World Aircraft Sales Magazine August 2014

FC Bombardier August 2014_FC December 06 23/07/2014 10:39 Page 1

WORLD

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The global marketplace for business aviation

August 2014

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AC Index August 24/07/2014 12:30 Page 1

Aircraft For Sale • AIRCRAFT • HELICOPTERS • PRODUCT & SERVICE PROVIDERS AIRCRAFT

PAGE

AIRBUS A318 Elite. . . . . . 84, 85, A319CJ . . . . . . . . 81, A320 VIP . . . . . . 156,

BOEING/MCDONNELL DOUGLAS 727-100REW ’Super’ . . .134, BBJ . . . . . . . . . . . 27, 45, 74, 156, CRJ-200 ER . . . . 29, CRJ-200 LR . . . . 156, Super 727-200 . 45, DC8-62 VIP . . . . 45,

BOMBARDIER Global 5000 . . . . 10, 54, 61, 81, 132, . . . . . . . . . . . . . . . 133, 156, Global 6000 . . . . 54, 156, Global 7000 . . . . 151, Global Express . 1, 28, 39, 45, 55, 75, . . . . . . . . . . . . . . . 81, 156, Global Express XRS. 10, 19, 28, 55, . . . . . . . . . . . . . . . 79, 156,

Challenger 300 . . . . . . . . . . . 11, 12, 39, 54, 79, . . . . . . . . . . . . . . . 156, 601-1A . . . . . . . . 69, 601-3A . . . . . . . . 24, 75, 601-3R . . . . . . . . 54, 69, 604 . . . . . . . . . . . 47, 58, 66, 605 . . . . . . . . . . . 54, 81, 156, 850 . . . . . . . . . . 25, 151, 156,

Learjet 24E . . . . . . . . . . . 67, 83, 31A . . . . . . . . . . . 66, 151, 31ER . . . . . . . . . . 49, 35A . . . . . . . . . . . 67, 79, 115, 36A . . . . . . . . . . . 150, 40XR . . . . . . . . . . 126, 45 . . . . . . . . . . . . 67, 69, 129, 45XR . . . . . . . . . . 55, 69, 127, 60 . . . . . . . . . . . . 66, 69, 74, 60SE . . . . . . . . . . 66, 156, 60XR . . . . . . . . . . 40, 58, 66, 69, 139,

CESSNA Citation ISP . . . . . . . . . . . 49, II. . . . . . . . . . . . . . 48, III . . . . . . . . . . . . . 13, 39, 47, V. . . . . . . . . . . . . . 12, 67, VII . . . . . . . . . . . . 34, 155, X . . . . . . . . . . . . . 12, 39, 69, XLS . . . . . . . . . . . 39, 67, XLS+ . . . . . . . . . . 39, 83, CJ1. . . . . . . . . . . . 13, 150, CJ1+ . . . . . . . . . . 37, 69, CJ2. . . . . . . . . . . . . 13, 21, 37, 40, 67, 69, . . . . . . . . . . . . . . . 81,

AIRCRAFT

PAGE

CJ3. . . . . . . . . . . . 21, 25, 48, 69, 81, CJ4. . . . . . . . . . . . 13, M2 . . . . . . . . . . . . 37, 414A . . . . . . . . . . 49, 650 . . . . . . . . . . . 21, Bravo . . . . . . . . . 51, 67, 75, 137, Excel . . . . . . . . . . 12, Jet . . . . . . . . . . . . 39, 115, Mustang . . . . . . . 51, 67, Sovereign. . . . . . 12, 45, 61, 79, Ultra . . . . . . . . . . 12, 69, 142,

AIRCRAFT

PAGE

08.14 AIRCRAFT

PAGE

GULFSTREAM

SOCATA TBM 700B . . . . . 67, TBM 700C2 . . . . 67, TBM 850. . . . . . . 51, 69,

VIP Caravan. . . . 45,

IISP . . . . . . . . . . . 155, IV . . . . . . . . . . . . . 69, 75, 115, IVSP . . . . . . . . . . 10, 28, 34, 45, 58, V. . . . . . . . . . . . . . 10, 24, 25, 34, 35, . . . . . . . . . . . . . . . 55, 63, 69, 151, 155, . . . . . . . . . . . . . . . 156, 100 . . . . . . . . . . . 47, 67, 150 . . . . . . . . . . . 19, 34, 63, 83, 200 . . . . . . . . . . . 7, 10, 24, 47, 59, 67, . . . . . . . . . . . . . . . 83, 128, 135, 155, 450 . . . . . . . . . . . 10, 25, 35, 45, 55, . . . . . . . . . . . . . . . 74, 156, 550 . . . . . . . . . . . 7, 35, 39, 45, 65, 74, . . . . . . . . . . . . . . . 156,

DIAMOND

HAWKER BEECHCRAFT

DA-40 . . . . . . . . . 152,

Beechcraft

Conquest I . . . . . . . . . . . . . . 37,

Grand Caravan

EMBRAER EMB-135LR . . . . 45, EMB-145EP. . . . 45, Legacy . . . . . . . . 136, Legacy 500 . . . . 25, Legacy 600 . . . . 45, 113, 156, Lineage. . . . . . . . 75, Phenom 100 . . . 115, Phenom 300 . . . 58, 81,

FAIRCHILD DORNIER 328 . . . . . . . . . . . 37, 328/300 . . . . . . . 81,

FALCON JET 7X . . . . . . . . . . . . 3, 10, 48, 61, 81, . . . . . . . . . . . . . . . 154, 156, 10 . . . . . . . . . . . . 11, 67, 20F . . . . . . . . . . . 155, 20F-5BR . . . . . . . 138, 20-5F. . . . . . . . . . 115, 50 . . . . . . . . . . . . 11, 19, 47, 58, 61, . . . . . . . . . . . . . . . 83, 140, 149, 154, 50-40 . . . . . . . . . 155, 50EX . . . . . . . . . . 3, 11, 31, 154, 155, 100 . . . . . . . . . . . 11, 900B . . . . . . . . . . 3, 11, 24, 45, 47, 69, . . . . . . . . . . . . . . . 113, 154, 155, 900C . . . . . . . . . . 11, 43, 45, 48, 54, . . . . . . . . . . . . . . . 154, 155, 900EX . . . . . . . . . 11, 29, 54, 154, 156, 900EX EASy . . . 3, 154, 155, 156, 900EX EASy II. . 79, 900LX . . . . . . . . . 131, 2000 . . . . . . . . . . 10, 29, 45, 61, 67, 69, . . . . . . . . . . . . . . . 83, 135, 2000EX. . . . . . . . 54, 156, 2000EXEASy . . 3, 10, 28, 47, 61, 2000LX . . . . . . . . 3, 24, 2000S . . . . . . . . 10,

RK-194 . . . . . . . . 51, 400 . . . . . . . . . . . 83, 400A . . . . . . . . . . 13, 51, 66, 67, 113, . . . . . . . . . . . . . . . 125, Premier 1A. . . . . 115,

King Air 350 . . . . . . . . . . . 19, 24, 66, 81, 115, B200 . . . . . . . . . . 13, 39, 49, 51, 58, . . . . . . . . . . . . . . . 69, C90 . . . . . . . . . . . 81, 115, C90B . . . . . . . . . . 13,

Hawker 400XP . . . . . . . . . 51, 69, 115, 700A . . . . . . . . . . 66, 800A . . . . . . . . . . 48, 149, 800XP . . . . . . . . . 7, 12, 47, 58, 66, 115, . . . . . . . . . . . . . . . 130, 149, 850XP . . . . . . . . . 58, 900XP . . . . . . . . . 12, 152, 1000A . . . . . . . . . 151,

IAI Astra SP . . . . . . . 19, Westwind II . . . . 149,

PIAGGIO Avanti P180 . . . . 61,

PILATUS PC45 . . . . . . . . . . 152,

PIPER Cheyenne II . . . . 81, Meridian . . . . . . . 49, 152,

HELICOPTERS AGUSTAWESTLAND A109A II Plus . . 14, A109 Power . . . . 156, A109E Power. . . 13, 14, A109S Power . . 14, 81, A119 KE . . . . . . . 81,

BELL 206 L4. . . . . . . . . 150, 212 . . . . . . . . . . . 150, 407 . . . . . . . . . . . 14, 69, 412 EMS . . . . . . 150, 429 . . . . . . . . . . . 14, 74, 430 . . . . . . . . . . . 14,

EUROCOPTER AS 350 B2 . . . . . 81, AS 350 B3 . . . . . 81, AS 355 F . . . . . . 45, AS 365 N2 . . . . . 14, BK 117C1. . . . . . 81, EC120 . . . . . . . . . 152, EC120B . . . . . . . 81, EC 130 B4 . . . . . 39, EC 135 P2i . . . . . 14, EC 135 P2+ . . . . 81,

SIKORSKY S-76C+ . . . . . . . . 14, S-76C++ . . . . . . 29,

CORPORATE AVIATION PRODUCTS & SERVICES PROVIDERS Aircraft Engine /Support . 15, 33, 89, . . . . . . . . . . . . . . . . . . . . . . . . 91, 93, . . . . . . . . . . . . . . . . . . . . . . . . 101, 153, Aircraft Perf & Specs . . . . . 143, Aircraft Title/Registry . . . . 97, 148, Finance . . . . . . . . . . . . . . . . 105, Ground Handling . . . . . . . . 143, Interiors . . . . . . . . . . . . . . . . 95, Legal. . . . . . . . . . . . . . . . . . . 143,

PZL M28 Skytruck . . 141,

SABRELINER 65 . . . . . . . . . . . . 67,

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The global marketplace for business aviation News - Aircraft listings - Editorial 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)

8

WORLD AIRCRAFT SALES MAGAZINE – August 2014

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Contents

Volume 18, Issue 8 – August 2014

Featured Articles Business Aviation and the Boardroom 16

Corporate Angel Network: Discover how involvement with the Corporate Angel Network can reflect the very best of Business Aviation to the watching world…

18

Establishing a Game-Plan: How can you play the Business Aircraft Acquisition game to win? Who are your players, and what is your best strategy?

22

Things Are Changing: The aviation market’s changing. It’s unlike anything seen in the past several years. How should a corporation respond to this uncharted territory?

30

Easier Said Than Done: Corporations that form separate entities to operate their business aircraft must beware the limitations imposed by the FAA. More info here.

36

16

How Do You Use It…: Your company probably has a computer policy.

Does it have documented policy for using business aircraft, asks David Wyndham?

It should do…!

42

Climbing the Corporate Aviation Ladder: Are you planning on transitioning to a more capable aircraft? If so, you’re going to need to consider the insurance issues.

50

Turboprop Value: A look at the benefits of business turboprops, and a listing of values for the models built over the last 20 years.

68

Main Features 56

Flight Dept. Management Skills – High Trust Leadership: Great leaders and managers have trustworthiness in common. That’s partly down to ‘Character’ and ‘Commitment’. Here’s how…

60

Flight Dept. Management Skills – The Cost of Time: Jodie Brown provides a selection of pointers and techniques for ensuring meetings are managed for cost effectiveness.

68

Aircraft Comparative Analysis – G450: How does the performance of the Gulfstream G450 stand up against Bombardier’s Challenger 605 and Dassault’s Falcon 900LX?

86 92 96 100

Plane Sense on Refurbishment – Demystifying New Paint & Interior: Aircraft appraiser James Becker unpacks how to assess aircraft value in relation to paint and interior refurbishments.

Q&As: Danielle Kavan answers a selection of the most commonly asked questions received at Duncan Aviation in relation to aircraft refurbishments.

Hot Times: Dave Higdon discusses what’s popular in the refurbishment industry at a time that the average ownership period for a business aircraft is growing.

The No-Rush Refurb: JSSI’s Donald Ridge outlines how you should live with your new airplane before rushing into key refurbishment decisions. Here’s why…

102

Money, Money, Money…: Lending capital is on the increase for older businessturbine aircraft, outlines Dave Higdon. We take a closer look at the current aircraft financing market.

106

Scaling an SMS: In his second of a three-part study, safety consultant Mario Pierobon considers the complexities of scaling an SMS to a small flight operation, this month focussing on turning ‘input’ to ‘output’.

144

Ending MIA in Aviation: Following on from MH370’s disappearance, we review the flight tracking options available to help maximise the chance of rediscovery if the unthinkable were to happen in remote terrain.

Advertising Enquiries see Page 8

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92 Other Features 64 76 108 110 114 117 121

Wichita Insider Aircraft Specs & Performance Tables JETNET iQ Summit Round-Up JETNET >>KNOW MORE Aviation Leadership Roundtable Market Indicators BizAv Round-Up

Next Month’s Issue Business Aviation and the Boardroom Plane Sense on Cockpit Avionics GAMA 2Q 2014 Shipment Report WORLD AIRCRAFT SALES MAGAZINE – August 2014

9

Avpro August 21/07/2014 16:56 Page 1

GLOBAL 5000 VISION 2015 DELIVERY POSITION

GLOBAL EXPRESS XRS SERIAL NUMBER 9387

GULFSTREAM V SERIAL NUMBER 525

GULFSTREAM G450 SERIAL NUMBER 4024

GULFSTREAM G200 SERIAL NUMBER 203

GULFSTREAM IVSP SERIAL NUMBER 1292

FALCON 7X SERIAL NUMBER 36

FALCON 2000S SERIAL NUMBER 711

FALCON 2000EXY SERIAL NUMBER 107

FALCON 2000 SERIAL NUMBER 105

900 BESTGATE ROAD z SUITE 412 z ANNAPOLIS, MARYLAND 21401 z TEL 410-573-1515

Avpro August 21/07/2014 17:04 Page 2

WWW W W W . AVPROJETS AV P R O J E T S . C COM OM

VIEW W VIDE IDEO EO OF OU UR R EX XCLUSIVE CLUSIVE LISTINGS!

EMS

FALCON FALCON 900LX 900LX SERIAL NUMBER 190

FALCON 900C 900C FALCON SERIAL NUMBER 1955

FALCON 900B 900B FALCON SERIAL NUMBER 3

FALCON FALCON 50EX 50EX SERIAL NUMBER 2755

FALCON FALCON 50EX 50EX SERIAL NUMBER 320

FALCON FALCON 50 SERIAL NUMBER 1588

FALCON 50 FALCON SERIAL NUMBER 159

FALCON FALCON 10 SERIAL NUMBER 899

FALCON F ALCON 100 SERIAL NUMBER 206

INFO@AVPROJETS.COM

C CHALLENGER HALLENGER 3000 SERIAL NUMBER 2004 20043 43

WWW.AVPROJETS.COM

Avpro August 21/07/2014 17:04 Page 3

CHALLENGER 300 SERIAL NUMBER 20188

HAWKER 900XP SERIAL NUMBER HA-49

HAWKER 800XP SERIAL NUMBER 258562

HAWKER 800XP SERIAL NUMBER 258404

HAWKER 800XP SERIAL NUMBER 258293

CITATION SOVEREIGN SERIAL NUMBER 278

CITATION X SERIAL NUMBER 251

CITATION EXCEL SERIAL NUMBER 5161

CITATION ULTRA SERIAL NUMBER 439

CITATION V SERIAL NUMBER 234

900 BESTGATE ROAD z SUITE 412 z ANNAPOLIS, MARYLAND 21401 z TEL 410-573-1515

Avpro August 21/07/2014 17:05 Page 4

V ISIT ISIT

W WWW W W . AVPROJETS AV P R O J E T S . C COM OM VIIEW W VIIDEO OF OU UR R EX XCLUSIVE CLUSIVE LISTINGS!

C ITATION III CITATION SERIAL NUMBER 152

CITATION CITATION CJ1 CJJ1 SERIAL NUMBER 495

CITATION C ITATION CJ1+ CJ1+ J SERIAL NUMBER 651

CITATION CITATION CJ2 CJJ2 SERIAL NUMBER 15

CITATION CITATION CJ4 CJJ4 SERIAL NUMBER 17

BEECHJET 400A BEECHJET 400 A SERIAL NUMBER RK-67 RK-677

KING AIR AIR C90B C90B KING SER ERIAL RIAL NUMBER L LJ-1453 J-1453 J

KING KING AIR AIR B200 B200 SERIAL NUMBER BB BB-1757 -17557

AGUSTA AGUSTA U A A109E 109E P POWER OWER SERIAL E NUMBER 11145

AGUSTA AGUSTA A109E A109E POWER POWE ER SERIAL NUMBER 11770

INFO@AVPROJETS.COM

WWW.AVPROJETS.COM

Avpro August 21/07/2014 17:06 Page 5

AGUSTA A109E POWER SERIAL NUMBER 11831

AGUSTA A109S POWER SERIAL NUMBER 22031

AGUSTA A109S POWER SERIAL NUMBER 22077

AGUSTA A109S POWER SERIAL NUMBER 22137

AGUSTA A109A II PLUS SERIAL NUMBER 7436

BELL 429 SERIAL NUMBER 57090

BELL 429 SERIAL NUMBER 57056

BELL 430 SERIAL NUMBER 49028

BELL 407 SERIAL NUMBER 53127

EUROCOPTER EC135P2i SERIAL NUMBER 0691

EUROCOPTER AS-365N2 SERIAL NUMBER 6650

SIKORSKY S-76C+ SERIAL NUMBER 760464

900 BESTGATE ROAD z SUITE 412 z ANNAPOLIS, MARYLAND 21401 z TEL 410-573-1515

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Aircraft enrolled on CorporateCare have higher asset values and liquidity as well as access to a truly global service network. So while you are enjoying engine reliability, supported by the resources and engineering expertise of the OEM, you’ll know you are helping to maximize your asset’s value and liquidity for the future. For more on CorporateCare, contact Steve Friedrich, Vice President – Sales and Marketing, at +1 (703) 834-1700, or email corporate.care@rolls-royce.com.

Trusted to deliver excellence.

BG 1 Aug14_FinanceSept 22/07/2014 12:18 Page 1

BUSINESS AVIATION AND THE BOARDROOM

Corporate Angel Network: 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 Jack@avbuyer.com

Unleashing an extra value by helping others.

Companies offering an empty seat on their business aircraft to cancer patients in need of specialized treatment and care reflect the best of Business Aviation, observes Jack Olcott.

Have you considered doing so? magine the diagnosis is ‘the big C’. This year approximately 1.67 million US citizens will learn that they have cancer, the country’s second leading cause of death.

The likelihood that a US male will be diagnosed with some form of cancer within his lifetime is slightly less than 50 percent; for US women the odds are about 35 percent. That’s the bad news.

I

The good news is that today the five-year survival rate for all cancers detected between 2003 and 2009 is 68 percent, up noticeably from the 49 percent survival rate that was characteristic of the mid-1970s. On January 1, 2012 approximately 13.7 million Americans with a history of cancer were alive, either cured or undergoing treatment.

No longer is the C-word synonymous with death. While early detection is one reason for that advance, possibly the most profound influence stems from the specialized treatments that are now available at renown hospitals in several locations throughout our country.

TRANSPORTATION IS CRITICAL Access to specialized treatment, which can be found only in a limited number of cities, is difficult for many cancer patients. While finances play a role, often the more critical factor is the depressed state of the victim’s immune system due to the disease and the debilitating intervention employed to combat the cancer.

Thus using Scheduled Airlines with nearly every seat filled and making one’s way through today’s crowded terminals place the cancer patient in a challenging environment that often precludes travel by public means. Furthermore, nonstop flights between the patient’s home and the specialized hospitals often do not exist.

In 1981, Pat Blum, a pilot and cancer survivor, and the late Jay Weinberg, another cancer survivor, developed a novel idea—use the

GIVE LIFT TO A CANCER PATIENT IN NEED

16

WORLD AIRCRAFT SALES MAGAZINE – August 2014

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Aircraft Index see Page 4

BG 1 Aug14_FinanceSept 21/07/2014 16:42 Page 2

What the Boardroom needs to know about Business Aviation empty seats on corporate aircraft conducting normal business trips to provide transportation for people needing to reach hospitals specializing in cancer therapy, and call that system the Corporate Angel Network (CAN). Both Pat and Jay were from the area surrounding Westchester Country Airport (KHPN), one of the nation’s leading centers for Business Aviation.

As founders of CAN, they approached Dr. Leonard Green, President of the SafeFlight Instrument Corporation (also located at KHPN) and inventor of the stall warning indicator as well as other safety devices for aircraft. Impressed with the concept, Dr. Greene immediately became a significant benefactor for the program and offered his company’s King Air to launch CAN’s first flight. He personally piloted several of CAN’s early trips and flew the 10,000th CAN traveler in April 1998.

C.A.N NEEDS TO EXPAND ITS SUPPLY OF PARTICIPATING FLIGHT DEPARTMENTS

UNDERSTATED SUCCESS With support from the local Business Aviation community and the Country of Westchester, CAN developed a home at KHPN. Today six full-time CAN employees located at the airport are supported by a cadre of 20 to 25 volunteers who coordinate the needs of cancer patients with the schedules of flight departments that have agreed to make their empty seats available on business flights. Half of CAN’s volunteers have been active for 10 or more years.

Finding a fit between the needs of cancer patients and the normal travel schedules of participating flight departments is indeed challenging. A person requesting transportation contacts CAN’s office and completes a questionnaire that captures basic data such as the traveler’s type of cancer, age, gender, dates when travel is needed, and whether he or she will be traveling alone or with a companion. Prospective travelers must be ambulatory and obtain a doctor’s approval for the trip.

CAN volunteers digest those data and distribute travel requests using a variety of systems ranging from simple email communications to participating companies to sophisticated links directly into the computerized scheduling systems of CAN transport providers. In 2013, CAN received over 6,000 travel requests and was able to satisfy 2,600—a fulfilment rate of about 43 percent. Since its founding 33 years ago, CAN has flown approximately 45,000 trips for children and adults with cancer.

YOUR HELP IS NEEDED Because Business Aviation is experiencing increasing internal demand and available seats are occupied by company personnel, CAN fulfillment is down from the 50 percent rate that existed a few years ago. To satisfy the requests of cancer patients, the organization needs to expand its supply of participating flight departments.

All that is required to become a participating flight department is communicating with Dick Advertising Enquiries see Page 8

Koenig, Executive Director of CAN (dkoenig@corpangelnetwork.org or 914 328 1313).

Formerly Vice President and Publisher of FLYING magazine, and a 21-year Army and Air Guard veteran with over 7,000 hours as pilot-in-command, Dick knows Business Aviation. No mention of flights or participation is made without the express consent of participating companies.

We urge Directors of companies using business aircraft, whether owned, leased or chartered, to support the Corporate Angel Network; an effective way to amplify the benefits that companies and society gain from Business Aviation.

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 Business Aviation and the Boardroom continues on Page 18

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BG 2 Aug14_FinanceSept 21/07/2014 17:07 Page 1

BUSINESS AVIATION AND THE BOARDROOM

Establishing A Game-Plan Peter Agur Jr. is managing director and founder of The VanAllen Group, a business aviation consutancy 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.

18

Players in the business aircraft acquisition game.

If you play the Business Aircraft Acquisition game well, you can be a winner. But the stakes are high and the game is complex, cautions Pete Agur.

W

hether acquiring your first aircraft, its replacement, or an add-on, the objective is the same: Place the best aircraft for your needs into safe and effective service while saving every nickel in making that happen.

The stakes of the game are both intangible and tangible. On the intangible side, if the political or economic environment is not good, your reputation or the brand of your company may be damaged. For instance, during the recent recession several financial services companies received strong negative publicity for having new aircraft on order, even though the deals were struck in better times and the aircraft’s use was clearly justifiable.

The tangible stakes are equally important. A winning result is not getting the lowest price. There are many more facets than the bottom line in creating a gem of a deal. The point is we often see companies leave hundreds of thousands, if not millions of dol-

WORLD AIRCRAFT SALES MAGAZINE – August 2014

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lars, on the table when they focus on getting the lowest price.

THE PRE-GAME Winning the game starts with proper preparation. For instance, do you evaluate your current aircraft’s major maintenance events several years into the future? If so, you can take advantage of the market’s insensitivity to the cost of those major maintenance events when they are still a year or two out. If a major event is in the immediate future, you can plan on the cost of that event impacting the market value of your current aircraft dollar-for-dollar. That adds up. A major inspection can run $500,000-$1,500,000. If it involves engine overhauls the lost value can double.

Whether you are buying a pre-owned light jet or new intercontinental time machine, there are a number of rules to establish and follow. Those rules should be designed to keep the process from unraveling.

U

Aircraft Index see Page 4

J Hopkinson 1 July 23/06/2014 14:59 Page 1

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

follow us on twitter@HopkinsonAssoc

Global XRS 1854 AFTT, JSSI Platinum – 100%, Inmarsat Aero-H+, CES Version 7.0, Second-Generation Enhanced Vision System. Longer Range Aircraft with double crew rest will benefit those wishing to use the aircrafts maximum range potential

Gulfstream G150 698 AFTT, Long Range Oxygen Bottle, Part 135 Certification, 7 Passenger, New Paint & Interior soft-goods in 2012

Gulfstream Astra SP 7097 AFTT, Engines on MSP, TCAS II, EGPWS, GNS XLS FMS, RVSM and VIP Configuration with 6 pax

Falcon 50 13,502 hrs, Engines on MSP Gold, Collins Pro-Line 4, Dual Honeywell Laser Ref III, Magnastar Airphone C-2000, Airshow 400, MGTW Increase, 8 Passenger Seating

King Air 350i 599 AFTT, Rockwell Collins Pro Line 21/FGC 3000, CVR, TCAS II, TAWS+, Air Conditioning, and Eight Heated Cabin Chairs

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

BG 2 Aug14_FinanceSept 21/07/2014 17:07 Page 2

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“An aircraft purchase is a blended market basket of goods and services that are individually negotiable.”

20

For instance, what ethical standards do you intend to follow? A multi-million dollar acquisition tempts scoundrels both in-house and out. I recently contacted the advertiser of an aircraft that was a perfect fit for one of our clients. The “seller’s” lack of knowledge of the owner’s terms and conditions quickly revealed that he was marketing an aircraft he did not control. His efforts were not illegal, but they would have added unnecessary costs to the transaction.

A less obvious example of the gray side of ethics happened with a company that possessed a squeaky clean brand. Their Director of Aviation, the aircraft acquisition project leader, accepted fully paid-vacations from the broker of his pre-owned aircraft. These trips were not fully disclosed or approved. If that kind of behavior became public it would tarnish the company and the aircraft.

Another rule to live by: Never, never, never buy an aircraft, new or pre-owned, without conducting a comprehensive inspection. We know of a deal made between friends that cost the new owner over $2 million when major corrosion in the wings was discovered during the first major inspection. It was an expensive end to the friendship.

FIELD THE ‘A TEAM’ Assigning the aircraft acquisition project to one person is a sure way to be outplayed. It takes a blended team of subject-matter experts to win. And winning is important because purchasing a business aircraft is one of the largest investments you make in a noncore business arena.

Appointing the project manager is critical.

Consider appointing the executive to whom the leader of aviation services reports. Anyone else may not have the big picture perspective needed to understand how all the game’s pieces come together. The team should include:

WORLD AIRCRAFT SALES MAGAZINE – August 2014

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• • • • • •

Corporate Executive: Preferably the executive to whom aviation services reports; Aviation Services Business Unit Leader: Technical expert; Aircraft Acquisition Expert: Your unbiased advocate in this complex and dynamic market; Legal: Include aircraft acquisitions counsel to vastly streamline the contracting process; Corporate Purchasing: To support, not drive the process; Corporate Finance: Financing decisions should be separate from the aircraft selection and be structured to maintain flexibility for early exits in case your needs change unexpectedly.

Do not play the game to achieve the lowest score (price)—this exercise is not golf. Play for the best value. Your net economic result can be substantially less expensive than a deal with the lowest purchase price. An aircraft purchase is a blended market basket of goods and services that are individually negotiable.

We find playing collaboratively with the seller often nets a better deal. A take-no-prisoners approach tends to create barriers to effective negotiations.

Manufacturers shudder when a wheeler-dealer comes through the door. Some even hold additional economic reserves to support excessively demanding customers. On the pre-owned side, a gentleman’s approach can reap rewards, too. We were awed when one seller paid for all faults during the pre-purchase inspection, including cosmetic items, because he wanted the new owner to love the aircraft as much as he did. That would not have happened if we had been aggressive.

THE END GAME The process is complete when the aircraft and crew are ready for passenger trips. That is not the day after delivery.

Aircraft Index see Page 4

BG 2 Aug14_FinanceSept 21/07/2014 17:09 Page 3

What the Boardroom needs to know about Business Aviation The first 20-25 hours in a new aircraft’s life can be fraught with failures. As thorough as pre-delivery acceptance flights and inspections may be, the first flight hours allow the technology to act up, wiring plugs that are not fully seated to back out, and seeps and leaks to develop. You do not want to experience these kinds of anomalies on company trips. It can tarnish the faith in the new aircraft as well as the decision to acquire it.

Even more important, if the aircraft is new to your flight and maintenance crews, they need time to become accustomed to its real world behaviors, quirks, and cockpit and cabin layouts. The data are very clear: the accident rate for crewmembers during their first hundred hours in a new aircraft is dramatically elevated. Give your crews the time they need to get settled without the pressure to conduct passenger trips before they are ready. An option to accelerate putting the aircraft into service is to rent a mentor pilot to fly with them while they get fully acquainted with their new flying machine.

The preceding points only touch the edges of the very complex Aircraft Acquisition Game. But, a great team can use well-thought out rules and a wellplayed game-plan to create a winning result.

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 Business Aviation and the Boardroom continues on Page 22

Security. Trust. Confidence.

2003 CJ2 | S/N 169 2664 TSN, 958 SH JSSI 100%, PROPARTS 3-TUBE EFIS, [D]GARMIN 530As UNS-1L, PROV FOR HF DOC 10 c/w SEPT/2012, DOC 8 c/w DEC/2013

2006 CJ3 | S/N 117

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2007 CJ3 | S/N 200 2271 TSN, 270 SH, TCAS II, SAT WX RADAR FDR, CVR, STORMSCOPE, GPS-4000S (WAAS) BELTED LAV, BRAVO STYLE ENTRY STEPS EU OPS 1 APPROVED, DOC 5, 7, 9, 22, 24 & 40 c/w JAN/2014

1984 CITATION 650 | S/N 059 5928 TSN, –3C, MSP GOLD HONEYWELL EFIS (4-TUBE), DUAL GNS-XLS w/GPS TCAS II, KING EGPWS, SATPHONE, FREON NINE PASSENGER INTERIOR INCLUDING BELTED LAV DOC 8 c/w APRIL/2012, LEASE ONLY

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AV I AT I O N C O N S U LTA N T S T O T H E W O R L D Advertising Enquiries see Page 8

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WORLD AIRCRAFT SALES MAGAZINE – August 2014

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BG3 Aug14_FinanceSept 21/07/2014 17:13 Page 1

BUSINESS AVIATION AND THE BOARDROOM

Things Are Changing... ...So how should a corporation respond?

Jay Mesinger is the CEO and Founder of Mesinger Jet Sales.

Jay serves on the Jet Aviation Customer and Airbus Corporate Jets Business Aviation Advisory Boards and was a Member of the Board of the National Business Aviation Association (NBAA), and the Chairman of the Associate Member Advisory Council (AMAC). Contact him via Jay@jetsales.com.

Jay Mesinger compares the current market for business aircraft to the ups and downs experienced during the previous 15-or-so years and sees some very distinct differences.

I

n 2007, when we first started to feel the winds of our industry shift, market characteristics seemed to change all at once. One day we had huge demand for aircraft but limited supply and large premiums were paid for like-new aircraft. Delivery positions for new aircraft traded like commodities as backlogs grew. Then all of a sudden everything stopped. Activity ground to a halt. Prices began to

“There was no blueprint or manual for how to survive this dilemma. In fact there was no way to forecast the depth of what was about to happen.”

tumble and orders for new aircraft were canceled.

Backlogs shrunk, and people started to withdraw from transactions for pre-owned aircraft that were well under way. It was frightening. There was no blueprint or manual for how to survive this dilemma.

In fact there was no way to forecast the depth of what was about to happen. People were actually walking away from large deposits just to cancel a deal.

I likened this phenomenon to a high school prom with boys on one side of the gymnasium staring at girls on the other side, but no one was dancing.

Sellers felt that the market meltdown was temporary, so they were unwilling to take less for their aircraft even though all

signals pointed down. Buyers were certain they had no need to pay the current pricing, so nothing happened. Our industry did not move. Jobs were lost and loans were being called or borrowers were being notified that additional funds were required to bring debt-toequity ratios more in line with current market conditions.

COMPARING MARKET DYNAMICS

HOW ARE YOU ADAPTING TO MARKET CHANGE?

In the 1999 downturn, which was precipitated by a weakening economy in Asia and bursting of the DotCom bubble, many factors were different. First and foremost our industry in 1999 was simply not as big as it was in 2007. During the recovery from 2002 through 2007 the market for business aircraft grew in large part because of emerging markets. Russia, U continued on page 26

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Aircraft Index see Page 4

Strength.

Inside and out.

Our strength doesn’t just come from 40 years of experience in our industry. It comes from relationships built on trust and integrity. After all, It’s not just about doing business, it’s about doing it right.

