

2

2

2

2

PT6A-42

PT6A-42

PT6A-52

PT6A-42

PT6A-66

PT6A-66B

PT6A-27

PT6A-34

Dart 529-8X

ENGINES # ENGINE MODEL

PT6A-67D TPE 331-11U

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

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WORLD AIRCRAFT SALES MAGAZINE – March 2012

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Aircraft Index see Page 4

I


TEN QUESTIONS FOR ROGER WHYTE

Ten Questions For Roger Whyte: ROGER WHYTE, ABACE SPECIAL COUNSEL TO NBAA

idespread economic downturns by definition create widespread problems and concurrent damage. Humanity, though, historically seeks to return life to the world known before the chaos struck. The Asian Business Aviation Conference & Exhibition (ABACE) serves as a fitting example of that resiliency as it returns from dormancy March 27, 28 and 29 in a new home – Shanghai, China. ABACE had just begun to establish its footing when, in the waning days of 2008, the National Business Aviation Association (NBAA), ABACE’s parent organization, cancelled the 2009 edition originally scheduled to run February 11-12 in Hong Kong. “NBAA recognizes the importance of Asia to the future of Business Aviation,” NBAA President and CEO Ed Bolen said at the time, “and we will continue to work very closely with our colleagues in the Asian Business Aviation Association to promote the growth of Business Aviation in that part of the world.” That cancellation was one of many tough decisions the industry endured – and it hit hard – at a time when the event seemed to finally be gaining traction. Though serving initially only a small contingent of businessturbine operators in China and the surrounding nations – India and South Korea, Singapore and India – the handwriting was on the great wall, if you will: the region’s business-turbine market was poised for rapid growth. Back in 2008 Bolen said “…we look forward to working through the challenges of today and resuming the show in future years.”

W

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NBAA’s ABACE Special Counsel. by Dave Higdon

That future year arrived in January. In the interim, it’s been quite a ride with new facilities to host the event, and new coordination between the exhibitors, vendors and NBAA in D.C., through a special counsel to Bolen: retired Cessna Aircraft Senior Vice President Roger Whyte.

GROWING AND GOING… As of the end of January, the exhibit space for ABACE was sold out for the event – a stark reversal of the fortunes of 2008, and a testament to the growing importance of the Pacific Rim – China and India most of all – in the aviation firmament. Also sold out was a pavilion added onto the original exhibit space to absorb overflow. China and India both boast growing economies, and an expanding population of entrepreneurs and business executives doing more business internationally, while expanding domestically. In fact China is growing billionaires at a rate faster than any other part of the world, according to recent economic information. The nation of China presents a vast landscape of widely varied topography, characterized by vast distances between population centers. Thus, the nation’s leaders increasingly recognize the benefits of a robust air-transportation infrastructure, putting the county on track to add thousands of new runways in the coming years – while slowly opening up airspace to civilian aircraft and simultaneously working to reduce the bureaucratic barriers to unfettered air travel. By adding the booming economies of South Korea and Taiwan, Singapore and Vietnam, and Japan’s expected resurgence in www.AvBuyer.com

the aftermath of multiple disasters you have the makings of a Business Aviation community growing to rival those in Europe, South America and even (long-term) North America. It’s against this backdrop that we imposed on Roger Whyte to participate in World Aircraft Sales Magazine’s latest Ten Questions interview looking at the approaching ABACE and its implications for the broader global community of Business Aviation. Thanks to 28 years at Cessna Aircraft, Roger Whyte is familiar to many of Business Aviation’s participants. Whyte held a variety of positions with Cessna, among them vice president, Citation Worldwide Sales. Whyte retired from Cessna at the end of 2010 after rising to Senior Vice President, Sales & Marketing. In that post, Whyte held responsibility for the worldwide sales and marketing of Cessna's entire product line – from singleengine piston to the turboprop Caravan line and the many Citation jet iterations. Obviously, Whyte’s retirement didn’t last long. Immediately after the Shanghai Airport Authority (SAA) and NBAA came together on June 29, 2011 to announce an exclusive cooperation agreement to host ABACE in 2012 and in successive years, Whyte was on board and at work bringing his passion, knowledge and expertise to the planning for ABACE2012. Then on August 1, NBAA President and CEO Ed Bolen named him NBAA Special Counsel, further enlisting Whyte’s expertise in the Pacific Rim in preparing for ABACE. ❯ WORLD AIRCRAFT SALES MAGAZINE – March 2012

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TEN QUESTIONS FOR ROGER WHYTE

WAS: In talking to some of those who plan to travel to Shanghai, or who attended past ABACE events, there seems to be a lack of understanding about the issues that had to be overcome to set up this year’s show. Can you give us a brief background on where the exhibition stood at the end of 2008?

sent delegations to EBACE, and also to NBAA’s U.S. Convention in 2011.

both the main and the overflow areas a surprise to you all?

WAS: How will the facilities differ from what people saw and used in 2008?

Whyte: We’re delighted, but not entirely sur-

Whyte: For one thing, this year’s show will Whyte: When NBAA first hosted ABACE, two things were clear: Business Aviation was not appreciated in Asia; and much of the world questioned the potential for Business Aviation in the region. The restrictions and regulations were overwhelming. But we planted a seed in 2004 that by 2008 had begun to germinate. We helped make people aware of Business Aviation, and that helped to ease some of the most onerous restrictions. We are now going back in 2012 and the seed we planted has begun to sprout. The potential that NBAA saw in 2004 is now evident to everyone. The ABACE2012 exhibitors are delighted with the timing of our return this year.

WAS: How difficult were the talks that led to the agreement for 2012 and subsequent years?

Whyte: There was a lot of enthusiasm about hosting ABACE throughout the region. In the Shanghai Airport Authority we found an ideal partner who shared our view of the future. They see Business Aviation generally (and ABACE specifically) as key to the expansion of the airport and the city’s business community in the future. They share our vision of making ABACE to Asia what the European Business Aviation Convention & Exhibition (EBACE) is to Europe, which is why the airport authority

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WORLD AIRCRAFT SALES MAGAZINE – March 2012

be at Shanghai Hawker Pacific, a brand-new, beautiful and purpose-built FBO and MRO facility located at Shanghai Hongqiao International Airport. The large maintenance hangar will be dedicated as Exhibitor floor space, and because of Exhibitor demand, we’ve also added a fully-enclosed pavilion to the front of the hangar, which increases the overall Exhibiting area by about 60 percent. Conference rooms at the FBO have been set aside for the ABACE education sessions. All of the major aircraft manufacturers are participating in ABACE, and there will be at least 25 aircraft on the Static Display. The manufacturers will have comfortable chalets located close to their demonstrators on the ramp, which is just outside the hangar. We’ll have new program elements in this edition of ABACE. For example, the show’s Opening General Session on the first day will be followed by a second-day Opening Session, and both will feature top leaders in business and government from Asia and the U.S.

WAS: The recent news of the exhibit space selling out was certainly a boost to the image of the event, and to some observers it was a surprise. Regardless, it’s an indication of the value placed on that market by the community at-large. Was the sell-out of www.AvBuyer.com

prised with the Exhibitor demand for the show, because our planning on every major aspect of ABACE2012 has centered on close collaboration with the aircraft manufacturers and other companies in the industry. They have told us that they see their guidance reflected in how ABACE is taking shape, and I think our focus on having their guidance and exceeding their expectations is key to the view of ABACE as a “mustattend” on the events calendar. Given the enthusiasm and high demand for Exhibitor space this year, I expect we’ll be looking at ways to expand the space available for the future.

WAS: Often, organizations have some understandable trepidation over scheduling of an event like ABACE into new facilities like the Shanghai Hawker Pacific Business Aviation Service Centre and its companion pavilion. But all reports exude a sense of confidence that all will go smoothly. Is there any one element that gives you particular concern going into this first event in these new facilities? Whyte: The great thing about having ABACE2012 at the Shanghai Hawker Pacific Business Aviation Service Centre is that the site has already been host to a couple of smaller events, including company-specific exhibitions for Bombardier and Cessna. The history the FBO has in hosting events and the detailed planning we have done over the past year gives us great confidence that the expectations Exhibitors and Attendees Aircraft Index see Page 4


TEN QUESTIONS FOR ROGER WHYTE have at NBAA’s events will be fully met at ABACE2012.