BROKERAGE & ACQUISITIONS +1 303 444 6766 • JETSALES.COM

FOR SALE • NEW TO MARKET

FOR SALE • NEW TO MARKET

FILE PHOTO

1990 Challenger 601-3A Serial Number: 5073 Asking Price: Please Call Hours: 6,771 TTAF

• Fresh 60 month inspection complied with July 2014 • Full specs and details coming soon

FOR SALE • PRICE LOWERED

2004 King Air 350 Serial Number: FL-398 Asking Price: $2,950,000 Hours: 2,494 TTAF Landings: 1,938

Serial Number: 147 Asking Price: $19,975,000 Hours: 2,069 TTAF Landings: 1,498

Serial Number: 28 Asking Price: $5,450,000 Hours: 5,652 TTAF Landings: 3,374

• • • •

Engines enrolled on ESP Gold APU enrolled on MSP One U.S. Owner Excellent Pedigree

FOR SALE

• • • • • •

One Owner Since New Excellent Pedigree Professionally Maintained & Operated Collins Pro Line 21 Cockpit & Avionics Collins DBU-5000 Data Base Unit Raisbeck Aft Body Strakes

FOR SALE

2008 Falcon 2000LX

2000 Gulfstream G200

1995 Falcon 900B Serial Number: 149 Asking Price: $7,695,000 Hours: 4,996 TTAF Landings: 2,513

• Professionally Maintained and Operated • Excellent Maintenance Records • Beautiful and Spacious Fifteen Passenger Cabin • Sirius Satellite Radio System

FOR SALE

• Excellent Pedigree - 1 U.S. Large Corporate Owner • Engines Enrolled on ESP • APU Enrolled on MSP • Delivered with a Fresh C-Check, Baseline EASy II Upgrade & New Paint

2001 Gulfstream GV Serial Number: 642 Asking Price: $15,500,000 Hours: 10,894 TTAF Landings: 4,077

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

• Two owners since new • Engines enrolled on Rolls-Royce Corporate Care • 144 Month Inspection complied with June, 2013 at Gulfstream, Savannah

+1 303 444 6766 • Fax: + 1 303 444 6866 jetsales.com

FOR SALE • LAUNCH CUSTOMER PRICING

DEAL PENDING

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2014 Embraer Legacy 500 Asking Price: $18,500,000 + Options + Escalators Projected Serial Number: 12

• Anticipated 2014 Airworthiness & Q4 Delivery • Spec’d with over $1.3M in Options • ADS-B Out & TCAS II Version 7.1 • 9 Passenger Interior with 3 Place Divan • Enhanced Cabin Management System

UNDER CONTRACT

2007 Citation CJ3 Serial Number: 138 Hours: 2,196 TTAF Landings: 1,055

2008 Gulfstream G450 Serial Number: 4118 Hours: 2,308 TTAF Landings: 716

• Excellent 1 U.S. Owner Pedigree • Currently Operated Part 135 • Gulfstream Maintained • Certification Foxtrot • Gulfstream Broadband Multi-Link (BBML)

UNDER CONTRACT

• • • • •

Engines enrolled on TAP Advantage Blue Cessna ProParts Coverage Collins IFIS-5000 w/ Electronic Charts TCAS II Factory Option Honeywell Mark VIII EGPWS

UNDER CONTRACT - ACQUISITION

2000 Gulfstream GV

• Engines enrolled on Rolls-Royce Corporate Care • APU Enrolled on MSP • Airframe Enrolled on Gulfstream PlaneParts™

Serial Number: 609 Hours: 3,540 TTAF Landings: 1,559

RECENTLY COMPLETED – BOUGHT

FILE PHOTO

2006 Gulfstream G450

FILE PHOTO

2003 Challenger 850 Date Completed – July 2014

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

+1 303 444 6766 • Fax: + 1 303 444 6866 jetsales.com

BG3 Aug14_FinanceSept 23/07/2014 09:51 Page 2

What the Boardroom needs to know about Business Aviation

China and the Middle East all added dramatically to the industry size. The smaller 1999 market experienced a fall that was nowhere near as quick or steep as the decline in aircraft pricing we saw in 2007. In fact the 1999 downturn was the first time in my career that I could suggest a buyer consider a new aircraft rather than one that was pre-owned. Then the delta between a new and pre-owned aircraft was not as great as it is today. Also, in the period between 1999 and 2002 most manufacturers had “White Tails” sitting on the ramps.

Immediately prior to the 2007 meltdown, the price of a pre-owned aircraft for immediate delivery was very high—in fact in some cases higher than the list price of a new model that was not available due to the OEM’s substantial backlog. Purchasing new was an attractive choice for those buyers who had secured favorable delivery positions.

Today, as I talk to mature flight departments as well as first time buyers, promoting new rather than pre-owned is a much tougher sell. Buyers look at the pricing of the pre-owned aircraft and the choice is clear. Pre-owned wins out far too often. This situation creates continued hardships for the Original Equipment Manufacturers. The mix of new vs. preowned business jet transactions for 2007 and today reflects this change in market dynamics; while the number of sales in 2007 and 2013 are almost identical, new outsold pre-owned by a ratio approaching 2 to 1 in 2007. The comparable ratio for 2013 was 0.66 to 1.

LESSONS LEARNED The current health of our industry is good on many fronts. When aircraft sell, regardless of new or preowned, jobs are created. Pilots are hired, and maintenance facilities are engaged for pre-buys and modifications. Insurance policies are sold. Brokers are hired, hangars are rented and fuel is sold. All such activity is very positive. I know the manufacturers are working to bring to the market new products that offer more capability and efficiency to meet emerging mission requirements, and those OEMs that do so will experience faster recovery.

Another lesson learned from operators during this downturn is that great value remains in aircraft that have flown beyond their warranty terms or exceeded their depreciable life. The past culture of so many corporations was that the predictable time to transition from the current aircraft to a new one was based on warranty and depreciation. This rule-of-thumb changed after the 2007 downturn and may never revert back. The useful life of the current in-service aircraft is long, and aircraft transition is focused now more on change in mission and capability than merely age.

I think the next several quarters will be very telling with respect to aircraft prices stabilizing. Remember, flat will be the sign of a new Up Market!

“...great value remains in aircraft that have flown beyond their warranty terms or exceeded their depreciable life.”

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 Business Aviation and the Boardroom continues on Page 30

Compare aircraft performance using our

Aircraft Performance Guide at www.AvBuyer.com And select from the World’s finest Business Jets, Turboprops and Turbine Helicopters for sale

26

WORLD AIRCRAFT SALES MAGAZINE – August 2014

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Aircraft Index see Page 4

1 Freestream x2 aircraft July 25/06/2014 17:34 Page 1

FREESTREAM AIRCRAFT LIMITED SALES & ACQUISITIONS

Boeing BBJ/28579

Boeing BBJ/29273

Boeing BBJ/30076 Boeing BBJ S/N: 36714. Reg: VP-BFT

• Make Offer • Into Service 2009 • 18 Passenger - Andrew Winch Interior Design • Full Factory Warranties

Boeing BBJ/36714 • Very Low Hours • PATS 6 tank Configuration (5 aft, 1 fwd) • Aft state room with private lavatory and shower • Airshow Network • Five external cameras

Global XRS/9195

Gulfstream G550/5025

Gulfstream G450 2Q 2012

Gulfstream GV/512

Boeing BBJ S/N: 29273. Reg: VP-BBJ • Make Offer • Total Time: 3743 hours / Landings: 917 • One Owner Since New • One of the Lowest Time BBJ's on the Market Hawker 850XP/258812

• One of Two Longest Range BBJ's Flying • PATS 9-Tank Configuration • SFR88 Modification • 18 Passenger Interior Hawker 850XP/258812

FREESTREAM AIRCRAFT LIMITED

FREESTREAM AIRCRAFT USA LTD

FREESTREAM AIRCRAFT (BERMUDA) LIMITED

London +44 207.584.3800 sales@freestream.com

New York 201.365.6080 aircraftsales@freestream.com

Hamilton, Bermuda +441.505.1062 sales@freestreambermuda.bm

NEW YORK | LAS VEGAS | LONDON | HONG KONG | BEIJING | MEXICO | MOSCOW | BERMUDA

www.freestream.com

2 Freestream July 25/06/2014 17:35 Page 1

FREESTREAM AIRCRAFT LIMITED SALES & ACQUISITIONS 1996 Gulfstream GIVSP S/N: 1283 • Total Time: 9842 hrs • Landings: 4220 • APU on MSP • Honeywell Avionics covered through Honeywell HAPP • MSG-3 Maintenance Program with CMP

Boeing BBJ/28579

• No Damage History Boeing BBJ/29273 • Collins SAT-906 SATCOM • Secure-A-Plane • 13 Passenger Interior

2005 Falcon F2000EX EASy S/N: 056. Reg: N056BL • Total Time: 2703 • Total Landings: 2010 • APU: P-357 Type:BBJ/30076 Garrett GTCP36-150(F2M) (On MSP) Boeing

Boeing BBJ/36714

• CAMP/OCIP • ‘C’ Check, SB171 Dry Bay Mod, SB185 L/G Dampening, August 2011 • Seating: 10 passenger; 4 forward club seats

2003 Global Express S/N: 9129. Reg: N725LB

Global XRS/9195

• Total Time: 3,271.9 Gulfstream G550/5025 • Total Landings: 1520 • APU: Allied Signal RE220 Auxiliary Power Unit • LCD Displays • Batch 3 Installed, & Numerous Other Upgrades • JAR OPS 1 and Part 135 Compliant • Primarily Maintained at Bombardier – Hartford • FANS 1/A+, RNP 4 30/30, SBAS with LPV capability

GlobalGulfstream XRS S/N: 9195.

N4T G450 2QReg: 2012

Gulfstream GV/512

• US$25,950,000 • Total Time: 3401 hours / Landings: 1116 • On CAMP • Engines on Condition • Second GPS (Honeywell GPS550) • Bombardier Enhanced Vision System (BEVS) / HUD • FDR Upgrade •13 Passenger Hawker 850XP/258812

Hawker 850XP/258812

FREESTREAM AIRCRAFT LIMITED

FREESTREAM AIRCRAFT USA LTD

FREESTREAM AIRCRAFT (BERMUDA) LIMITED

London +44 207.584.3800 sales@freestream.com

New York 201.365.6080 aircraftsales@freestream.com

Hamilton, Bermuda +441.505.1062 sales@freestreambermuda.bm

NEW YORK | LAS VEGAS | LONDON | HONG KONG | BEIJING | MEXICO | MOSCOW | BERMUDA

www.freestream.com

3 Freestream May 25/06/2014 17:43 Page 1

FREESTREAM AIRCRAFT LIMITED SALES & ACQUISITIONS Falcon 900EX S/N: 87. Reg: OE-IMI • Make Offer • Total Time: 4113 hours / Landings 2371 • Will deliver with Engines & APU on MSP • Avionics on Honeywell Advanced Protection Plan

Boeing BBJ/28579

• Honeywell SSFDR & SSCVR

Boeing BBJ/29273

• Satcom Collins SRT-2000 • Airshow 400/Genesis • 14 passenger w/forward crew and aft lavatories

Falcon 2000 S/N: 1. Reg: G-YUMN • US$4,950,000 • Total Time: 6289.27 hrs / Landings: 5614 • Engines and APU on Honeywell MSP Gold

Boeing BBJ/30076 Compliant • B-RNAV/RVSM/RNP10/RNP5

Boeing BBJ/36714

• Honeywell Mark V EGPWS • Collins TTR 920 TCAS II • New Paint April 2007 • Elegant 10 Passenger Fireblocked Interior

CRJ-200ER S/N: 7508. Reg: VP-BER Global XRS/9195

• Make Offer

Gulfstream G550/5025 • Total TIme: 4036 hours / Landings 2671 • EASA Compliant • 32 Pax Interior Refurbished in 2012 • -150 APU • TCAS II Chg 7.0 • A/F Inspection c/w Feb 2013 • No Damage History

Gulfstream G450 2Q 2012 Sikorsky S-76C++

Gulfstream GV/512

S/N: 760757. Reg: B-7336 • Make Offer • Low Time • Single Pilot IFR Equipped • EGPWS • CVR • Pop-out Float

Hawker 850XP/258812

Hawker 850XP/258812

FREESTREAM AIRCRAFT LIMITED

FREESTREAM AIRCRAFT USA LTD

FREESTREAM AIRCRAFT (BERMUDA) LIMITED

London +44 207.584.3800 sales@freestream.com

New York 201.365.6080 aircraftsales@freestream.com

Hamilton, Bermuda +441.505.1062 sales@freestreambermuda.bm

NEW YORK | LAS VEGAS | LONDON | HONG KONG | BEIJING | MEXICO | MOSCOW | BERMUDA

www.freestream.com

BG 4 Aug14_FinanceSept 22/07/2014 14:40 Page 1

BUSINESS AVIATION AND THE BOARDROOM

Easier Said Than Done: Liability protection planning for business aircraft.

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

Corporations that form separate entities to operate their business aircraft must beware of limitations imposed by the Federal Aviation Administration, cautions attorney Chris Younger.

n owner of a large cabin business aircraft recently contacted me to request some advice concerning sales tax. The owner had formed a special purpose entity (SPE) to acquire his aircraft, and that SPE had leased the aircraft to another SPE that operated the aircraft. I asked the owner if, aside from the sales tax issues he mentioned he had considered any other legal and tax ramifications of his aircraft ownership and operating structure. He stated that the structure was designed to

A

provide him with maximum liability protection regarding his ownership and operation of the aircraft and that he always used separate entities to own and operate his business and real estate ventures.

Unfortunately, as described in the example above, many business aircraft owners and their advisors do not recognize that typical practices in the real estate or business world are not standard operating procedure in the context of business aircraft operations. The owner who contacted me clearly had not engaged counsel familiar with the “flight department company” rule.

The Federal Aviation Administration (FAA) requires a company that provides transportation by air for compensation (which is defined very broadly to include any kind of economic benefit) or hire to have an FAA air carrier operating certificate and to operate its aircraft in accordance with more stringent rules applicable to air carriers. However, the FAA has adopted certain limited exceptions to this general rule. These exceptions are contained in Section 91.501 of the FAR and permit the provision of air transportation for compensation to be operated under FAR Part 91 without an FAA air carrier or operating certificate in limited and narrowly defined circumstances.

SPECIFIC REQUIREMENTS FAA policy requires that any operation of aircraft under the limited exceptions of Section 91.501 of the FAR must be “incidental to and within the scope” of some business other than the provision of air transportation (i.e., an operating business). An SPE that operates an aircraft under FAR Part 91 conducts no business other than the provision of air transportation services, which by its very nature is not allowed by the FAA. There is no legally permissible way to fund the operations of an aircraft by an SPE if it is operated under FAR Part 91 because the term “compensation” U

30

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Aircraft Index see Page 4

Tempus July_Layout 1 24/06/2014 11:40 Page 1

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BG 4 Aug14_FinanceSept 21/07/2014 17:17 Page 2

What the Boardroom needs to know about Business Aviation

can be defined broadly to include amounts contributed to the SPE as compensation received for the provision of air transportation services.

This requirement presents a paradox. On the one hand, most business aircraft owners recognize the inherent liability risks associated with owning and operating a business aircraft. They want to isolate that liability risk and shield their other assets from it. On the other hand, the FAA requires that the business aircraft operator have some “skin in the game” if it is going to operate an aircraft pursuant to FAR Part 91 rules. The aircraft must be operated as an industrial aid in support of the owner’s primary business, which cannot be air transportation.

INSURANCE, AND LOTS OF IT! First and foremost, regardless of the characteristics of an entity that is legally permitted to operate a business aircraft under FAR Part 91, it is imperative that a Board recognize the benefit of comprehensive and adequate liability insurance for the company aircraft.

Typical liability limits in the business aircraft arena exceed US$100,000,000 of coverage and, recently, US$500,000,000 or even $1,000,000,000 of coverage have become available and more common. This is the primary mechanism for mitigating the risks associated with business aircraft operations.

It is imperative that the Board closely review and scrutinize their company’s organizational chart to ensure that the aircraft will be operated by an entity that is eligible to do so, but has a smaller footprint in terms of balance sheet exposure. If such an entity is available, then it would usually be preferable to make that entity the aircraft operator.

THE CHARTER OPTION A third alternative is to have the aircraft operated solely by an FAR Part 135 charter operator. This alternative, however, is often unpalatable because of restrictions specific to FAR Part 135 regarding flight crew duty time, airports and weather. Also, there are often negative income, excise and sales tax consequences emanating from such a structure. If such issues can be satisfactorily resolved, this solution can be an excellent means for achieving liability protection.

The name of the game is to recognize that there is no “one size fits all” approach to planning for business aircraft ownership and operations. Instead, each situation must be analyzed in its own context to design the best structure from the standpoint of liability protection while ensuring that the proposed operation also complies with FAA and other legal requirements and meets the company’s business and tax objectives.

If these issues are not considered, the Board runs the risk of creating additional liability rather than successfully avoiding it!

Note: This article should not be construed as legal ad vice or legal opinion on any specific facts or circumstances. The read er is urged to consult legal counsel or other ad visors concerning his/ her ow n situation and specific legal questions.

“This is the primary mechanism for mitigating the risks associated with business aircraft operations.”

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 Business Aviation and the Boardroom continues on Page 36

THE WORLD’S LEADING

AIRCRAFT DEALERS & BROKERS find one today 32

WORLD AIRCRAFT SALES MAGAZINE – August 2014

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www.AvBuyer.com Aircraft Index see Page 4

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Project1_Layout 1 30/07/2014 11:49 Page 1

Project1_Layout 1 30/07/2014 11:50 Page 1

BG 5 Aug14_FinanceSept 21/07/2014 17:20 Page 1

BUSINESS AVIATION AND THE BOARDROOM

How Do You Use It? Use policies for the business aircraft.

David Wyndham is co-owner and President 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

“Your company probably has a computer policy. Does it have documented policy for using business aircraft? It should!”

36

Good governance and efficient use of business aircraft require a clear and well-documented policy of how such an important resource will be used, advises David Wyndham.

M

y employee handbook documents how our company-provided computers will be used: "Computers, computer files, the email system, instant messaging and software furnished to employees are Company property intended for business use. Limited personal use is allowed as long as it is not disruptive to business operations." We go on to address the fact that all files on the computer are company property. My company policy is simple and clear.

Laptop computers, which individually cost less than $2,000 each, are critical for efficient workflow and productivity in most companies, and they contribute significantly to the total IT budget in a large company. Conversely the number of business aircraft in a company is quite few, but the total spent to acquire and operate such a resource is also quite significant.

WORLD AIRCRAFT SALES MAGAZINE – August 2014

www.AvBuyer.com

Your company probably has a computer policy.

Does it have documented policy for using business aircraft? It should!

POLICY REASONS Whether the business aircraft is used by a few senior executives, or whether company employees can book seats on the corporate shuttle, the reasons for - and the use of - Business Aviation should be clear. A policy specifying usage shapes efficiency and appropriate return on the company’s investment in this form of transportation. Policy also prevents abuse as well as the appearance of misuse.

Few companies escaped financial hardships in the past recession. One client had a light jet it used for senior executive travel. The company, however, had no clear policy for the use of U

Aircraft Index see Page 4

Eagle August 23/07/2014 15:53 Page 1

Eagle Aviation, Inc. 2861 Aviation Way, West Columbia, SC 29170 Phone: (800) 849-3245 International: (803) 822-5520 Email: sales@eagle-aviation.com or visit www.eagle-aviation.com

Citation Specialist Do you want your Citation Sold too? If so, call the experts at Eagle!

2014 CITATION M2, S/N 525-0822

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135 Engines

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1981 CONQUEST I, S/N 425-0063

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BG 5 Aug14_FinanceSept 21/07/2014 17:20 Page 2

What the Boardroom needs to know about Business Aviation the jet but did have scheduling authority spread among a few senior executives. In the light of recent layoffs, everyone was very conscious of spending money. There were misgivings about the use of the business jet by some Members on the Board of Directors. The Board needed to know the aircraft was being used effectively.

My study looked at the costs of the business aircraft and the alternatives. The company’s operating locations were many, and neither driving nor Scheduled Airlines adequately served its transportation needs. The firm’s method of governance, while rather informal, had a chargeback algorithm that billed the business unit using the aircraft. Flight operations were well-run, minimally staffed, and costs were managed quite well. The executives who primarily used the aircraft were conscious of the appearance of usage (i.e., the optics of Business Aviation) and were comfortable in being able to justify their trips.

My client had unwritten policies and a shortlist of executives who could authorize use of the aircraft.

The vast majority of travel on the company aircraft— 90%—was by the CEO and his management team. All of their trips were to company operating locations, and my report was helpful in documenting the costeffectiveness of the business aircraft.

Missing, however, were elements of policy that established scheduling and use policies for the aircraft. Also, the company’s usage policy needed the blessings of the CEO, documented by his signature, thereby leaving no doubt that the aircraft would be effectively managed. Such policy was what the Board needed to see. Furthermore, the company achieved good internal PR when employees knew how the aircraft was used.

“Such policy was what the Board needed to see.”

GOOD POLICY BEGETS GOOD OPTICS Misuse of business aircraft makes for tantalizing reading in business newspapers as well as the lay media.

The vast majority of business aircraft use is for the furtherance of the business. But “dog bites man” is not news; neither is “business aircraft vital to company's growth”. Thus any misuse of the company aircraft is amplified, thereby fuelling mistrust of Business Aviation by the uninformed.

If 100,000 employees misuse their company computers, the total dollars lost to the enterprise in terms of expenses and lost productivity can be significant.

But it was the trip to Washington DC by a handful of auto executives in 2008 asking for a bailout during the financial crisis that generated the news, and their refusal to answer questions about their use of business aircraft for that travel exacerbated the bad optics.

A considerably better approach would have been referring the press to their company use policies that gave solid reasons why business aircraft were necessary.

CHECKLIST FOR USE POLICIES The company use policy for a business aircraft should include the following items:

38

WORLD AIRCRAFT SALES MAGAZINE – August 2014

• • • • • •

Who authorizes aircraft use?

Why can the aircraft be used?

Who can fly onboard?

What justification is needed?

What priorities resolve schedule conflicts?

How are costs allocated among business units or the overall corporation?

The “who, why and what” justification for each trip needs to be clearly delineated. Any significant business tool or process has its procedures. Aircraft use needs to be backed up with documentation so that the Board, CFO or designated executive can maintain oversight.

A Business Aviation use policy is essential for Board governance. Just as it is not possible to manage what cannot be measured, ad hoc actions that result from policy voids cannot be governed.

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 Business Aviation and the Boardroom continues on Page 42

www.AvBuyer.com

Aircraft Index see Page 4

Charlie Bravo August_Layout 1 21/07/2014 15:04 Page 1

O'Gara August 22/07/2014 12:36 Page 1

O'Gara August 22/07/2014 12:36 Page 2

BG 6 Aug14_FinanceSept 22/07/2014 14:41 Page 1

BUSINESS AVIATION AND THE BOARDROOM

Climbing The Corporate Aircraft Ladder Stuart Hope is a co-owner of Hope Aviation Insurance. His career as an aviation insurance broker began in 1979, and today he is a frequent speaker/author on insurance & risk management topics. He also serves on the NBAA Tax, Insurance and Risk Management Committee. Mr. Hope can be contacted at shope@hopeaviation.com

Important Business Aviation insurance considerations.

Is your company transitioning to a more capable aircraft?

Depending on the circumstances, the insurance perspective of that move can range from a non-event to an all-out debacle, warns Stuart Hope.

T

he wild card in obtaining coverage for a company aircraft resides in the hand of who will be its pilot. For an insurance underwriter, the primary controlling factors include the pilot’s overall experience-level relative to the category of aircraft you are acquiring; whether he, she or they are professional aviators or owner-executive pilots; and the nature of their training and transition plan. Other contributing factors involve the limit of liability and the insured value of the aircraft.

If the pilot is well-qualified, experienced in the category aircraft under consideration, is a professional pilot (i.e., someone who makes his/her living flying airplanes), and will complete the manufacturer’s approved initial ground and flight school for the aircraft, obtaining insurance will be a Non-Event.

Upon completion of a suitable training program and earning a type rating (if required) from the FAA, the pilot(s) may commence operating the aircraft.

However, if the pilot to be insured has no experience in the performance class of your proposed aircraft (e.g., has been flying reciprocating twin piston aircraft, but has no turboprop or jet experience), is an owner-executive pilot, or doesn’t want to complete an underwriter-approved training school, the degree of difficulty will multiply. Indeed, any combination of the above factors, particularly when coupled with a high limit of liability or hull value, produces the possibility of an All-Out Insurance Debacle.

INSURANCE STRATEGY The first and most important offensive weapon in your quest for coverage is a broker experienced in aviation insurance. I tend to harp on this point in my articles, which may come across as self-serving, but it is simply the truth. If your situation in climbing U

42

WORLD AIRCRAFT SALES MAGAZINE – August 2014

www.AvBuyer.com

continued on page 46 Aircraft Index see Page 4

Donath August_Layout 1 21/07/2014 15:07 Page 1

2001 Falcon 900C SN 191 3100 hours with recent major inspections.

This 900C factors nicely in your value equation.

If you’re looking for the newest, lowest time Falcon 900 that also meets your capital budget, the right answer may very well be the Falcon 900C. Pairing the international range and large cabin size of a 900B with the 900EX Primus 2000 cockpit, the Falcon 900C presents a true value opportunity.

2001 SN 191 delivers this value without compromise. It is an exceptional aircraft with one corporate owner and just 3100 hours.

Plus, SN 191 recently completed its 2C (6 year) inspection and landing gear overhaul! It has no damage history and is covered under MSP engine as well as avionics maintenance programs.

This aircraft offers a spacious, open cabin with seating for 12 passengers, including 4 club seats forward and aft, with a 4-place conference group in the middle. SN 191 is well appointed and is in exceptional condition.

To learn how Falcon 900C SN 191 can factor into your value equation, call Jim Donath at Donath Aircraft Services.

Donath Aircraft Services 773.935.9871 jimdonath@donathaircraft.com Visit DonathAircraft.com

NNew EW PPrice RICE R EDUCTION! Now NOW$11,495,000! $10,795,000!

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Corporate Concepts 1 August 23/07/2014 10:35 Page 1

Corporate Concepts International, Inc. A Leader in Aircraft Search and Acquisition Services

Buying in this market?

CCI's Expertise and Experience Makes the Difference.

Whether you are buying your first aircraft or upgrading your fleet, CCI has over 3 decades of aircraft acquisition expertise that will ensure that you will find the aircraft best suited for your needs, while saving you money and time, and reducing the risks and complexities that accompany aircraft acquisitions and sales.

CCI's Search & Acquisition services include: • Identifying the best aircraft based on each client's unique needs • Finding the best value • Confirming specifications • Preparing the Offer to Purchase • Defining pre-purchase inspection criteria • Onsite management of inspection and flight test • Advising on all offers, negotiations, inspections and contracts • Coordinating closing and final delivery As a full-service aviation advisory firm, we know this is as much of a relationship business as a technical service business. The only opinion of our performance that matters is yours - and therefore we provide a 100% performance guarantee. Our boutique approach and performance guarantee ensure that our clients receive the performance and results they need.

Contact us when you next consider the purchase or lease of an aircraft or anytime we can be a resource or provide market information and learn how CCI's expertise can make your aircraft search and acquisition a success.

Learn More: See www.flycci.com or call Dennis Blackburn, President +1 832 647-7581 or Email us at blackburn@flycci.com

Corporate Concepts 2 August 23/07/2014 10:36 Page 1

Green BBJ – New Price, Available Immediately

Available Immediately and ready for your custom interior, Seven Long Range Tanks, 6,000nm range, Low Cabin Pressure, Third Alternative Nav, HUD, Ferry Hours Only – New Price Also Available for Sale or Lease, Some Trades Considered: ■ Gulfstream G-IVSP for Sale or Long Term Lease / Lease Purchase ■ Gulfstream G-450 ■ Gulfstream G-550 ■ Global Express - Owner Financing ■ Falcon 2000 - Sale or Lease ■ Falcon 900B - Sale or Lease ■ Falcon 900C coming

■ Citation Sovereign ■ Legacy 600 ■ EMB 145EP - Sale or Lease ■ EMB 135LR - Owner Financing ■ Cessna VIP Caravan ■ DC-8-62 VIP ■ Super 727-200 ■ Eurocopter AS 355F

See www.flycci.com for details and photos Dennis Blackburn +1 832 647 7581

Chris Zarnik +1 919 264 6212

Larry Wright +1 704 906 3755

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BG 6 Aug14_FinanceSept 22/07/2014 09:31 Page 2

What the Boardroom needs to know about Business Aviation

the corporate aircraft ladder places you in the NonEvent scenario described above, the importance of an aviation insurance broker is not critical. However, if your situation is in the ‘All-Out Debacle’ category, a knowledgeable broker can be the difference between getting insurance at a reasonable rate, being placed with a top-tier insurer, acquiring adequate liability limits and obtaining sensible pilot training/transition requirements, and not obtaining adequate (if any) coverage.

Generally speaking, from an insurance viewpoint, it is easier to negotiate approval for a professional pilot than for an owner-executive pilot. In theory a professional pilot is safer because the only job he or she has is flying the aircraft; therefore the aviator isn’t distracted by meeting deadlines, managing project costs, etc. Because of this perception, underwriters are more liberal with terms for professional pilots without experience in a higher echelon aircraft.

The required pilot training depends on the level of “the jump” (are you moving from a Citation 525 to Gulfstream G280 or from a King Air B200 to a G550?) and the pilot’s overall experience level. The required training can range from the pilot simply completing the initial ground and flight school/type-rating to him or her flying a stipulated number of hours with a well-qualified co-pilot after completing the OEMapproved transition course.

On the other hand, an owner-executive pilot presents a greater challenge to the aviation insurance broker (AIB). Insurers underwrite this category of pilot much more strictly. Higher liability limits are very difficult to obtain, transition training requirements can be extensive, and the premium much higher. This is where having a broker experienced in aviation insurance on your side is essential.

46

WORLD AIRCRAFT SALES MAGAZINE – August 2014

Insurance underwriters consider hundreds of quote submissions each day. A good AIB knows how to navigate the system and ‘help’ the underwriter identify and grant reasonable terms on their accounts. They know not only which insurers will be likely to give favorable terms, but which specific underwriter at a given insurance company is the most experienced and knowledgeable with whom to work; in other words, who are the ‘dealmakers’.

In addition, most AIBs are pilots; when negotiating the pilot training requirements, they can ‘assist’ the underwriter (many of whom aren’t pilots) by designing a coherent and rational training program.

Many underwriters will simply decline a quote submission where the required training is left up to them because time is of the essence and too much work is required to think through what would be a good transition plan for a given pilot.

A WORD TO THE WISE

“They know not only which insurers will be likely to give favorable terms, but which specific underwriter at a given insurance company is the most experienced and knowledgeable with whom to work...”

When creating your list of action items for the purchase of your new aircraft, put insurance at the top of the sequence to be tackled. It takes your insurance broker time to obtain the right coverage. I get far too many calls from clients who are literally getting ready to taxi out in their new aircraft and “just remembered to question their insurance”.

Although the AIB wants to help, the adage, “Poor planning on your part does not constitute an emergency for me”, is particularly relevant in aviation insurance.

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 Business Aviation and the Boardroom continues on Page 50

www.AvBuyer.com

Aircraft Index see Page 4

AIRCRAFT SALES & ACQUISITIONS +1 402.475.2611 路 www.DuncanAviation.aero/aircraftsales 路 800.228.4277

Duncan Aviation has been assisting companies around the world with the sales and acquisition of aircraft for over 50 years.

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2009 Falcon 7X

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1984 Hawker 800A

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258008

1981 Citation II

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550-0047

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1979 Citation II

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1991 Learjet 31ER

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1978 Cessna 414A Ram IV

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BG 7 August14_FinanceSept 22/07/2014 14:53 Page 1

BUSINESS AVIATION AND THE BOARDROOM

Turboprops Give More...

Turboprops, more often than not, enjoy better times than the jet and piston aircraft markets. Perhaps that has to do with owner-flying. The top-selling turbos tend to be aircraft that are continually popular among those needing fuel-efficient, multi-mission types. hile exceptions exist anywhere, generally turboprop airplanes offer a common set of attractive attributes. The engines are responsible for most. Turboprop engines benefit today from propeller designs that are far more sophisticated than only a decade ago, and resulting in lower maintenance costs; longer overhaul cycles; improved climb and cruise performance; and in turn reduced noise levels in the cabin.

In addition, specific fuel consumption numbers continue to improve, with the practical effect of allowing the use of higher power-levels without suffering a proportionate increase in fuel consumption/costs. That, in turn, contributes to improvements in take-off, climb and cruise speed. Another advantage is the single-pilot operational simplicity, engineered into even the multi-engine turboprops.

The only exceptions to the sum total of these benefits exist among the unpressurized models that are available and form a small, important and dynamic segment of the turboprop market.

W “ Another advantage is the single-pilot operational simplicity, engineered into even the multi-engine turboprops.”

50

WORLD AIRCRAFT SALES MAGAZINE – August 2014

www.AvBuyer.com

Today’s turboprops offer a broad range of turbine performance, propeller cost-effectiveness (some with at - or near to - Light jet cruise performance capabilities) with cabin and cockpit accoutrements that rival the best of the fanjet strata.

TURBOPROP PRICE GUIDE The following Turboprop Retail Price Guide represents current average values published in The Aircraft Bluebook–Price Digest.

The study spans model years from 1995 through Summer 2014 (20 year period). Values reported are in US$ millions, with each reporting point representing the current average retail value published in the Bluebook by its corresponding calendar year. For example, the Pilatus PC-12 reported in the Summer 2014 edition of the Bluebook shows US$2.6m for a 2008 model, US$2.5m for a 2007 model, and so forth.

Aircraft are listed alphabetically, and Aircraft Specifications for the following models can be found in the Conklin & de Decker Specifications & Performance section of this issue beginning at Page 76. U

Aircraft Index see Page 4

Elliott Aviation August_Layout 1 21/07/2014 15:27 Page 1

Retail Price Guide July14_RPG 23/07/2014 10:14 Page 1

BUSINESS AVIATION AND THE BOARDROOM

TURBOPROPS AVERAGE RETAIL PRICE GUIDE SUMMER 2014 YEAR OF MANUFACTURE $ MODEL BEECH KING AIR 350I

2014 US$M

7.422

2013 US$M

5.7

2012 US$M

5.3

2011 US$M

2010 US$M

5.0

2009 US$M

3.9 6.105

BEECH KING AIR B200

4.0

4.8

4.4

BEECH KING AIR B200GT BEECH KING AIR C90GTX

3.891

3.2

2007 US$M

2006 US$M

2005 US$M

3.3

3.2

3.1

2.7

2.5

2.4

3.2

2.9

2.1

1.9

4.5

BEECH KING AIR 350 BEECH KING AIR 250

2008 US$M

2.8

3.5

4.2

3.8

3.4

2.6

2.4

BEECH KING AIR C90GTI BEECH KING AIR C90GT

1.7

BEECH KING AIR C90B

1.6 1.550

BEECH KING AIR C90SE CESSNA 208 GRAND CAR EX

2.480

2.375

CESSNA 208 GRAND CAR-675/G1000

2.150

2.050

1.775

1.675

1.575

CESSNA 208B GRAND CAR CESSNA 208B SUP C/MASTER EX

1.475 1.475

2.48

1.3

1.175

1.350

1.3

1.250

2.0

CESSNA 208B SUP C/MASTER/G1000

1.850

1.750

1.650

1.550

CESSNA 208B SUP C/MASTER

1.450 1400

CESSNA 208 CAR-675/G1000

1.375

2.1

2.0

1.725

1.625

1.525

CESSNA 208 CAR-675

1.425 1,375

1,275

1,225

1,125

2.725

CESSNA 208 CAR PIAGGIO AVANTI - P180

7.2

6.875

PILATUS PC-12NG

6.0

5.5

5.1

4.6

3.8

3.5

3.2

4.556

4.1

3.7

3.5

3.3

3.1

2.8

2.6

2.5

2.4

2.3

1.4

1.3

1.2

1.1

2.4

1.9

1.8

PILATUS PC-12 PIPER MERIDIAN-PA46

2.219

2.050

1.8

1.7

1.6

1.5

QUEST KODIAK-100

1.975

1.6

1.450

1.325

1.250

1.1

SOCATA TBM 900

3.712 3.1

2.9

2.7

2.6

2.5

SOCATA TBM 850 SOCATA TBM 700C2/EFIS

1.675

1.625

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

52

WORLD AIRCRAFT SALES MAGAZINE – August 2014

www.AvBuyer.com

Aircraft Index see Page 4

Retail Price Guide July14_RPG 22/07/2014 14:57 Page 2

What the Boardroom needs to know about Business Aviation

What your money buys today 2004 US$M

2003 US$M

2002 US$M

2001 US$M

2000 US$M

1999 US$M

1998 US$M

1997 US$M

1996 US$M

1995 US$M

YEAR OF MANUFACTURE $ MODEL BEECH KING AIR 350I

3.0

2.7

2.6

2.5

2.4

2.3

2.2

2.1

2.0

1.9

BEECH KING AIR 350 BEECH KING AIR 250

2.3

2.2

2.1

2.0

1.9

1.8

1.7

1.6

1.5

1.450

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

1.500

1.450

1.4

1.350

1.3

1.250

0.9

0.850

0.825

0.8

0.775

0.750

1.2

1.150

1.1

1.050

BEECH KING AIR C90B BEECH KING AIR C90SE CESSNA 208 GRAND CAR EX CESSNA 208 GRAND CAR-675/G1000

1.125

1.1

1.050

1.0

0.950

0.925

0.900

0.875

0.850

0.825

CESSNA 208B GRAND CAR CESSNA 208B SUP C/MASTER EX CESSNA 208B SUP C/MASTER/G1000

1.2

1.150

1.1

1.050

1.0

1.1

1.050

1.0

0.950

CESSNA 208 CAR-675/G1000

1.1

1.050

1.0

0.950

CESSNA 208 CAR-675 0.900

2.525

2.425

2.325

2.225

0.950

0.875

2.125

0.925

0.900

0.850

0.825

2.025

1.950

0.875

0.800

0.850

0.775

CESSNA 208B SUP C/MASTER

CESSNA 208 CAR PIAGGIO AVANTI - P180 PILATUS PC-12NG

2.2

2.1

2.0

1.9

1.0

0.9

0.8

0.7

1.8

1.7

1.6

1.5

1.4

1.3

PILATUS PC-12 PIPER MERIDIAN-PA46 QUEST KODIAK-100 SOCATA TBM 900 SOCATA TBM 850

1.575

1.525

SOCATA TBM 700C2/EFIS 1.475

1.425

1.375

1.325

SOCATA TBM 700B/EFIS 1.275

1.225

1.2

1.175

SOCATA TBM 700/EFIS

AIRCRAFT BLUEBOOK DATA - CARL JANSSENS, EDITOR. EMAIL: CARL@JETAPPRAISALS.COM Advertising Enquiries see Page 8

www.AvBuyer.com

WORLD AIRCRAFT SALES MAGAZINE – August 2014

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FLIGHT DEPARTMENT MANAGEMENT SKILLS

High-Trust Leadership: The importance of character and commitment.

by George Dom

ast month we covered misconceptions regarding trust including why trust matters and the challenges of measuring our trustworthiness.

We ended with a summary of the key ingredients to earn trust: “The Five ‘Cs’ of Trustworthiness” (Character, Commitment, Competence, Connection and

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WORLD AIRCRAFT SALES MAGAZINE – August 2014

Communication). All five are necessary, and working on one reinforces the other four. For each there was a question my team was asking about me to make a judgment of my trustworthiness as leader of the U.S. Navy’s Blue Angels Flight Demonstration Squadron. Your team, your boss, your spouse and your teenager are asking the same questions about you. www.AvBuyer.com

This month we will address the first two elements of the Five Cs—Character and Commitment—including training tips to help build habits that improve your trust reputation.

CHARACTER: DO YOU WALK YOUR TALK? First is your talk. What do you say are Aircraft Index see Page 4

Flight Dept Mng1 Aug_Finance 22/07/2014 09:44 Page 2

your values, priorities, goals, commitments and promises? Not referring to a pretty document or mission statement hanging on the wall, what do you claim to be your flight department’s shared values?

The second part of the question is the hard part: the walk. Because talk is cheap and teams judge each other’s trustworthiness based on their actions, what you actually do is critical. My team watched my behavior every day to see if it conformed to our shared values, priorities, commitments and promises.

When my actions fell short, the challenge was to overcome a natural inclination to grade myself by a different and more accommodating standard. Rather than face the truth about my behavior, I could try to rationalize away my shortcomings and guilt by grading myself with a different yardstick. Was I content to focus on my intentions or my effort? Was I excusing my actions by saying “I didn’t mean to make that mistake” or “Hey, I’m trying as hard as I can”?

While your team and your boss may give you a mulligan or two based on your intentions or effort, soon your trustworthiness will decline in their eyes. During one episode of frustration my teammates held up a mirror and gave me the gift of truth (even though I didn’t want to hear it). “We know you mean well and are trying hard, but we grade on performance.”

A question I ask in my leadership seminars is “When is a person’s character set?

At what stage in life is character established and unchangeable?” After some discussion the participants invariably conclude that a person’s character is never completely established; it is being developed throughout one’s life. We move our character needle one direction or the other – positive or negative - in the hundreds of choices we make every day. Do I choose to act in accordance with my values or not?

Unfortunately, we have many examples of leaders in all walks of modern life that choose to sacrifice their self-respect for their self-interest.

Training tip: Pick one core value to proactively demonstrate at every opportunity for a week. For example, if your flight department values respect, make it a point to show respect for each co-worker in a small, tangible way daily.

COMMITMENT – WHEN THE GOING GETS TOUGH…?

When the going gets tough will you be with us and play to win? Preparing for my first Blue Angels airshow season, my team had no doubt I would fly well when the sun was shining and the air was smooth.

Advertising Enquiries see Page 8

But they knew during the long season we would face difficult challenges and storms in the air and on the ground. What they wanted to know was, “How will I lead when we are facing a crisis?”

Where does commitment come from? If character is born out of living one’s values, how does someone build the high level of commitment that athletes and soldiers refer to as having “heart”; the ability to get up after a knockdown and overcome adversity?

Commitment comes from a very deep, intense and crystal-clear purpose. In the military, we have cascading purposes at each level. From the very broad at the strategic level - e.g., “defend the Constitution against all enemies” - down to the very narrow at the unit-level. For the Blue Angels, the unit-level commitment is to “show the pride and professionalism of Naval Aviation by flying the world’s best airshow safely”. The broad, strategic purpose is critical for perspective and inspiration, but it is the narrow purpose to accomplish a specific mission and take care of teammates that carries the day during a crisis.

Training tip: Write down your flight department’s cascading purposes and why they are important; then share those commitments with a teammate.

“Where does commitment come from? If character is born out of living one’s values, how does someone build the high level of commitment that athletes and soldiers refer to as having ‘heart’...?”

In next month’s Flight Department Management Skills article, we’ll focus on two more of the Five Cs - Competence and Connection.

❯ Captain George Dom, USN(Ret) is president and founder of NFS Advisors, an aviation consultancy that exclusively represents buyers of business jets and aviation services. During his military career, he served as Commander, Carrier Air Wing Seven; flight leader of the U.S. Navy Flight Demonstration Squadron—the Blue Angels and instructor pilot at the Navy Fighter Weapons School (“Topgun”). A nationally-known speaker on leadership and teamwork, including NBAA Leadership, International Operators, and Flight Attendants/Flight Engineers conferences, he can be reached at gdom@NFSjets.com or www.NFSjets.com. ❯ 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 ■ www.AvBuyer.com

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FLIGHT DEPARTMENT MANAGEMENT SKILLS

The Cost of Time Manage your Meetings for Cost Effectiveness.

by Jodie Brown

eetings are important, but they cost your flight department real dollars. An average two-hour conference with your entire team could easily consume about a thousand dollars of company funds when employee compensation is considered.

What decisions justify such costs? Is the choice of a new uniform worth this? What about scheduling or passenger issues?

Employees resent meetings when they see them as a waste of time, such as when they aren’t well-managed, the topics don’t pertain to them, there’s only one-way communication, decisions are not implemented or when the same people monopolize the conversations and others run topics down rabbit holes.

A flight department manager's job is to create the meeting's purpose, respect everyone's time commitment, and ensure a pro-

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WORLD AIRCRAFT SALES MAGAZINE – August 2014

ductive outcome for the attendees and the company. Reasons to call a meeting are to update others, provide information, solve a problem, improve performance, or create new business or service opportunities.

TIPS AND TECHNIQUES Successful meetings usually include the features outlined below. You may find the following questions helpful.

1.

How much time should be allocated? The perfect length of time for a meeting depends on the meeting’s purpose. For a weekly update meeting, attendees should be prepared to summarize their information in 5 minutes.

Extemporaneous speaking should not be encouraged. If someone’s information or problem requires more involvement, the www.AvBuyer.com

facilitator may decide to extend the time or schedule a separate meeting. A creative brainstorming session could last a day or more. Ideally, however, weekly meetings should not last more than 1½ to 2 hours.

2. Who should attend? The rule of thumb is that 60% of the meeting’s topics should address the attendees’ positions. If it’s less than that, either a summary or separate meeting will be more beneficial and productive. If you are not serving as the meeting facilitator, select an attendee to serve that function. Also, assign one attendee the task of scribe (i.e., keeper of meeting minutes or notes) and another the role of time keeper.

3. When should your meeting conclude? In preparation for closing a meeting, the facilitator should ensure that topics ❯ Aircraft Index see Page 4

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FLIGHT DEPARTMENT MANAGEMENT SKILLS

related to the meeting’s objective are covered completely, instructions are fullyunderstood and agreements are supported by the team. Ask questions to provide clarity and confirmation on action items, ownership of those actions and deadlines. Be sure conclusions are documented by the scribe. Set the next agenda.

To involve all members it is advisable to rotate positions of scribe, time keeper and facilitator.

ROLES AND RESPONSIBILITIES The Scribe: writes up the agenda and timeframe for all to see. He or she helps the facilitator stick to the agenda and performs the following tasks: • Capture important thoughts as the members work through them.

• Write talking points on the flipchart to keep people focused.

• Ensure that the words reflect the tone and the meaning of the speaker.

• Email the flip chart notes to attendees after the meeting.

• Place off-topic items in the "hangar” for a future discussion.

The Timekeeper: is more of an efficiency expert than a time cop. By managing the agenda items and paying attention to allotted times, the timekeeper may signal the facilitator, possibly using a referee “timeout” hand signal, when a speaker or subject needs closure.

The Facilitator: clarifies the meeting purpose and objectives and encourages communications that achieve clear action items and ownership. A facilitator's responsibilities are to: • Ensure that the attendees understand the meeting’s purpose.

• Reinforce commitment to the time allotted.

• Set ground rules – for everyone.

• Reinforce collaborative behavior.

• Address disruptive behavior: side or snide comments, email reading, eye rolling.

• Prevent remarks that embarrass, devalue, diminish or punish an attendee in front of others.

DISRUPTIVE BEHAVIOR Aviators are known to hold strong opinions.

Such firmness of mind can lead to disagreements and at times to strident positions.

When confronting poor meeting behavior, use respectful terms such as "People, let's focus on the problem and not each other”. Or, “This

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WORLD AIRCRAFT SALES MAGAZINE – August 2014

isn’t the reason we are here”.

Pause when there are side conversations.

Keep the focus on the agenda items. Ensure that everyone has a chance to contribute ideas and concerns, and verbally provide positive reinforcement for individual contributions.

Try to support everyone. Even if the ideas are not great, you can say, "Interesting thought, thanks”.

Complete consensus is not always do-able, even if time were unlimited. Since meetings always have time constraints, 100% agreement among all attendees often is unrealistic.

The next best option is to use the 80% consensus plan. If individuals agree to 80% of the items, they may back the 20% they don't fully support because the other team members do.

Find the positions that on average provide mutual wins for the team and the flight department.

Hiring a professional facilitator pays off where the stakes are high, when time and team commitment are critical to the outcome, and where you, as the flight department manager, want someone who can create an open environment.

Professional facilitators are adept at guiding difficult people or discussions, using process tools, and closing the gap between the current state and the desired outcome. They know how to address differences among generations, cultures, gender, positions, communication styles and trigger points that can fuel conflicts. Too often, I’ve been called for team “intervention” because the personality conflicts within the flight department are high and the outcome is critical. Like surgery, the investment in a professional often brings a better result.

“If individuals agree to 80% of the items, they may back the 20% they don't fully support because the other team members do.”

❯ Jodie Brown, is the founder and president of Summit Solutions— the only Business Aviation company devoted to both executive recruiting and leadership & management development. With over 20 years’ Business Aviation experience and more than 25 years of leadership and teaching experience Ms. Brown is consultant and executive coach to C-Suite executives, owners and directors of aviation companies and flight departments. ❯ More from www.summit-solutions.com 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

www.AvBuyer.com

■ Aircraft Index see Page 4

Aradian July 23/06/2014 15:11 Page 1

2007 Gulfstream G150

Price ex Europe: To be confirmed

Airframe TT: Landings:

ICG ICS 200 Iridium Satcom with 3 handsets CMP maintenance tracking Dual life rafts and lifejackets Enhanced mode s transponders with diversity antennae and Flight ID Interior Eight passenger interior in Beige leather, including belted toilet. High gloss, light wood veneer cabinetry. Forward single, forward-facing chair, opposite 2-place divan. Aft 4-place club. Five seats are fully articulating and berthable. Forward galley with coffee machine and storage.

Forward and aft closets. Aft toilet with vanity.

Entertainment includes DVD player and 15” monitor in forward closet Exterior Overall Oyster White with Chestnut Brown and Dark Saddle stripes

2350 1085

Engines Honeywell TFE 731-40AR-200G TSN TBO Left/Right 2350 5000 APU Honeywell RE100CS 1045 Avionics Collins ProLine 21 4-Tube EFIS Autopilot Dual Collins FGC-3000 FMS Dual Collins FMC-6000 HF Dual Collins HF-9000 with SELCAL Nav Collins NAV-4000 & Collins NAV-4500 ADF Dual Collins NAV-4000 Transponder Dual Collins TDR-94D Rad Alt Collins ALT-4000

EGPWS Honeywell Mark V CVR Universal CVR-120 FDR Honeywell AR 256 ADC Dual Collins ADC-3010 GPS Dual Collins GPS-4000A Com Dual Collins VHF-4000E DME Dual Collins DME-4000 Radar Collins WXR 850 TCAS Collins TCAS-4000 ELT Artex C406-N IRS Honeywell Laseref V Features RVSM an MNPS compliant Long range oxygen 3rd VHF comm with datalink 2nd ADF. 2nd HF. EU Ops compliant Collins IFIS with FSU system

1999 Gulfstream V Airframe TT: Landings:

5050 1760

Engines Engines on Rolls Royce Corporate Care Left Right Total Hours: 4828 4967 Engine Cycles: 1626 1652 APU Honeywell RE220 with 3783 hours total time Avionics Com Triple Collins VHF-422D ADF Dual Collins ADF-462 HF Dual Collins HF-9000 Transponder Dual Collins TDR-94D FMS Triple Honeywell NZ-2000 IRS Triple Honeywell Laseref IV

EGPWS Allied Signal Mark V w/Windshear Protection Radar Honeywell Primus 880 CVR B&D Stormscope WX 1000+ Nav Dual Collins VIR-432 DME Dual Collins DME-442 Rad Alt Dual Honeywell RT-300 ELT Artex 406 GPS Dual 12-Channel TCAS Honeywell TCAS II w/Change 7 ELT Artex FDR B&D Features RVSM and MNPS compliant Global Sat-AFIS data link system Honeywell MCS 6000 6-Channel Satcom with Magnastar C2000 phone system

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

External camera system Honeywell HUD 2020 Head Up Display Securaplane 450 security system Interior Fourteen passenger configuration in Light Beige leather with Gold plate accessories. Side panels and headliner in coordinating Beige. High gloss, light wood veneer cabinetry.

Forward – four-place club; Mid cabin – four-place club; Aft cabin – Two-place club opposite a four-place berthable divan.

Forward, galley with microwave and convection oven, dual coffee makers, hot and cold water and storage for crystal, china, cutlery, food, beverages and ice Exterior Overall White with Brown stripes

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

WichitaAug14_Gil WolinNov06 22/07/2014 11:18 Page 1

WICHITA INSIDER

Bad-Mouthing BizAv

by Dave Franson ecently, USA TODAY published a three-part report entitled ‘Unfit for Flight’ in which reporter Thomas Frank sensationalized General and Business Aviation-related accidents, characterized GA aircraft as death traps, the pilots who fly them as “amateurs” and airframe and component manufacturers as villainous money grabbers.

As the Aircraft Owners and Pilots Association (AOPA) noted in its review of the misleading and one-sided piece, it ignored “efforts by the industry to make General Aviation safer, and it violated basic tenets of fairness and accuracy when it comes to good journalism.”

At a time when the light aircraft segment – especially single and twin engine piston aircraft, turboprops and light jets like those built in Wichita – is still struggling to sustain momentum and increase sales revenues, one can’t help but wonder why Mr. Franks or anyone else would feel compelled to badmouth an industry that provides extensive services, jobs and advantages to the communities it serves. So what would motivate such a hatchet job? Why did the reporter ignore extremely relevant information and solid safety data provided to him by AOPA, General Aviation Manufacturers Association (GAMA) and Textron Aviation? What was he seeking to achieve by his selective choice of facts and information?

The same question could be posed to the current US President and his Administration.

Even though it has been repeatedly demonstrated that corporate jets and the people who fly in them contribute a great deal to the American and global economies and that the elimination of accelerated or bonus depreciation on business jets would have virtually no impact on the burgeoning national debt, Mr. Obama continues to rail against the perfidious “tax breaks for corporate jets.” He often does this in speeches he has flown to in the world’s most luxurious corporate jet, Air Force One. The ‘BizAv Bashing’ isn’t really a partisan issue, since some on the other end of the political spectrum also single out this segment of the industry for ridicule, even if it’s

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WORLD AIRCRAFT SALES MAGAZINE – August 2014

So, does this negativity actually have any effect? Is there power in their words? by extension. Sean Hannity, a New Yorkbased conservative television and talk radio personality, repeatedly criticizes celebrities and well-heeled, left-leaning contributors to ‘progressive’ causes as ‘Learjet Liberals’. He creates the impression that flying in a corporate airplane has a negative connotation.

So, why do these purveyors of pessimism persist in their efforts? Mr. Frank probably had already decided on his “spin” for the series he was writing before he ever talked with the aviation companies or organizations.

There’s an old journalistic axiom that “if it bleeds, it leads,” which could well be cited as one of Frank’s motivations. Why bother to let the facts get in the way of the story? A sensational account of innocent victims killed or maimed by the evil producers of airplanes who ignored pilot and passenger safety would probably attract more attention than an even-handed, well-documented piece on how the industry’s intense focus on safety has remained paramount throughout the history of flight.

President Obama probably keeps targeting Business Aviation because it’s a cornerstone of his ongoing campaign to pit the “haves” against the “have-nots”. As Emily Miller, a reporter for the Washington Times pointed out in an editorial last year, “President Obama flies everywhere on a tricked-out, luxury Boeing 747, but he wants everyone else flying coach. A master of class warfare, Mr. Obama has fixated for years on the tax break for private planes as a convenient distraction from the real debt crisis facing the nation.” As long as it serves his purpose of “fundamentally changing America” by attempting to use government to redistribute wealth, he probably won’t let up.

So, does this negativity actually have any effect? Is there power in their words? Here in www.AvBuyer.com

the “Air Capital,” the consensus of opinion is “Yes!” The continual, unflattering characterizations of Business and General Aviation have influenced the mood and tone of the community as we enter the sixth year of the downturn. Even as GAMA reported slightly improved 1Q sales and deliveries for the industry so far this year, we’ve seen additional reductions in force at Textron and Bombardier Learjet, the latter as recently as the first week of June when hundreds of employees were laid off. (The company cited temporary delays in the Learjet 85 schedule, but it’s difficult to convince members of a local workforce that has been diminished by thousands in recent years that things are starting to recover.)

Even Spirit AeroSystems, which builds some structures for Gulfstream as part of its broad manufacturing portfolio, has been forced to take significant losses on its balance sheet and lay-off workers.

What’s really needed in Wichita is some encouragement. It would be great if it would come in the form of tangible, sustainable improvements in financial results, a spate of new orders, or perhaps positive reviews of newly-introduced models.

Even recognition in the national media of the importance of GA to the economy would be nice. Until such good words are forthcoming, however, we’d appreciate it if the critics who bash this industry for personal or political reasons would just pipe down! ❯ Dave is a veteran communications executive with more than 35-years’ experience in corporate management and consulting roles. Former employers include NBAA; AlliedSignal; Cessna; and Bombardier Aerospace, and today he is Principal of The Franson Consulting Group, a PR and Marketing Communications firm serving a variety of domestic and international clients, and is Executive Director of the Wichita Aero Club. ❯ Contact Dave via dave@fransonconsulting.com Aircraft Index see Page 4

THE WORLD’S FIRST AND ONLY STREET LEVEL CORPORATE AVIATION SHOWROOM. OWNED G550s IN THE WORLD EPR OF N IO CT LE SE T ES RG THE LA ESS EXCLUSIVELY BY THE JET BUSIN 2013 GULFSTREAM G550

2011 GULFSTREAM G550

2008 GULFSTREAM G550

SN5415 | FORWARD GALLEY & CREW REST BBML INTERNET | EU-OPS 1 CERTIFIED OVER $3M USD IN OPTIONS!

SN5354 | ENGINES ON CORPORATE CARE FORWARD GALLEY & CREW REST BBML INTERNET | EU-OPS 1 CERTIFIED

SN5204 | 18 SEAT CONFIGURATION & FORWARD GALLEY | HONEYWELL CERT G AVIONICS EU-OPS 1 CERTIFIED | ONE OWNER SINCE NEW

2008 GULFSTREAM G550

2008 GULFSTREAM G550

2006 GULFSTREAM G550

SN5178 | FORWARD GALLEY & CREW REST EU-OPS 1 CERTIFIED | PART 135 CAPABLE ENGINES ON CORPORATE CARE APU ON MSP | BBML INTERNET | EVS | HUD

SN5183 | FORWARD GALLEY & CREW REST PART 135 CERTIFIED | ENGINES ON CORPORATE CARE BBML & HD710 INTERNET | CUSTOMISED INTERIOR WITH 8 INDIVIDUAL CLUB SEATS | 32” CINEMA

SN5134 | VERY LOW TIME – JUST 1400 HOURS ONE OWNER SINCE NEW | FORWARD GALLEY & CREW REST | US BASED & US REGISTERED

One Grosvenor Place, London SW1X 7JH +44 (0) 845 521 5555 | EU +44 (0) 7842 888 888 | US +1 917 414 1995 sales@thejetbusiness.com www.thejetbusiness.com

Jetbroker's August_Layout 1 21/07/2014 15:52 Page 1

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AirCompAnalysisAug14_ACAn 22/07/2014 16:06 Page 1

AIRCRAFT COMPARATIVE ANALYSIS GULFSTREAM G450

CHALLENGER 605

FALCON 900LX

Gulfstream G450

by Michael Chase n this month’s Aircraft Comparative Analysis, we provide information on a selection of new and preowned business jets in the $31.1-$42.2m range for the purpose of valuing the new and pre-owned Gulfstream G450.

We’ll consider the productivity parameters - payload/range, speed and cabin size, and cover current and future market values. The field in this study also includes the Dassault Falcon 900LX and the Bombardier Challenger 605.

I

CURRENT HISTORY The Gulfstream GIV was upgraded to the GIV-SP, and later redesignated the G400. A short-ranged variant was created based on the original GIV and designated the G300.

With the introduction of the G500/G550 (an upgrade to the GV model), the GIV received an upgrade based on the newly created G550. This created the G450 and its short-ranged variant the G350. G450 flighttesting started in April 2003 and FAA certification was completed in August 2004.

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WORLD AIRCRAFT SALES MAGAZINE – August 2014

The Gulfstream G450 is a cross between the G400 and the G550, designed using the G400 airframe with the G550 nose section grafted on. It has a Honeywell Primus Epic PlaneView avionics suit and next generation Rolls-Royce Tay 611-8C engines.

There are 291 Gulfstream G450 largecabin aircraft in operation today, a total that is nearing the total number of GIV-SP units built. 829 large-cabin Gulfstream series aircraft are currently in operation, as shown in Table A.

MARKET SHARE Chart A represents the in-operation aircraft Market Share (as of June 2014) for the Gulfstream G450 (51%), Bombardier Challenger 605 (43%), and Dassault Falcon 900LX (6%). There are currently 572 total aircraft in operation for these three models.

TABLE A LGE CABIN GULFSTREAMS IN OPERATION Model

Number

Gulfstream GIV-SP

303

Gulfstream G450

291

Gulfstream GIV

188

Gulfstream G400

23

Gulfstream G300

13

Gulfstream G350

11

Total

829

SOURCE: JETNET; IN-OPERATION JUNE 2014

CHART A -

MARKET SHARE

TOTAL 572 AIRCRAFT - JUNE 2014 F900LX 6%

PAYLOAD AND RANGE

Gulfstream G450 (2004 - Present)

The data contained in Table B (overleaf) is sourced from Conklin & de Decker and also published in the B&CA May 2014 issue. As we have mentioned in past articles, a poten❯ tial operator should focus on payload

Bombardier Challenger CL605 (2006 - Present)

www.AvBuyer.com

Dassault Falcon 900LX (2010- Present)

CL605 43%

G450 51%

SOURCE: JETNET

Aircraft Index see Page 4

Jeteffect Inventory August 21/07/2014 15:56 Page 1

EXCLUSIVELY OFFERED

LOS ANGELES 562.989.8800

DALLAS 214.451.6953

ATLANTA 334.502.0500

PALM BEACH 561.747.2223

BOSTON 617.820.5268

Year

Model

Serial No.

1983 1995 1995 2005 2002 2009 1994 1997 1997 2000 1988 1988 1994 1998 1987 1987 1998 2003 2005 1999 2008 2000 2008 2000 2001 2007 2007 2014 1997

Challenger 601-1A Challenger 601-3R Challenger 601-3R Citation CJ1+ Citation CJ2 Citation CJ3 Citation Ultra Citation Ultra Citation X Citation X Falcon 900B Falcon 900B Falcon 900B Falcon 2000 Gulfstream GIV Gulfstream GIV Gulfstream GV Hawker 400XP Hawker 400XP King Air B200 King Air B200GT Learjet 45 Learjet 45XR Learjet 60 Learjet 60 Learjet 60XR Learjet 60XR Socata TBM-850 Bell 407

3010 5176 5180 525-0603 525A-0099 525B-0293 560-0260 560-0405 750-0016 750-0121 30 45 138 75 1021 1050 545 RK-358 RK-407 BB-1645 BY-39 079 383 198 229 320 333 673 53121

AirCompAnalysisAug14_ACAn 22/07/2014 12:42 Page 2

AIRCRAFT COMPARATIVE ANALYSIS GULFSTREAM G450

TABLE B - PAYLOAD & RANGE Model

MTOW (lb)

Max Fuel (lb)

Fuel Usage (GPH)

Max Payload (lb)

Avail Payload w/Max Fuel (lb)

Max Fuel Range (nm)

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

Gulfstream G450

74,600

29,281

465

5,800

2,519

4,400

3,549

Falcon 900LX

49,000

21,000

274

4,464

1,800

5,000

3,810

Challenger 605

48,200

19,852

296

4,850

1,298

4,123

3,010

SOURCE: DATA COURTESY OF CONKLIN & DE DECKER; JETNET; B&CA MAY 2014 PLANNING HANDBOOK & AUG. 2013 OPERATIONS PLANNING GUIDE; AIRCRAFT COST CALCULATOR

CHART B - CABIN CROSS-SECTIONS

capability as a key factor. The Gulfstream G450 ‘Available Payload with Maximum Fuel’ at 2,519 pounds is significantly greater than that offered by the Falcon 900LX (1,800 lbs) and Challenger 605 (1,298 lbs).

However, according to Aircraft Cost Calculator (also represented in Table A), the G450 burns just 465 gallons of fuel per hour (GPH), which is 41% more than the Falcon 900LX (274 GPH), and 36% more than the Challenger 605 (296 GPH).

CABIN VOLUME According to Conklin & de Decker, the cabin volume of the G450 is 1,658 cubic feet. This is 36% greater than the Falcon 900LX (1,218 cubic feet) and 45% greater than the Challenger 605 (1,146 cubic feet). The G450 cabin is 11.9 feet longer than the Falcon 900LX and 16.7 feet longer than the CL605. The Challenger 605 interior dimensions are wider than the G450 and the Falcon 900LX, however all three aircraft offer approximately the same cabin height (as shown in our Chart B Cabin Cross-Sections, illustrated by UPCAST JETBOOK).

RANGE COMPARISON SOURCE: UPCAST JETBOOK

CHART C - RANGE COMPARISON Bombardier Challenger 605 Gulfstream G450 Dassault Falcon 900LX

3662.1 Nm 3997.5 Nm 4680.0 Nm

Chart C shows the ranges from New York City, USA, for the business jets in our field of study, as sourced from Aircraft Cost Calculator (ACC). The Falcon 900LX shows more range coverage than either the G450 or the Challenger 605.

Note: For jets and turboprops, ‘Seats-Full Range’ represents the maximum IFR range of the aircraft at Long-Range Cruise with all passenger seats occupied. ACC assumes NBAA IFR fuel reserve calculation for a 200nm alternate (100nm for turboprops). The lines depicted do not include winds aloft or any other weather-related obstacles.

POWERPLANT DETAILS Each of the Gulfstream G450’s Rolls-Royce TAY 611-8C engines offers a thrust rating of 13,850 pounds. The Bombardier Challenger 605 is powered by a pair of General Electric CF34-3B

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WORLD AIRCRAFT SALES MAGAZINE – August 2014

www.AvBuyer.com

Aircraft Index see Page 4

AirCompAnalysisAug14_ACAn 22/07/2014 16:36 Page 3

AIRCRAFT COMPARATIVE ANALYSIS GULFSTREAM G450 engines, each with a thrust rating of 8,729 pounds, while the Dassault Falcon 900LX is powered by three Honeywell TFE 731-60 powerplants, each with a thrust rating of 5,000 pounds.

COST PER MILE COMPARISONS Using data published in the May 2014 B&CA Planning and Purchasing Handbook and the August 2013 B&CA Operations Planning Guide we will compare our aircraft. The nationwide average Jet A fuel cost in the August 2013 edition was $6.08 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 D details ‘Cost per Mile’, and compares the G450 to the Challenger 605 and Falcon 900LX factoring direct costs, and with each aircraft flying a 1,000nm mission with 800 pounds (four passengers) payload. The Falcon 900LX cost at $5.35 per nautical mile is significantly lower compared to both the G450 at $7.00 and the Challenger 605 at $6.27 on a cost per mile basis.

CHART D - COST PER MILE*

AIRCRAFT COMPARISON TABLE Table C includes the average pre-owned retail price from B&CA for each aircraft. The last two columns of information show the number of each aircraft in-operation, and the percentage ‘For Sale’ (per JETNET).

It is interesting to note that of the 291 G450s in operation today (79% new and 21% pre-owned), ❯ only 7.2% of the fleet Advertising Enquiries see Page 8

$6.27

Challenger 605

$5.35

Falcon 900LX

$2.00

$0

$4.00

$8.00

$6.00

US $ per nautical mile • 1,000NM MISSION, 800 LBS PAYLOAD

CHART E - VARIABLE COST $3,042

Gulfstream G450

$2,765

Challenger 605

$2,294

Falcon 900LX

TOTAL VARIABLE COST COMPARISONS The ‘Total Variable Cost’, illustrated in Chart E, is defined as the cost of Fuel Expense, Maintenance Labor Expense, Scheduled Parts Expense and Miscellaneous Trip Expense. The total variable cost for the Gulfstream G450 at $3,042 is considerably greater than the Challenger 605 ($2,765) and the Falcon 900LX ($2,294).

$7.00

Gulfstream G450

$1,000

$0

$2,000

$3,000

$4,000

US $ per hour

TABLE C - COMPARISON TABLE Long Range Speed (kts)

Cabin Volume (cu ft.)

Max Payload w/avail fuel range(nm)

Gulfstream G450

445

1,658

3,549

$42.2m

Falcon 900 LX

430

1,218

3,810

Challenger 605

425

1,146

3,010

Model

In B&CA Equip (New)Price $ M Operation

% For Sale

Sold

291

7.2%

59

$42.2m

34

11.8%

10

$31.1m

243

7.8%

49

SOURCE: DATA COURTESY OF CONKLIN & DE DECKER; JETNET; OPERATIONS PLANNING GUIDE B&CA

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WORLD AIRCRAFT SALES MAGAZINE – August 2014

71

AirCompAnalysisAug14_ACAn 22/07/2014 12:43 Page 4

AIRCRAFT COMPARATIVE ANALYSIS GULFSTREAM G450

TABLE D - PART 91 & 135 MACRS SCHEDULE Following is the MACRS schedule for PART 91: Year 1 2 3 4 5 6

Deduction 20.00% 32.00% 19.20% 11.52% 11.52% 5.76%

Following is the MACRS schedule for PART 135: Year 1 2 3 4 5 6 7 8

Deduction 14.29% 24.49% 17.49% 12.49% 8.93% 8.92% 8.93% 4.46%

SOURCE: NBAA

TABLE E - MACRS DEPRECIATION SCHEDULE 2014 Gulfstream G450 - Private (Part 91) Full Retail Price - Millions Year Rate (%) Depreciation Depreciation Value Cumulative Depreciation

$42.2 1

2

3

4

5

6

20.0% $8.4 $33.8 $8.4

32.0% $13.5 $20.3 $21.9

19.2% $8.1 $12.2 $30.0

11.5% $4.9 $7.3 $34.9

11.5% $4.9 $2.4 $39.8

5.8% $2.4 $0 $42.2

2014 Gulfstream G450 - Charter (Part 135) Full Retail Price - Millions $42.2 Year 1 2 3 4 5 Rate (%) 14.3% 24.5% 17.5% 12.5% 8.9% Depreciation $6.0 $10.3 $7.4 $5.27 $3.77 Depreciation Value $36.2 $25.9 $18.5 $13.2 $9.45 Cumulative Depreciation $6.0 $16.4 $23.7 $29.0 $32.8

6

7

8

8.9% $3.76 $5.7 $36.5

8.9% $3.77 $1.9 $40.3

4.5% $1.88 $0.0 $42.2

SOURCE: ACC - www.aircraftcostcalculator.com

is ‘For Sale’ (traditionally a seller’s market).

Considering the whollyowned G450 aircraft fleet only, according to JETNET North America is home to the majority with 148 (56%), followed by Asia (73 units, or 28%).

Currently, six G450 aircraft are in shared ownership, and there are 14 in fractional ownership arrangements.

DEPRECIATION SCHEDULE FOR BUSINESS AIRCRAFT Aircraft that are used in a trade, business, or for the production of income that are primarily

72

operated domestically, and not used in common or contract carriage (e.g. Part 91) may be depreciated over a five-year Modified Accelerated Cost Recovery System (MACRS) schedule. Aircraft used in common or contract carriage (e.g., Part 135) are depreciable under seven-year MACRS (see Table D).

Table E, meanwhile, depicts an example of using the MACRS schedule for a 2014 model Gulfstream G450 in private (Part 91) and charter (Part 135) operations over five and seven-year periods assuming a Vref retail value of $42.2 million.

WORLD AIRCRAFT SALES MAGAZINE – August 2014

ASKING PRICES VS AFTT, AGE & ENGINE THRUST Chart F (opposite), sourced from the Multi-dimensional Economic Evaluators Inc., (www.meevaluators.com), shows a Value and Demand chart for the pre-owned G450 (and GIV-SP), Falcon 900LX (and Falcon 900EX EASy), and Challenger 605 (and Challenger 604) business jets.