WAS: Are the challenges of staging a major trade event helped or handicapped by the host country’s particular approach to doing business? Whyte: Certainly each country has its own way of doing business. NBAA uniquely has decades of experience in hosting shows in a variety of regions across the world, including in Asia, Europe and Latin America, and in each of these locations, we’ve understood that the varying approaches to conducting business must be taken into account. As just one example, different languages and cultures must be respected to produce successful events. Our experience in this area has been highlighted by our successful work with Shanghai City officials to complete their process for obtaining the exhibition permit required for producing a show at the airport. We’ve worked closely with them to obtain the permit, and to meet their other requirements for hosting the show. The recognition city officials have for our thoroughness and professionalism in all of these dealings has been fundamental in setting the stage for the show’s success.

WAS: Can you give us some insights into the attendance you expect to see for this revived ABACE? Whyte: We expect ABACE2012 to attract upwards of 6,000 attendees. We have made plans to ensure that those in attendance will be among the region’s top business leaders,

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entrepreneurs, wealth creators and other aircraft purchase decision-makers. Of course, as with all NBAA events, we’ll also have the participation of suppliers, service providers, financiers and regulators – basically all aspects of the industry from Asia and the broader global Business Aviation community.

WAS: Winning support and participation from the U.S. Government – for example, the scheduled participation of Transportation Department Deputy Secretary John D. Porcari - is noteworthy for the endorsement it represents. Will any other segments of the U.S. Government be participating? Whyte: We’re delighted to have Deputy Secretary Porcari’s participation in ABACE2012, and we’re expecting other officials from the U.S. Department of Transportation to be on hand as well. Other government agencies are also taking steps to support the show. As just one example, the U.S. Department of Commerce has officially endorsed ABACE2012, and plans to have representatives from the department available at the show to assist U.S. Exhibitors and help them generate leads. We look forward to welcoming these and others from the U.S. government to Shanghai this month.

WAS: America’s business community – beyond those in aviation – seems also to have ABACE on the radar with the participation of Steve Forbes as a major speaker at an Asia-focused event, as an example. Are Asian business leaders showing as much interest – and if so, why?

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Whyte: We’re very pleased to have Mr. Forbes’s participation in ABACE, and it’s true that there is broad-based interest in Business Aviation, in no small part because commerce is becoming ever-more global in nature, and Business Aviation holds tremendous potential for helping companies and entrepreneurs meet the demands of the global marketplace. To take China as just one example, it’s clear that business and government leaders recognize the value of aviation in helping companies compete and succeed, because the central government’s latest five-year plan puts a priority on growing the industry. The recognition of the importance of aviation is a feature of countries across Asia, and we are hearing that expressed in the high level of interest in ABACE from business and government leaders across the region.

WAS: What, in your view, does the return of ABACE mean to the wider world community of Business Aviation?

Whyte: Well, I said it earlier, but I think it bears repeating: our intention is to make ABACE to Asia what EBACE is to Europe, and what NBAA’s U.S. Convention is to that part of the world. As we have seen with our events in Europe and the U.S., ABACE will be a catalyst for the industry, helping foster its growth and success. We are delighted at the support for this vision that we’re seeing from all corners of the Business Aviation community.

❯ More information from www.abace.aero

WORLD AIRCRAFT SALES MAGAZINE – March 2012

125


S H O W C A S E

2007 Hawker 850XP Serial Number: Registration: Airframe TT: Landings:

258844 VH-RAM 1142.4 759

General First entered service in August 2007 with its current owner, 1,142.6 hours TT, RVSM, JAR OPS 1. Manufacturer Warranty fully transferable. Nine PAX interior, Collins ProLine 21 enhanced Mode S TXP, Honeywell SS FDR plus FMS/GPS S/B upgrade. Cabin audio/video entertainment system, 2 x15” LCD cabin monitors, Airshow 410. Precise Flight Pulselite with TCAS interface & LoPresti High Intensity Discharge Landing & Taxi Lights. Airframe & Avionics on Support Plus, Engines & APU on Honeywell MSP program. Maintenance on CAMP. Airframe / Engines / APU Total Airframe Time 1,142.4hrs Since New, 759 Landings. Honeywell TFE 731-5BR-1H: Left Engine: S/N P129330 1,142.4hrs Since New, 759 Cycles Right Engine: S/N P129335 1,142.4hrs Since New, 759 Cycles APU: Honeywell GTCP 36-150(W) S/N P-966, 806Hrs TT Airframe: Support Plus, Engines & APU Honeywell MSP. Maintenance on CAMP Avionics Collins Pro Line 21 Integrated Avionics System Four Collins EFIS Flight Displays 8”x10” ; IFIS Dual Collins AHC-3000 AHRS Dual Collins CDU-6200 Control Display Units

Dual Collins FGC-3002 Flight Guidance Computers Dual Collins FMS-6000 Flight Management Systems Dual Collins GPS-4000A 12 Channel GPS) Dual Collins DME-4000 Distance Measuring Equipment Dual Collins VHF-4000 VHF with 8.33 KHz Spacing Dual Collins HF-9000 HF w/CSD-714 SELCAL Dual Collins NAV-4500 Receivers w/FM Immunity Dual Collins TDR-94 Transponders Enhanced Surveillance Dual Collins ADC-3000 Air Data Computers Dual Collins Audio Systems- digital Control Audio Panels Interior Nine PAX interior, five fully articulating chairs with drop down inboard arms, forward club 4, aft three place divan with foldout table-center seat cushion, opposite forward facing chair, belted potty, stowable jumpseat, Fwd L/H Galley with Microwave and coffee maker. Chairs and divan are light tan leather. Headliner in Natural Tapis Ultraleather. All wood surfaces are high gloss timber veneer. Corian countertops. 24K Gold plating throughout. LED lighting. New August 2007. Exterior Fuselage Matterhorn White, Aristo Blue, Maya Gold Metallic & Red accent striping. Special Features FMS/GPS service bulletin upgrade Honeywell Runway Awareness and Advisory System JetConnect Pty Ltd Ross McLean P.O. Box 1604 North Sydney NSW, Australia, 2059

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WORLD AIRCRAFT SALES MAGAZINE – March 2012

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(RAAS). RVSM Capable. EGPWS. Honeywell Solid State FDR (SSFDR). 406 MHz ELT. Precise Flight Pulselite system with TCAS interface. LoPresti High Intensity Discharge Landing and Taxi Lights. Airshow 410 system. 110 VAC outlets. 110 VAC power outlet in cockpit on copilot's side. AirCell ST3100 Iridium Phone w/cordless handsets. Cabin audio/video entertainment system. Large Fwd and Aft 15” LCD Monitors. Display computer on Cabin Monitor. Airshow briefer system Life Raft — 6 person (9 overload) stored in aft closet. Tel: +612 9427 7322 Cell: +61 488 270 105 E-mail: ross.mclean@jetconnect.com.au Web: www.jetconnect.com.au

Aircraft Index see Page 4


S H O W C A S E

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

1993 Gulfstream IV‐SP Serial Number: Registration: Airframe TT: Landings:

1227 N600VC 7490.9 3616

Engines Engines: Rolls Royce TAY 611‐8 Engines enrolled in JSSI Platinum at 87% Left: S/N 16570 7397.6 Hours 3549 Cycles Right: S/N 16550 7405.6 Hours 3559 Cycles APU Honeywell GTCP 36‐100 4742.0 Hours SN P‐618 Last HSI c/w @ 4614 Hours Avionics Honeywell Pro Line 4 Dual Honeywell SPZ‐8000 Digital IFCS/Pro Line 4 Honeywell MCS‐6000 SATCOM Triple Collins VHF ‐422D Comm's w/8.33 MHz Spacing Dual Honeywell AA‐300 Radar Altimeter Dual Collins VIR 432 Nav's w/FM Immunity Honeywell TCAS II w/Change 7 Dual Collins ADF‐ADF 462 ADFs Honeywell Primus 870 Color Radar System w/Turbulence Detection Dual Collins DME‐ 442 DMEs Honeywell LASERTRAK Dual Collins TDR‐94D Enhanced Mode "S" Transponders w/Flight ID Dual Collins HF 9032 HF Radios Dual Honeywell NZ‐2000 FMS with 6.0 Software CSD‐714 SELCAL Dual Honeywell GR‐550 GPS Allied Signal Mark V EGWPS w/Windshear