The current pre-owned market for these aircraft shows a total of 98 aircraft ‘For Sale’.

Thirty-four of the 98 have an asking price - thus, we have plotted the 34 in this chart. The equation that we derived from

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these asking prices and other criteria used should enable sellers and buyers to compare, and perhaps adjust their offerings if necessary. Demand and Value are on opposite sides of the same Price axis. The market treats the G450, Falcon 900LX and Challenger 605 in much the same way.

The Demand Equation for these vehicles is Price $m = 135 Quantity -1.073. The slightly steep slope (exponent < -1.0) indicates that there is slightly more revenue in the two uppermost bins ($230.4m) than there is in the two lowermost bins ($225.9m). This equation is very well correlated, with an adjusted R2 of 92.8%, a Pearson’s2, a P-Value of 0.55% and a Standard Error of $3.51 Million.

The Value Equation for these vehicles is Price = -993,450 *Years + 16,025 *Max Range (nm) + 51,375,217 *Max Mach, – 84,352,600. We find that the Value Equation for these vehicles is very well correlated too, with an Adjusted R2 of 94.4%, a Pearson’s2 of 94.9% and a Standard Error of $2.086m (with P-Values of 2.11E-13, 1.89E-07 and 0.59% for Years, Max Range and Max Mach, respectively). This equation means that the market subtracts $993,450 for every added year the aircraft has aged, but adds $16,025 for each added nautical mile of range and $5.14m for every added tenth (1/10th) of a Mach Number.

In this market, unlike others we have witnessed, aircraft age and the Total Time on the Airframe (TTAF) are too highly correlated with one another to use them at the same time.

However, with the addition of Range and Max Mach, we can include other important influencing features.

Thus, the market for used G450, GIV-SP, Falcon 900LX, Falcon 900EX EASy, Challenger 605, and Challenger 604 aircraft statistically responds to at least the five features depicted: Years, Max Mach, Range, Price and Quantity.

Aircraft Index see Page 4

AirCompAnalysisAug14_ACAn 22/07/2014 12:44 Page 5

AIRCRAFT COMPARATIVE ANALYSIS GULFSTREAM G450 PRODUCTIVITY COMPARISONS The points in Chart G center on the Gulfstream G450, Falcon 900LX and Bombardier Challenger 605 aircraft. Pricing used in the vertical axis is as published in the B&CA 2014 Purchase Planning Handbook and Vref. The productivity index requires further discussion in that the factors used can be somewhat arbitrary.

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

CHART F - VALUE/DEMAND 4D Ordered Quads

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.

Advertising Enquiries see Page 8

CHART G - PRODUCTIVITY $60.0

Price (Millions)

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 jets are considered the “r” squared factor would equal a number above 0.9. Others may choose different parameters, but serious business jet buyers are usually impressed with price, range, speed and cabin size.

After consideration of the value and fuel savings, we can conclude that the Gulfstream G450, as shown in the productivity index is productive and has been popular with a high market share having started deliveries two years earlier than the Challenger 605. For Available Payload (full fuel)-toCabin Capacity-ratio, the G450 offers a highly competitive value to a prospective owner.

Overall, the greater speed and cabin capacity will weigh in favour of the G450 for many operators – although operating costs are proportionally higher for this aircraft.

So, ten years after first delivery, what will the future hold for the G450? History tends to show that after an aircraft model has been in production for ten years

Gulfstream G450

Falcon 900LX $40.0

Challenger 605 $20.0

$0.0 0.000

1.000

2.000

4.000

3.000

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

– especially one that sells as well as the G450 - an upgraded successor will eventually be introduced by the OEM to maintain that success in the face of the ever increasing sophistication of Business Aviation technology.

Could Gulfstream be ready to announce an upgrade on the G450 any time soon to keep the model attractive to the market, and retain its leading market share for unit deliveries within the large cabin segment?

Of course, other competitors are on the horizon, too: The Falcon 900LX is priced at the same price as the current G450, for example, and offers signifi-

cant operating cost saving with a greater range.

SUMMARY Within the preceding paragraphs we have touched upon several of the key attributes that business jet operators value.

However, there are often other qualities such as service and support that factor in a buying decision, but which are beyond the scope of this article.

The Gulfstream G450 business jet has its advantages at its price-point - so those operators in the market should find the preceding comparison of value.

Our expectations are that the

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G450 will continue to do very well in the pre-owned market for the foreseeable future, but it’s worth keeping a watch for how the new aircraft market develops. The entire story of the large cabin market has been remarkable.

❯ 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; Email: Mike@avbuyer.com; Web: www.mdchase.com

WORLD AIRCRAFT SALES MAGAZINE – August 2014

73

Avjet multi August_Layout 1 21/07/2014 16:06 Page 1

EXCLUSIVELY OFFERED BY AVJET CORPORATION

AIRCRAFT FOR SALE

1999 BBJ S/N 30751

2007 G450 S/N 4094

2005 G550 S/N 5065

2001 BBJ S/N 32774

2012 Bell 429 S/N 57101

2002 Learjet 60 S/N 245

+1 (410) 626-6162 | sales@avjet.com | avjet.com

Avjet multi August_Layout 1 21/07/2014 16:07 Page 2

EXCLUSIVELY OFFERED BY AVJET CORPORATION

AIRCRAFT FOR SALE

1989 GIV S/N 1120

1989 Challenger 601-3A S/N 5045

2003 GEX S/N 9116

2010 Lineage S/N 19000261

1997 Citation Bravo S/N 550-0817

1988 GIV S/N 1076

+1 (410) 626-6162 | sales@avjet.com | avjet.com

ACSpecs IntroAug14_AC Specs Intronov06 22/07/2014 11:44 Page 1

AIRCRAFT SPECIFICATIONS: TURBOPROPS

SEPTEMBER ISSUE: Large Cabin Jets OCTOBER ISSUE: Medium Jets NOVEMBER ISSUE: Entry Level & Light Jets DECEMBER ISSUE: Turboprops

Aircraft Performance & Specifications Description of Cost Elements 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 numbers for all models.

This month’s category of aircraft Turboprops – appears overleaf, to be followed by Large Cabin Jets next month.

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

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

T

❯ 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

76

WORLD AIRCRAFT SALES MAGAZINE – August 2014

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

VARIABLE COST PER HOUR Includes fuel, maintenance reserves for routine maintenance, engine/ propeller/APU reserves, and miscellaneous expenses.

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

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

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

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

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

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

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

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

SPECIFICATIONS PERFORMANCE RANGE: • Range - Seats Full is the maximum IFR range of the aircraft with all passenger seats occupied. This uses the NBAA IFR alter-

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nate fuel reserve calculation for a 200 N.Mi. alternate. This is used for jet and turboprop aircraft.

• Ferry Range - is the maximum IFR range of the aircraft with the maximum fuel on board and no passenger seats occupied.

This uses the NBAA IFR alternate fuel reserve calculation for a 200 N.Mi. alternate. This is used for jet and turboprop aircraft.

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

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

BALANCED FIELD LENGTH BFL is the distance obtained by determining the decision speed (V1) at which the take-off distance and the accelerate-stop distance are equal (fixed-wing multi-engine aircraft only). This is based on four passengers and maximum fuel on board (turbine aircraft). For single-engine and all piston fixed-wing aircraft, this distance represents the take-off field length at Maximum Takeoff Weight (MTOW).

LANDING DISTANCE (FACTORED) For fixed-wing turbine aircraft, landing distance is computed using FAR 121 criteria. This takes the landing distance from 50/35 feet (depends on certification criteria) and multiplies that by a factor of 1.667. No credit is given for thrust reversers.

Configuration is with four passengers and NBAA IFR Fuel Reserve on board. For fixed-wing piston aircraft, this figure is the landing distance over a 50 foot obstacle.

RATE OF CLIMB (Ft/Min) The rate of climb, given in feet per minute, is for all engines operating, at MTOW, ISA conditions. One Engine Out rate of climb is for one engine inoperative rate of climb at MTOW, ISA. CRUISE SPEED (Knots True Air Speed - KTAS) Max Cruise Speed - is the maximum cruise speed at maximum continuous power. This may also be commonly referred to as High Speed Cruise. Normal cruise speed is the recommended cruise speed established by the manufacturer. This speed may also be the same as Maximum Cruise Speed. Long Range Cruise is the manufacturer’s recommended cruise speed for maximum range.

ENGINES The number of engines, manufacturer and model are shown.

Aircraft Index see Page 4

❯

AIRCRAFT SPECIFICATIONS

BE EC HC RA FT KIN GA BE IR EC C9 HC 0B RA FT KIN GA BE IR EC C9 HC 0G RA T FT KIN GA IR BE C9 EC 0G HC Tx RA FT KIN GA BE IR EC C9 HC 0G RA Ti FT KIN GA BLA IR C9 CK 0S HA E WK KIN GA IR BE C9 EC 0X HC RA P1 35 FT A KIN GA IR BE 20 EC 0R HC RA AIS FT BE KIN CK GA BE IR EC B2 HC 00 RA FT KIN GA KIN IR B2 GA 00 IR GT B2 00 SE

AircraftPer&SpecAug14_PerfspecDecember06 22/07/2014 11:51 Page 1

TURBOPROPS MEDIUM JETS $1,123.43

$1,287.15

$1,259.82

$1,269.80

$1,153.02

$1,307.82

$1,708.09

$1,402.27

$1,542.34

$1,442.77

CABIN HEIGHT FT.

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

CABIN LENGTH FT.

12.4

12.4

12.4

12.4

12.4

12.4

16.7

16.7

16.7

16.7

CABIN VOLUME CU.FT.

218

218

218

218

218

218

303

303

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

DOOR WIDTH FT.

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.

48

48

48

48

48

48

54

54

55

54

BAGGAGE VOL. EXT. CU.FT.

-

-

-

-

-

-

-

-

-

-

CREW #

2

2

2

2

2

2

2

2

2

2

SEATS - EXECUTIVE #

5

5

5

5

5

5

6

6

6

6

MTOW LBS

10100

10100

10485

10100

10100

10100

12500

12500

12500

12500

MLW LBS

9600

9600

9700

9600

9600

9600

12500

12500

12500

12500

B.O.W. W/CREW LBS

7210

7200

7235

7200

6625

7210

8550

8820

8760

8360

USEABLE FUEL LBS

2573

2573

2573

2573

2573

2573

3645

3645

3645

3645

PAYLOAD WITH FULL FUEL LBS

377

387

737

387

902

377

395

125

185

585

MAX. PAYLOAD LBS

2950

2306

2143

2306

3205

2950

1850

2180

2240

2640

RANGE - SEATS FULL N.M.

640

-

903

-

640

739

858

920

960

1249

MAX. RANGE N.M.

940

981

1152

981

940

1174

1500

1580

1650

1580

BALANCED FIELD LENGTH FT.

4519

4519

3888

4519

4519

4519

3800

5300

3640

5300

LANDING DIST. (FACTORED) FT.

3692

4007

4002

4007

3692

4007

3167

4417

4437

4417

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

2010

1953

1953

1953

2000

1953

2500

2448

2450

2448

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

495

474

474

474

554

474

720

745

745

738

MAX. CRUISE SPEED KTAS

250

270

274

270

250

270

289

290

305

290

NORMAL CRUISE SPEED KTAS

234

-

274

-

234

270

284

283

298

283

L/RANGE CRUISE SPEED KTAS

195

206

204

206

195

206

228

226

226

226

2

2

2

2

2

2

2

2

2

2

PT6A-21

PT6A-135A

PT6A-41

PT6A-42

PT6A-52

PT6A-42

VARIABLE COST PER HOUR $

ENGINES # ENGINE MODEL

PT6A-21

PT6A-135A PT6A-135A 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.

78

WORLD AIRCRAFT SALES MAGAZINE – August 2014

www.AvBuyer.com

Aircraft Index see Page 4

Guardian Jet 1 page August 21/07/2014 16:11 Page 1

AIRCRAFT FOR SALE FOR MORE INFO VISIT WWW.GUARDIANJET.COM OR CALL 203-453-0800

2009 Global XRS SN 9228 Airframe TT - 2371 $31,995,000 * APU enrolled on Honeywell MSP * Honeywell Primus 2000 XP Avionics Suite * Enhanced Sound Proofing Package * Lufthansa NICE Cabin Management System (CMS) * Enrolled on Smart Parts Plus Program Photos by FGL & Associates

2005 Falcon 900EX EASy II SN 144 Airframe TT - 6,406 $19,995,000 * Engines & APU enrolled on Honeywell MSP * Honeywell EASy II Avionics Package * Honeywell SSFDR (88 Parameters) * Securaplane 450 Aircraft Security System * Maintenance Tracking by CAMP Photos by FGL & Associates

2004 Bombardier CL300 SN 20025 Airframe TT - 4,935 $9,950,000 * Engines & APU on MSP * 96 Month Inspection c/w August 2012 * Landing Gear Overhauled August 2012 * GoGo Biz ATG 5000 * Combustion Liner SB c/w August

Photos by FGL & Associates

2006 Citation Sovereign SN 680-0082 Airframe TT - 3649 $7,245,000 * One Fortune 500 Owner Since New * Engines Enrolled in PowerAdvantage Plus * Enrolled in ProParts Program * Honeywell Primus Epic 4 Tube EFIS * Airshow 400, XM Radio 400 Photos by FGL & Associates

1980 Learjet 35A SN 35-334 Airframe TT - 12,545 $649,000 * Engines & APU on MSP * 96 Month Inspection c/w August 2012 * Landing Gear Overhauled August 2012 * GoGo Biz ATG 5000 * Combustion Liner SB c/w August Photos by FGL & Associates

Tel: 203-453-0800

Fax: 203-453-4527

Email: Guardian@guardianjet.com

www.guardianjet.com

AIRCRAFT SPECIFICATIONS

BLA CK HA WK KIN GA IR BE B2 EC 00 HC XP RA 61 FT KIN GA IR BE 25 EC 0 HC RA FT KIN GA IR BE 35 EC 0 HC RA FT KIN GA IR BE 35 EC 0E HC R RA FT KIN GA IR BE 35 EC 0i HC RA FT KIN GA IR 35 CE SSN 0iE R A2 08 CA RA VA N CE SSN A2 08 BG RA ND GR CA AN RA DC VA AR N AV AN EX

AircraftPer&SpecAug14_PerfspecDecember06 22/07/2014 11:52 Page 2

TURBOPROPS $1,673.56

$1,560.74

$1,570.16

$1,593.12

$1,566.58

$1,584.50

$659.12

$667.48

$733.93

CABIN HEIGHT FT.

4.8

4.8

4.8

4.8

4.8

4.8

4.5

4.5

4.5

CABIN WIDTH FT.

4.5

4.5

4.5

4.5

4.5

4.5

5.3

5.3

5.3

CABIN LENGTH FT.

16.7

16.7

19.2

19.2

19.2

19.5

12.75

16.75

16.75

CABIN VOLUME CU.FT.

303

303

344

344

344

344

271

352

352

DOOR HEIGHT FT.

4.3

4.3

4.3

4.3

4.3

4.3

4.2

4.2

4.2

DOOR WIDTH FT.

2.25

2.23

2.25

2.25

2.25

2.23

4.08

4.08

4.08

BAGGAGE VOL. INT. CU.FT.

54

55

56

56

56

55

32

32

32

BAGGAGE VOL. EXT. CU.FT.

-

-

16

16

16

-

-

-

-

CREW #

2

2

2

2

2

2

1

1

1

SEATS - EXECUTIVE #

6

7

8

8

8

8

9

9

9

MTOW LBS

12500

12500

15000

16500

15000

16500

8000

8750

8807

MLW LBS

12500

12500

15000

15675

15000

15675

7800

8500

8500

B.O.W. W/CREW LBS

8550

8980

9885

10400

10000

10585

4940

5270

5305

USEABLE FUEL LBS

3645

3645

3611

5192

3611

5192

2224

2224

2247

PAYLOAD WITH FULL FUEL LBS

395

-35

1604

1008

1489

823

871

1291

1290

MAX. PAYLOAD LBS

2450

2020

2615

2600

2500

2415

2860

3230

3195

RANGE - SEATS FULL N.M.

975

636

1440

1878

1440

1635

325

529

494

MAX. RANGE N.M.

1498

1575

1550

2311

1550

2365

835

789

739

BALANCED FIELD LENGTH FT.

3800

3925

3300

5105

3300

5105

2055

2420

2742

LANDING DIST. (FACTORED) FT.

4437

4625

4140

4760

4143

4770

2508

2625

2800

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

2500

2437

2700

2400

2700

2400

1234

975

1331

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

710

682

622

337

622

337

-

-

-

MAX. CRUISE SPEED KTAS

311

292

320

303

320

303

186

184

194

NORMAL CRUISE SPEED KTAS

311

282

310

303

310

265

175

182

187

L/RANGE CRUISE SPEED KTAS

232

232

234

238

234

238

147

156

162

2

2

2

2

2

2

1

1

1

PT6A-61

PT6A-52

PT6A-60A

PT6A-60A

PT6A-60A

PT6A-60A

PT6A-114A

PT6A-114A

PT6A-140

VARIABLE COST PER HOUR $

ENGINES # ENGINE MODEL

❯

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

80

WORLD AIRCRAFT SALES MAGAZINE – August 2014

www.AvBuyer.com

Aircraft Index see Page 4

Boutsen August_Layout 1 21/07/2014 16:24 Page 1

PIL AT US PC -12 NG PIP ER ME RID IAN PA 46 QU TP EST AIR CR AF TK OD IAK

AIRCRAFT SPECIFICATIONS

BLA CK HA WK CA RA VA NX DA HE P4 R-S 2A OC ATA TBM 70 DA 0C HE 2 R-S OC ATA TBM 85 PIA 0 GG IO AV AN TI P 18 0 PIA GG IO AV AN TI P 18 0I PIL I AT US PC -12

AircraftPer&SpecAug14_PerfspecDecember06 22/07/2014 11:52 Page 3

TURBOPROPS $917.03

$797.15

$936.27

$1,679.21

$1,509.43

$938.79

$939.83

$631.78

$634.14

CABIN HEIGHT FT.

4.5

4.1

4.1

5.8

5.8

4.75

4.83

3.9

4.5

CABIN WIDTH FT.

5.3

4

4

6.1

6.1

5

5

4.2

4.8

CABIN LENGTH FT.

16.75

10

10

14.9

17.5

16.9

16.92

12.3

15.5

CABIN VOLUME CU.FT.

352

143

143

393

393

356

356

106

248

DOOR HEIGHT FT.

4.2

3.9

3.9

4.4

4.4

4.5

4.42

3.8

4.1

DOOR WIDTH FT.

4.08

3.5

3.5

2

2

2

2

2

4.1

BAGGAGE VOL. INT. CU.FT.

33

30

30

16

16

34

40

20

38

BAGGAGE VOL. EXT. CU.FT.

112

5.9

5.9

44.15

44.15

-

-

-

-

CREW #

1

1

1

2

2

1

1

1

1

SEATS - EXECUTIVE #

9

5

5

6

6

7

7

5

5

MTOW LBS

9062

7394

7394

11550

12100

10450

10450

5092

7255

MLW LBS

9000

7024

7024

10945

11500

9920

9921

4850

6690

B.O.W. W/CREW LBS

5300

4889

4589

8000

8500

6565

6782

3663

3975

USEABLE FUEL LBS

2224

1887

1910

2802

2802

2704

2704

1140

2110

PAYLOAD WITH FULL FUEL LBS

1573

654

931

798

848

1226

1009

331

1220

MAX. PAYLOAD LBS

3200

1143

1443

1800

1300

2475

2257

1187

2515

RANGE - SEATS FULL N.M.

627

1000

1102

980

752

1340

1309

489

524

MAX. RANGE N.M.

734

1200

1214

1440

1364

1660

1635

1091

845

BALANCED FIELD LENGTH FT.

2195

3100

3100

3100

3500

2450

2450

2000

1720

LANDING DIST. (FACTORED) FT.

2625

3750

3750

4550

4417

2783

2783

1950

1933

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

1214

1570

2005

2950

2600

1680

1920

1556

1338

-

-

-

756

680

-

-

-

-

MAX. CRUISE SPEED KTAS

198

292

320

390

363

261

280

267

180

NORMAL CRUISE SPEED KTAS

186

290

316

354

346

261

268

262

154

L/RANGE CRUISE SPEED KTAS

159

255

255

310

314

209

209

225

133

1

1

1

2

2

1

1

1

1

PT6A-42A

PT6A-64

PT6A-66D

PT6A-66

PT6A-66B

PT6A-67B

PT6A-67P

PT6A-42A

PT6A-34

VARIABLE COST PER HOUR $

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

ENGINES # ENGINE MODEL

■

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

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Aircraft Index see Page 4

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Plane Sense 1 June14_FinanceNov 22/07/2014 10:01 Page 1

Plane Sense on Refurbishment

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Demystifying New Paint & Interior: Assessing aircraft value in relation to paint & interior refurbishments.

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Hot Times in Refurbishment: Popular Trends for Enhancing the Company Airplane.

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Refurbishment Q&As: A selection of Frequently Asked (Refurb) Questions.

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No Rush Refurbishment: The Key to Success!

Demystifying New Paint & Interior...

Assessing aircraft value in relation to paint & interior refurbishment.

by Jim Becker

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www.AvBuyer.com

W

hen looking at an advertisement for a used aircraft, there is almost always a mention of the paint and interior. What exactly is meant when the aircraft for sale claims to have “new” paint and interior? Have you ever wondered why this is an important aspect of an aircraft?

As you may have guessed, aftermarket paint and interior are far from being equal.

If you are searching for a used aircraft, or for a facility to do paint and interior on your current aircraft – perhaps in order to position it well among the competition for a future sale – the following paragraphs are designed to offer some important information to help you understand what to expect.

Aircraft Index see Page 4

ALL PHOTOS COURTESY OF ELLIOTT AVIATION

Plane Sense 1 June14_FinanceNov 22/07/2014 16:03 Page 2

Generally speaking, the typical recommended service life of an average paint and interior is five to seven years, depending on usage and care. It is a good idea to have a complete strip and repaint of the aircraft on a periodic basis. This allows for inspection of the airframe underneath the paint and is important because the paint could be hiding surface corrosion or other defects that are not easily identified.

EVALUATING A PAINT SHOP

EXTERIOR

Advertising Enquiries see Page 8

craft a spotty look and add unnecessary weight). Rough edges on stripes caused by improper blending, uneven stripes, and irregularities from side-to-side are also common mistakes to look for.

High quality paint from an experienced and process oriented facility will not only look better, but will also most likely last longer than paint from a lesser quality, inexperienced shop.

The quality of the finish will also make a difference in the value of the aircraft, and the outward appearance is what most buyers notice first. If they are still interested in the aircraft in spite of the paint faults, they will almost certainly look to factor the cost of correction into the price offered. www.AvBuyer.com

•

•

The wall draft type has the paint spray exiting out one side of the booth. The aircraft will be susceptible to increased paint contamination because the air and possible contaminants are pulled across the wet paint before exiting the paint booth.

The preferred type is the downdraft.

With this design, the paint spray is pulled downward through vents in the floor. This exposes less of the wet paint to the exiting air and possible contaminants.

WORLD AIRCRAFT SALES MAGAZINE – August 2014

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When examining a recently painted aircraft either as a prospective buyer or an existing owner, some of the defects to look for are dull marks caused by overspray; over-buffing which removes too much paint pigment and causes thin areas; runs in the paint; ‘orange peel’ (an uneven surface texture); and debris in the paint. Essentially, the surface of a high quality paint job should look like glass when you are inspecting an aircraft’s paintwork.

Also, you should look for paint applied either too thin (which allows for quicker wear and for the slight irregularities in the aluminum surface to show through the paint), or too thick (which can give the air-

When evaluating a paint shop to undertake the work of repainting your aircraft, or seeking details of where a repaint occurred for an aircraft advertising ‘new paint’, there are several factors to consider.

First, consider the process for removing the old paint. A quality refinish will require all of the existing paint and aluminum primer to be removed. The preferred method, with composite aircraft as an exception, is the chemical strip process. This minimizes the need for sanding the surface, which can cause unintended damage to rivets and sheet metal. (A superior paint process will also include an Alodine coating and full zinc chromate primer to maximize paint adhesion.)

The second factor is the technique of applying the paint. There is the conventional air spray method that uses an air compressor to force the paint through a nozzle onto the surface of the aircraft. However, a newer method, electrostatic spray painting, electrically charges the paint particles.

These charged paint particles repel each other, and are drawn to the aircraft’s surface, which is oppositely charged. This provides for better paint coverage, reduces overspray and waste, and helps get paint into hard-to-reach areas.

The next thing to consider would be the paint booth. Gone are the days of painting an aircraft in an empty hangar, but there are some technologies that allow for better quality. There are two types of aircraft paint booths:

Plane Sense 1 June14_FinanceNov 22/07/2014 16:31 Page 3

CARPET

from $350 to $900 per hide. A typical seat takes two to three hides. The least expensive leather hides will have more flaws in the skin, be less durable and will usually show wear sooner. The color may also vary slightly from hide to hide.

The higher quality leather will have come from animals raised in a non-barbed wire environment. This ensures that there is no scarring on the hides. The hides will be batch dyed (dying many at the same time), thus ensuring that the hide appearance is consistent throughout that batch.

When examining the seats for the quality of a refurbishment, look for perfectly straight and uniform stitch spacing. The tuck lines should be even, and every seat should look identical.

And don’t forget to ask whether the seat foam was replaced, and whether the seats were fire blocked.

WOODWORK Potentially the most expensive component of an aircraft interior is the cabinetry. Most aircraft use either a laminate or veneer to cover the cabinets, tables and bulkheads.

The price between laminate and veneer finishes varies significantly. A replacement of the veneer on a Challenger-sized aircraft can easily cost $150,000.

•

Laminate is a plastic product that is meant to resemble real wood or a solid color. This is the less expensive of the two options and provides a more uniform appearance - but it cannot be refinished.

▲

Another important concern is whether the paint booth is environmentally-controlled. An environmentally-controlled paint booth controls both the temperature and the humidity, allowing the paint to cure under optimal conditions, as fast as possible, and reducing the chance of paint defects.

Finally, there is the paint facility itself. Is it using good quality paint? There are several great brands of both conventional and high-solid paint that coat well when applied to properly prepped surfaces – take the time to find out what they are.

In addition, factors such as tooling and equipment, level of technician training, and references should be taken into consideration prior to picking who repaints your aircraft. If corrosion or damage is discovered underneath the paint, it is important to have the skill available to perform a proper repair.

Surprisingly, carpets are often overlooked.

While most aircraft carpet is made of wool, there is again a large range between the entry-level and the top of the line products.

Prices can range between $100 to over $900 per square yard.

Lower quality carpets will be lighter in weight, while a hand-tufted carpet will be a heavier weight and usually a custom pattern. This also allows for nearly endless customization. Virtually any size and pattern can be fabricated. If you’re inspecting a recently replaced carpet, there are some important areas to note: there should be no gaps or bumps in the carpet. Also look for wrinkles and surging that fully covers the end and is not frayed.

Shortcuts in carpet refurb typically occur when a lesser-quality, cheaper carpet is used – and this often results in ‘smiling’ (seeing through to the backing in the carpet).

INTERIOR Although there are relatively few aircraft paint facilities due to the enormous expense and stringent regulations, there can be, and usually are, aircraft interior facilities at nearly every airport.

The aircraft’s interior can be one of the biggest areas of expense in the life of an aircraft. Prices can vary by as much as 50% to 75% from shop-to-shop. Quality generally depends on the shop’s expertise and the amount spent on the interior. Rushing projects is another common reason for mistakes.

To the untrained eye, it can be difficult to spot the shortcuts that allow for a low-cost aircraft interior.

AIRCRAFT SEATS The most prevalent shortcuts in a seat refurbishment include not changing the foam and using lesser quality leathers that often have imperfections. There is a big difference in the price of seat leather. Prices can range

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www.AvBuyer.com

Aircraft Index see Page 4

When a unique aircraft interior takes a little extra skill and toil to come together, who can you trust?

He spent hours diligently working with the difficult-to-wrangle material of hair hide to create a custom piece.

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Plane Sense 1 June14_FinanceNov 22/07/2014 10:06 Page 4

paragraphs, paint and interior are no exception. “New” paint and interior can mean vastly different things that could have an extreme effect on the value of an aircraft.

Just because a job is ‘new’ does not necessarily make it of value if corners were cut and inferior materials used in the process. As a prospective buyer, it is best to have a discerning eye with a lot of questions asked when approaching the interior and paint. Make sure that if there are any areas of the aircraft you are not an expert in assessing, you are aligned with a partner that you know and trust to guide you through the process.

Jim Becker is an ASA

•

Veneer is a thin layer of real wood that is glued to a substrate. Since veneer is real wood, it provides the richest look possible. Veneer can also be refinished, but is extremely labor intensive. A larger aircraft can have over 1,000 hours of labor involved in the woodwork alone.

The woodwork finishing process is similar to that of painting the aircraft. The surface is sanded and sealed. The refinishing and curing must take place in an environmentally controlled spray booth. The veneer is coated with six to eight coats of polyurethane finish, and each application must be allowed to dry fully with no debris infiltration before the next layer is applied.

Common shortcuts in the woodwork process typically happen in the veneer finishing process, usually because of improper dry times or improper application. When inspecting for shortcuts in the woodwork, look out for fisheyes, cracks, runs, dirt, foggy or milky finish, cracking or peeling of the finish. Also make sure the wood is properly mapped and stained (i.e., the wood grains are lined up and match on the various adjoining doors and drawers).

A concern with veneer is getting the wood to match throughout the aircraft.

Since veneer is real wood, the color and pattern of the wood often vary from tree to tree. Great care must be taken to ensure that adjoining pieces blend well together.

cabin has any upgrades. Popular updates include WiFi, LED lighting, updated seat and table designs, satellite radio and tablet integration.

The last item of concern for paint and interior is probably one of the most overlooked: the paperwork. It is essential that all of the work accomplished be properly documented with all of the necessary sign-offs in place.

If the aircraft has 16 G seats, there needs to be an approval from a DER (Designated Engineering Representative) from the OEM. The fire blocking certification and all of the 8110 and 8130 forms must be in the aircraft records, too.

PUTTING IT ALL TOGETHER Because of all of the different variables, an aircraft can be difficult to properly value – and as you will ascertain from the above

Accredited Senior Appraiser for Elliott Aviation and holds an FAA Airframe & Powerplant Mechanic license. With over 20years in the aviation industry, 17 have been with Elliott Aviation in the capacity of valuing aircraft. In 2011, he completed and obtained his certification as an Accredited Senior Appraiser with the American Society of Appraisers (ASA). With experience in aircraft market analysis, he has an extensive knowledge of the aircraft market and has tracked and analyzed thousands of aircraft transactions. Under his Aircraft Specific designation with the ASA, he specializes in developing current and projected market values for turbine-powered aircraft.

More from www.elliottaviation.com, email Jim at jbecker@elliottaviation.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 ■

ADDITIONAL CONCERNS The last major component of an aircraft interior is the metal plating. Hardware such as seat belt buckles, lights, latches, air vents and seat controls are plated with a specific metal. Finishes can range from brushed nickel to polished gold, with prices of $30,000 and beyond for the higher-end finishes.

Another thing to consider is whether the

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Aircraft Index see Page 4

Elliott Aviation 2 August_Layout 1 22/07/2014 11:49 Page 1

PS 2 Aug14_FinanceNov 22/07/2014 10:14 Page 1

Plane Sense on Refurbishment

Hot Times In Refurbishment Popular Trends for Enhancing the Company Airplane.

by Dave Higdon

WORLD AIRCRAFT SALES MAGAZINE – August 2014

www.AvBuyer.com

your wish list?” These were, for the most part, pilots who fly aircraft that others own. But the various answers followed similar lines for both owner/pilots and pilots who flew for their jobs.

Owners generated slightly broader responses; they weighed various cabin accoutrements equally with cockpit goodies. But where the lines among pilots, owners and owner/pilots seemed to cross, paint and interiors topped most lists.

“It's been getting busier and busier,” Shogren said, “and it's looking like it's going to be even busier in 2015.” (That's the image painted across the market by MRO operations on both sides of the Atlantic.) Refurbishments are a big, busy, expanding market partly fueled by broad options among pre-owned business-turbine aircraft and partly by a competitive and more-flexible market for aircraft finance. Many of the finance options include refurbishing and upgrading. The combination is fueling some welcome growth in an already ripening business aircraft services sector.

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A

ccording to Al Shogren, MRO Modification Sales Manager for Jet Aviation St. Louis, “you can get pretty much exactly what you want in a good airplane and never feel its age – without getting close to the cost of a comparable new aircraft.” Hosts of current and former owners and operators agree.

The depth of the ‘For Sale’ pre-owned fleet and increasing sales are contributing to significant growth for companies like Jet Aviation, UK-based MAC Interiors, and a galaxy of specialized and broad-discipline companies with lines providing paint and transparency services on the outside, and on the interiors inside.

But what commands the most interest these days? From the perspectives of several companies, cabin and paint refurbishment and restoration, and in-flight connectivity equipment that is often installed under the same work package.

An informal (highly unscientific) survey of several dozen pilots yielded an array of answers to the question, “what upgrades lead

Aircraft Index see Page 4

PS 2 Aug14_FinanceNov 22/07/2014 10:16 Page 2

A BIG PICTURE OF A BIG MARKET The global fleet of business and commercialturbine aircraft numbers more than 55,000; it stood at 53,000 in 2012 (according to the 2013 ‘Global MRO Market Economic Assessment Report’ from the Aeronautical Repair Station Association. That 53,000 represented twothirds of all turbine-powered business and commercial aircraft in the world. Commercial operators account for two thirds of the estimated $65 billion MRO market for these aircraft.

The biggest driver of maintenance – Flight Hours - remains the same for both business and commercial operators. The big difference stems from the disparity in the demands made on the aircraft. Where the commercial aircraft typically flies 2,500 hours annually, the business-turbine aircraft averages closer to 370 hours annually.

Regardless of this difference, flight cycles and human through-put produce wear and tear; technologies advance in systems from tip to tail; and in a majority of instances, keeping the aircraft looking good, outside and inside, is SOP. The interior, of course, is where the passengers fly – creating the wear that tears down the interior…

THE INSIDERS' VIEW Not too many years ago a single-engine propjet operator invited some business associates to fly with him to a trade show of common interest. He recalled their reactions to the

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WORLD AIRCRAFT SALES MAGAZINE – August 2014

entire experience: from boarding the aircraft – “We didn't even have to take off our shoes!” one passenger exclaimed – baggage handling, and the shorter-than-imagined total trip time.

“I'd be cooling my heels waiting on my second flight – and we're here! Already!”

But the owner/pilot's favorite recollection was the group's reaction to his airplane. “It's almost 20 years old, but they thought it was new,” he smiled. “That’s partly because it looked new, but mostly because it smelled new. They didn't believe me when I told them the airplane was nearly 20 and that the interior was refurbished five years before.”

Surrey, UK-based MAC Interiors sees plenty of interior work to grow on. Offering what the company calls a “concept to completion” approach, MAC covers the work needs with designers, engineers, electrical experts, master craftsmen in cabinet construction and certified staff to handle the installation work – all under one company roof.

Graham Hutchins, Marketing Manager, MAC Interiors outlines that the company handles a significant amount of refurbishment and retrofit work on commercial and business-turbine aircraft and helicopters, encompassing everything from lavatories, galleys, seating, stowages, and, of course, VIP interiors adapted to a wide variety of commercial aircraft, from light helicopters to Airbus A380 aircraft.

Indeed, VIP interiors for bizliners stands among MAC's strengths, and what is most inwww.AvBuyer.com

demand at MAC runs to the need of the individual clients – but with the same ultimate goal: “A sharp-looking, comfortable, functional aircraft interior suited to the work conducted there.”

Among the functionality demands popular today is the increasingly broad array of options available to bring in-flight connectivity to an aircraft cabin built before such systems were commonly available. Cabin accoutrements that are high on today's upgrade lists are systems that bring both Internet connectivity and satellite communications – and, where viable, In-Flight Entertainment (IFE). A number of interior shops noted that they're seeing more demand from smaller mid-cabin and light jets for such equipment, thanks to options emerging that are small and light enough to bring In-Flight Connectivity and IFE to the users.

But, of course, the needs for aircraft refurbishing and upgrading go well beyond the back cabin users – particularly for aircraft with a few years on them and systems designed in another century.

In some instances, Jet Aviation's Al Shogren noted, work packages go beyond the main cabin to the cockpit; other MRO insiders noted the savings options from considering engine upgrades where a path exists. “It just makes sense,” Shogren said, “to go with newer engine options where the costs are competitive.”

In most cases where an option exists, the costs of the engine can hover near the price point of the original – but reward the operator with increased performance on less fuel per horsepower while delivering higher speeds.

Coupled with reduced maintenance needs you have a perfect recipe for reduced cost-permile, and it's things like this that will make the CFO smile.

When refurb packages cross multiple lines, the owner has the option of shopping each individual element, finding a company to oversee the work (at several specialty shops), or, taking the route many would consider the most efficient: a shop capable of handling the entire work package.

Such shops are common enough to give operators some room to compare, but not so common that any all-encompassing shop can handle any airframe. Many of the all-capabilities shops focus on a limited number of airframes; Jet Aviation is one with a broad palette, if you will.

“We've been pretty steady with all areas,” Shogren elaborated, referencing Jet Aviation St. Louis' in-house paint, interior, cabinetry and other sub-segments. “Actually it's been increasing over the past year.” Shogren attributes the growth at Jet Aviation St. Louis – and in general, throughout the field – to the improving business client and an up-tick in Aircraft Index see Page 4

PS 2 Aug14_FinanceNov 22/07/2014 10:18 Page 3

pre-owned aircraft sales. “Activity in the used airplane market has picked up and people are buying,” Shogren said. “They often buy already committed to the work they want the aircraft to get.”

Predominantly a General Aviation operation, Jet Aviation St. Louis mirrors, in many ways, the company's Zürich operation for businessliners and large-cabin jets. “People want the complete-aircraft overhaul, Shogren said. “That's the full interior, with divans, new seats, new wood, new soft goods... Add a great paint job and aviation outsiders won't know it's not a ramp-new airplane.”

Shogren noted that Jet Aviation St. Louis doesn't do a lot of major cockpit changes, “but we do plenty inside the cabin – including standby systems, power management and inflight connectivity. That's really hot right now; more so than hi-definition entertainment monitors. You can do a lot with these airplanes without getting close to the costs of a new one.

“The way most people use these airplanes is to buy, upgrade, fly for five or 10 years, then upgrade again, so they never really feel the age of the aircraft,” Shogren explained.

The sole sacrifice in this approach is that of not spending more than needed to gain the performance needed. And the availability of pre-owned stock, and the quality of the Advertising Enquiries see Page 8

upgrades is making it possible to fly ‘likenew’ for less than half the price.”

JUMP IN NOW! If there's a speed bump in the path of this expansion it is meeting demand. “Last year, we were definitely busy,” said Shogren.

“We're up this year and projecting to be up again next year.”

Few slots (single digits in most cases) remain for paint and interior-cabinetry work through the end of 2014. “The paint booth is sold out except for two slots through 2014,” Shogren said. “Refurb, cabinet work, and avionics are all ‘tapped out’ and getting busier and busier all the way through next year.”

That message was echoed by most shops willing to share their outlooks. But they'll be happy to take your call. Said Shogren, “A couple of years ago we were competing for every job. But the market has got to a point where most of the work comes to us. The phones are ringing and the people are interested. The competition is still tough – but there's a growing amount of work coming.

“But we'll find a way to make it work.”

More information from: Jet Aviation St Louis: www.jetaviation.com/stlouis MAC Interiors: www.macinteriors.com ■ www.AvBuyer.com

WORLD AIRCRAFT SALES MAGAZINE – August 2014

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PS 3 August14_FinanceNov 22/07/2014 10:36 Page 1

PHOTOS COURTESY OF DUNCAN AVIATION

Plane Sense on Refurbishment

Refurbishment Q&As A selection of Frequently Asked (Refurb) Questions.

by Danielle Kavan

A

refurbishment can completely transform and revive an aircraft – both inside and out - but those dramatic paint and interior updates also come with a significant downtime and a price tag. Almost every aspect of an aircraft interior can be handcrafted, right down to the stitching on the seats, making each experience unique.

Although unique projects don’t necessarily lend well to generic FAQs, a general pattern of questions do emerge from prospects looking to have their aircraft refurbished, and following are a selection of the ten most commonly asked that are received by the team at Duncan Aviation... As the answers will demonstrate, it’s all in the planning.

HOW MUCH IS MY REFURBISHMENT GOING TO COST?

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Aircraft Index see Page 4

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When customers call about a potential refurbishment, they want to know how much it’s going to cost. That’s an understandable question. Setting a realistic

expectation is important, and if the initial question were that simple to answer, we’d plaster price stickers on our products and services. As mentioned, many refurbishment projects tend to be customized though.

Although there are several steps that can be selected to modify and transform your aircraft paint or interior until it is ‘top-ofthe-line’, it is also possible to stick to a smaller refurbishment budget and retain some, or most of the original interior. It’s important to establish exactly what you are trying to achieve through a refurbishment project, which will help establish how much you really want to spend.

“We do a lot of investigative questioning to determine what the customer really needs and wants,” says Completions Sales Representative Matthew Schepers. “Once we determine that, we can begin with a ballpark budget and work out all the details so the price we quote is the price you pay.”

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PS 3 August14_FinanceNov 22/07/2014 10:21 Page 2

“In essence, as much planning prior to an aircraft’s arrival needs to be made as possible, allowing the actual refurb process to become as efficient as possible...”

WHAT KIND OF DOWNTIME AM I LOOKING AT? “The earlier we can talk to a customer and finalize a plan, the shorter the downtime,” offered Completions Sales Representative Nate Klenke. “It’s really that simple.”

In essence, as much planning prior to an aircraft’s arrival needs to be made as possible, allowing the actual refurb process to become as efficient as possible, thus helping reduce the downtime. As an example, some customized carpets might take up to 16 weeks to arrive, so they need to be ordered well in advance of the aircraft’s arrival at the shop.

Likewise, selection of seat patterns, shell panels and cabinets well in advance of the airplane’s arrival will all help cut weeks off the downtime.

HOW OFTEN DO I NEED TO REPAINT MY AIRCRAFT? The simple answer is once every five-to-six years - if you hangar your aircraft and wash it frequently. Try to avoid flying near to saltwater or snow where de-icing products are used. Inspect for chips on a regular basis, and stay current on your touch-ups. If you can stick to those rules of thumb, then you can maximize the life of your aircraft paint work.

Of course, the above pointers are pretty unrealistic for most business aircraft operators - so, if you’re looking to avoid even more expensive corrosion issues you should take your aircraft in for a full paint refurbishment every half-decade.

An ideal time to repaint your aircraft is during a major maintenance event. (For

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example, we recommend Falcon owners sync a strip and paint with their major C-maintenance event, which occurs every six years.)

WHAT’S INCLUDED IN A PAINT JOB? “Anyone can shoot a glossy coat of paint,” says Completions Sales Representative George Bajo, “but the value is in the detail and proven processes.

“It’s all about the details. That’s what you pay for, and that’s what customers need to really look at when they’re comparing quotes.

These bonus items cost a bit more, but the added value is definitely worth it.”

The attention to detail at the sealed windows and cleanliness of the painted landing gear are evidence of a job done right. New stair treads; dressed boots; wiped down wheels and wheel wells; painting inside of gear doors; radome boots that don’t yellow; and erosion tape are extras that customers should expect as a part of the service.

HOW CAN I INCREASE CAPACITY AND MAKE MY AIRCRAFT’S CABIN MORE EFFICIENT? Just about every reconfiguration customers ask for is possible. [Accordingly, Duncan Aviation has an on-site engineering team and can approve a Supplemental Type Certificate (STC) through in-house Organization Delegated Authority (ODA)].

As an example, when a Falcon 900 customer needed more storage, space was found by swapping the rarely-used forward lavatory for a closet and auxiliary gallery storage cabinet. The lines from the toilet were capped Aircraft Index see Page 4

PS 3 August14_FinanceNov 22/07/2014 10:22 Page 3

and a cabinet built and inserted that molded around the old chute just in case a future owner should wish to reinstate the lavatory.

The customer was able to use the aircraft in a way that best met his needs, but the value of having a second lavatory was not erased as it could easily be restored. Several other customers followed suit after the initial STC was obtained.

DO YOU HAVE A DESIGN TEAM I CAN WORK WITH? A refurbishment shop that is worth its salt will assign a designer to each customer project. Our team also works with personal home and yacht designers, as well as architects if clients choose to bring their own.

It is not unusual for customers to ask to see prior projects. Your selected refurbishment shop should provide you with ‘before and after’ photos to convey how easily the look and feel of a cabin can be transformed with just a few updates.

WHAT CABIN MANAGEMENT SYSTEM (CMS) BEST FITS MY NEEDS? Once again, it depends on the answer to questions determining the current equipment installed, and to focus options on the best solutions for the customer: for example, how many people normally fly on the aircraft? Is it being used for entertainment purposes, or are passengers giving presentations and working on the flight?

Additionally, with every CMS comes a list of five to 20 different upgrades customers may wish to include. A competent sales Advertising Enquiries see Page 8

expert will walk customers through their options to determine what they truly need, want, and what upgrades are worth the additional cost.

your new LED lighting installed, only to find it doesn’t work with your choice of a refurbished interior!

CLOSING THOUGHT… CAN I GET WI-FI? Most customers want their electronics to work in the air exactly as they do on the ground. Some fly internationally while others remain in the continental US most of the time. These factors greatly affect what Wi-Fi options are available to the customer.

“Selecting a data solution for in-flight internet is a lot like choosing a cell phone company,” explains Avionics Installation Expert Steve Elofson. “Data connection speeds, network availability, equipment costs and monthly data plans all factor into the equation.”

Nevertheless, once a customer makes a choice Wi-Fi can be a relatively simple addition.

HOW INVOLVED IS AN LED LIGHTING UPDATE? LED lighting is incredibly popular because it completely transforms the cabin, and is more environmentally friendly, while saving weight and eliminating individual power supplied for each fluorescent bulb. The lights are so much brighter than anything previously offered, too.

Again, because there are several options and colors of light to choose from, customers should be paired with a designer to choose the best option for their interior and design tastes. There’s nothing worse than having www.AvBuyer.com

If possible, from a timing and budget perspective, it is recommend you schedule interior, paint and electronics modifications alongside a major inspection to get the most out of the time an aircraft spends in the shop. But, as always, plan well in advance of that event exactly what you need to eliminate unnecessary downtime and expense during the actual refurbishment project.

Danielle Kavan is a Marketing Communications Specialist at Duncan Aviation where she uses her writing skills to inform the Business Aviation community of Duncan Aviation’s services, products and many locations, as well as address concerns aircraft owners face daily.

Duncan Aviation, a full-service completions, installation and major maintenance service center, specializes in providing a one-stop shop for its customers and offering tip-to-tail services. At Duncan Aviation, existing interior materials can be updated or the interior can be refurbished with new seats, shell panels, LED lighting and cabinets. Find out more from www.DuncanAviation.aero. ■ WORLD AIRCRAFT SALES MAGAZINE – August 2014

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Plane Sense 4 Aug14_FinanceNov 22/07/2014 11:09 Page 1

Plane Sense on Refurbishment

No Rush Refurbishment: The Key to Success!

by Donald Ridge

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f you have purchased a pre-owned aircraft and are like most aircraft buyers, you are probably eager to complete any necessary refurbishment work so you can start flying.

First, congratulations! You now own a tool that will make your business and personal life much more productive. The most important step for a refurbishment project that many people miss, however, is that you should live with the airplane for a period of time to truly understand what you need, before deciding what will be included in your aircraft’s upgrade. Many aircraft buyers simply rush into a refurbishment after the purchase and regret it once they begin to fly. So, taking the time to do a comprehensive evaluation on your new aircraft may be your key to success.

1. STARTER QUESTIONS I highly recommend that you take the airplane on several standard trips with the other principal users and discuss what works well and what doesn’t work for you and/or the other users. Some key questions to start with are: • Does the seating layout work well? (Do you have the ability to conduct small meetings inflight? How do the seats feel after sitting in them for several hours?)

• Is the galley layout easy to use inflight and is there enough storage and preparation space for the food you are likely to be serving?

• Are the audio/video controls easy to use, and do they meet your needs and desires?

• If this is a long-range aircraft, make sure you discuss with the crew any requirements for proper in-flight crew rest and storage, and for emergency equipment.

These are all great areas to explore, and the answers will become evident after you have flown the aircraft for several weeks.

but meeting face-to-face will be worthwhile.

You will be able to explain your vision for the interior, and, in turn the design experts can share their experiences about what has worked and, more importantly, what has not worked in the past with similar aircraft interiors they have completed. This is also a good time to get references and view pictures of their previous work.

Most corporate airports have an interior shop, either onsite or very close, so it may make sense to default to using one nearby.

Crucially, make sure the shop has recent experience in doing similar work. It is also wise to take the time to talk to several shops so you can get a feel for current trends.

3. REGULATORY CONSIDERATIONS I purposely emphasize the need for “recent” experience from a shop, because the FAA is constantly changing its stance on how interiors are certified. It is important to take the time to consider all regulatory aspects of the interior refurbishment as well as the aesthetic ones. Most current generation aircraft are certified to a dynamic crashworthiness standard.

The exact provisions your aircraft is certified to is very important to understand, as this can play a role in what you can do with the interior materials, seating arrangements, and even the placement of video screens.

The best place to start is to obtain a copy of the Type Certificate Data Sheet (TCDS) from the FAA’s website. Better still, have this discussion with the interior providers that you discuss the project with, and if they give you a blank stare then at least you have a list of vendors that should not be performing the refurbishment. There are a myriad of regulations to be aware of, so it is essential to have a discussion with the shop about regulations and how they plan to comply with them, as this will give you key insight to the shop’s level of knowledge.

2. MULTIPLE-SOURCE INPUT The next step after identifying all of your upgrade items is to bring in several design representatives from various shops so you can sit in the airplane and discuss your needs and budget. This could take some time to arrange,

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4. ALIGNING REFURB WITH MAINTENANCE One more step that new owners tend to overlook in their rush to start the refurbishment project is the need to check for any www.AvBuyer.com

major maintenance events that might be coming due in the near-term. Evaluating whether it makes sense to wait for an upcoming event or comply with it early with a refurbishment is crucial.

Most interior refurbishments can last anywhere from two weeks up to six months, depending on the size of the airplane and the scope of the project. The last thing you want to do is have the interior just the way you envisioned it and then two or three months later have it ripped out for a major inspection!

Keeping in close contact with your maintenance provider, and taking the extra time to evaluate the proposed interior with other work that may be coming due in the near future could save you substantial money and heartache.

Most, but not all, interior refurbishments are tied in with a new exterior paint job. So if you are planning a paint job, then make sure you take an even closer look at upcoming maintenance events, as many major inspections on the airplane require the opening of exterior panels, and nothing causes more despair to an aircraft owner than opening all the inspection panels after a fresh paint job.

These precedings are just a few of the items that, with a little extra time up front before your refurbishment project gets underway, could make the difference between a successful refurbishment and a disappointing one.

Donald Ridge is a Senior Analyst for JSSI and is based in Chicago. He previously worked for Aerodynamics Inc. in Waterford, Michigan where he held several positions throughout his time there.

He began his Business Aviation career as a Gulfstream technician and worked his way through the organization to Director of Interior, Executive Director Service Group, Executive Director Customer Relations and Director of Maintenance 121/135 Air Carrier. Donald can be contacted via dridge@jetsupport.com.

More information from www.jetsupport.com ■ Aircraft Index see Page 4

Aviation Partners August_Layout 1 22/07/2014 11:57 Page 1

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AIRCRAFT FINANCING_Edit 22/07/2014 11:14 Page 1

AIRCRAFT FINANCING

Money, Money, Money...

Lending capital increasing for older business-turbine aircraft.

by Dave Higdon

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Aircraft Index see Page 4

AIRCRAFT FINANCING_Edit 22/07/2014 11:14 Page 2

usiness Aviation makes sense for operators, helping them save time and in turn money.

But it takes money to buy and fly those airplanes. Need a business airplane? Have the business write a check. If your business can afford an airplane, it must have the funds… Right? Well no… not exactly…

The world of modern business and finance doesn't work that way. In general, business consultants and accountants advise against depleting cash resources on asset purchases for the business. They typically counsel the preservation of cash assets by letting the aircraft itself serve as the collateral against a promissory note for the funds (yes, a loan).

Despite the protestations of some in the political world, the majority of the business world views credit as a good, useful, necessary, element of capitalism. Cash business simply isn't always smart business. So, we borrow. Businesses use their good credit in a way that pays off at tax time – a way cash typically can't mirror.

The asset's depreciation remains the same regardless of how the owner acquires the aircraft. Loans and leases, however, pay in tax benefits beyond the depreciation deduction we apply to our business aircraft. All those costs associated with the loan itself, for example, are generally tax deductible. We still must generate the funds to cover those loan-associated costs, and we must generate the funds to pay for steps in the transaction even when we use cash. It's in this area that a few operators suffered problems in the past.

As many an operator learned, misuse of credit valuations to benefit from the equity can be dangerous. A small percentage of operators found themselves and their aircraft in the equivalent of real estate's worst financial nightmare: An upside-down relationship between market value and principal obligation. The issue caused problems – both selling and buying.

Together, the problems on both sides of the table exacerbated, as many prospective purchasers learned during the unfolding months of the Great Recession via a paralysis in the market; even for borrowers with stellar qualifications and a reasonable down-payment.

Many found themselves subject to something along the lines of aviation ageism, making hundreds of airplanes difficult to sell, trashing their values and - in an interesting twist -

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driving up the costs of buying the affected aircraft, all of which was a little ironic – and pretty self-perpetuating.

And therein came the rub. The increased costs of buying coupled with other operating expenses lessen the appeal of these aircraft under existing tax laws; it’s safe to say accelerated depreciation was not a big help here.

But, lenders will be lenders: jump into the present day, and after six years in which short-term Federal Reserve Interest Rates have hovered a notch away from free, money is more and more available, and investors are eager to see some return in excess of bank notes.

The loan market for older pre-owned business-turbine aircraft has still changed - it's not quite as freewheeling and open as before the Great Recession – but it is by far and away more liberal and flexible than in the past six years, and that's something dealers, brokers, sellers and, in particular buyers, are happy to see!

THE IRONY OF THE OUTCOME Six years ago, lenders willing to write notes for aircraft older than 10 (and particularly 20 years) began holding out for shorter terms, higher interest rates, larger down-payments and reduced exposure. They argued that doing otherwise would put them at risk of suffering comparably to the housing market, whereby owners of heavily leveraged properties suddenly found the market inverted, with owners essentially upside-down in terms of asset value versus loan principal due the lender. That phenomenon served to further exacerbate and perpetuate the housing-market contraction.

The only real risk in the aircraft-sales arena ultimately turned out to be the self-inflicted nature of some of the value and sales damage – the part enhanced by the tighter lending practices and the reduced sales (and residual values) that came to those aircraft affected by the practice. It was always doubtful whether many business aircraft operators treated their business-turbine aircraft assets as the kind of cash cows so many homeowners did: taking out equity through ridiculously expansive refinance offers to finance vacation homes, boats and travel.

Those unfortunates got great loan deals before finding themselves painted into unforeseen corners when flexible-rate notes ballooned in costs just as home values plunged. ❯ WORLD AIRCRAFT SALES MAGAZINE – August 2014

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AIRCRAFT FINANCING Failure to keep up ultimately led to foreclosure, a bloated resale market and years of slow rebuilding: trapped homeowners looking to extend their lifestyles; not business aircraft operators looking to expand their businesses.

Excessive caution and resistance to committing even readily available resources held back sales of both new and pre-owned business aircraft – particularly in the lower half of the size spectrum and, in particular, at the owner-flown and light BizAv levels.

Funds are back, today, however. Options are more flexible; choices remain good and prices still tilt toward the buyer’s market.

Access to finance works only if other elements align – and today's improved terms prove as good as promised. Consider the terms outlined by prospective lenders: would their terms tempt you? Would such terms work for your fiscal situation?

The good news is that lenders increasingly see older aircraft as less risky once past the 20year mark. The bad news still afflicts aircraft between five and 20 years of age.

GETTING WHAT YOU SEE… Some operators turn to banks, some to other lenders – and some put their needs in the hands of an all-in-one shop experienced in, and capable of helping a prospect navigate the entire process: from disposal of an existing aircraft, to locating, negotiating and acquiring the next airplane – and arranging the financing needed to complete the transaction.

That's the scope of services offered by Sojourn Aviation (www.sojournaviation.com), a four-year old company. Industry veteran Brad Hatt is a familiar name and face in Business Aviation thanks to his 29 years of professional experience in General Aviation. Before founding Sojourn in 2010, Hatt amassed an impressive résumé in Business and General Aviation including a highly successful period at Hawker Beechcraft. In his closing role as President of Hawker Beechcraft Commercial Aircraft, Hatt managed a business unit worth more than $2 billion in revenue.

Nextant Aerospace founder Kenn Ricci is part of the executive team at Sojourn, serving as chairman of the company. His résumé is equally impressive and arguably better known thanks to his start-ups that include Flight Options and Nextant among others.

With the company's own access to competitive finance options and the many other avenues available today, Sojourn offers sellers and buyers a near-seamless process through the transaction maze.

Apogee Finance Company is a more-recent entry into aircraft finance specializing in aircraft older than 20 years – from Citations and Challengers to Gulfstreams and King Airs. Down-payment requirements are mini-

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mal, according to the Ft. Worth-based company, and terms to 20 years are available.

That's increasingly common in the market. Companies such as 1st Source Bank, (www.1stSource.com), AirFleet Capital, CFS Aircraft Lending, and Aircraft Finance Corp. are increasingly working deals for aircraft that were ‘difficult-to-impossible’ to finance a few years ago.

The National Aircraft Finance Association represents many of the largest and smallest institutions dealing in aircraft loans and many of its member companies counsel their clients that the view of business aircraft is different today than six, maybe seven years ago. Among the biggest differences: the end of the appreciating aircraft syndrome. “Those days have passed,” said one NAFA member.

It's a change from the heady days of www.AvBuyer.com

record-breaking sales back in the first decade of the century – when mere delivery positions appreciated enough to make selling the slot a money-maker for many.

“That transition made financing older airplanes a real struggle for a few years – but it looks like that time has passed and the new normal requires dealing in older airplanes...If you want to keep doing business,” the NARA member added. “There aren't enough new-airplane finance opportunities to go around and support all of the players who are coming into the market – but there are enough in the pre-owned market to keep many of us open.”

And the ability to finance the many older, serviceable business-turbine aircraft on the market bodes well for a healthier businessaircraft market ahead.

Aircraft Index see Page 4

1st Source Bank August_Layout 1 22/07/2014 11:59 Page 1

AIRCRAFT FINANCING — an nd d more mo r e 1st Source Bank has over 25 years of experience as a leading national aircraft lender, and 150 years as a full service bank.

We know aircraft financing and we know banking.

The aviation lenders at 1st Source – experts in aircraft financing – give you the right advice and the right financing to get you airborne quickly. Our service is outstanding, with the full array of financial products and services to keep you coming back.

Whether you are a first time buyer, trading up or refinancing your current aircraft, give us a call. Strong, stable and personal, we’ll keep your best interests in mind. Contact us at 574-235-2037 or at marketing 1stSource.com.

1s t s o u r c e .c o m /s fg Photo courtesy of Pilatus

SMSJuly14_Pre-Owned Sales Jan06 22/07/2014 11:25 Page 1

SMS & SMALL FLIGHT OPS - PART 2

Scaling an SMS: Establishing Safety Management Systems in Small Operations (Part 2).

by Mario Pierobon ast month we focussed on the input needed for proper SMS implementation within a small company, outlining Senior Management Buy-In; Performance Awareness; and Project Management Attitude, on top of the prerequisite SMS ‘technical’ knowhow.

Continuing our series on SMS scaling for small operators, our focus moves to the process of SMS implementation in small organisations - in other words, blending last month’s input into output (a functional and properly scaled SMS).

The International Civil Aviation Organization (ICAO) in its Safety Management Manual (Doc. 9859) recommends a phased approach to SMS implementation, whereby policies and accountabilities are first defined; the system is described; gaps are identified; and documen-

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tation is produced. ICAO’s phased approach continues with the actual implementation of those components of SMS that are new compared to the traditional – quality-based – practice of safety management, risk management and personnel training.

ICAO’s approach to implementation is applicable regardless of the size of the operator and as such is suitable to be followed by small operators. The availability of content for the phased approach to SMS implementation is not in short supply, so the focus of this article centers on SMS implementation peculiarities for small flight departments.

NEED FOR INDEPENDENT INPUT The key to a successfully phased SMS implementation process in small companies is in partnering with an independent third party, which needs to be assigned a project leaderwww.AvBuyer.com

ship function. Even established Airlines hire third parties for implementing major safety initiatives, so within small organisations it is all the more necessary to turn to external service providers because the expertise is unlikely to be available in-house and personnel already have a large variety of tasks to manage.

Further, it is likely that only an independent third party can properly capitalise on senior management buy-in, performance awareness and the project management attitude in a way that is accepted by all internal stakeholders.

Simply put, prior to actual SMS implementation, no internal stakeholder can reasonably claim to be experienced enough with regard to SMS in a way that she or he can guarantee the buy-in and the cooperation of his/her peers, and thus proper SMS implementation.

The third party should ideally be an Aircraft Index see Page 4

SMSJuly14_Pre-Owned Sales Jan06 22/07/2014 11:27 Page 2

Monitoring of the third party’s overall performance should be based around agreed, and measureable objectives that are established before SMS implementation begins... portant that the third party SMS project leader’s skillset includes the ability to capitalise on, and blend senior management buyin, performance awareness and the team’s project management attitude (note, input at this stage should already have been obtained).

MEASURABLE OBJECTIVES

independent safety management consultant, but may also be a subject matter expert “seconded” from an organisation where an SMS has already been implemented.

EXTERNAL AUTHORING AND EDITING It is not uncommon when a new regulatory requirement needs to be met for the focus to be placed almost exclusively on documentation (e.g. on “paper compliance”), and under such circumstances the external contractor is hired for documentation authoring and editing purposes only.

The third party should not limit themselves to write or revise existing company manuals but should actually lead the implementation process. The only way to ensure adequate project leadership from the third party is that a socially competent one be hired. In addition to having the necessary SMS know-how, it is imAdvertising Enquiries see Page 8

The ultimate responsibility with regard to SMS implementation does not belong to the third party, but to the organisation itself. Therefore the organisation needs to quality-control the contracted third party to ensure the implementation process runs smoothly and on time.

Monitoring of the third party’s overall performance should be based around agreed, and measureable objectives that are established before SMS implementation begins, and progress should then be measured recurrently in view of the pre-determined objectives.

Measurable objectives include - first and foremost - deadlines for production of the ‘gap analyses’ versus the ‘SMS framework’. Implementation risks running into considerable delays if the project is not managed from the starting point with an adequate definition of what actually needs to be done, and instead a more “adventurous” path to implementation is followed.

Another important objective is tied in with the development of a cooperative and mutually respectful relationship between the third party under contract and the organisation itself. This can only be achieved if definition of the respective accountabilities of internal stakeholders and the third party are clearly established and agreed, as well as the timing and the content of follow up meetings. www.AvBuyer.com

Finally, the organisation should require the third party to temporarily act as a liaison with the regulatory authority and ensure that communications occur between the authority and the third party representing the organisation.

This is not only important because there is a need to demonstrate progress made to the authority, but also because showing the authority the organisation’s commitment to safety by going the extra mile of hiring a third party for SMS implementation could possibly reduce the ‘burden’ of regulatory oversight, because the organization clearly demonstrates a high degree of professionalism with regard to safety management.

A properly overseen implementation should confidently lead to a functional SMS being installed through to the actual output being available. At this stage the challenge will be that of managing the output (namely ensuring the continuing functionality of the SMS through the safety assurance function). With that in mind, safety assurance will be the focus of the concluding part of this series next month.

❯ Mario Pierobon holds a Master’s Degree in Air Transport Management from City University London and works as a Safety Management Consultant and Content Producer. He regularly writes about aviation safety and is currently involved in a major airside safety research project at Cranfield University in the UK. Contact Mario via marioprbn@gmail.com WORLD AIRCRAFT SALES MAGAZINE – August 2014

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JETNET iQ SUMMIT ROUND-UP

Fourth Annual JETNET iQ Global Business Aviation Summit: A Brief Summary. by Rolland Vincent he 4th annual JETNET iQ Global Business Aviation Summit was held on June 3-4 in New York City. Expertly chaired by industry veteran Susan Brogan, leaders from across the Business Aviation spectrum participated, with attendance levels higher than ever before. Presentation and panel topics included highlights from the latest Q2 2014 JETNET iQ Survey of fixed-wing turbine business aircraft owners and operators.

JETNET iQâ&#x20AC;&#x2122;s forecast is for 9,400 new business jet deliveries from 2014-2023, with a delivery value of US$268Bn based on current list prices. The worldwide fleet of business jets is expected to increase by 35% to 26,400 units over this same time period, with more than 2,500 jets to be retired or otherwise removed from service.

Large-cabin business jets are expected to account for 39% of the newly delivered units, and almost 70% of new delivery value over the next 10 years, as owners and operators continue to move up-market into larger

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and more capable models. This is supported by respondent purchase intentions â&#x20AC;&#x201C; 80% of aircraft to be purchased are in the medium and large jet categories, which today account for just 59% of the worldwide business jet fleet.

In Q2 2014, business aircraft owners and operators in North America are the most optimistic about the state of the industry, with those saying the industry is past the low point in the current business cycle outnumbering pessimists by 4-to-1 (versus 3-to1 worldwide).

EXPERT PRESENTATIONS Pete Bunce, President & CEO, GAMA: In a wide ranging address highlighting the role of various US Government agencies in the business of General Aviation, Bunce called for a â&#x20AC;&#x153;trusted pilotsâ&#x20AC;? clause to bolster any new aviation security legislation, help in encouraging infrastructure investments in emerging markets such as India, Ex-Im Bank reauthorization this year, faster aircraft certification approvals, and shifting the federal governmentâ&#x20AC;&#x2122;s respon-

sibility for promoting the aviation industry to the Department of Transportation.

Doug Harrison & Jim Taylor, YouGov: presented the results of their latest Survey of Affluence & Wealth. Wealth is globally distributed, and savings rates are steadfast.

International travel has increased 40% since 2005, and the distaste for Commercial Airline service could drive people â&#x20AC;&#x201C; particularly, selfenlightened leaders focused on quality of life, safety and security, and protecting their family time - to consider their private aviation options.

Ford von Weise, Global Head of Aircraft Finance, Citi Private Bank: facilitated an expert panel on aircraft finance markets.

Topics ranged from collateral asset values, lease vs. loan dynamics, earnings sources disclosure, deal structures, aircraft aging, and liquidity.

North America has re-awakened, although activity in Asia Pacific is weak and EMEA is very quiet. Lenders commented

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JETNET iQ SUMMIT ROUND-UP that business relationships can matter even more than the collateral and age of the aircraft. New entrants are expected to continue to come into the market, both to provide funding for older aircraft and to compete more aggressively for the opportunities that already exist. Lenders attending the 2014 NAFA conference have almost quadrupled over the last few years, applying pressure on spreads.

The collapse of collateral values over the last several years have required banks to take impairment charges, despite well-performing loans, and margin compression is an issue.

Gus Faucher, Senior Economist, PNC Financial Services: provided a detailed review of the U.S. economy, where conditions are better than they have been for 5-6 years on the road to recovery from the worst economic situation of our lifetimes. Signals of strength include stronger job additions, 2.5-3.0% GDP growth through 2015, as well as stronger consumer and business confidence, corporate profits and stock valuations. A huge pick-up in US oil and gas production is fuelling the midStates region and driving energy prices to some of the lowest levels they have been in 10 years.

Jean Rosanvallon, President & CEO, Dassault Falcon Jet: led a panel of business aircraft manufacturers, including Bombardier, Embraer, Gulfstream and Textron Aviation.

US markets continue to be plagued with uncertainty, with deferrals of purchasing being quite common. Some US corporates are now flying 10-12 year old aircraft.

Non-US deals represent more than 50% of orders at Falcon Jet and 50% of the backlog at Gulfstream, reflecting the globalization of the industry in recent times, despite evidence that China and Latin America markets have recently slowed, and Europe is primarily driven by higher-end “heavy metal” demand.

Pricing softness for new and pre-owned deals was noted, as residual values and tradein prices have been hard hit through the recession. Light and medium jet orders for new aircraft are beginning to rebound, especially for new and upgraded models. New aircraft R&D, service network, and infrastructure investments are positive signs of more choices ahead for current and prospective buyers.

Brad Harris, CEO, Dallas Jet International; Chairman, NARA: moderated an expert panel on aircraft values and maintenance.

Participants noted evidence ofsupply/demand re-balancing for younger and better-maintained aircraft (especially those enrolled on guaranteed maintenance cost programs), although pre-owned inventory levels still need to decline before conditions normalize.

Many 5-year buyers are now 7+ year buyers, with pricing for several jet models, including certain high-end jets, continuing to slip. A “Buyers’ Market” continues to exist, with customers tending to be more discerning, riskaverse, fiscally-aware, hands-on, value-conscious, demanding and better informed than in the past.

❯ Rolland Vincent is

President of Rolland Vincent Associates. He has more than 25 years of experience in business, regional and international aviation, including with Bombardier, Cessna, Learjet, Flexjet, and ICAO. With a background in market research, economics and statistics, he has held senior leadership positions in marketing, strategy, business development and consulting.