Triple Honeywell Laseref II IRS Honeywell VHF/Satellite AFIS Magnastar C‐2000 Flight Phone Fairchild F1000 Flight Data Recorder Artex 406 ELT Fairchild A100A Cockpit Voice Recorder Additional Features AFT galley, FWD crew lav and refreshment center VCR, DVD, & Cassette Players RVSM/RNP‐5 & RNP‐10 Certified Dual DVD Players Airshow 400 Sony 10‐Disc CD Changer Electric Window Shades High Temp Oven Facsimile Machine Microwave Portable Halogen Fire Extinguishers Coffee Maker Forward 15" LCD Bulkhead Monitor Devore Vertical Recognition Lights 15" Pop‐Up Monitor in Credenza JSSI Platinum Engine Program Details Interior Eleven (11) passenger executive interior featuring a forward three (3) place divan opposite a two (2) place club. ALL NEW VENEER by Duncan Aviation BTL in June 2011 ‐ Owner spent over $500K replacing all the cabin veneer Exterior Overall Matterhorn White with Black & Gray Accent Striping. New Paint January 2010 – Duncan Aviation BTL. Specifications Subject To Verification. Aircraft Subject To Prior Sale or Withdrawal from Market. Spec last edited: 1/16/2012 Mente Group, LLC 15303 North Dallas Parkway Suite 1320, Addison, TX 75001

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Tel: 1 214 351 9595 www.mentegroup.com

WORLD AIRCRAFT SALES MAGAZINE – March 2012

129


S H O W C A S E

Cessna Citation VII

Brian Hammer Tel: +1 817- 832-6442 E-mail: bhammer@mentegroup.com

Serial Number: Airframe TT: Landings:

Honeywell TCAS 2000 (ACAS II) with Change 7 Fairchild GA-1 00 Cockpit Voice Recorder Honeywell LSZ-B60 Lighting Sensor System Single Point Refueling. Concord Lead Acid Batteries RVSM. Honeywell Mark VII EGWPS Aircell ST-3100 Iridium Flight Phone EROS Oxygen Masks. Secure A Plane Security System Battery Charging Provisions from Ground Power Interior Eight Passenger fireblocked interior with a center club configuration. A forward two-place side facing divan and two single forward facing seats. Appointed in neutral beige leather seats and complimented by soft beige window panels, neutral taupe carpet, Carpathian Elm Burl wood veneers and gold plating. The forward refreshment center has ample storage along with a forward storage closet and aft lavatory.

7005 5639.6 3338

Engines MSP Gold Honeywell TFE731-4R-2S w/ N1 DEEC’s Left: P102110; 5,561.1 Hours; 3,292 Cycles Right: P102115; 5,595.8 Hours; 3,309 Cycles Last Hot Section Completed: Left: 4,181.0 Right: 4,181.0 Last Overhaul Completed: Left: 4,181.0 Right: 4,181.0 APU P-165. Honeywell GTCP 36-150W 2,920 Hours Inspection Status All ADs and Major SBs Complete. Repair Documents 1,3, 20, 23, 28, 30, 42 and 43 completed April 22, 2010 / 5,576.3 Repair Documents 9 & 35 complete Aug 11, 2010 / 5,622.9

Aircraft Programs Engines enrolled 100% Honeywell MSP Gold ProParts Maintenance. Aircraft enrolled on Cescom Avionics Dual Honeywell SPZ-8OOO (5 Tube EFIS) Dual Honeywell AHZ-8OO Autopilot Honeywell Primus 880 Color Radar Collins ALT-55B Radar Altimeter Dual Universal UNS-1 B+ w/ GPS 1000 FMS Dual AZ-B10 Air Data Computers Dual Honeywell RMU-850 Radio Management Units Dual Honeywell RCZ-851 Communication Units Dual Honeywell Mode S Transponders w/ 8.33 Dual Honeywell RNZ-850 Navigation Units Dual Honeywell AHZ-600 AHRS Additional Features Thrust Reversers

Two Corporate Owners Since New

2008 Gulfstream G550

Morgan Barrieau Tel: +1 860-306-1460 E-mail: mbarrieau@mentegroup.com

Serial Number: Registration: Airframe TT: Landings:

2012 / 1670.9 Hrs. 24-Month Inspection CW: August, 2010; Due: July, 2012 48-Month Inspection Due: July, 2012 72 Month Inspection Due: July, 2014 Interior Original Installation 2008 By Gulfstream Aerospace, Savannah. Beautiful eighteen passenger executive interior with berthing for seven, featuring a well appointed, spacious forward galley. A forward four-place club arrangement with foldout tables. The spacious mid cabin boasts another four-place club. Aft of the second fourplaced club is a four-placed conference grouping and credenza Exterior Original Paint 2008 By Gulfstream Aerospace, Savannah Additional Features Enhanced Sound Proofing

5192 N323BD 1262 798

Engines BR700-710C4-11 Engines are on Rolls Royce Corporate Care Left: S/N 15487 1262Hours 798 Cycles Right: S/N 15488 1228 Hours 786 Cycles APU Honeywell RE-220 APU is on Rolls Royce Corporate Care Serial Number: TBD 712 Hours Avionics Honeywell PlaneViewTM Avionics Suite Four (4) 14” Multi-Function Displays (MFD)

Dual Honeywell DC-884 Display Controllers Triple Honeywell AV-900 Audio Panels Honeywell Head Up Display / Visual Guidance System Goodrich EBDI-4000 RMI Kollsman Enhanced Vision System (EVS) Triple Honeywell AZ-200 Air Data Modules Third Honeywell MT-860 Nav/Com Honeywell Primus 880 Weather Radar Dual Honeywell RT-300 Radio Altimeters Goodrich GH-311 Standby Att/Alt/Asp Honeywell DP-884 Display Brightness Panel Dual Honeywell MRC-855A Mod Radio Cabs Triple Honeywell MAU-913 Modular Avionic Unit Honeywell RT-951 TCAS 2000 System Triple Honeywell NZ-2000 Flight Management Systems Maintenance 12-MOS / 500 hr. Inspection CW: July, 2011; Due: July,

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

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WORLD AIRCRAFT SALES MAGAZINE – March 2012

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Aircraft Index see Page 4


S H O W C A S E

Lowest priced G550 on the market

2004 Gulfstream G550

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

Serial Number: Airframe TT: Landings:

EGPWS with Windshear Detection Triple Honeywell IR-500 LASEREF V IRSs L3 Communications Cockpit Voice Recorder L3 Quick Access Recorder (uQAR) Honeywell MCS-7000 Satellite Communications Digital Flight Data Recorder Securaplane System Honeywell GP-500 Flight Guidance Panel Interior Original Installation: June 21, 2004 By: Gulfstream Aerospace, Appleton Partial Refurbishment: March 5, 2008 By: Gulfstream Aerospace, Savannah Beautiful fourteen passenger executive interior with berthing for six, featuring a forward four-place club arrangement with foldout tables. The spacious mid cabin boasts a two-place grouping opposite a divan.