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August 2014

WORLD AIRCRAFT SALES MAGAZINE – August 2014

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JetNet Aug14_PAMA interview November06 22/07/2014 09:53 Page 1

JETNET >>KNOW MORE

South American BizAv Market Update

by Michael Chase & Marj Rose hen we last reported on the South American Business Aviation marketplace in August 2010, most of the world was in a post-recessionary recovery mode and still are. So how have the South American countries been faring four years after our last review?

As the world watched the FIFA World Cup in Brazil during June and July, and as the Latin America Business Aviation Conference & Exhibition (LABACE) is scheduled to take place in Sao Paulo, Brazil this month, we seek to outline the current business aircraft market in South America, and compare it to the rest of the world.

W

TABLE A - BUSINESS AIRCRAFT FLEET, BY CONTINENT B usiness Jets* J une 2014 J une 2010 2 010-2014 CAGR B usiness T urboprops* J une 2014 J une 2010 2 010-2014 CAGR

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WORLD AIRCRAFT SALES MAGAZINE â&#x20AC;&#x201C; August 2014

A sia

O ceania

E urope

456 370 5.4%

1,364 929 10.1%

200 173 3.7%

2,529 2,621 -0.9%

A frica

A sia

O ceania

E urope

790 671 4.2%

799 556 9.5%

473 354 7.5%

1,238 1,207 0.6%

* *North A merica 12,253 11,063 2.6% N orth A merica 8,388 7,876 1.6%

S outh A merica 1,367 921 10.4% S outh A merica 1,879 1,462 6.5%

T otal 18,169 16,077 3.1% T otal 13,567 12,126 2.8%

Source: JETNET; * Wholly-Owned, In-Operation; ** North America includes Canada, Mexico & USA

TABLE B - DOMICILED FLEET, TOP 25 COUNTRIES Top 25 Countries - Business Jets

AIRCRAFT DISTRIBUTION First, letâ&#x20AC;&#x2122;s look at how the distribution of business jets and turboprops compare to the rest of the world by continent, as per JETNET (Table A, top). Please note the worldwide total of business jets in operation includes only wholly-owned aircraft. As depicted, the overall number of business jets grew by 3.1% CAGR, and business turboprops by 2.8% CAGR during these past four years.

South America (highlighted) had the highest business jet rate of growth from June 2010 to June 2014 at 10.4% CAGR, slightly better than Asia which grew at 10.1% CAGR. The South American business jet fleet has now exceeded the Asian fleet in size, but only by a very small margin. Europe is the only continent with a negative decline of almost 1% in its business jet fleet. All other continents showed growth during this post recessionary recovery period.

Asia has shown the highest turboprop growth rate at 9.5% CAGR, followed by Oceania at 7.5% and then South America at

A frica

Country Rank 1 United States 2 Mexico 3 Brazil 4 Canada 5

Germany

6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22

United Kingdom Venezuela China Austria France Switzerland Australia India South Africa Argentina Portugal Italy Russian Federation Spain Saudi Arabia Turkey Hong Kong

23 United Arab Emirates 24 Japan 25 Nigeria

Count Cum % 11,662 59% 835 63% 802 67% 511 70% 433 72% 373 74% 290 76% 245 77% 220 78% 215 79% 196 80% 187 81% 171 82% 167 83% 163 84% 137 84% 133 85% 122 86% 121 86% 116 87% 110 87% 104 88% 92 83 77

88% 89%

89%

Top 25 Countries - Business Turboprops Country Rank 1 United States 2 Canada 3 Brazil 4 Venezuela 5

Mexico

6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22

Australia Colombia South Africa Germany France United Kingdom Argentina Japan Kenya Switzerland India Indonesia Tanzania Panama Italy China Chile

23 Guatemala 24 Russian Federation 25 Paraguay

Count Cum % 7,218 51% 817 56% 793 62% 426 65% 393 68% 391 70% 283 72% 281 74% 234 76% 186 77% 178 79% 160 80% 143 81% 115 82% 92 82% 91 83% 87 83% 76 84% 75 84% 74 85% 72 85% 67 86% 60 52 46

86% 87%

87%

Source: JETNET; JUNE 2014 IN-OPERATION

www.AvBuyer.com

Aircraft Index see Page 4

JetNet Aug14_PAMA interview November06 22/07/2014 09:54 Page 2

JETNET >>KNOW MORE

MAP A - FLEET DATA SUMMARY

TABLE C - LATIN AMERICAN BILLIONAIRES (2013)

C ountry Brazil Mexico Chile Peru Colombia Argentina Venezuela

# Billionaires 46 15 14 10 5 5 3

T otal Net W orth $189.3 Bn $148.5 Bn $61.4 Bn $23.3 Bn $34.5 Bn $11.1 Bn $9.8 Bn

Source: FORBES 2013

TABLE D - FLEET ‘FOR SALE’, SOUTH AMERICA

6.5% CAGR since June 2010. South America ranked second in the total numbers of business turboprops with almost 2,000 in its fleet, behind North America which has over 8,000.

It is interesting to note that there are more business turboprops than there are business jets in the South American market. One can surmise that the more utilitarian nature of turboprops remains more appealing than business jets to many Latin operators.

Table B (opposite, bottom) lists the Top 25 countries with domiciled business jets and business turboprops, accounting for 89% and 87%, respectively of the worldwide total. The US accounts for almost 60% of all business jets and over 50% of business turboprops, followed by Mexico, Brazil and Canada.

Brazil is inching ever so closely towards overtaking Mexico in the number of business jets and matching Canada in the number of turboprops. Both of these countries ranked second behind the United States. Highlighted in yellow are the emerging countries of Brazil, Russia, India, and China (BRIC).

We recently learned that there is a new group of high GDP growth countries called MINT - Mexico, Indonesia, Nigeria and Turkey - according to Jim O’Neill, the economist who coined the BRIC acronym. These countries are highlighted in green, although they have not all made the Top 25 list yet.

Nevertheless, they should be watched for future growth.

MEXICO, CENTRAL & SOUTH AMERICA FLEET DATA Map A (top, left) summarizes fleet data of the business jets and business turboprops within the region. The Top 4 countries in this grouping account for 87% of the business jet fleet and the Top 5 countries account for 83% of the business turboprop fleet in the region.

BILLIONAIRES S OUTH AMERICAN FLEET ‘FOR SALE’ B usiness Jets ‘ For Sale’ C ountry N umber Brazil 108 Venezuela 24 Argentina 20 Colombia 4 Paraguay 3 Ecuador 2 Chile 1 Uruguay 1 T OTAL 163 % For Sale 11.8% Source: JETNET

Advertising Enquiries see Page 8

B usiness Turboprops ‘ For Sale’ C ountry N umber Brazil 72 Venezuela 17 Peru 5 Argentina 4 Colombia 4 Chile 3 Ecuador 2 Paraguay 2 Uruguay 1 T OTAL 110 % For Sale 5.8%

www.AvBuyer.com

As we have stated in past articles, the Business Aviation Market is driven by strong economic activity, corporate profitability, wealth creation and business investment. A brief focus on wealth creation reveals the United States has the largest group of billionaires in the world, according to Forbes, while Brazil ranked sixth on the list. Indeed, Brazil has the largest number of billionaires by a significant margin compared to the other Latin American countries. Mexico has fewer billionaires but is not far behind Brazil for ‘Total Net Worth’ (see Table C, middle, left).

BUSINESS JETS & TURBOPROPS ‘FOR SALE’ Table D (left) represents a breakdown of the aircraft ‘For Sale’ by each South American country. Brazil has the most ‘For Sale’ in both business jet and business turboprop sectors. ❯ WORLD AIRCRAFT SALES MAGAZINE – August 2014

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JetNet Aug14_PAMA interview November06 22/07/2014 09:55 Page 3

JETNET >>KNOW MORE Note, too, that the percentage of business turboprops ‘For Sale’ is currently below 10%, traditionally representing a seller’s market.

TABLE E - FLEET ‘FOR SALE’, SOUTH AMERICA (BY MAKE) S OUTH AMERICAN FLEET ‘FOR SALE’ BY MAKE

BUSINESS JETS & TURBOPROPS ‘FOR SALE’ (BY MAKE) Remarkably, Table E shows that nearly two thirds of all the Pre-owned business jets offered ‘For Sale’ in the South America are now either Citations (71) or Learjets (37). In the turboprop segment, the King Air (53), Cheyenne (21), and Turbo Commander (11) account for 77% of the current resale market, as reported by JETNET.

FULL SALE TRANSACTIONS South American Full Sale Transactions by aircraft make are displayed in Table F. The business jet pre-owned market reflects a solid year with 100 sales in 2013 compared to 80 in 2012.

The news was not so positive for pre-owned business turboprop sales transactions which were down in 2013 to 66 compared with 89 in 2012.

FULL SALE TRANSACTIONS –

BY COUNTRY Finally, Table G represents the Full Sales Transactions that are listed by each South American country. Brazil led all the countries in total pre-owned business jet sales and business turboprop sales in 2013 compared to 2012.

However, Brazil’s business jet pre-owned sales were up year-over-year while its business turboprop sales were down.

SUMMARY South America’s resiliency through the recent global downturn is a good sign for Business Aviation. We expect to see further growth from this region that will coincide with the region’s economic expansion, and naturally we will continue to monitor the continent’s business aircraft activity in future editions. ❯ 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 • Marj Rose is president of MarketLift, Inc. and can be contacted at P.O. Box 595036 Dallas, TX 75359; Mob: 214-862-8992, Web: www.market-lift.com • JETNET can be contacted at 101 First Street, Utica, NY 13501; Tel: 800-400-2298; Web: www.jetnet.com * You can follow JETNET on Twitter at www.twitter.com /JETNETLLC

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WORLD AIRCRAFT SALES MAGAZINE – August 2014

B usiness Jets ‘ For Sale’ M ake N umber Citation 71 Learjet 37 Beechjet 14 Hawker 10 Gulfstream 9 Falcon 7 Embraer 5 Challenger 4 Westwind 3 Astra 1 Global 1 Premier 1 T otal 1 63

B usiness Turboprops ‘ For Sale’ M ake N umber King Air 53 Cheyenne 21 Turbo Comm 11 Caravan 10 Mitsubishi 5 Merlin 4 Socata 3 Pilatus 2 Jetstream 1 T otal 1 10 Source: JETNET

TABLE F - FULL SALE TRANSACTIONS, SOUTH AMERICA S OUTH AMERICAN FULL SALE TRANSACTIONS

M ake Citation Learjet Embraer Westwind Hawker Gulfstream Beechjet Challenger Falcon Diamond Astra T OTAL

B usiness Jets S old 2 013 46 15 12 6 6 5 3 3 3 1 0 1 00

2 012 35 22 5 0 10 1 1 3 3 0 1 80

B usiness Turboprops S old M ake 2 013 King Air 48 Caravan 4 Cheyenne 3 Socata 3 Turbo Comm 3 Piper 2 Merlin 1 Jetstream 1 Pilatus 1 Mitsubishi 0 T OTAL 66 Source: JETNET

2 012 56 11 11 3 2 1 1 1 1 2 89

TABLE G - FULL SALE TRANSACTIONS BY COUNTRY S OUTH AMERICAN FULL SALE TRANSACTIONS B usiness Jets S old C ountry 2 013 Brazil 76 Venezuela 13 Argentina 5 Chile 2 Ecuador 1 Colombia 1 Paraguay 1 Uruguay 1 T OTAL 1 00 Source: JETNET

www.AvBuyer.com

2 012 57 15 8 1 1 0 0 0 82

B usiness Turboprops S old C ountry 2 013 Brazil 46 Venezuela 7 Chile 4 Argentina 4 Colombia 2 Bolivia 1 French Guiana 1 Paraguay 1 Uruguay 0 T OTAL 66

2 012 76 5 4 2 1 0 0 0 1 89

Aircraft Index see Page 4

TPJC August_Layout 1 22/07/2014 12:00 Page 1

Tel: +(1) 561-691-3545 +(1) 310-980-9069 Dan@theprivatejetcompany.com www.theprivatejetcompany.com

1999 Falcon 900B, s/n 174. Total time 2800 hours. MSP Gold. Make offer

2001 Beech 400A, s/n 320. Total time 1955 hours. Fresh HOTS. $1.29M

2004 Legacy 600, s/n 14500802. Total time 3460 hours. RRCC. $7.5M

JMesinger Aug14_JMesingerNov06 23/07/2014 09:54 Page 1

THE AVIATION LEADERSHIP ROUNDTABLE

The Brokers’ View of What’s New ecoveries, like downturns, can be very cathartic and cleansing, if for no other reason than the fact they make everyone stop at the same time and look around, scratch their heads and pay attention. That’s not to say we were not all paying attention before the downturn, we were just focused on different things.

Pre-2007 we were predicting, “This run can’t go on forever. Prices can’t keep going up.” We were right about that! Prices not only stopped going up, but they began to tumble. Our industry basically stopped doing business and tempers flared... I remember lowering the price of a Challenger 300 I was selling and feeling like the most hated broker in the world. In reality all I was doing was pricing the aircraft to sell in what was the beginning of a market meltdown. I always maintained that if I, alone, was strong enough to change the dynamics of a market I would have kept prices high. The reality, however, is that no one aircraft price change effected the market. The market effect was so complex that as brokers, all we could do was hold on for the ride!

Now, as we sense a recovery in the air, I thought it might be interesting for my fellow brokers and sales professionals, as well as our customers to see the change through our eyes.

A discussion of what’s new must include and start with the price of aircraft. Today the price of aircraft are down between fifty and seventy percent from the heady days of 2007.

With supply greater than ever, the first thing that got stripped away from the price of airplanes was the five to twenty percent premiums being paid and financed as a part of the aircraft value. The practice of lenders financing 100% of what one paid, rather than an amount representing the published marketable value of an aircraft (less ten to twenty percent) put buyers and lenders underwater on the loan overnight.

This contributed greatly to the next thing that has changed in this recovery, the reality that there is not a robust lending component

R

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WORLD AIRCRAFT SALES MAGAZINE – August 2014

propping it up. Never in my 40 years within this industry have I experienced a recovery that did not have this critical component.

One other thing I am watching change on the low-end of our fleet is more and more sales occurring with no (or a greatly reduced) pre-buy work scope. Buyers are coming in with cash wanting an even greater discount, expecting to read the logs, borescope the engines and fly away. In my opinion that’s risky business, but nevertheless seems to be a business decision both buyer and seller choose to make.

Another significant market change is the reduction of new aircraft compared with preowned aircraft that are selling. Today’s numbers have completely shifted since 2007. The pre-owned aircraft today are selling in far greater numbers than new. In addition, the traditional replacement timeline for many corporations has shifted from trading airplanes when the warranty expires or the depreciable life of the aircraft has passed, to investing in modernization and upgrades and keeping their aircraft for longer.

The method by which commissions are calculated seems to be shifting too. What was a more traditional sliding percentage fee is now more often being replaced as a flat fee. It would be very hard to say to a client, “I know your aircraft has gone down in value by fifty to seventy percent so I need to double my percentage fee to make up the loss to me.” As brokers, none of our costs have gone down, and in fact airline tickets, hotels and rental cars have all gone up - so the flat-fee method seems more palatable to buyers and sellers.

What has not changed is the need to market oneself, and get your listings out to the public. In fact I think publications like this are doing a better job than ever of catching the eyes of buyers and sellers.

Complementary websites like AvBuyer.com are really helping the buyer and seller source aircraft on the market, and aid the brokerage community as well.

No matter how good these publications and websites are, though, there is still a real www.AvBuyer.com

need for our segment of professionals within the market. We are also enjoying the acceptance of the aircraft manufacturers like never before. As selling gets more competitive, the manufacturer consultant and broker have an even more important role in helping our customers choose between new or preowned, and if new is the right choice, then which one? This brings our communities even closer together, and they are more aligned today than ever.

So recovery’s is in the air - transactions are on the up-tick. Prices are flattening in many segments and first-time buyers are coming back in record numbers. I believe this trend will prove sustainable, but don’t mistake these positive trends as a reason to raise prices. I do not see that ever happening in broad strokes, but possibly in small increments, and in some segments.

As I said within these pages a few months ago, ‘Flat’ will be the new ‘Up’. I am sure I have missed a few changes so I always welcome hearing from my fellow sales professionals and consultants, and of course the owners and operators. ❯ Jay Mesinger is the CEO and Founder of Mesinger Jet Sales. Jay serves on the Jet Aviation Customer and Airbus Corporate Jets Business Aviation Advisory Boards (BAAB). Jay was a Member of the Board of the National Business Aviation Association (NBAA), and the Chairman of the Associate Member Advisory Council (AMAC). 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.

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

Southern Cross August_Layout 1 22/07/2014 12:13 Page 1

GL GLOBALLY OBAL LL LY INTIMA INTIMATE. ATE. BROKERAGE | ACQUISITIONS | SALES | MANAGEMENT

Visit our w website: ebsi e ite: w www.scross.com ww.scross.ccom

Email:: acsales@scross.com Email ac csales@scross.com w www.twitter.com/SCrossAviation ww.twitter.com/SCrossA Avia v ation w www.facebook.com/SCrossAviation ww.facebook.com/SCrrossA Aviation v

1988 Gulfstream GIV • s/n 1069 • N813PD

2003 Hawker 800XP • s/n 258622 • N850RG

Engines on RRCC • APU on MSP / Avionics on HAPP • Recent Excellent Cosmetics • Recent 72 / 24 Month Inspections • WIFI • Satellite TV • 2 Owners Since New Ready for immediate Delivery

Engines and APU on MSP • Pro Line 21 • Winglets • New Paint 2012 • 2,950 TT • 48 Month c/w 2012 at HB • Motivated Seller

2013 Phenom 100 • s/n 500-00295 • N100RY

2009 Premier 1A • s/n RB-261 • N199BP

Only 45 hours SNEW • Airframe Enrolled in EEC • Engines on ESP • TCAS-I • SVS • Loaded w/Options

Only 750 TT • 640 TC • Engines on TAP Elite • New Paint and Interior 2011 • One Owner since new • No damage • Replacement aircraft in service • All offers considered

2006 Hawker 400XP • s/n RK-448

1982 Falcon 20-5F • s/n 444 • LV-BIY

Only 1730 TT • Dual FMS 5000 • TCAS II, • Undergoing import inspection now

12,000 TT • Engines on MSP Gold • Fresh 2C Check • Gear OH in Progress • Excellent Cosmetics • Turn Key Aircraft available in Ft. Lauderdale

1993 Citation Jet • s/n 29

1980 King Air C90 • s/n LJ-871

5100 TT • TAP Elite • Jar Ops • New Paint • New Interior • Garmin 500W • Fresh Doc 10

8400 TT • 7700 TC • Engines on MORE program • Recent Paint and Interior • Asking 395K

AIRCRAFT WANTED: Challenger 300 - all models considered • Gulfstream G200 - all models considered • Challenger 604 - 2000 or newer • Hawker 800XP - 2003 or newer • Lear 31A/45/60 - all models considered • Citation Excel/XLS - all options considered

1992 Lear 35A, sn 674: 7900 TT/ 6,000 TC, engines on MSP Gold, fresh 3000 Cycle and Landing Gear Inspections, TR’s, Cargo Door, UNS1B FMS, TCAS I, RVSM, no damage complete records.

FT FT.. LA LAUDERDALE UDERDALE

ALSO AVAILABLE: 2000 King Air 350, sn FL-277: 3500 TT, HBS maintained since new, Motivate Owner.

CHARL CHARLOTTE OTTE

SÃO SÃO PAULO PA AULO

LONDON L ON NDON

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

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

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

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Mente Group press release August_Layout 1 22/07/2014 12:14 Page 1

MENTE Group Celebrates 5th Anniversary in Private Aviation

Mente Group, LLC, headquartered in Addison, Texas is pleased to announce that this month marks its 5th anniversary with more than a $1.5 billion in business jet transactions to date.

Addison, TX â&#x20AC;&#x201C; Mente Group celebrates its 5th anniversary after just five short years of building a comprehensive suite of strategic consulting, transaction and technical services. Mente specializes in advising Fortune 500 corporations, growth businesses and private individuals around the world. To date, they have represented buyers and sellers in over $1.5 billion in business jet transactions. Mente Group was founded as a full-service aviation consulting and brokerage firm by Mark Payne and Brian Proctor in July 2009. As founders and partners, Mark and Brian share a common philosophy that clients will get sound aviation representation based on comprehensive strategies that mitigate risk and maximize value.

Mente Group has also developed the industryâ&#x20AC;&#x2122;s first ultra-exclusive VIP service, Mente Complete, a unique and industry first service that adds value to those wanting to purchase and complete ultra-exclusive VIP airliners, such as a Boeing 737 or 757. Mente Complete is a world class team of market and transaction specialists, aviation designers and operational and technical consultants. This is a partnership between aircraft transaction expert Brian Proctor, aircraft operational authority Don Hammer, noted interior designer Cheryl Strack and interior completion veteran Jeff Bosque. This team of experts leverages endless resources and skills to ensure the entire ultra-exclusive VIP acquisition, design, completion and delivery experience is at the highest levels of excellence.

Companies or individuals interested in learning more about Mente Groupâ&#x20AC;&#x2122;s private aviation services, can visit www.mentegroup.com or call 214-351-9595 for more information.

About MENTE Group Mente Group is a diverse team of business and aviation professionals who excel in identifying business jet needs, developing strategic plans, and most importantly, helping to navigate the complex processes of aircraft ownership. The Mente Group acts as a trusted advisor to large corporations, growth companies and private individuals around the world that desire to have the very best aviation talent representing their team. Mente is a fee-based, retained agency that has experience in all aspects of private aviation. Strategic consulting, operational consulting and transaction services are just a few examples.

MarketIndicators Aug14_Layout 1 22/07/2014 14:23 Page 1

Market Indicators BizAv Activity - US & Canada

Airbus Helicopter Market Overview After a strong first quarter under its new moniker, Airbus Helicopters has continued its success, as outlined by Avpro…

Single Engine: Always moving, high activity has been seen in the B2 segment of the single engine market. Mainly US and Asia Pacific buyers have picked up good buys on machines, with several late model variants selling north of US$1.5m. Finally, snapping a cold streak has been the straight AS355N market with five early serial numbers going to EU buyers in the mid- to low-US$1m range.

Twin Engine: After a vibrant first quarter the twin-engine market has cooled off dramatically. With close to five new EC135s coming on to the market, the previous quarter asking prices have increased to an average of more than US$3.5m for P2/T2 and variants resulting in transactions slowing.

Several off-market trades have occurred

Advertising Enquiries see Page 8

J une 2014 vs May 2014 P art 91 -0.5% -0.9% -4.8% -2.7% -1.9%

T urboprop S mall Cabin Jet M id-Size Jet L arge Cabin Jet A ll Combined

P art 135 -1.2% -3.5% -3.8% -6.4% -3.1%

F ractional -5.7% 0.8% -5.5% -12.7% -5.1%

A ll -0.9% -1.6% -4.7% -4.9% -2.8%

P art 135 0.2% -2.6% 3.8% 10.1% 1.4%

F ractional -9.1% 34.3% 1.4% 5.3% 6.5%

A ll 0.4% 4.4% 2.5% 7.9% 3.0%

J une 2014 vs June 2013 P art 91 1.2% 4.5% 2.2% 7.5% 3.2%

T urboprop S mall Cabin Jet M id-Size Jet L arge Cabin Jet A ll Combined

The results by operational category showed increases across the board. Fractional flight activity posted a 6.5% year-over-year increase, Part 91 showed an increase of 3.2%, and the Part 135 market was up 1.4%. Flight activity by aircraft category was up across the board too, with large cabin flight activity leading the way, up 7.9%. Small and mid-size cabin aircraft posted year-over-year increases of 4.4% and 2.5% in that order. The turboprop industry

M odel E C155B/B1 A S365N2 A S365N3 E C145 E C135 -All E C130 E C120 A S355N -All A S350B2 A S350B3 A S350B3E

# Aircraft o n Market 7 7 10 12 37 33 73 28 60 71 13

% Fleet f or Sale 4.90% 5.50% 4.90% 1.90% 5.10% 8.00% 11.70% 16.00% 5.10% 7.00% 5.90%

A vg Ask ( USD) $6.425m $2.150m $5.700m $4.980m $2.910m $1.650m $1.040m $1.800m $1.460m $1.820m $2.595m

in the Dauphin product line on early model machines for dramatically reduced prices.

Now is the time for buyers to consider 20022004 models with pending 12-year inspec-

posted its first year-over-year increase since October 2012, up 0.4%.

The largest growth for an individual segment occurred in the small cabin fractional market, again, with an increase of 34.3%, which is most likely attributable to the Phenom fractional fleet. Flight activity for the 1st half of 2014 was up 1.6% when compared to the 1st half of 2013.

MI www.argus.aero

▼

ARGUS TRAQPak sew flight activity rise for the 7th straight month - and June 2014 flight activity up 3.0% over 2013.

Reviewing June flight activity month-overmonth, flights decreased from May (which is the typical May to June trend) to finish the period down -2.8% overall. All operational categories posted decreases from the previous month with the fractional segment posting the largest decline, down -5.1% from May. Part 91 and Part 135 flight activity posted decreases of -1.9% and -3.1% respectively.

Aircraft category results were also down across the board with large cabin aircraft posting the largest monthly decrease, down -4.9% from May. Turboprops, along with small and mid-size cabin aircraft posted decreases of -0.9%, -1.6% and -4.7% in that order. The only month-over-month increase occurred in the fractional small cabin market which finished the month up 0.8%.

Reviewing year-over-year flight activity (June 2014 vs. June 2013); TRAQPak data indicates that June 2014 posted an increase of 3.0%; this marks the 7th month in a row that we have seen a year-over-year increase in flight activity.

D ays on M arket 340 594 735 425 582 450 629 664 584 607 211

H igh ( USD) $8.500m $3.550m $8.500m $6.750m $3.260m $2.700m $2.050m $3.900m $2.000m $2.500m $2.950m

L ow ( USD) $3.000m $2.750m $3.200m $3.500m $2.550m $0.920m $0.495m $1.050m $0.750m $1.100m $2.153m

tions either being completed or in completion. Quality machines can be found around the mid-US$3m range.

MI www.avprojets.com

THE WORLD’S FINEST Business Jets, Turboprops and Helicopters for sale at

www.AvBuyer.com

www.AvBuyer.com

and lots more...

WORLD AIRCRAFT SALES MAGAZINE – August 2014

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Bombardier Business Jet Forecast Bombardier’s latest 20-year market forecast shows a significant drop in anticipated deliveries of business jets compared with its forecast from last year…

The current forecast, spanning years 20142033, indicates deliveries of 22,000 business jets worth $617 billion. In 2013 Bombardier predicted demand for 24,000 jets worth $650 billion from 2013 to 2032. These numbers are for aircraft segments in which the manufacturer competes, with its Challengers, Globals and Learjets.

According to Bombardier, “Business aircraft orders are expected to remain challenging in 2014 across the industry, but projected to improve beginning in 2015.” The company sees demand shifting to emerging markets, thus driving growth of the medium and large jet categories, with the most rapid growth in the large segment. The largest number of jets during the forecast period will be delivered to North American customers, followed by Europe and then China. The forecast sees deliveries of 950 jets in China from 2014 to 2023 and 1,275 from 2024 to 2033.

MI www.aero.bombardier.com

Textron Revenues 2Q 2014

In-Service Aircraft Technical Condition & Price Maintenance status of the 76 fixed-wing models and 1,543 aircraft listed ‘For Sale’ researched on May 30, evidenced improvement in asset quality (see Table A). Large Jets remained atop the four groups, Small Jets moved into second, Medium Jets dropped to third, and Turboprops continued to register the lowest overall asset quality, but improved for the third consecutive month.

Maintenance Condition (ATC Score) – Technical Condition of assets listed ‘For Sale’ improved by 6.1 AI2 basis points, to 5.489, comfortably maintaining a Maintenance Condition Score above the Mid-Time/MidLife 5.000 level – on the ATC Score scale of -5 to 10.

Financial Condition (ATFC Score) – The average Financial Condition improved by 16.5 AI2 basis points, increasing to 5.059 and moving back above the Mid-Time/Mid-Life 5.000 level (4.991) on the zero to 10 Financial Condition Score scale.

Financial Exposure (ATFE Value) – Maintenance Financial Exposure registered a slight increase, but the impact by individual aircraft group was nominal, and the Overall Market Financial Exposure Value remained at just over $1.3m.

Maintenance Exposure vs. Ask Price Ratio (ETP Ratio) Spread in the maintenance Financial ETP Ratio narrowed a bit this month (Table B), but the Overall Market average for the aircraft we track increased significantly, from 40.8% to 45.4% (Table C).

We consider anything over 40% to be an excessive ATFE Value in relation to the Aircraft Ask Price. Of the aircraft tracked by Asset Insight, 31.5% generated an ETP Ratio of 40% or more (versus last month’s 28.9%).

Market Outlook This month’s Index once again provided generally positive news relative to asset quality. The average ETP Ratio registered another increase (and the worst figure of the past twelve months), but maintenance Financial Exposure remained steady or improved.

The ETP Ratio increase was primarily caused by a significant drop (17.4%) in Large Jet Ask Prices. Average Ask Price reductions are a mixed blessing, since they may motivate prospective buyers, but they do so at the seller’s expense.

MI www.assetinsightinc.com

Revenues from the Textron Aviation division during 2Q 2014 increased significantly to $1,183 million from $560.0 million in the year-ago quarter.

The improvement reflects the impact of the Beechcraft acquisition and higher jet deliveries.

The company delivered 34 King Air turboprops as well as 36 new jets in 2Q 2014, compared with 20 jets in the prior-year period. The segment registered a profit of $28 million versus a $50 million loss in the second quarter of fiscal 2013. Segment order backlog at the end of the second quarter was $1.4 billion, down $100 million from the sequentially preceding quarter.

The Bell Helicopter segment revenues increased 9.2% to $1,190 million from the yearearlier level of $1,025 million due to higher aircraft deliveries. The segment also gained $41 million in revenues from the settlement with the U.S. Department of Defense (DoD) for the System Development and Demonstration phase of the company's former Armed Reconnaissance Helicopter (ARH) program. This program was terminated in October 2008.

MI www.textronaviation.com

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www.AvBuyer.com

Aircraft Index see Page 4

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Market Indicators

3

Range… Check; Cabin…

Check; Speed… Still Looking

Clearly, there is a physical limit to the distance that an aircraft can be flown non-stop – as long as we are Earth-bound, that is defined as halfway around the globe (10,800nm). Adding in about 10% to account for en-route winds, the theoretical maximum limit of range for a jet aircraft is therefore about 12,000nm. With few city-pairs beyond 9,000nm, it is clear that we are approaching a point of diminishing returns for new product range development.

Customers are blessed with a plethora of large­cabin aircraft choices that enable them to travel comfortably, conveniently and safely. Although “bigger is better” rules always apply, most customers recognize that there are operational considerations at play – runway length, hangar size, media visibility and optics, and even crewing levels and fuel burn – that dictate a more discrete external profile for their next business jet.

Increasingly, we hear from operators that they believe the next horizon in product development is speed, in combination with range and a walk-around cabin. They are

BizAv Activity - Europe June saw 67,311 Business Aviation flights in Europe - a seasonal leap of 9% on May - but still 0.9% down YOY. According to WINGX’s latest monthly Business Aviation Monitor, June’s decline completed a negative Q2 and means YTD activity is 0.4% lower than 2013.

Europe’s largest market for departures, France, was up YOY, as was the UK and Spain by substantial margins. Other smaller markets also increased activity.

The most influential decline in activity in June came from Germany, 6.5% down YOY, mostly due to a fall in domestic flights. Flights from Russia and Ukraine continued to decline. Flights within Europe increased, especially from

Advertising Enquiries see Page 8

seeking any opportunity to eliminate en­route technical stops, and recognize real­world considerations such as 12-hour crew duty times and the challenges of human fatigue. Essentially, their message is that ultra-long range without high-speed is not helpful.

Until transporter rooms – “Beam me up, Scotty” – are safe and practical alternatives, business jet transport will continue to be the mode of choice for leaders who recognize the immense value of time. At the end of the day, we all have so little. Aircraft that offer walk­around cabins, global range, and highspeed are emerging as the next frontier in Business Aviation. Meanwhile fresh-to­ market and gently­pre­owned G650s are reportedly commanding prices that are 10%+ higher than when they delivered new, reflecting a marketplace of scarcity, where customers are anxious to avoid waiting in line for years and will pay what it takes to get their aircraft now.

MI www.rollandvincent.com

▼

The enduring and growing strength of the large-cabin business jet segment through the recent industry downturn has been well documented, with manufacturer order backlogs concentrated in longer range models that offer global reach. In essence, the bigger the aircraft, the stronger the market, notes Rolland Vincent.

Customer surveys suggest that large-cabin business jet buyers tend to evaluate a number of key performance parameters and product attributes in their purchase decisions, with non-stop range and cabin featuring prominently on their shopping lists.

Typically, prospective buyers will assess their primary mission requirements, evaluate the basic economics, understand some of the key trade­offs, and establish a budget. Early on, many will pre­determine whether they are seeking a new or pre-owned aircraft, and will “down select” one or a few brands and one or a few models that they will then more fully evaluate.

For new jets flown by large corporate operators, replacement every five years has been common, although many organizations have extended their purchase cycles through the downturn to seven years plus.

Asking prices at the top end of the business jet market are in the rarefied air. B&CA 2014 equipped prices range from $60m-87m.

All of the models at the top end offer 6,0007,000nm range, with prices (unadjusted for inflation) that have increased about 30-40% over the past 10 years. Twenty years ago, the top end of the market was defined by the 4,000nm, $27m Gulfstream GIVSP and 3,800nm, $24m Dassault Falcon 900B, which can be purchased today in the pre-owned market for $6-7m (the price of a new light jet). Delivery revenues for new long-range jets climbed an estimated 41% in 2013, representing almost half of all jet delivery revenues based on B&CA list prices. Where to from here?

Southern Europe, and are up for the year. The decline in country connection activity comes from the CIS. Business Jet and Piston fleets were all down YOY, although Turboprop flights were up, due to an increase in owner flights. Jet fleet activity was well up in certain markets, notably the UK, Poland and Italy. ULR jets continued to gain activity, but the stand-out increase was in VLJ activity, up 11% YOY mostly from Charter demand.

Richard Koe, MD, WINGX Advance, outlined “…there are encouraging signs, especially the vibrancy of the UK market, consistent growth in Benelux, and the bounce-back of demand in crisis-hit markets like Spain and Greece.”

MI www.wingx-advance.com

www.AvBuyer.com

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Wichita Must Innovate, Globalize & Train

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business jet market; that’s just the wrong place to be. But still, that’s more of an accident of history than the result of workforce skills or anything like that.” It won’t be an issue if the small- and mid-size business jet markets recover in a couple of years, he added.

The health of commercial aviation is key to Wichita. Order backlogs for commercial jets are unprecedented. “By some measures, it seems the industry is entering a second golden age,” the report notes (as Spirit AeroSystems prepares for increased production).

Risks are noted, however: Emerging foreign competitors are increasing their capabilities and technical prowess in their home markets. Industry leaders believe the three issues most prevalent for the future include talent shortfalls, accelerating innovation across a complex supply and production chain, and globalization pressures.