5028 3,329 1,195

Engines BR700-710C4-11 Left: S/N 15159 3,184 Hours 1,152 Cycles Right: S/N 15158 3,184 Hours 1,152 Cycles Engines are not on a Program APU Honeywell RE-220 S/N P339 1,782 Hours APU is not on a Program Avionics Artex ELT C406-2 Honeywell PlaneViewTM Avionics Suite Four (4) 14” Multi-Function Displays (MFD) Honeywell GP-500 Flight Guidance Panel

Dual Honeywell DC-884 Display Controllers Triple Honeywell AV-900 Audio Panels Honeywell Head Up Display / Visual Guidance System Goodrich EBDI-4000 RMI Kollsman Enhanced Vision System (EVS) Triple Honeywell AZ-200 Air Data Modules Third Honeywell MT-860 Nav/Com Honeywell Primus 880 Weather Radar Dual Honeywell RT-300 Radio Altimeters Goodrich GH-311 Standby Att/Alt/Asp Honeywell DP-884 Display Brightness Panel Dual Honeywell MRC-855A Mod Radio Cabs Triple Honeywell MAU-913 Modular Avionic Unit Honeywell RT-951 TCAS 2000 System Triple Honeywell NZ-2000 Flight Management Systems

Two Corporate Owners Since New

1998 Dassault Falcon 900EX

Chad Collins Tel: +1 972-955-6779 E-mail: ccollins@mentegroup.com

Serial Number: Registration: Airframe TT: Landings:

Dual Collins DME-442 Dual AA-300 Honeywell Radio Altimeter FM Immunity Comms@ Navs Aircraft Programs HAPPS Avionics Program CAMP Maintenance Tracking Program MSP Engine Program RVSM Certified Interior 12 Passenger configuration with Aft Lavatory-Soft goods completed Nov. 2010. Forward 4 Place club seating w Mid Cabin double club and dinning group. Private aft cabin with 3 place couch across from club seating. Fwd Jump Seat. Exterior New paint in December 2009. White base overall with black and yellow stripes. Slant style Eng. Markings.

35 N913SN 6912.4 3302

Engines MSP Engine Program APU Allied Signal GTCP 36-150F 3967.1 hours since new Last HSI – 2558.8; Next Due: 7058.8 Avionics/ Additional Equipment Pimus Elite Cockpit Upgrade ($800K) XM Graphical Weather Flight Dynamics Cat III HUD Dual Collins TCAS 94-TCAS II w Change 7 Airshow Genesys

Electronis Charts w Dual Honeywell Servers Lightening Sensor DC-820 FMS Upgrade (120k Option) Honeywell MARKV EGPWS Honeywell SSCVR CVR (32 Parameter) Honeywell SSFDR Flight Data Recorder (120 Minute Recording) MagnaStar UHF/Satcom Phone w/fax Triple Collins VHF-422/A Comms w 8.33 Spacing Dual Collins: TDR-94D Transponders w Mode S Dual Bendix-King KHF-950s Cabin DVD Player with 4 Rosen monitors Triple Honeywell Lazeref III Selcal Coltech CDS-714 Decoder One EICAS Multi-Function Display Dual Baker B1045 Audio Control Pannels Triple Honeywell FMZ 2000 w dual GNSSU GPS

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

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WORLD AIRCRAFT SALES MAGAZINE – March 2012

131


S H O W C A S E

2008 Cessna Citationjet 2+ Serial Number: Registration: Airframe TT: Landings:

525A-0385 HB-VOP 1439 1409

Engines on TAP Elite Williams International FJ-44- 3A-24 FADEC Controlled LH: S/N 216179 1439 TT / 1409 CSN RH: S/N 216178 1439 TT / 1409 CSN Avionics Collins Proline 21 Avionics System with 3 (8x10 inc) color, active matrix liquid crystal displays. AHRS 2 Collins AHC-3050 ADC 2 Collins ADC-3000 IFIS 1 Collins IFIS-5000 FMS 2 Collins FMS-.3000 (incl. DME II) GPS 1 Collins GPS-4000A w/12-Channel RTU 2 Collins RTU-4200 NAV 2 Collins NAV-4000 and NAV-4500 ADF 1 Collins ADF DME 1 Collins DME-4000 VHF 2 Collins VHF-4000 w/8.33KHz spacing XPDR 2 Collins TDR-94 Mode S TCAS II 1 Collins TTR-4000 TCAS II EGPWS Mark V EGPWS with RAAS Radar 1 Collins WXR-800 ESIS GH-3000 ESIS CVR Provisions for installation of L3 connection FA 2100 CVR ELT 1 Artex C406-N w/3 freq. ELT MDC 1 Collins Maintenance Diagnostic System

Additional Equipment Gnd Com Dispatch Switch (powers 1Radio, 1 RTU and both audio panel) Pulselight System with interface to TCAS II Tail Log Lights Nose Landing Gear in/protection boot Installation Jeppesen Electronic Charts on MFD Crew Seat Sheepskin Slipcovers 110V Ac Universal Electrical Outlet w/500W Inverter Monorail Sunvisors – Entry Step Upgrade to Airstair Style Steep Approach Option Interior Two (2) Cockpit, six (6) Cabin passengers seats. Four executive club chairs with two fold-out executive tables. RH Fwd Refreshment Center. Aft Divider Assembly with sliding door Aft Low Boy storage cabinet with drawer One Aft Potty Belted Seat. Townsend Leather Satin finished wood veneer – Australian Walnut Brushed Aluminium Hardware Finish. Exterior Overall white with dark grey stripes JAR OPS 1

Asking Price: Make Offer

ALBINATI AERONAUTICS SA P.O. BOX 44 1215 GENEVA 15 AIRPORT SWITZERLAND

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Tel: Mob: E-mail: Web:

+41 (0) 22 306 1060 +41 (0) 79 2005265 info@albinati.aero www.albinati.aero Aircraft Index see Page 4


S H O W C A S E

2008 Hawker 900XP Serial Number: Registration: Airframe TT: Landings:

HA-0038 HB-VPJ 1158 1043

Engines on MSP Gold HONEYWELL / TFE 731-50R LH: S/N P122180 1158 T SN / 1043 CSN RH: S/N P122181 1158 TSN / 1043 CSN APU on MSP HONEYWELL / GTCP36-150 W S/N: P-1018 1253 TSN Avionics Collins Proline 21 Integrated flight control System with 4 EFIS LCD Displays Collins IFIS-Paperless Cockpit Integrated Electronic Checklist Enhanced Map Overlays AHRS Dual Collins AHC-3000 Autopilot Dual Collins FGC 3000 ADC Dual Collins ADC-3000 FMS Dual Collins FMS-6000 GPS Dual Collins GPS-4000A with WAAS NAV Dual Collins NAV-4000 and NAV-4500 ADF Collins ADF DME Dual Collins DME-4000 VHF Dual Collins VHF-4000 w/8.33KHz spacing HF Dual Collins HF-9000 High frequency Radio XPDR Dual Collins TDR-94D Mode S TCAS II Collins TTR-4000 TCAS II EGPWS Mark V EGPWS with Runway Awareness and Advisory System (RAAS) RADAR Collins TWR 850

SSFDR Honeywell solid state FDR CVR Universal Cockpit Voice Recorder CVR-120 ELT Artex C406-N w/3 freq. ESIS Meggitt Electronic Standby Instrument System MK.2 MDC Collins Maintenance Diagnostic System Selcal Additional Equipment Airborne Telephone Systems: AirCell ST3100 iridium phone with cordless cockpit & cabin handsets Cabin Information & Entertainment Systems: Collins Dual Digital Video Disc Player with 2nd 15” LCD monitor Airshow 4000 w/ Flight Deck Controller Outlets 220 VAC power Interior Height (8) Cabin passenger’s seats, featuring 5 individual seats with two fold-out executive tables and a 3-place divan Belted lavatory seat Beige colored carpet. White ultrasuede headliner. Leather beige color seat Exterior Top fuselage and upper wing Matterhorn white color Belly and bottom wings granite color with two stripe granite colors On CAMP & Support Plus JAR OPS 1 Asking Price USD $8,950,000