Much of the engineering work is still in the US, notes John Tomblin, executive director, Wichita State University’s National Institute for Aviation Research, told PwC. “[Foreign competitors] will get the engineering prowess and, when they do, they will stand up…” he adds.

Innovation in production materials and automation (e.g. robots and 3D printing) are the future, Tomblin elaborates, as is the use www.AvBuyer.com

of composites, titanium, and aluminum and lithium alloys. “We have all the right pieces in place here in Wichita. We have the research environment and we have the workforce environment...If someone wanted to put these advanced technologies (to use), we can do it…” Innovations could mean less work done abroad, but also fewer workers.

“I’m a big believer in the talent base that’s in Wichita,” Vincent outlined. “The challenge is the aging of the talent base.” The industry is not attracting young people the way it should, he added. “Enticing people to get into the industry is vital.” The U.S. will need 20,000 aerospace engineers from 2010 to 2020, one report says, and there will be a growing need for avionics technicians, industrial machinery mechanics and aircraft structure and systems assemblers.

Some question why there is such a push to train aviation workers, given the loss of aviation jobs in Wichita. Nationally, estimates say more than 20 percent of the aviation and defense industry workforce will be eligible for retirement by 2020, and that figure is much higher in Wichita, creating tremendous opportunity. For the first time ever, the need for a trained workforce is eclipsing other concerns in the industry on where to locate.

MI mmcmillin@wichitaeagle.com

■

Molly McMillin of The Wichita Eagle offers a compelling piece on a study by PricewaterhouseCoopers, (PwC), outlining that if Wichita is to remain a key aviation cluster for years to come, it must continue to innovate, globalize, train and keep talent. A condensed version follows…

Wichita is one of four major successful aviation clusters in the U.S., according to the study – called ‘Aviation’s second golden age: Can the U.S. aircraft industry maintain leadership?’, and Rolland Vincent, of Rolland Vincent Associates, believes it will remain a key cluster, despite the departure of Boeing, the consolidation of Cessna and Beechcraft, and recent layoffs at Bombardier Learjet.

“It ebbs and flows,” he outlined. “The good news is that Textron…has over half of the world’s turbine fleet. That doesn’t count Learjet. That’s an amazing supply of parts and customers. …People don’t walk away from these companies or these brands easily…They don’t buy very often, so they stick to what they know.” It’s up to the Wichita companies to develop products customers want, Vincent warned. Vincent’s surveys show that the middle of the business jet market (Citation Latitude to Bombardier’s Challenger 350) is what they plan to buy.

Teal Group’s Richard Aboulafia sees some risk to Wichita’s cluster, commenting, “Having heavy exposure to the bottom half of the

Aircraft Index see Page 4

BusAviationNewsAug_Layout 1 22/07/2014 14:33 Page 1

BizAv Aircraft Review Airbus The E-Fan, developed by Airbus, is a prototype hybrid electric motor glider which will first be used for training pilots. The twoseater electric aircraft is powered by two batteries, producing 60 kilowatts of power, which will be able to run for half an hour.

Jean Botti, chief technical officer, Airbus Group noted “Besides the benefits of noise

Bell Helicopter Bell Helicopter announced last month that it has signed a purchase agreement with Henan Yongxiang General Aviation for two new Bell 407GXs. The aircraft will be used to support multiple mission needs including, flight training, emergency rescue, VIP transport, parapublic resources, aerial survey and photography, agriculture spray as

Bombardier NetJets, is the worldwide launch customer for the Challenger 350 aircraft and will add eight of the jets to its fleet this year, the first of up to 200 Challenger 350 aircraft that it has on order from Bombardier over the next 10 years.

Beginning in 2010, NetJets placed orders with several aircraft manufacturers for

Cessna European Aviation Safety Agency (EASA) certification has been awarded for the Citation M2 business jet, paving the way for deliveries to begin in Europe immediately. This latest certification comes just two weeks after Cessna’s receipt of EASA certification for its Citation Sovereign+.

The Citation M2 has a maximum cruise

Cessna Following closely behind its recent FAA certification, the Cessna Citation X+ completed its first trans-Atlantic crossing in a normal business flight profile in 5 hours, 33 minutes for an average ground speed of 502 knots.

The Citation X+ flew from the Cessna factory in Wichita, KS to Presque Isle, Maine, then 2,788 nautical miles non-stop to Advertising Enquiries see Page 8

www.airbus.com

and emissions reduction, the reduced cost of training pilots with the E-Fan is incredible.

“It costs about two cents per hour to fly the electric plane, a number which is up to 20-50 times cheaper than the normal fuel costs of today's aircraft.”

www.bellhelicopter.com

well as other aviation services.

Henan Yongxiang General Aviation LTD provides teams of pilots and mechanics capable of providing highly efficient aviation services. Based in the city of Zhengzhou in the Henan province, Henan Yongxiang aims to expand its fleet and market presence.

www.aero.bombardier.com

up to 670 new state-of-the-art jets valued at up to $17.6 billion, the largest purchase in private aviation history. All of these new custom aircraft will be NetJets Signature Series jets. Thus far, NetJets has received 38 of the new models, with fractional sales exceeding deliveries.

www.cessna.com

speed of 404 knots true airspeed and a range of 1,580nm. It can operate at airports with runways as short as 3,210 feet and will climb to 41,000 feet in 24 minutes.

The Citation M2 is certified for single-pilot operation with room for seven passengers and features two Williams FJ44 engines.

www.cessna.com

Cessna’s facility at Paris Le Bourget. It then completed its journey at TAG Farnborough Airport.

For the trans-Atlantic leg, the aircraft made a direct climb to 45,000 feet, accelerating to an initial cruise speed of 0.86 Mach, then to 0.88 Mach. ❯ www.AvBuyer.com

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Eclipse All 2014 Eclipse 500 PLUS upgrade positions have been sold. In the four months since the program commenced, more than 60 Eclipse Jet owners have selected the Eclipse 500 PLUS upgrade for their aircraft.

The program will remain open to all IFMSequipped Eclipse 500 aircraft, and gives owners access to many of the technological and

Gulfstream Support of Gulfstream operators in Europe has been increased by the OEM with the addition of a custom-outfitted Field and Airborne Support Team (FAST) vehicle. The rapid-response vehicle can transport a team of up to three technicians to support operators in AOG situations.

Based at Gulfstream’s facility at London

HondaJet The first production HondaJet aircraft achieved its initial flight, marking another milestone towards certification and entry into service in 2015.

“With this first flight, the HondaJet program has entered the next exciting phase as we prepare for delivery,” said Honda President and CEO Michimasa Fujino.

Piaggio The first major order for the Avanti EVO, comes from Hong Kong-based Bravia Capital with an order for 10 aircraft with options for another 40. Deliveries are planned to begin in the first quarter of next year.

The aircraft will operate in the U.S., primarily in what Bravia CEO Bharat Bhise de-

Pilatus A Pilatus PC-12 NG played a significant part in Amelia Earhart’s, namesake of the famous aviatrix, in her recent circumnavigation of the globe. Landing at Oakland International Airport, Amelia Rose Earhart returned to her flight origin and “closed the flight plan” of the original Amelia Mary Earhart.

In doing so, Amelia Rose Earhart be122

WORLD AIRCRAFT SALES MAGAZINE – August 2014

www.eclipse.aero

safety advancements developed for, and included in, the Eclipse 550. Available features include the only auto-throttle available in the light jet segment, an electric anti-skid brake system, high-resolution PFDs and MFD, a standby display unit, new glass faced windscreens, and an improved air conditioning system. www.gulfstream.com

Luton Airport and manned by personnel from the site, the vehicle is equipped with tools, a work table, vise, generator, hydraulic ramp, wheel storage, jacks, compressed gas, consumables such as oil, paint and sealants, and Wi-Fi. Gulfstream Luton is a certified EASA and FAA repair station.

www.hondajet.com

“[This] is the culmination of extensive engineering and production efforts…bringing the world’s most advanced light jet to market.”

The aircraft seats up to five passengers in a standard configuration and can travel at an NBAA IFR range of 1,180nm.

www.piaggioaero.com

scribed as the “up to three hour” market sector. Three orders were already in the bag prior to this and the first aircraft was bought by an existing Avanti II customer in India, while the third is to be delivered to an undisclosed US customer.

www.ameliaearhartproject.com

comes the youngest woman to fly around the world in a single-engine aircraft, and draws attention to her foundation to fund flight scholarships for young women interested in pursuing a career in aviation. Earhart stated, “The PC-12 NG was the perfect aircraft in which to complete this flight.

www.AvBuyer.com

Aircraft Index see Page 4

BusAviationNewsAug_Layout 1 22/07/2014 14:35 Page 3

BizAv Services Review Banyan Air Service

www.banyanair.com

The Star FBO category was created by FltPlan by using airport arrival data to generate a ranking that takes into account the traffic at an airport and the amount of competition on the field.

Jet Aviation Basel Jet Aviation Basel has recently redelivered a 12-year service check combined with an avionics modification on a Global 5000 and a 12-year check with a major refurbishment on a Boeing BBJ. For the Global 5000, the 12-year check was coupled with a major avionics modification and required removal and re-installation

www.jetaviation.com

of the entire cabin. The heavy 12-year service inspection on the BBJ also required extensive overhauls of all major aircraft systems and structures. In addition, the company installed a new Venue CMS, re-upholstered 20 seats, replaced the carpet, re-covered all the ceiling panels and refurbished the two bathrooms.

Jet Support Services, Inc. (JSSI) Leading provider of hourly cost maintenance programs Jet Support Systems, Inc. (JSSI) has agreed to provide Engine and APU Program coverage for VistaJet’s fleet of six Bombardier Challenger 850 aircraft.

JSSI’s Engine Maintenance Program for the General Electric CF34-3B1 engines that power VistaJet’s Challenger 850s, drives down maintenance costs, provides

budget stability, adding peace of mind to the operation. Engine Programs from JSSI provide comprehensive coverage for both scheduled and unscheduled maintenance, rental engines, engine removal, replacement and more. The JSSI APU Program for the Honeywell GTCP36-150 covers scheduled and unscheduled events, and Life Limited Components.

Mecaer Aviation Group (MAG) MAGnificent Interior, a virtual configurator, has been developed and released by Mecaer Aviation Group (MAG), and is available for the Bell 429. Available for download on the App Store for iPads, it is searchable under “MAGnificent Interior Configurator.”

Users are able to customize their own in-

Rockwell Collins A Pro Line 21 Integrated Display System (IDS) retrofit solution for Pro Line II-equipped Hawker 800 business jets has been certified by the Federal Aviation Administration (FAA), bringing Hawker 800 owners modern flight deck capabilities with the same displays found on Hawker 900XP and 850XP aircraft.

The Pro Line 21 IDS retrofit replaces the Advertising Enquiries see Page 8

www.jetsupport.com

www.mecaer.com

terior or choose from one of MAG Design Studio’s three preloaded options. Clients can select Italian leathers, stitching colors, carpets, veneers, panel colors and even mood lighting giving Bell 429 owners the opportunity to personalize the interior of their aircraft to their own style.

www.rockwellcollins.com

legacy Cathode Ray Tube (CRT) displays in Hawker 800 aircraft with four large, configurable 10x8-inch Liquid Crystal Displays (LCDs) that are capable of displaying highres electronic charts, graphical weather, enhanced navigation maps, enhanced vision and a soon-to-be-released synthetic vision option. www.AvBuyer.com

▼

Banyan Air Service’s Fort Lauderdale Executive Airport (FXE) was voted #1 among the top five FBOs in the Southeast United States in the 2014 Pilots' Choice Awards survey by FltPlan, the largest flight planning service in North America.

Banyan also placed #6 among the Top 50 US FBOs and #8 in the Top 25 "Star FBOs".

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BizAv People Roberto Farnese assumes the role of regional sales manager for Bell Helicopter. He will be responsible for overseeing marketing and sales activities within Southern Europe, and is based at Bell Helicopter’s new office in Milan. dent of charter sales at Priester Aviation. Gennari will be based in New York and is primarily responsible for leading Priester Aviation's entire sales team and developing global charter sales.

Matthew Stringfellow, an Avpro executive sales director, is to manage Avpro’s newly opened office at Chicago Executive Airport, in Wheeling, Illinois. With more than eleven years in aircraft sales, Stringfellow will help serve Avpro’s growing aircraft brokerage business in the U.S. Midwest.

Hendrik Janssen has been appointed director of com-

Chris Strong, formerly senior vice president, market-

pletion sales and market development at Jet Aviation Basel. He reports to Ruedi Kraft, vice president, market development & completions sales.

ing and member services, for NBAA, now assumes the role of senior vice president, conventions and membership. Strong’s new responsibilities were formerly held

by Kathleen Blouin, who stepped down from this position, but will continue serving as a consultant to the Association.

Gary Gennari has been appointed senior vice presiGary Gennari

Randy Kempf has been appointed senior director of Chris Strong

Robert A. (Bob) Searles, Business Aviation journalist and NBAA contributor, has formally joined the Association as managing editor of the communications team.

operations at Denton, Texas-based aircraft cabinetry and interiors manufacturer Odyssey Aerospace Components.

Raymond Weiser, Jr., has been engaged by Jet Nelson Leal, has been promoted to the position of sales manager at Fort Lauderdale, Florida , market-leading CRS Jet Spares. Leal has been a member of the CRS sales team for more than eight years.

Raymond Weiser

Donald Lowe, 82, a former vice chairman and director of Bombardier Aerospace, died on June 26 in Toronto, following a series of illnesses.

Support Services, Inc. (JSSI), the leading provider of hourly cost maintenance programs for the Business Aviation industry, in a newly created position as Helicopter Program Specialist. In this new role, Weiser will be responsible for developing and growing JSSI’s presence in the helicopter market by directing and supporting business development initiatives around the world.

BizAv Events 2014 If you would like your event included in our calendar email: sean@avbuyer.com

LABACE 2014 Business Aviation in Latin America ( BALA) AOPA Fly – In 1st IS-BAH Workshop Jet Expo Business Aircraft Europe (BAE) Mediterranean Business Aviation NBAA: Business Aviation Regional Forum AOPA Fly – In Central Asian Business Aviation AOPA Home Coming Fly – In African Air Expo Helitech International 2014 Int’l Business Aviation Symposium NBAA: (Business Aviation Convention & Exhibition) AOPA Fly – In First Saudi Int’l Civil Av. Exhibition Singapore Private Aircraft Conference & Expo CEPA (Central European Private Aviation) Expo MEBA 2014 Middle East Business Aviation

Aug 12 – 14 Aug 14 Aug 16 Aug 27 – 28 Sep 4 - 6 Sep 10 – 11 Sep 12 Sep 18 Sep 20 Sep 25 – 26 Oct 4 Oct 9 – 11 Oct 14 – 16 Oct 16 - 17 Oct 21 – 23 Nov 8 Nov 16 – 20 Nov 19 – 20 Nov 19 – 20 Dec 8 – 10

Sao Paulo, Brazil Sao Paulo, Brazil Spokane, WA, USA Paris, Le Bourget, France Moscow, Russia London Biggin Hill Airport, UK Sliema, Malta Dallas, TX, USA Chino, CA, USA Almaty, Kazakhstan Frederick, MD, USA Accra, Ghana Amsterdam RAI, Netherlands Republic of San Marino Orlando, FL, USA McKinnon Airport, GA, USA Dammam, Saudi Arabia Singapore Prague, Czech Republic Dubai, UAE

www.labace.org.br www. aeropodium.com www.aopa.org www.ebaa.org www.jetexpo.ru www.miuevents.com www.aeropodium.com www.nbaa.org www.aopa.org www.aeropodium.com www.aopa.org www.adairexpo.com www.reedexpo.com www.aeropodium.com www.nbaa.org www.aopa.org wwwsaudiairshow.com www.miuevents.com wwwcepa.aero www.meba.aero

THE WORLD’S FINEST BUSINESS JETS, TURBOPROPS & HELICOPTERS FOR SALE AT 124

WORLD AIRCRAFT SALES MAGAZINE – August 2014

www.AvBuyer.com

www.AvBuyer.com Aircraft Index see Page 4

Vebeg August_Layout 1 22/07/2014 12:17 Page 1

On behalf of the -LKLYHS 6MĂ&#x201E;JL VM *P]PS (]PH[PVU, we offer for sale by tender bid procedure in (\N\Z[ :LW[LTILY

(PYJYHM[ ),,*/1,; 4VKLS ( *HSS :PNU + *3)( : 5! 92 @LHY HWWY ;; ,UNPULZ ¸7YH[[ >OP[UL`¸ *HUHKH 1; +

For further information please visit

www ]LILN KL

or contact our ofĂ&#x201E;JL PU -YHURM\Y[ VEBEG GmbH RĂśdelheimer Bahnweg 23 ¡ 60489 Frankfurt/Main (Germany) Phone: +49 69 75897-335 Mr. Loewe ¡ Fax: +49 69 75897-479 www.vebeg.de ¡ mail@vebeg.de

Northern Jet Lear 40XR May 22/07/2014 12:42 Page 1

S H O W C A S E

2008 Learjet 40XR • Extended Range Fuel Serial Number: Registration: Airframe TT: Landings:

40-2100 N959RP 3,133 2,527

• Smart Parts Airframe Factory Warranty Smart Parts Engines Left Engine 3,146 / Right Engine 3,138 MSP Gold Avionics • Honeywell Primus 1000 Integrated Flight • Director & Autopilot System • 4-tube 8x7” EFIS • Dual Universal UNS1 L FMS • Dual Comm radios with 8.33 Capabilities • Honeywell HF 1050 Comm • Dual Nav and RMI • Dual Mode S Transponders • Dual DME • Single ADF • Honeywell TCAS II • Honeywell Mark VII EGPWS • Honeywell Primus Radar 660 • ARTEX 406 Emergency Locator Transmitter

• Cockpit Voice Recorder • Radio Altimeter • XM Satellite Weather Exterior Overall Matterhorn White with Blue and Yellow Stripes Interior Fire-blocked Six passenger executive interior in a center club configuration with an aft belted seat for a seventh passenger. Two Left and one Right executive tables with Imbuia gloss inlays in the center club. Seating is finished in Almond Crunch leather with Surfside lower sidewalls and finished Imbuia wood gloss laminate Optional Equipment • Freon Air Conditioner • AOA w/Indexer • Iridium Satellite Flight Phone • Cabin/Cockpit Fire Extinguishers • Interior 110V AC • Lead Acid Battery • Tail Cone Flood Lights • RVSM Capable • Airshow Cabin Audio/Video System • XM Satellite Radio • Extended Range Fuel Aircraft management Services Available

Northern Jet Management Gerald R. Ford International Airport 5500 - 44th Street, SE • Grand Rapids, MI 49512

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WORLD AIRCRAFT SALES MAGAZINE – August 2014

www.AvBuyer.com

Tel: 800 462 7709 Tel: +1 616 336 4737 Cell: +1 616 648 2656 Fax: +1 616 336 4709 mserbenski@northernjet.net www.northernjet.net Aircraft Index see Page 4

Northern Jet Lear45XR May 22/07/2014 12:44 Page 1

S H O W C A S E

2009 Learjet 45XR Airframe TT: Landings:

2164 1685

Northern Air Inc is pleased to offer this 2006 Lear 45XR to the marketplace for immediate sale • MSP and Smart Parts Engines Left Engine 2164 Right Engine 2164 Avionics • Second Universal UNS-1E FMS • Enhanced Mode S Transponders • Dual KHF-1050 Communication with SELCAL • Steep Approach Capability • Second Automatic Direction Finder (ADF) • Cockpit Voice Recorder • Digital Flight Data Recorder • Electronic Flight Bag (EFB)

Exterior Off White with Sandalwood Tan Stripes Interior Eight passenger seats in a double club configuration with a belted lav seat certified for takeoff and landing. Interior is finished in tan tones and satin nickel plating.

Optional Equipment • Concorde Batteries-38 Ampere-Hour (Exchange) • Tail Illumination Package • Exterior Lighting Package • Lighted Control Wheel Chart Holders • Pulsating Recognition Lights • Aircraft Locking Package • Foreign Certification

Entertainment • Airshow 410 • Forward monitors • DVD system • Cabin audio • XM Radio

Northern Jet Management Gerald R. Ford International Airport 5500 - 44th Street, SE • Grand Rapids, MI 49512

Advertising Enquiries see Page 8

www.AvBuyer.com

Tel: 800 462 7709 Tel: +1 616 336 4737 Cell: +1 616 648 2656 Fax: +1 616 336 4709 mserbenski@northernjet.net www.northernjet.net WORLD AIRCRAFT SALES MAGAZINE – August 2014

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JetPro Texas G200 August_Heeren Cit Ultra sep 22/07/2014 14:26 Page 1

S H O W C A S E

Gulfstream G200 Airframe TT: Landings:

2,131 827

• On Gulfstream CMP Engines Pratt and Whitney PW-306A’s with 6,040 lbs of thrust each. On Pratt and Whitney’s ESP Gold.

Engine 1 s/n PCE-CC-0328 2,131 SNEW 857 CSN Engine 2 s/n PCE-CC-0330 2,131 SNEW 857 CSN APU Honeywell GTCP36-150 Times: 1,469 Cycles: 1535 Inspection To be delivered with Fresh ARCS by Gulfstream, Dallas, TX. 3A/2C/4C c/w Aug. 2013 by Gulfstream, Westfield, MA, 1A/1C c/w June 2012, 2A c/w Oct. 2012

Interior Ten passenger interior arranged in a forward club, aft four place conference group opposite a three place divan belted for two during takeoff and landing. The forward right-hand Galley features ample workspace with microwave, draining ice drawer, stemware storage, dry goods storage and coffee maker. The Galley and Cabin are divided by a forward pocket door. Seats are finished in beige leather with complimentary carpet, Ultra Leather headliner and Mahogany woodwork.

Cabin entertainment is provided by Collins Airshow 4000 with Tail Camera, dual DVD Exterior Overall White with Blue and Gold Stripes

Avionics 5 Tube Collins Proline-4 Flight Deck Dual Collins FMC-6100 Dual Collins GPS-4000 GPS Receivers Dual Collins RTU-4220 Tuning Heads Dual Collins VHF-4000 Comms Dual Collins NAV-4500 Nav’s Additional Equipment Safeflite Auto-Throttles ICS-200 SATCOM Rosen Monorail Sunvisors Honeywell VHF/SAT AFIS

Don and Sam Starling

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Tel: +1 (254) 848 9192 Mob: +1 (254) 716 2981 E-mail: sales@jetprotexas.com www.jetprotexas.com Aircraft Index see Page 4

JetPro Texas Lear 45 August_Heeren Cit Ultra sep 22/07/2014 14:28 Page 1

S H O W C A S E

Bombardier Learjet 45 Airframe TT: Landings:

3,463 2,594

Engines Honeywell TFE731-20AR-1B Engines with 3,500 lbs of thrust each Enrolled on Honeywell’s MSP Gold Engine 1 s/n P-116634 3,463SNEW 2,594 CSN 558 SMPI Engine 2 s/n P-116632 3,463SNEW 2,594 CSN 558 SMPI APU Honeywell RE100 s/n P-311: TTSN 1,626 Enrolled On Honeywell’s MSP Gold Inspection Full Prepurchase Survey c/w 12/2013 by BAS-AMS <br> Phase A c/w 12/2013 at 3,436 by BAS next due 12/2015<br> Phase B c/w 4/2013 at 3,320 by BAS next due 9/2017<br> Phase C c/w 9/2013 at 3,417 by BAS next due 9/2017<br> Phase D c/w 9/2009 at 2,378 next due 9/2017

Additional Equipment EU OPS Compliant Steep Approach RVSM, MNPS, P-RNAV & RNP-10 Capable Collins Airshow 400 w/ Dual Screens Audio International DVD Player 110v Inverter and outlets Interior The eight passenger interior is arranged in a double club with an additional 9th belted lavatory seat. Seats are finished in steel blue leather with new gray Kalogridis carpet, and Ultra Leather headliner. Amenities include a forward right-hand galley with dry storage and hot coffee dispenser, ice drawer with overboard drain. Cabin entertainment and outfitting includes Airshow 400 with forward and aft bulkhead monitors with DVD Player and 110v Outlets in the cabin. There is a private aft flushing lavatory with vanity with hot and cold running water Exterior Overall DeSoto Matterhorn White with Columbia Blue Metallic, Flight Red and Cumulus Gray metallic stripes. Refurbished 3/2014

Avionics 4 Tube HONEYWELL PRIMUS 1000 EFIS Universal UNS-1E FMS Dual Honeywell RCZ-851 Comm Units Dual Honeywell RNZ-851 Nav Units Honeywell PRIMUS 660 RADAR Honeywell PRIMUS 1000 Autopilot

Don and Sam Starling

Advertising Enquiries see Page 8

www.AvBuyer.com

Tel: +1 (254) 848 9192 Mob: +1 (254) 716 2981 E-mail: sales@jetprotexas.com www.jetprotexas.com WORLD AIRCRAFT SALES MAGAZINE – August 2014

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Aerosmith Penny Hawker 800XP February 23/07/2014 12:33 Page 1

S H O W C A S E

1996 Hawker 800XP Serial Number: Registration: Airframe TT: Landings:

258289 N881AF 10,001.6 6291

• Aviation Partners Winglets • Interior new 2012 standard eight place • Exterior, 2012 Overall White Blue and white with blue stripes • MSP Airframe & Engines TFE731-5BR ENROLLED IN HONEYWELL MSP APU GTCP35-150W 4513 APU HRS 6048 APUS Avionics FMS: DUAL HONEYWELL NZ2000’S RADIO SYSTEM: HONEYWELL PRIMUS II INTEGRATED COMMS: DUAL HONEYWELL RCZ-851w/8.33spacing NAVS: DUAL HONEYWELL RNZ-850 RMS: DUAL HONEYWELL RM-850 TRANSPONDER: DUAL HONEYWELL RCZ-833k HF: DUAL BENDIX/KING KHF-950 R/ALT: HONEYWELL RT-300 AHRS: DUAL AHZ-600 RADAR: HONEYWELL PRIMUS 870 ADC: DUAL HONEYWELL AZ-810

AFCS: DUAL HONEYWELL DFZ-800 EFB: SINGLE FG7000 Adv. Data Research TCAS: HONEYWELL ACSS TCAS II W/CH.7 CVR: UNIVERSAL CVR-30B EGPWS: ALLIED SIGNAL Extras AVIATION PARTNERS WINGLETS CAMP MAINTENANCE PROGRAM DUAL HONEYWELL PRIMUS II SRZ-850 DATA LOADER LSZ-850 LIGHTNING SENSOR ARTEX C406-1 ELT HONEYWELL N1 DEECS Interior New 2012 STANDARD EIGHT PLACE INTERIOR Exterior 2012 Overall White Blue and white with blue stripes

AeroSmith Penny II LLC 8031 Airport Blvd., Suite 224, Houston, TX 77061

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Tel: +1 (713) 649-6100 Fax: +1 (713) 649-8417 Email: aspinfo@aerosmithpenny.com www.aerosmithpenny.com Aircraft Index see Page 4

Dassault Falcon 900LX Aug14 22/07/2014 14:35 Page 1

S H O W C A S E

2011 Falcon 900LX Serial Number: Registration: Airframe Total Time: Landings:

254 N264C 1461 549

APU (s/n P611) Honeywell GTCP36-150(F) (on MSP) Maintenance CAMP. Inspections Due: B at 1600 hours; Z May 25, 2015; 1C May 25, 2017.

EASy II – baseline Service Bulletin 414 Rev. 2 complied with. ADS-B Out S. B. 402 FSBA installed March 2014 Exterior White over Blue lower fuselage with English Blue and Yellow accent stripes (Original) Interior Light Beige leather seats, Tan leather lower sidewalls, Ivory headliner, Beige with Blue accents designer wool carpet, Hi-Gloss Figure Cut Marbled Walnut veneer, blue custom fabric divan, brushed aluminum plating (Original) Seating 12 passengers; 4 forward club seats, 4 midcabin club seats, aft 3-place divan with opposing executive seat, forward and aft lavatory, third crewmember seat Avionics Honeywell Primus Epic System (EASy II – Cert. I) Flight Display System Honeywell EASy Flight Management System triple Honeywell EASy Global Positioning System dual Honeywell VHF Communication Systems triple Honeywell TR-866B VOR/ILS/Marker Navigation System dual

Honeywell NV-875B DME Systems dual Honeywell DM-855 ADF Systems dual Honeywell DF-855 Transponder System dual Honeywell XS-857A TCAS II System ACSS TCAS-3000 Color Weather Radar System Honeywell Primus 880 Head-Up Guidance System Rockwell Collins HGS-4860 Enhanced Flight Vision System Rockwell Collins EFVS-4860 Electronic Flight Bag (EFB) dual CMC CMA1100 “Pilot View” HF Communication Systems dual Collins HF-9000 Micro Inertial Reference System triple Honeywell Laseref V Enhanced Ground Proximity Warning System Honeywell EASy Radio Altimeter System dual Honeywell RT-300 SATCOM Honeywell MCS-7120 Cockpit Voice Recorder Honeywell SSCVR (120 minutes) Flight Data Recorder Honeywell SSFDR Additional Equipment Rockwell Collins FCMS: 17 & 21.3 inch LCD monitor, dual DVD player. Airshow 4000 (non-interactive). Honeywell: (3) AV-900 Flight Deck Audio, Selcal, LSS-860 Lightning Sensor System. Honeywell EASy: Electronic Jeppesen Charts, Uplink Weather capability. Meggitt MK2 Secondary Flight Display, ELTA ADT-406 (tri-frequency) ELT with NAV interface, 115 cubic foot oxygen bottle

www.falconjet.com/preowned

Advertising Enquiries see Page 8

www.AvBuyer.com

Mark Verdesco: Director, Pre-owned Aircraft Sales USA Tel: + (1) (201) 541-4556 Tel: + (1) (201)-541-4620 E-mail: preowned@falconjet.com WORLD AIRCRAFT SALES MAGAZINE – August 2014

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PLM Aviation August 22/07/2014 14:39 Page 1

S H O W C A S E

2006 Bombardier Global 5000 Serial Number: 9182 Registration: M-AJWA Airframe TT: 3,364 Landings: 1,364 Engines Two Rolls-Royce BR700-710A2-20 APU Honeywell RE220 (GX) (Enrolled on JSSI)(Enrolled on JSSI) Left Right SN: 12463 12464P-308 Hours Since New 3,364 3,3643,450 Cycles Since New 1,364 1,3642,950 Avionics • Honeywell Primus 2000XP Avionics Suite with 6 Electronic Display Units (EDU) • Triple IC-800 Integrated Avionics Computers (IAC) with EFIS • Dual Flight Management Systems (FMS) • Quad DA-810 Data Acquisition Units (DAU) • Triple HG-2001GD03 Laseref IV Inertial Reference Units (IRU) • Dual Honeywell RM-855 Radio Management Units (RMU) • Dual Honeywell RCZ-833E Radio Communications Units • 3rd VHS Comms (RCZ-833) • AV-850A Audio Control Panel • Honeywell AZ-840 Micro Air Data Computer • Honeywell LSZ-850 Lightning Sensor System (LSS • Dual Collins HF-9031A HF Comms • Dual Honeywell AT-860 Automatic Direction Finder (ADF) • Dual Honeywell RNZ-851 Integrated

Navigation Units (INU) Dual Radio Altimeters (RADALT) Primus WU-880 Color Weather Radar Honeywell DL-900 Data Loader RT-950 TCAS 2000 Traffic Alert & Collision Avoidance System w/Change 7 (TCAS) • Honeywell Mk V Enhanced Ground Proximity Warning System (EGPWS) • Honeywell Solid State Flight Data Recorder (SSFDR) • Honeywell Solid State Cockpit Voice Recorder (SSCVR) Additional Equipment • Extended Range Service Bulletin Complied With Providing 5,200 nm Total Range • Bombardier Enhanced Vision System (BEVS) • Head Up Display Unit (HUD) • Batch 3 / FANS 1A / ADS-B Out • Central Aircraft Information/Maintenance System (CAIMS) w/Portable Maintenance Access Terminal (PMAT) • Collins Swift Broadband Internet w/WiFi • Dual Electronic Flight Bags (EFB) • Collins SRT-2100 SATCOM • Securaplane External Camera System • Artex 453-0004 406 MHz Emergency Locator Transmitter (ELT) • Auto Throttle System • Telelink Airborne Data Link System (ADLS) • Engine Indication and Crew Alerting System (EICAS) Interior & Exterior Limited Edition (LE) package. New paint in July 2011 with major interior refurbishment in September 2011.

• • • •

PLM Aviation Inc Washington Dulles International Airport 23411 Autopilot Dr, Dulles, VA 20166 USA

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Fireblocked thirteen (13) passenger cabin configuration comprising four (4) forward executive club chairs with fold out tables, a mid cabin 4 place conference/dining group with opposing credenza and an aft cabin with two executive chairs opposite a 3 place divan.

The aircraft has a full size forward galley with high temperature oven and microwave, a forward crew lavatory, and an aft full lavatory.

Aircraft is available subject to prior sale or withdrawal from the market

Peter Leonard-Morgan Tel: +1 540 751-8413 Cell: +1 443 254 5530 Email: peter@plmaviation.com www.plmaviation.com Aircraft Index see Page 4

Twinjet August 22/07/2014 14:42 Page 1

S H O W C A S E

2009 Global 5000 Serial Number: Registration: Airframe TT: Landings:

MSN: 9337 M-ATAK 940:23 391

Built for maximum comfort and speed, the Global 5000 easily outclasses all competitors within the same business class, offering more space, more technology and more performance. MSN 9337 has the manufacturer’s modification to increase fuel capacity, offering outstanding city pairs, including non-stop from Europe to the US West Coast Engines Rolls-Royce BR700-710A2-20 Serial Numbers: 12787 & 12786 Engine 1: Total Engine Time: 940:23 Cycles: 391 Engine 2: Total Engine Time: 940:23 Cycles: 391 Program Coverage: Rolls-Royce Corporate Care APU Honeywell RE220 (GX) Serial Number: P-464 Total Hours: 1,814 Program Coverage: Honeywell MSP Avionics Equipped with a Honeywell Primus 2000 XP 6-Tube EFIS Avionics Suite, including: • Head-Up Guidance System (HGS) • Enhanced Vision System • Full Authority Digital Engine Control (FADEC) • Dual E/R HF/COM Rockwell Collins HF-9031A •Triple E/R VHF NAV Honeywell RCZ-833

• Dual E/R VHF COM Honeywell RCZ-833 • Electronic Flight Bags Interior This immaculate Global 5000 offers seating for 13 passengers and features a fully equipped right-hand forward galley, a left-hand galley annex, a spacious right-hand forward lavatory and sliding door separating the main cabin from the galley. The main cabin comprises a forward four place club seating with pull out tables, a mid-cabin four place conference group with hi-low conference table, a credenza opposite, an aft right-hand side three place berthable divan, with two single executive seats opposite. The aft cabin features a lavatory, wardrobe and storage cabinet Exterior Overall Matterhorn White with Navy Blue and Grey accent stripes Options & Avionics Upgrades • Batch 3 – FANS 1/A with WASS • ADS-B OUT • TCAS II with Change 7.1 • Provisions for CVR Recording • Third FMS • RAAS and EVAS Additional Equipment Options • Wireless LAN • Airshow World Explorer Guide & Day-Night Map with Time Zones • Direct Broadcast Satellite TV • Upgrade for Bulkhead Monitor from 21.3” to 24” (each) • Portable Multi-Media Input Port (RCA Jack) • 10.4” Touchscreen Monitor, Plug-In (each) • Espresso Coffee Maker • Sunshield (Cockpit), Winglet Viewing Mirror (Cockpit)

Twinjet Aircraft Sales (UK) Limited Essex House, Proctor Way, London Luton Airport , Beds LU2 9PE, UK

Advertising Enquiries see Page 8

www.AvBuyer.com

Tel: +44 (0) 1582 733615 Fax: + 44 (0) 1582 400098 Email: jk@twinjetsales.com www.twinjet.co.uk WORLD AIRCRAFT SALES MAGAZINE – August 2014

133

Air Fleet Leasing and Management August_Heeren Cit Ultra sep 22/07/2014 17:25 Page 1

S H O W C A S E

Boeing 727-100REW “Super 27” Long Range Executive Price Reduced for Immediate Sale Serial Number: Registration: Airframe TT: Landings:

20512 N311AG 32,059.2 17,393

Boeing 727-100REW (727-17) Executive ICAO Designation: R721 Winglet Modification (“REW”): 1995 Engine Modification (“RE”)*: 1990

• FRESH OUT OF C-CHECK • CENTURION MAINTENANCE PROGRAM • FAA CERTIFIED LONG-RANGE FUEL SYSTEM • ACTIVELY IN INTERNATIONAL SERVICE • TURNKEY - NO OUTSTANDING TASKS

• RECENT SHOP VISITS ALL ENGINES TWO JT8D-217C, plus seven years.