ALBINATI AERONAUTICS SA P.O. BOX 44 1215 GENEVA 15 AIRPORT SWITZERLAND Advertising Enquiries see Page 8

www.AvBuyer.com

Tel: Mob: E-mail: Web:

+41 (0) 22 306 1060 +41 (0) 79 2005265 info@albinati.aero www.albinati.aero

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S H O W C A S E

2000 Bombardier Global Express Serial Number: Registration: Airframe TT: Landings:

9067 N67RX 7160 2125

As owner, Japat AG offers for sale its 2000 Bombardier Global Express, Serial Number 9067. This aircraft features: • Honeywell Avionics • 8C-Check and Landing Gear Overhaul in April 2012 • Buyers Choice of new Interior and Paint Colors

Airframe Empty Weight: 49,696 Lbs, Max Gross Weight: 96,000 Lbs, Max. Landing: 78,600 Lbs. . No Known Damage History. Engines BR710A2-20 on Corporate Care. Left: S/N-12235, TT: 7160.1 Hrs, TC: 2,125 Cycles. Right: S/N-12246, TT: 7160.1 Hrs, TC: 2,125. All Inspections Current. APU: RE-220(GX). On MSP Avionics DU-870 EFIS, Honeywell FMS, Honeywell IC800 Flight Director & Autopilot, GPS-550 GPS, RNZ-850 NAV, ADF, & DME, RCZ-833K VHF, HF-9000/Selcal HF, RCZ-833 Mode S Enhanced Transponder, Primus-880 Radad, TCAS, FDR, CVR, ELT

Interior Original, 14 seat interior. Baker Cabin Management System. Electric Window Shades. 4 Club Seats in Forward Cabin, 2 Club Seats plus 4-Seat Dining Group in Mid Cabin, 2-Seat Divan plus 2 Club Seats in Aft Cabin. Fwd and Aft Magair Toilets. DVD, CD, & VCR. 6-6.5” Seat Monitors. Crew Rest has built-in PMAT plus 10” Monitor. Fax. TIA Oven. Freezer. Chiller. Microwave. Aircraft will be delivered with fresh soft goods in April 2012. Color can still be decided by buyer. Exterior July 2003 Paint. Overall White with Blue and Gold Stripes. Aircraft will be delivered with new, April 2012 Paint. Color can still be decided by buyer. Aircraft Located in Morristown, New Jersey Price: Please Inquire

Japat AG Daniel Stieger

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E-mail: daniel.stieger@novartis.com

Aircraft Index see Page 4


S H O W C A S E

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

9086 M-MNAA 6370 2229

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

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

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

Japat AG Daniel Stieger

Advertising Enquiries see Page 8

www.AvBuyer.com

E-mail: daniel.stieger@novartis.com

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S H O W C A S E

2005 Socata TBM 700C2 Serial Number: Registration: Airframe TT:

317 C-GTLA 1,175

• Only 2 owners since new! • No Damage History • Annual Inspection complied with Feb. 2012 • Landing Gear on Long Life program • RVSM Engines PRATT & WHITNEY PT6A-64 (3,500 Hr. TBO) Propeller HARTZELL 4-BLADE. 176 SPOH – FEB. 2011 Avionics NAV/COMM: DUAL GARMIN GNS-530 AP/FD: KING KFC-325 (W/PRESELECT) XPNDR: GARMIN GTX-327 & GTX-330 DME: KING KN-63 (w/OUTPUT TO EHSI) R/ALT: KING KRA-405B ALTIMETER: AM-250 ENCODING AUDIO: GARMIN GMA-340 GPS: DUAL GARMIN GNS-530 EFIS: TWO-TUBE BENDIX EFS-40 MFD: KING KMD-850 (w/TAS & TAWS) RADAR: KING RDR-2000 (ON KMD-850) S/SCOPE: BF WX-500 Features TWO OWNERS SINCE NEW NO DAMAGE HISTORY RVSM EQUIPPED GASEOUS OXYGEN SYSTEM

SHADIN ETM 700 ENGINE TREND MONITOR PULSE LIGHT ANTICOLLISION SYSTEM FULL CO-PILOT INSTRUMENTS KING KI-525 HSI AIRSPEED & VERTICAL SPEED INDICATORS, ALTITUDE INDICATOR ELECTRIC ARTIFICIAL HORIZON ELECTRIC TRIM CONTROL ALTIMETER AND AIRSPEED INDICATOR FREON AIR CONDITIONING KNOWN ICING (DE-ICE BOOTS, ELECTRIC PROP, WINDSHIELDS, PITOT/STALL) Interior EXECUTIVE CLUB SEATING FOR FOUR PLUS TWO PILOTS HIGH COMFORT ASH GREY LEATHER SEATS WITH MATCHING CARPET AND SIDE PANELS RH STORAGE CABINET WITH CD PLAYER & LH REFRESHMENT CABINET WOOD VENEER OVERHEAD PANEL WITH A/C VENTS AND READING LIGHTS AND EXECUTIVE WRITING TABLE. Exterior TOP HALF COMPLTED IN PEARLESCENT WHITE WITH BOTTOM HALF COMPLETED IN BLACK WITH MAROON AND GOLD STRIPING. Maintenance ANNUAL INSPECTION COMPLIED WITH BY ELLIOTT AVIATION FEBRUARY 2011, LANDING GEAR ON LONG LIFE PROGRAM WITH 5 & 10 YEAR INSPECTIONS COMPLIED WITH FEBUARY 2011.

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 4


S H O W C A S E

Cessna Citation Ultras Avionics Honeywell Primus 1000 3 - Tube EFIS Honeywell GNS-XLS FMS Honeywell MKVII EGPWS Honeywell TCAS II w/Change 7 L3 Cockpit Voice Recorder Global-Wulfsberg AFIS Interior Seven Passenger Interior & Belted Lav Seat Aft Tailcone Baggage w/Ski Tube. Zephyr Air Conditioning. Recently refreshed Interior.

Exterior Recently completed Permaguard sealed Exterior Maintenance Fresh Phase 1 - 5 completed by Landmark, Scottsdale One Year Cescom Enrollment Zero Engine Option

1996 Dassault Falcon 900B Serial Number: Registration: Airframe TT: Landings: • MSP Gold • EGPWS • 406 ELT • Airshow 400 • Satphone • TCAS II w/change 7 • RVSM Certified • Paint & Interior 2006 • New Carpet 2006 • Immaculate Condition • With Complete History

152 N18FX 7,480 3,826

Airframe Inspection Status A, A+ Due: June 2012 2A, 2A+ Due: June 2012 3A Due: February 2013 4A+ Due: June 2012 B Due: 8711 Hours 2B Due: 8711 Hours 3B Due: 8711 Hours C, 3C Due: June 2013 2C, 4C Due: June 2019 Landing Gear Due: June 2019 SB F900-390 C/W – This extends all “A” inspection intervals to 8 Months/400hrs

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

Advertising Enquiries see Page 8

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Tel: (403) 291 9027 Fax: (403) 637 2153 sales@hopkinsonassociates.com www.hopkinsonassociates.com WORLD AIRCRAFT SALES MAGAZINE – March 2012

137


S H O W C A S E

Aircraft is in excellent condition

2001 Hawkerbeech Premier 1 Serial Number: Airframe TT: Landings:

RB-0027 912 1.051

Engines Williams FJ 44-2A S/N 1073 TT 912 / TC 1.051 S/N 1064 TT 912 / TC 1.051 Equipment Collins Proline 21 Dual VHF 422C 8.33KHz Dual NAV VIR-432 Dual FMS FMC -3000 Dual Mode S TPX TDR 94D ADF 462 ELT Artex 406 Mhz Dual GPS -4000A Radio Altimeter ALT-4000 Weather Radar RTA – 800 EGPWS Mark V CVR 2100-1010-51 ACAS Collins TTR – 4000 Dual Airdata Computer ADC-3000 DME 422 Satphone installed Engine Program Tap Elite All Mandatory Service Bulletins Many Options Motivated Seller - Price: Make Offer

Air Alliance GmbH Airport Siegerland, D-57299 Burbach, Germany

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Tel: +49 2736 4428 13 Fax: +49 2736 4428 50 Mobil: +49 177 88 6 8824 Email: mueller@air-alliance.de www.air-alliance.de Aircraft Index see Page 4


S H O W C A S E

2001 Cessna CJ1 Serial Numbers: Registration: Airframe: Landings:

525-0435 G-CJAD 2020 1580

Engines LH Engine Model: Williams International FJ-44-1A on Pwr adv RH Engine Model: Williams International FJ44-1A on Pwr adv LH Engine Total Time: 1965/ TBO:3500/ Cycles:2935 RH Engine Total Time: 2020/ TBO:3500/ Cycles:2935 Avionics Coms: Honeywell KY-196 Comms/8.33 KHz TCAS: Honeywell CAS-66 TCAS I Navs: Honeywell KN53 Navs/FM Immunity Collins Pro Line 21 IFCS DMEs: Honeywell KN63 DME/Chelton DM441B DME RVSM: Capable ADF: Honeywell KR-87 ADF EFIS: Collins Pro Line 21 2-Tube EFIS Transponders: Dual Garmin GTX-330D Mode ‘S’ Autopilot & FDS: Collins Pro Line 21 Autopilot Weather Radar: Collins RTA-800 Colour Radar FMS – Universal UNS-1K FMS/GPS Radar Altimeter: Collins ALT-55B Rad/Alt ELT: Artex 406 MHz

Options Thrust Attenuators, Oxygen System, EROS Crew Oxygen Masks, Skitube baggage compartment, Sunshield covers, Rosen Sunvisors. Engines on power advantage fully paid. JAR OPS & EASA Compliant. B&D Cabin Information Display. Cockpit Curtain Exterior & Interior Overall White with Dark Brown, Gold and Coral Red Accent Stripes. Exterior in very good Condition. Five place executive interior having a forward side facing seat and a club four setting with fold out sidewall tables. All seats upholstered in light tan leather with the upper sidewalls in a co-ordinated patterned design. Carpet is beige wool loop with the headliner matching the colour of the seats. The woodwork is finished in medium tone Khayawood veneer with the seatbelts and hardware in brushed aluminium. A forward ‘Deluxe’ refreshment centre is located at the front of the cabin opposite the side facing seat. Electrical Outlets located in the club four area. Lavatory with flush toilet at the rear of cabin. Interior in very good condition.

Price: $2,250,000 USD inclusive of paid EEC European VAT

History- maintenance and records: Maintained on CESCOM with Pro Parts. HSI on engines c/w 2/09 Location Lugano - LSZA - Switzerland JETFINA SA Via Nassa 29, 6900 Lugano, Switzerland

Advertising Enquiries see Page 8

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Office: Mobile 1: Mobile 2: E-mail: Web:

+41 91-9214603 +41 76-5069030 +41 76-4122695 info@jetfina.com www.jetfina.com

WORLD AIRCRAFT SALES MAGAZINE – March 2012

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S H O W C A S E

Asking price 12.9Million US$ 1991 Mystere-Falcon 900 B Serial Number: Registration: Airframe TT: Landings:

101 VP-CAB 3950 3480

• One owner since new (private owner) • No damage history • Maintenance by JetAviation Basel • Perfect condition interior and exterior • CAT II equipped and approved by CAA • Complies with JAR OPS 1 • Cayman Island registration, formerly on German registration • CAMP access can be granted • A/C delivered with fresh A check

Engines Engines TFE731 5BR1C Honeywell (with MSP Gold Serviceplan) Consecutive serial numbers, engines supplied with aircraft upon delivery MPI/CZI due in 300HRS, cost covered by MSP. APU GTCP 36-150 F HSI C/W in 2005 Avionics FDR CVR

Tri- band ELT EGPWS Single Rad Alt Mode S TCAS Dual VHF 8,33khz RVSM BRNAV HF Selcal Single GPS Dual FMS/ IRS Weather Radar with Dual Controller Stormscope CAT II certified. Interior Hot air oven and coffeemaker. 14 Pax config. with fabric (wool) armrest and seatbase leather. Cabin LED lighting. CD Player. Special Equipment Cabin LED lighting Ice detector Battery charger Iridium sat phone Towbar installation USB data loader Third flight deck crew seat N1 DEEC’s Maintenance 3C check C/W 2009 ASW Air-Service Werkflugdienst GmbH & Co.KG Flughafen, Gebäude 347 22335 Hamburg, Germany

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Tel: + 49-(0)40-59 88 46 Fax: + 49-(0)40-59 64 09 Cell: + 49-(0)170-8383330 E-mail: Falcon@bauermedia.com

Aircraft Index see Page 4


Marketplace Boeing 737-300 VIP

European Skybus Ltd Year:

1990

S/N:

24570

TTAF:

53457

Reg:

N470AC

Location: United Kingdom

Tel: +44 (0) 1531 633 000

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

Cessna Citation Bravo

Jet Aviation Business Jets AG Year:

2000

S/N:

550-0906

TTAF:

5410

Reg:

HB-VNZ

Location: Switzerland

1991

S/N:

25419

TTAF:

37643

Reg:

N419CT

Location: United Kingdom

Tel: +44 (0) 1531 633 000

This 737-500 has undergone extensive maintenance and engineering work including a heavy C check, installation of winglets and conversion to VIP configuration in December 2010. The aircraft has been completely refurbished to the highest standards. The new owner will benefit from the millions of dollars and thousands of man hours that have gone into completing this VIP conversion. The exterior has been painstakingly stripped and repainted and the interior has been finished to a very high VIP standard. Price: Make offer

Dornier 328

Email: trevorw@euroav.com

EPSN Year:

1998

S/N:

3095

TTAF:

2011

Reg:

PH-EVY

Location: Netherlands

Tel: +31 (0) 629 560 272 Aircraft in Executive lay-out 12 pax. Exceptionally wide corporate cabin arrangement with forward kitchen and aft Wardrobe/Lavatory room (wider then e.g. G V or Falcon 900). Kitchen with oven, coffeemaker, wash bin, ample stowing cabinetry. Cabin with moving map display, video/audio system. Wardrobe / lavatory area with large wardrobe space. With access to the aft baggage compartment. Fresh Phase V inspection, Fresh LG Overhaul. EASA JAR/OPS1 equipped. Dual S-Transponder. RVSM mod c/w. Price: make offer

Citation XLS

Email: martin.bernegger@jetaviation.ch

European Skybus Ltd Year:

Email: hwac@hwac.demon.nl

Beechcraft Vertrieb & Service GmbH Year:

2007

S/N: TTAF:

2,300

Reg:

Tel: +41 (0) 58 158 8600

JAR/EU-OPS1 compliant, MAINTENANCE: Phase 5 & Refurbishment 11/2010, Engine Overhaul & Paint 2008. Fully enrolled on ProParts & Power Advantage Program. Maintenance tracking on CescomCamp. CABIN: Standard Cabin configuration for up to 8 Passengers. Center Club Seating with fold out tables. Fwd Refreshment Center. Flushing Toilet. AVIONICS: Primus 1000 Integrated Avionics System. RVSM, EHS/ELS compliant. UNS1-L FMS, approved for RNP-10, RNP-5/BRNAV, RNAV, V/LNAV, PRNAV. Certified for Steep Approach. Price: Please call

Boeing 737-500 VIP

Email: trevorw@euroav.com

Tel: +49 821 7003 100

EU-Reg., EU-OPS, CVR (2h), HF-1050, TCAS II, CMS-400 Checklist, Dual FMS UNS-1 ESP, AvVisor+, Aircell ST-3100, EASA German Commercial Certificate. CAMO+, Top condition!

Location: Europe ✈ Advertising Enquiries see Page 8

www.AvBuyer.com

Email: info@beechcraft.de WORLD AIRCRAFT SALES MAGAZINE – March 2012

141


Marketplace Hawker 800A

Leonard Hudson Drilling Year:

1995

S/N:

258273

TTAF:

6615.3

Reg:

N337WR

Tel: +1 806-662-5823

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

Location: USA jetphotos.net

Bell 206L4

Leonard Hudson Drilling Year:

2002

S/N:

TBD

TTAF:

1700

Reg: Location: USA

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

1981

S/N:

33017

TTAF:

15265

Reg:

N554AL

Location: USA

Email: ronfernuik@hotmail.com

Leonard Hudson Drilling Year:

Tel: +1 806-662-5823

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

Bell 212

Email: ronfernuik@hotmail.com

Leonard Hudson Drilling Year:

Tel: +1 806-662-5823

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

Bell 412 EMS

Email: ronfernuik@hotmail.com

Tel: +1 806-662-5823

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

S/N: TTAF: Reg: Location: USA

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Email: ronfernuik@hotmail.com

Aircraft Index see Page 4


Marketplace Gulfstream G450

L & L International Ltd Year:

2007

S/N:

4092

TTAF:

2295

Reg:

TBD

JSSI Tip to Tail Maintenance Program, Engines: Rolls-Royce Tay Mk 611-BC (100% JSSI), Time and Cycles Match the Airframe, APU: Honeywell GTCP36-150, Avionics/Radios: (QTY), (4) Honeywell DU-1310 Flat Panel Display Units, (2) Honeywell DC-884 Display Controllers, (1) Honeywell DP884 Display Brightness Panel, (1) Honeywell/Kollsman Visual Guidance System (VGS), 14 Passenger, Forward Galley, Fwd & Aft Lavatories. Price: Please call

Location: USA

Socata TBM 700B

Tel: +1 305 754 3313

Email: sales@L-Lint.com

Danish Air Transport Year:

2002

S/N:

237

TTAF:

1800

Reg:

N700VB

Location: Denmark

Tel: +44 (0) 7729 299 275 AVIONICS: King KR-8, Drum Autopilot: King KFC-325 3-Axis, King EFIS-40 2-Tube Color/Garmin King KAS-297 Dual Garmin GNS530, King KCS-305 King KDI-574, Honeywell EFIS-40 2-Tube Color, King KLN-90B(IFR), Honeywell EFIS-40 Tube Color Navigation Radios: Dual Garmin GNS-530 King KRA-405 Dual Garmin GTX 330D Stormscope: Bf Goodrich WX-500 TCAS: BF Goodrich Skywatch SKY-899 King RDR-2000. INTERIOR: VIP Leather, Refreshment Cabinet, CD Player, Bose Headset Wiring. MAINTENANCE: LDG & 600 hr Completed 10/2010

Socata TBM 700B

Email: chris@dat.dk

JT Air Ltd Year:

2002

S/N:

230

TTAF:

1426

Reg:

N324JS

Location: United Kingdom

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

Cessna 208 CaravanB

Email: mail@jtair.net

Privatejet International GmbH Year:

2008

S/N: TTAF:

720

Reg:

D-FROB

Location: Germany

Tel: +49 (0) 4215 257 1111

LOW TIME, Glass Cockpit. Beauty in every Single Engine Turbine Fleet. Well Maintenained, low time flown. Engine: Type: Pratt and Whitney PT6A-114A, HP: 675 HP, TSN: 710 hours (10/2011), Propeller: Type: McCauley 3GFR34C703/106GA-O, TSN: 720 hours (10/2011), Avionics: Garmin 1000 + Additionals, Weather Radar: Garmin GWX-68 4 Color Digital WX, Additional Equipment & Features: Additional Intercom Installed for Passenger Seats No. 3 + 4,TKS: Anti- Icing Sys,Oxygen System: 17 Port 115 cu / ft, Air Condition: Freon, Parachute Kit incl. Outside Steps & Handles, Aero Twin Exhaust. Price: USD $1,600,000

Email: info@privatejet-international.eu

Start selling your aircraft today with ‘Sell My Aircraft’ at AvBuyer.com

Challenger 300

Capital Jet Group Year:

2006

S/N:

20091

TTAF:

832

Reg:

N391W

Location:

USA

Tel: +1 703 917 9000

This low time standout has had one U.S. corporate owner since new delivery Sept. 2006. Tastefully completed tan leather 8 passenger double club interior. Many extras, including over water flight kit, increased baggage capacity, avionics & cabin upgrades, 16G belted lav seat. Engines/APU on MSP, airframe on Smart Parts+, significant warranty remaining. Always hangared, NDH, never chartered. No better maintained 300 for the money. Call or email for additional information.

Your aircraft for sale advert will appear: • on AvBuyer.com IMMEDIATELY • in World Aircraft Sales Magazine (print & digital) • in the next AvBuyer Weekly Aircraft E-mail listing

Advertising Enquiries see Page 8

Email: sales@capitaljetgroup.com

www.AvBuyer.com

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Marketplace Eurocopter SA 315B

ASCOB Year:

Tel: +41 (0) 71 966 60 62 Time since overhaul 4000 h (last major inspection 04/2004), last T2 inspection done in July 2011 (10100 h), TBO 4800 h (special Eurocopter programm). Avionics:King KX 125 VHF COM/NAV, Mode S XPDR King KT73, ELT 406 AF-H, Intercom Senehi Avionics, Tactical radio FM AP2299/07 with scanner, 2 Headsets Peltor. Options: Cargo Hook Sling, Rescue Hoist fixed parts, 2nd Landing Light, Skis, Dual Controls, Monitoring for vertical Ref Operation, Cargo Mirror, Utility basket LH & RH, Bubble.

1979

S/N: TTAF:

14200

Reg:

HB

Location: Switzerland

Agusta A109E Power

Email: info@ascob.ch

East Midlands Helicopters Year:

2008

S/N:

11721

TTAF:

870.2

Reg:

G-EMHC

Tel: +44 (0) 1509 856 464

Always hangared, maintained to the highest standard for CAT flights. Immediately available with lease back/aircraft management available. Price: Make offer

Location: United Kingdom ✈

Sikorsky S76C+

Email: sales@helicopter-services.co.uk

K-R Aircraft Year:

1997

S/N:

760470

TTAF:

4805

Reg:

N241KK

Tel: +1 909-783-1718 Available for immediate sale with the best market price, #1 EG: 1088, #2 EG: 1250 TSO, FLIR 2000 HP Ultra Media Camera, 4 Tube Honeywell EDZ 705 EFIS, Cabin Audio, 12 PAX Seats, Trimble GPS, 406AF ELT, KFS-576A Transponder, RDR-1400C WX Rader, NDH Excellent records with Fresh Annual /Export C of A.

Location: USA ✈

Par Avion Ltd

Email: KAZKRAIR@aol.com

Alberth Air Parts

+1 832 934 0055

Spare Parts

FALCONS • HAWKERS • LEARS

•BUY •SELL •TRADE

www.paravionltd.com

CESSNA LEARJET HAWKER WESTWIND FALCON GULFSTREAM

www.alberthaviation.com

SALES • ACQUISITIONS • CONSULTING

Fax: +1 832 934 0011

Find an Aircraft Dealer

and brokers - find one today

Business Aviation

avbuyer.com/dealers

144

WORLD AIRCRAFT SALES MAGAZINE – March 2012

Whether buying or selling an aircraft our directory can help you find a dedicated sales professional with a global network of relationships and resources to secure you the best deal.

The World’s leading aircraft dealers

www.AvBuyer.com

Aircraft Index see Page 4


Not just a tug.

It’s a

8900 Series

.

800-535-8767 / 503-861-2288 w w w. l e k t r o. co m / s a l e s @ l e k t r o. co m

Next Issue copy deadline: Wednesday 14th March Advertiser’s Index 1st Source Bank......................................................115

Corporate Concepts ...........................................63,65

John Hopkinson & Associates ..............................137

21st Century Jet Corporation ...............................146

Dassault Falcon Jet Europe....................................2-3

JAPAT ................................................................134-135

AeroSmith/Penny .......................................................32

Dominion Aircraft........................................................88

Leading Edge Aviation........................................40-41

AIC Title Services ....................................................113

Duncan Aviation ....................................................67,93

Lease Connexion .....................................................105

Air 1st Aviation ..............................................................4

Eagle Aviation..............................................................35

Lektro..........................................................................145

Air Alliance ................................................................138

Eagle Creek Aviation .................................................69

Mente Group ...................................................129-131

Albinati Aeronautics SA ................................132-133

EBACE.......................................................................117

NBAA Business Aviation Forums...........................59

ASW Air Service......................................................140

ExecuJet Aviation........................................................47

New Jet International .................................................51

Avjet Corporation.................................................38-39

Freestream Aircraft USA ..........................................19

O’Gara Aviation Company .........................FC, 20-21

Avpro ......................................................................14-16

General Aviation Services ........................................29

Par Avion ......................................................................46

Bell Aviation...........................................................22-23

Goodwood Aviation Exhibition .............................119

PremiAir Global Aircraft Sales ................................71

Bloomer deVere Group Avia....................................55

Gulfstream Pre-Owned ...............................................5

Rolls-Royce..................................................................97

Bombardier..................................................................25

Hawker Beechcraft .................................................101

Savback Helicopters .................................................75

Boutsen Aviation ........................................................17

Heliasset.com ...........................................................111

Sojourn Aviation .......................................................103

Bristol Associates ......................................................81

Intellijet International .................................................6-7

Southern Cross Aviation ........................................109

Central Business Jets .............................................147

J. Mesinger Corporate Jet Sales ......................11-13

Survival Products.....................................................145

Charleston Aviation Partners ...................................57

Jet Support Services (JSSI) ....................................99

The Jet Collection.......................................................79

Charlie Bravo Aviation...............................................61

JetBlack Aviation ........................................................31

Top Luxury Show.............................................126-127

Chuck Collins & Associates ....................................33

JetBrokers..............................................................26-27

Universal Avionics ......................................................95

Conklin & de Decker ....................................................4

Jetconnect .................................................................128

VREF Aircraft Values .................................................87

Corporate Aircraft Photography..............................87

Jetcraft Corporation.....................................36-37, BC

Wentworth & Affiliates...............................................83

Corporate AirSearch Int’l .................................85,136

Jeteffect ........................................................................53

Wright Brothers Aircraft Title...................................43

JETFINA SA..............................................................139 Advertising Enquiries see Page 8

www.AvBuyer.com

WORLD AIRCRAFT SALES MAGAZINE – March 2012

145


When you own one of the Tri-Jets, you own the best built business jet In the sky; and the Federal Aviation Adminstration has certified them with no life limits for any part of the airframe structure. They exhibit noteworthy handling manners, superb poise throughout the operating envelope, and light but not oversensitive control feel. In addition, Tri-Jets have set world and national records for distance, speed, time to climb and sustained altitude. With efficient space management the Falcon 900 Series aircraft have a larger passenger seating area than the Gulfstream IV. These Tri-Jets weigh 15 tons less and are 22 feet shorter than the Gulfstream IV and provide a more beneficial ramp presence. The 900EX can speed across the Atlantic with all seats full at 0.84 IMN; and has 300 NM greater range than the Gulfstream IV-SP. Furthermore, the 900EX can fly from London to Kansas City, Buenos Aires to New Orleans and Anchorage to Seoul at 0.75 IMN, with eight passengers and NBAA IFR reserves. Revolutionary and the worldâ&#x20AC;&#x2122;s first purpose built fly-by-wire (FBW) business jet, the Falcon 7X capitalizes on Mach 2 technology. FBW enables a MMO of .90 and enhanced low-speed handling, pitch and roll stability characteristics. The 7X can climb directly to FL 410 at ISA + 10° conditions. Two Hundred (200)+ very high speed, ultra long range Falcon 7X business jets have been ordered!

If you are considering the sale or acquisition of your business jet, call 21st Century Jet Corporation today for details before making a decision.

DISTINCTIVE BUSINESS JET SALES & ACQUISITIONS. INCORPORATED IN 1989 TEL: 1.775.833.3223

INTERNET: WWW.TRI-JETS.COM

E-MAIL: sales@tri-jets.com


General Offices

Vienna Office

Minneapolis / St. Paul

Austria

TEL: (952) 894-8559

TEL: +43 660 549 1099

FAX: (952) 894-8569

FAX: +44 20 7900 2890

WEB: WWW.CBJETS.COM

WEB: www.cbjets.com

EMAIL: INFO@CBJETS.COM

EMAIL: erich@cbjets.com

2004 FALCON 2000EX EASy S/N 40

FALCON 900EX EASy S/N 121

1700 TT, C Check and Dry Bay Mod completed 2010 by Duncan, Pratt ESP Gold Engines, Interior 10 Place gutted in 2007, Large Monitors, External Camera System

Former Falcon Demo, Only 2400 Hours TT, Most Systems are Triple, Satcom/HUD, Over $3M worth of Options, US & EASA Certified, Owners New 7X Has Arrived

2004 FALCON 2000 S/N 217

FALCON 900B S/N 110

US & EASA Certified, 10 PAX Interior, MSP Gold, Less than 400 Hours since C Inspection

Meets All EASA / Transport Canada / FAA Approvals; 3C Inspection completed 2010, Owners 900EX Easy has Arrived, MSP Gold, Forward Galley or Normal Galley with Forward Lav.

CITATION EXCEL S/N 5192

2007 CITATION CJ2+ S/N 349

Single Owner, Pratt Power Advantage Engine & APU Program, Spectacular Cockpit including Dual NZ-2000’s and Honeywell RAAS, Aircell Access, XM Sat Weather… 9 PAX Interior

Owners New CJ4 Has Arrived, 704.2 TT, William Rolls Royce Tap Elite Engine Program, Cescom, Citation Serviced Exclusively Since New

1125 ASTRA SP S/N 49

2008 HAWKER 900XP S/N 033

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

853.31 Hours, MSP Gold, EASA / JAR Ops / FAA Certified, Standard 8 Place Interior, Dual FMS, Dual GPS, Dual AHRS, Etc…

SIKORSKY 76B S/N 347 Phenomenal Corporate Jet Cockpit, Mid Time Motors, PBH on all Gear Boxes, Estate Sale, Priced to Move

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


AIMING

HIGHER

for 50 years, there’s no such thing as cruising altitude. Fifty years ago, a new way of handling aircraft transactions took off— the Jetcraft way. Seeing every customer as unique. Working harder on every deal. Building a global network of expert partners and sales pros. Today, thanks to you, we’re one of the world’s top aircraft resellers. But simply cruising on our success isn’t our style. For the next 50 years, you can bet we’ll treat each deal like our first. Because “Always Ascending” is still the only way we fly. www.jetcraft.com I info@jetcraft.com I Headquarters +1 919-941-8400

FEATURED INVENTORY

2013 GLOBAL 5000

2003 FALCON 2000EX - SN 13

2011 CHALLENGER 300 - SN 20328

Final Options Can Be Specified for Limited Time

All Trades Considered - Accepting Offers

Best Value New Challenger 300 in the World

2001 GLOBAL EXPRESS - SN 9060 Clean, Fresh Exterior - Easily Personalized

2012 Airbus ACJ 2005 Challenger 300 2007 Challenger 300 2007 Challenger 300 1997 Challenger 604 2003 Challenger 604 2005 Challenger 604 2007 Challenger 605 1993 Citation VI 1994 Citation VII

2008 Citation XLS+ 2003 Challenger 850 2008 Falcon 2000 DX EASy 1990 Falcon 50 2010 Falcon 7X 2007 Global 5000 2000 Global Express 1990 Gulfstream IV 2000 Hawker 800XP 1996 Sikorsky S-76B

1999 CHALLENGER 604 - SN 5404 One Owner, Well Maintained – Priced for Quick Sale

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

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

When you keep

World Aircraft Sales Magazine Mar-12  

World Aircraft Sales Magazine, March 2012 Issue