ONE JT8D-9A, plus nine years.

• MAIN LANDING GEAR, due 2018 • NOSE LANDING GEAR, due 2024

For further details please contact: Daniel E. Boyajian

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Air Fleet Leasing and Management Company, Inc. 1209 Ward Avenue – Suite 100 West Chester, PA 19380 www.AvBuyer.com

Tel: +1 (610)-436-4875 Fax: +1 (610)-436-1185 E-mail: DEB@airfleetsales.com

Aircraft Index see Page 4

Mente 2009 Gulfstream G200 & Falcon 2000 July 22/07/2014 14:44 Page 1

S H O W C A S E

1997 Falcon 2000 Serial Number: Registration: Airframe TT: Landings:

38 N710ET 5197.8 2775

Engines CFE738-1-1B On ESP Gold Left: S/N 105193, 4948.4 Hours, Cycles: 2599 Right: S/N 105190, 4948.4 Hours, Cycles: 2599 APU Honeywell GTCP35-150 On MSP S/N P-139, 2817.7 Hours, Cycles: 3770 Avionics Collins Pro Line 4 w/ 6.1 upgrade Dual Honeywell Laseref III / Dual Collins FMS-6100 Dual Collins FCC-4002 Flight Director Dual Collins GPS 4000A Dual Collins APS-4000 IFCS / Autopilot

Mark Payne Cell: +1 (972) 897-3246 E-mail: mark@mentegroup.com Dual Collins ADF-462 Dual Collins VHF-422C w/ 8.33 spacing Collins TCAS-94 TCAS II w/change 7 Honeywell Mark V EGPWS Dual Portable EFB System w/ Bluetooth GPS Additional Features RVSM Certified / Collins AHS-85E AHRS Allied Signal SSCVR / Allied Signal AFIS Airshow 400 / 14.2” forward cabin monitor Aircell ST-4200 telephone / Aircell WIFI System RVSM Compliant / 115V AC Power outlets Third Crew - Jump Seat / Dual Davtron Digital Clocks Maintenance CAMP Systems Tracking / High service bulletin level compliance. 3C Due Jan 2015

Interior Beautiful eight passenger executive interior featuring a forward four-place club arrangement with foldout tables.

The spacious aft cabin boasts another four-place conference or dining arrangement with adjacent credenza with ample storage. Seating is tastefully finished in light earthy leathers. Interior is complemented with matching earth tone carpeting found throughout the cabin. The cabinetry is high gloss stained veneers; the rose gold plating completes the interior. Forward full service 46” galley, 18” galley annex, private aft lavatory Exterior The single tone base Matterhorn White paint is complemented by a, Cabernet Red, and Regiment Blue striping. It was fully repainted by Dassault Little Rock in September 2006. Touched up March 2014

2009 Gulfstream G200

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

Serial Number: Registration: Airframe TT: Landings:

Interior Well appointed, nine (9) passenger interior features forward four place club seating and aft three(3) place divan opposite two (2) place club. Upon entering this beautiful aircraft, you notice the well-appointed forward galley, including TIA Wavejet Microwave, two (2) hot liquid dispensers, wine storage, large serving area, and generous ice drawer and trash receptacle. The medium toned, high gloss, wood veneers are accentuated by mushroom leather seating and a brown fabric divan. The intricately woven, 100% wool carpet shows little wear and compliments the interior perfectly. Passenger will be entertained with an Airshow 410 system as well as forward and aft 17” LCD monitors and a multi-region dual DVD player Exterior Overall, White with Zephyr Orange and Black Accent Stripes

230 N331BN 1946.7 1143

Engines ESP Gold P&W306A Engine 1: PCE-DF0103 1821.4 SNEW Engine 2: PCE-DF0104 1821.4 SNEW Auxiliary Power Unit Honeywell 36-150IAI SN: P-339 982 Total Time 1187 Total Cycles Avionics 5 Tube EDS / Collins Proline 4. 2 Collins VHF-422D Comms. 2 Collins VIR-432 Navs. 1 Collins ADF-4500 ADF. 2 Collins DME-4000 DME. 2 TDR-94D Mode S W/ FLT ID TDR. 1 Collins TWR-850 Radar.

2 Collins FMC-6000 FMS. 2 Collins GPS-4000A GPS. 1 Honeywell KTR-653 W/Selcal HF. Collins TTR-4000 W/CHG 7 TCAS. Honeywell DMU-AFIS AFIS. ICG Iridium ICS-200 SAT/COM. Artex 406 W/Nav Interface ELT. Honeywell Mark V W/ WS & RAAS EGPWS. Universal CVR -120 CVR. Collins FCC-4005 CAT II Autopilot Special Features In Service 12/22/2009. RNP-5/-10 / MNPS. RVSM/8.33/FM Immunity. Emergency Lighting.

Aircell Axxess II. ATG 4000. Collins MDC-4000.

Dual M850A Davtron Clocks. Collins ALT-4000.

WX-1000E Stormscape. EICAS / Collins DCU-4010.

Mfg Warranty until 12/22/2014. 1A/2A Insp C/W 12/13/13. C/2C/4C Insp C/W 12/13/13.

12/24/48 MTH C/W 12/13/13.

Eng Boroscopes C/W 12/13/13.

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

Advertising Enquiries see Page 8

www.AvBuyer.com

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

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135

Hawker Pacific Embraer Legacy July 23/07/2014 09:51 Page 1

S H O W C A S E

2008 Embraer Legacy Serial Number: Registration: Airframe TT: Landings: Price:

1450 1071 N898JS (Part 91) 380 124 USD12.5M

• March 2009 entry into service • Low 380 hours, 124 cycles • Interior as new; no wear and tear • 60 month inspection complied with February 2014 • DVD, Airshow, equipped for Satcom and Wifi • Immediate availability; no financing on the aircraft Engines Model: Rolls Royce AE 3007A1E Hours and cycles identical to airframe Serial Number LH CAE313141 Serial Number RH CAE313139 APU Model: Hamilton Sundstrand APS-500R Avionics EFIS 6-Tube DU-870 Colour Displays ISIS Thales FMS Dual Honeywell NZ-2000 AUTOPILOT Dual Honeywell IC-600 IRS Honeywell HG2001GD03 Laseref IV GPS Dual Honeywell AIR DATA SYSTEM Honeywell AZ-850 DME Single Integrated with VHF Nav ADF Single Integrated with VHF Nav VHF COM Triple Honeywell RCZ-833K HF COM Dual Honeywell KRX1053

AUDIO SYSTEM Single Honeywell AV-850 SATCOM Single Aircell ST-3100 with 2 handsets FADEC Dual Goodrich ELT Single Artex 406Mhz RADAR ALT Dual Honeywell RT-300 TRANSPONDER Dual Honeywell RCZ 833K mode S VHF-NAV Dual Honeywell RNZ-851 EGPWS Honeywell EGPWS with Windshear guidance TCAS Single Honeywell TCAS-2000 with Change 7 ALTITUDE WARNING UNIT Honeywell WEATHER RADAR Honeywell WU-880 CVR Single Honeywell SCVR FDR Single Honeywell SSFDR Interior 13 seat Interior. Forward galley Forward cabin 4 executive club arrangement with foldout tables Mid cabin 4 place conference / dining group opposite credenza Aft cabin 3 place 16G berthable divan opposite 2 executive club seats Forward crew lavatory and aft passenger lavatory Jumpseat in cockpit Galley with coffee maker, chiller unit, microwave, oven, thermos storage Airshow Dual DVD players Satcom with two handsets equipped for Swift 64 Wifi Three 17 inch bulkhead integrated LCD monitors All seats in light cream-coloured leather All wood dark high-gloss finish Fabric covered manually extendable 3-place divan

Hawker Pacific

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Paul van der Blom Mob: +65 85221258 Email: paul.vanderblom@hawkerpacific.com www.hawkerpacific.com Aircraft Index see Page 4

Jet Sense Aviation, LLC August_Empyrean 22/07/2014 15:01 Page 1

S H O W C A S E

2001 Citation Bravo Serial Number: Registration: Airframe TT: Landings:

550-0985 N410TG 3935 4290

US registered, and world ready with TCAS II and FDR. 3935 TT, Can be delivered as is for $1,095,000 or with zero time engines $2,195,000 and enrolled on ESP Gold Lite.

Very nice paint and interior. Recent gear, phase IV due 10/2015, Phase 5 due 10/2016 Engines Phase 1-4: Due Oct 31, 2015 Phase 5: Due Oct 31, 2016

Additional Features • Refreshment Center w/hot beverage container • Therapeutic Oxygen • 10 x Life Jackets • 1 x Smoke Hood • EROS Crew Masks • PCA Autopilot • Artex 11 0-406 EL T • 2 KY 196B Com • 2 KN 53 Nav • C14D Compass • MST -67S Transponder • OM 441B D.M.E. • KR8/ADF • WU-660 Radars

General and Interior • Freshly overhauled MLG • 8 Seat Executive Config.

• Newly Renovated interior with Ivory Leather and New Carpets Avionics • Honeywell Primus 1000 Bravo Avionics • Honeywell GNS-XLS FMS • CAS 67A TCAS II • King H.F. Com • Allied Signal Mk.VI GPWS • A200S C.V.R. • Allied Signal F.D.R. • 381 02-00-01 Meggitt Standby

Jet Sense Aviation, LLC Contact: Brett Forrester

Advertising Enquiries see Page 8

www.AvBuyer.com

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

WORLD AIRCRAFT SALES MAGAZINE – August 2014

137

AirResource August 22/07/2014 17:26 Page 1

S H O W C A S E

1973 Dassault Falcon 20F-5BR Serial Number: Registration: Airframe TT: Landings:

296 N220LA 9440 6485

• BRAND NEW ONE OF A KIND CUSTOMIZED INTERIOR! • Spacious Cabin with new style seats featuring multi-density foam padding and Avion Seashell Leather!

• Flight Display Systems Cabin Display • Duncan Aviation external baggage mod • Cabin 110V Receptacles • Spacious Forward Closet • Airshow 400 & CD Stereo system Engines TFE731-5BR-2C MSP GOLD Engine #1: 6465 TSN Cycles: 4144 Engine #2: 6669 TSN Cycles: 4263 APU Honeywell 36-150 2744 Total Time Avionics Dual Collins VHF-22A Comms Dual Collins VIR-32 Navs Dual Collins DME-42 ADF-60A ADF WXP-850A Color Radar w/Data Nav, Checklist and TCAS Display on MFD Universal Cockpit Voice Recorder CVR-30A

Collins 5 Tube EFIS 85C Collins APS 85 Autopilot Collins ALT-55A Radar Alt Dual Collins TDR-94D S Mode Transponder Dual Collins ADC-82A & Sgl ADC 3000 Air Data Computer Universal UNS-1A & UNS-1F Collins TCAS-II TCAS-94 System Rosemount AOA Artex ELT Interior Love the Smell of New Leather!

Just back from the interior shop with customized new style seats and divan including new multi-density foam padding and covered with Garrett Leather Avion Seashell. This spacious Fireblocked nine passenger configuration features a forward left hand three place divan plus six fully articulating, berthable extra wide seats and three executive tables. New Ultraleather Cream headliner and Marbel 75 carpet by Redrock.

Brighton Walnut laminate throughout with a customized map on the forward closet. A forward jump seat, both forward and aft galleys, a mid-cabin cabinet, central water system, fully enclosed aft lavatory with sink and vanity, forward and aft baggage closet. Integrated cabin management system with SPS Series VIP panel and individual SPS Series Controls Exterior 2007 Overall Matterhorn White with Fighter Blue, Aviation Silver and Gloss Black accent stripes

AirResource Group P. O. Box 3874, Little Rock, AR 72203

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Tel: +1 501 219 4690 E-mail: cheri@AirResourceGroup.com Website: www.AirResourceGroup.com

Aircraft Index see Page 4

Aviation Advisors August 22/07/2014 15:06 Page 1

S H O W C A S E

2008 Learjet 60XR Serial Number: Registration: Airframe TT:

338 N398AA 263

This is 2008 LR60XR is one of the lowest time airplanes on the market. Virtually new airplane at a huge discount to the factory list price: • This plane leads its competitors in timeto-climb and and operating altitude while providing the lowest operating costs in its class.

•

The flight deck is next generation with Collins ProLine 21 avionics.

•

2400 NM range at Mach.74 or Mach.81 for high speed cruise.

•

Currently available for showing in Sarasota, FL.

Engines PW305A on JSSI Premium, 7200 / 7200 TBO, APU: Sunstrand T20G-10C3A with 268 hours on JSSI.

Avionics Collins Pro Line 21 IFCS, Autopilot: Flight Director Collins FGC-3000 IFCS, Rockwell Collins TWR-850 RADAR Enhanced Weather Radar, COM: Dual Collins Pro Line 21 w/8.33 spacing, NAV: Dual Collins Pro Line 21 w/ FM-Immunity Compass: Dual AHRS, CVR: Universal CVR-120, DFDR: L3 FA2100, EFIS: Collins ProLine 21 4-tube, F/DIR: Collins FGCdc43-3000 IFCS, FMS: Dual Collins FMS-5000 w/ dual Collins GPS-4000, HF: Dual Honeywell KHF-1050, ADF: Dual Collins ADF-462, TAWS: Honeywell EGPWS w/windshear, TCAS: TCAS-II w/change 7, TPDR: Dual Collins TDR-94D Mode S w/ enhanced surveillence.

Exterior Snow white w/sable, Miss Ashley red & black DeSoto stripes; gamma gray DeSoto door frame.

Call for Pricing

Additional Equipment General: 3-D FMS maps, Rockwell/Collins datalink (w/third VHF), Dual FSU enhanced map overlays, Universal weather, Rockwell Collins TWR~850 RADAR Enhanced Weather Radar (Exchange), Aircraft locking package, Dual rechargeable flashlights, Lights: Pulse recognition, & landing, RVSM capable, ELT.

Aviation Advisors International Inc 8191 N. Tamiami Trail, Sarasota, Florida, 34243-2032

Advertising Enquiries see Page 8

Interior 7 Passenger, Wood veneer package, Airshow 4000 w/Network package, cabin video system w/single DVD player.

www.AvBuyer.com

Tel: +1 (941) 351-5400 Tel: +1 (210) 490 1883 - San Antonio office Email: bobd@aaisrq.com www.aviationadvisorsintl.com WORLD AIRCRAFT SALES MAGAZINE – August 2014

139

Florida Jet Falcon 50 August 22/07/2014 15:10 Page 1

S H O W C A S E

1991 Falcon 50 Serial Number: Registration: Airframe TT: Landings:

223 N451CL 7,514 5,103

Engines TFE 731-3-1C ENGINES ENROLLED ON MSP Engine #1: Engine #2: Engine #3: S/N: P76811 S/N: P76812 S/N: P76810 TT: 7313 TT: 7293 TT: 7348 CSN: 4941 CSN: 4976 CSN: 4995 SHSI: 324 SHSI: 323 SHSI: 292 SMOH: 3187 SMOH: 3167 SMOH:3222 APU GARRETT GCTP 36-100A S/N P333 TT 2990 HOURS/1501 HOURS SHSI Avionics • DUAL COLLINS FLT DIR. • COLLINS APS 85 AUTOPILOT • DUAL COLLINS EFIS 86-C-14B SYSTEM • DUAL COLLINS VHF22 COM • DUAL COLLINS VIR 32 NAV • DUAL BENDIX MST-67A XPNDR • DUAL COLLINS ADF60 • DUAL COLLINS DME42 • DUAL UNIVERSAL UNS 1-F FMS • HONEYWELL AFIS SYSTEM • DUAL KING KHF950 HF COM • FREDRICKSON SELCAL • AIRCELL ST3100 FLITE FONE

Navigation Compliance RVSM, FM IMMUNITY, RNP5, 8.33 COM, MNPS & RNP10 Exterior PAINTED JANUARY, 2007 - DUNCAN AVIATION, SHOWS LIKE NEW Interior COMPLETED JANUARY, 2007 - DUNCAN AVIATION THIS ABSOLUTELY GORGEOUS AND METICULOUSLY MAINTAINED FALCON 50 HAS A DESIGNER INSPIRED INTERIOR IN EARTH TONE COLORS AND A CUSTOM PAINT SCHEME. CUSTOM FABRICS, SUPPLE BEIGE LEATHER UPHOLSTERED CHAIRS, AND MEDIUM HIGH GLOSS CABINETRY COMPLIMENT THE 9 PASSENGER EXECUTIVE INTERIOR WITH THE FOLLOWING FEATURES: • DUNCAN 50EX STYLE INTERIOR • AIRSHOW 410 PASSENGER INFORMATION SYSTEM • HONEYWELL CABIN ENTERTAINMENT SYSTEM • ONE 15” MONITOR • DVD PLAYER • HONEYWELL PRONTO CABIN ENTERTAINMENT REMOTE • AIRCELLAXXESS IRIDIUM PHONE SYSTEM W/2 HANDSETS • LED READING AND WASH LIGHTING SYSTEM • TIA MICROWAVE • TIA COFFEE MAKER • 9 PASSENGER CONFIGURATION INCLUDES 6 CHAIRS AND A 3 PLACE DIVAN • SIDE FACING JUMPSEAT • AFT LAV

Florida Jet 1516 Perimeter Road, Suite 201 Palm Beach International Airport West Palm Beach, FL 33406

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WORLD AIRCRAFT SALES MAGAZINE – August 2014

www.AvBuyer.com

Tel: +1 (561) 615-8231 Fax: +1 (561) 615-8232 Email: info@flajet.com www.FlaJet.com Aircraft Index see Page 4

CAI 2004 PZL M28 SKYTRUCK August 22/07/2014 15:17 Page 1

S H O W C A S E

2004 PZL M28 Skytruck Airframe TT:

1439.1

Engines Pratt & Whitney PT6A-65B Total Time Total Cycles TSO CSO 1 3815.3 2825 34.2 52 2 3815.3 2813 34.2 38 Propeller Propeller Hartzell HC-B5MP-3 1 4064.4 2794 825.4 2360 2 936.1 2794 2677.0 2360 Avionics Two (2) Garmin 430’s GPS/ NAV/COM Radios # 1, # 2 One (1) KR 22 Marker One (1) KCS55A with KI525A Indicator Two (2) KMA 24H-70 Audio/Marker Panels (2 set) Three (3) H10-40 Headsets EBC-502 ELT 4 One (1) MST-67A Transponder One (1) KDF-806 ADF KFC-325 Autopilot LCR-100 Attitude & Heading reference RDR-200 Weather Radar w/ 540 Display EGPWS (Enhanced Ground Proximity Warning System) TCAS II CAS 67-A KMH-980 Multi-Hazard Awareness System Interior Instrument Panels Seats (Pilot & Copilot) Seat Belts (Pilot & Copilot) with Shoulder Restrain System (Inertia Reel of Two Shoulder Straps)

Rigid Upholstery Panels (Painted) Cockpit Barrier Operational Equipment Installation Points Crew Oxygen System (Two Bottles) – only provisions for future installation First-Aid Kit Flight Engineer Headset Plug-In Socket Additional Headset Plug-In Socket Exterior Landing Gear, Nose (Tubeless, Low Pressure Tire) Landing Gear, Main (Tubeless Low Pressure Tire) Anti-Skid System Standard Anti-Icing System: Propellers (Electric) Windshields (Electric) Engine Inlets (Exhaust-Heated) Pitot Probes (Electric) Ice Detector Airframe Anti-Icing System: Approved only for inadvertent icing encounters for delivery flight (based on polish temporary CAO approval) Operational Equipment Under-fuselage Pod Observer Seat Toilet – only provisions for future installation Paratroop equipment – only installation of electrical system (signaling system) of paratroop equipment The aircraft is available for sale or lease with purchase option. The aircraft is being offered at $4,095,000 and the lease would be a 5-year term at 1.25% to 1.5% of aircraft value per month plus a deposit

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

Advertising Enquiries see Page 8

www.AvBuyer.com

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

(561) 433-3510 (561) 433-3842 (561) 289-3355 jp@caijets.com www.caijets.com

WORLD AIRCRAFT SALES MAGAZINE – August 2014

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J Hopkinson 2 June 21/05/2014 10:39 Page 1

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

follow us on twitter@HopkinsonAssoc

19 Sold 6 Remaining that Must Be Sold!

Cessna Citation Ultras AVIONICS Honeywell Primus 1000 3 - Tube EFIS Honeywell Primus GNS-XL FMS System

Honeywell MKVII EGPWS Honeywell TCAS II w/Change 7 L3 Cockpit Voice Recorder Global-Wulfsberg AFIS INTERIOR Seven Passenger Interior & Belted Lav Seat Aft Tailcone Baggage w/Ski Tube.

Zephyr Air Conditioning.

Recently refreshed Interior

EXTERIOR Recently completed Permaguard sealed Exterior MAINTENANCE Fresh Phase 1 - 5 completed by Landmark, Scottsdale Zero Engine Option

1441 Aviation Park NE, 2nd Floor, Box 560, Calgary, Alberta, T2E 8M7

P143_Layout 1 23/07/2014 10:26 Page 1

EXPERIENCE. KNOWLEDGE. SUCCESS.

Every deal is unique and requires creative solutions to complex problems in order to make it a success. With over 50 years of experience and deep knowledge of the industry, we don’t just get the deal done, we get it done right.

GKGLAW.COM • (202) 342-5251

Advertising Enquiries see Page 8

www.AvBuyer.com

WORLD AIRCRAFT SALES MAGAZINE – August 2014

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ADS_Gil WolinNov06 22/07/2014 12:11 Page 1

FLIGHT TRACKING SOLUTIONS

Ending MIA in Aviation: Five years after AF447, tracking technology offers many more options...

by Dave Higdon e asked three Business Aviation pilots why commercial and business aircraft continue to operate in remote areas without some form of ongoing, continuous tracking. The responses played like three variations on one answer – and that was back in 2009, during the aftermath of Air France 447 vanishing into the Atlantic.

Months on from the disappearance of flight MH370, we asked three aviation business executives the same question. In place of any direct answers came other questions: • Can it really be done today?

• Is it really necessary, or necessary for all flights?

• At what cost?

W

At what cost, indeed? According to Inmarsat, MH370 already flew with equipment capable of providing detailed data packs up to every minute. With the equipment already aboard the Boeing 777-200ER, the added cost covers a subscription for the satellite-based data-delivery system and would have added less than $1 per operating hour to the cost of the flight. For the five-hour flight MH370 was scheduled to fly, the added $5, split among the 225 passengers, would have equated to less than three cents per head.

When so many carriers are in a head-long

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WORLD AIRCRAFT SALES MAGAZINE – August 2014

rush to add satellite-based Internet access as a revenue source, the question of ‘cost’ won't win any fans among passenger and crewmember families. Had the option existed for them, the families of John Wise, Amelia Earhart, Glenn Miller, Nick Begich and Hale Boggs –we can be comfortably sure - would throw back the cost question. None of these people were ever found.

John Wise is the first recorded instance of an aviator vanishing in-flight, when he was piloting a helium balloon over Lake Michigan in 1879. That ignoble first aircraft vanishing remains a vexing issue for aviation to this day.

Thankfully, during the past two decades technology developed and implemented makes it possible for aircraft airborne over nearly any part of the world to communicate with ground locations anywhere else on the planet.

Automated communiques can include precise position data, aircraft altitude, speed, track and heading – data generated by the same onboard precision-navigation equipment that guides the aircraft across vast trackless expanses of sky.

The big challenge begins once an aircraft departs airspace covered by ground-based surveillance networks. Beyond a couple hundred miles of land or over Earth's mostremote land regions, ground-based surveillance does not exist. ❯ www.AvBuyer.com

Aircraft Index see Page 4

ADS_Gil WolinNov06 22/07/2014 12:13 Page 2

Advertising Enquiries see Page 8

www.AvBuyer.com

WORLD AIRCRAFT SALES MAGAZINE – August 2014

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ADS_Gil WolinNov06 22/07/2014 16:13 Page 3

FLIGHT TRACKING SOLUTIONS But based on what we know today, failure to consider such an option greatly increases the odds of another disappearance with a failed search effort.

A private aircraft lost with top executives aboard will certainly illicit the rapt attention and assistance of the company's home nation; but would the government-coordinated and funded search effort continue for as long as it did for AF447? French authorities suspended their search after nearly three months, returning to participate in the salvage effort and investigation once wreckage was confirmed.

MH370 remains missing (as of this writing), its fate and location both ongoing mysteries on a long list of aircraft lacking even a general vicinity to start searching.

That brings us full circle back to the value of even the limited location data available from the ACARs transmission from AF447 back in 2009: Large though it was - difficult though the terrain of the bottom was - the AF447 search at least was able to start looking for its needle in the correct haystack.

FLYHT AFIRS (ABOVE) AND BELOW, THE FLYHT DRAGON IPAD APP. PHOTOGRAPHY: CARL WONG

area where the jet's wreckage rested in waters more than two miles deep. Discovery of the wreckage came about 22 months after the A330 vanished.

Technology exists to equip for global surveillance of virtually anything from a widebody Airbus A380 or Boeing 747, to small business piston aircraft such as a Beechcraft G36 Bonanza. Comparable technology is already coming online in Australia, Europe, the US, and in parts of the Caribbean (we know it as ADS-B Out).

It's where the ground infrastructure is lacking that ADS-B Out alternatives hold their greatest appeal and the most-significant promise – and that promise is not far off, with space-based ADS-B in the works starting with satellite launches beginning in 2015. In the interim, existing satellite-based systems already offer several options to track aircraft globally, some with datalink-communications capabilities.

RATIONALIZATION VS COSTS The efficacy of these data-transmission systems, even when used only in a limited fashion, has been demonstrated repeatedly – even in the case of MH370, for which the aircraft's INMARSAT data-communication subscription was expired. Nonetheless, scientists and engineers at INMARSAT managed to calculate a general direction, speed and altitude from a series of very limited, so-called “handshake signals” MH370’s datalink equipment generated hourly.

With AF447, the broader range of systemfailure data broadcast by that Airbus A330's ACARS system, directed the search into an

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WORLD AIRCRAFT SALES MAGAZINE – August 2014

It’s not hard to imagine the potential effectiveness of a full-spectrum data package for the growing numbers of business aircraft increasingly plying remote airspace previously used primarily by commercial and military aircraft.

For those principal executives often aboard such private flights, embracing such a datalink/communication system may help fulfill a company policy requiring that some of its officers remain accessible wherever they are.

Beyond the relatively mundane issue of meeting a company bylaw requirement, should this rare, albeit very real prospect occur and the company airplane goes missing, that same system takes on the job of lifesaver thanks to the likelihood of a faster discovery. www.AvBuyer.com

HISTORY REPEATS ITSELF...

As long as aircraft ply skies lacking any continuous surveillance option, the odds are forever in favor of another aircraft disappearing without a trace. Routine is how they almost always begin. Air France 447 and MH370 both began during what were routine revenue flights.

Shortly after midnight March 8, about 40 minutes after takeoff, MH370 turned off course by about 150 degrees, headed across the island just departed, out over the Indian Ocean and vanished. And once again the industry and government regulators debate the need, want and costs of establishing a performance-based requirement for some form of global surveillance system – if not 100 percent of the time, at least for times when an aircraft is out of reach of groundbased surveillance systems such as secondary surveillance radar or ADS-B. The question particularly haunts this disappearance because Air France 447, missing nearly 2 years before being definitively located, directly pointed out a need for better surveillance for aircraft transiting some of the world's most-remote, search-hostile airspace.

Continuous surveillance over the vast open expanses of ocean and across huge tracts of undeveloped land has become more and more available in the past 20 years, thanks to expanding ADS-B capabilities into space-based data transfer, and with the addition of multiple space-based data-sharing and messaging systems. The best way to assure no other AF447- or MH370-type incidents reoccur is to adapt one of these technologies. And while they aren't free, the costs are manageable enough for even small Aircraft Index see Page 4

ADS_Gil WolinNov06 22/07/2014 12:16 Page 4

FLIGHT TRACKING SOLUTIONS business aircraft operators to make an investment.

Fortunately, operators need not wait for a federal or international mandate to provide their own coverage, along with other benefits available from such systems. Systems already exist, are flying, and are available for installation. Consider the following options and the needs of your operation.

BLUE SKY NETWORK Since its founding, Blue Sky Network (www.blueskynetwork.com) has offered cuttingedge satellite tracking and communication solutions for aviation, land mobile and marine transportation uses, with solutions that leverage the Iridium satellite network to deliver reliable GPS tracking, voice communications, two-way text-based messaging, and asset monitoring.

The leading fleet management web portal from Blue Sky Network is SkyRouter, and provides a comprehensive cloud-based solution designed to support multi-asset types working seamlessly with Blue Sky Network's advanced tracking hardware.

The company has also pioneered advanced technologies, such as dual-mode tracking solutions (GSM-cellular and Iridium-Satellite) and HawkEyeLink, providing a Bluetooth interface for smartphones and tablets in the cockpit to communicate over the Iridium network.

STCs to install Blue Sky's equipment covers a broad range of business and commercial aircraft, both fixed- and rotary-winged, and has been used in a variety of small GA aircraft, as well as turboprop and jet aircraft.

STAR NAVIGATION Canada-based Star Navigation www.star-navigation.com - now offers technology to enhance tracking for aircraft through realtime flight data streaming. Star Navigation designed its In-Flight Safety Monitoring System (ISMS) for installation in an aircraft's avionics bay where it continuously monitors selected avionics systems operating in-flight.

The ISMS analyzes the data in real time, transmits the data and signals incident alerts – all via satellite to the aircraft’s ground-based flight operations or engineering department.

Position, speed, altitude and track can be part of the data burst. And engineers on the ground can access the data through Star Navigation's Airborne Data Services (ADS) program through a password-protected webbased portal.

That access is available on everything from desktops to laptops to smartphones and tablet computers.

FLYHT Another Canadian company, FLYHT (flyht.com), develops proprietary technological Advertising Enquiries see Page 8

BLUE SKY NETWORK SKYROUTER (ABOVE) AND BELOW, BLUE SKY NETWORK’S HAWKEYE LINK

products and services designed to reduce costs and improve efficiencies in the aircraft industry. Among them, its premier technology AFIRS UpTime and Dragon portable satellite communications device that links FLYHT hardware to iPads.

The AFIRS UpTime system provides operators with a dedicated link to monitor and manage aircraft operations anywhere, anytime, and in real-time. Should an AFIRS UpTime-equipped aircraft develop an emergency the system triggers FLYHTStream data-transmission mode to automatically stream back the same vital data normally secured in the black box.

The operator can designate which sites on the ground in real-time receive the FLYHTStream transmissions. Beyond its value in an emergency, FLYHT focuses more on the flight-management value of FLYHTStream service as a way to save on maintenance and downtime.

INDIGOSAT In Australia, IndigoSat (www.indigosat.com) offers its Indigo Track Flight Following service, employing Inmarsat's Iridium satellite network to track and record flight data, real time, from anywhere, and for use anywhere.

The company's 3D Flight Following provides a three-dimensional view of the aircraft track over a synthesized view of the landscape, along with the navigation data such as speed and track.

SATCOM DIRECT Another player in this field that uses the Inmarsat network is Satcom Direct www.satcomdirect.com - offering its variation www.AvBuyer.com

on tracking and real-time data delivery via Inmarsat hardware and aircraft-installed Satcom Direct equipment that interfaces with cockpit systems, and is developed to work with a widely varied range of business aircraft.

Other companies, of course, offer Flight Tracking solutions. Between them, you should find something that fits your need/aircraft type, and acts as a safety back-up, maximizing the chance of a quick discovery if the company aircraft were ever to go missing in a remote area over sea or land.

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AIC Title October_Layout 1 22/07/2014 15:20 Page 1

P149-152 23/07/2014 14:11 Page 1

Marketplace Westwind II

Thomas Jets LLC Price:

Make Offer

Year:

1984

S/N:

409

Reg:

N629WH

TTAF:

5102

Location: USA

Tel: +1 (613) 991 2935 E-mail: paul@thomasjets.com This no damage, RVSM compliant aircraft, is an excellent, late model Westwind II, Flight Director: Collins FDS-85, Auto Pilot: Collins APS-80, Comms: Dual Collins VHF-20B, ADF: Collins ADF-60A, Keith Freon Air, Airshow 200, Wireless Headsets, The cabin is equipped with five individual executive seats and a forward three place couch. The fully enclosed lavatory, located in the rear of the cabin, has a belted flushing potty and sink. Seats and couch was recovered 2013. Good condition. Feb 2005

www.thomasjets.com

Dassault Falcon 50

Thomas Jets LLC Price:

Make Offer

Year:

1986

S/N:

168

Reg:

N514MB

TTAF:

5750

Location: USA

Tel: +1 (613) 991 2935 E-mail: paul@thomasjets.com Landings: 3268, This is an exceptional, low time Falcon 50 with excellent maintenance status and history. 4C & Corrosion Protection Control Program (CPCP) complied with August, 2013, New Paint, MPI’s (Weststar Alton, IL), Gear Overhaul August, 2011. New paint August, 2013 (Weststar Alton, IL) Excellent Condition. Six Individual Grey Leather Seats With a Three Place Divan and Jump Seat, Keurig Coffee Maker, Sony DVD Player, CD and Pull Out Wide Screen LCD Monitora

www.thomasjets.com

Westwind II

Thomas Jets LLC Price:

USD$595,000

Year:

1982

S/N:

1124A-365

Reg:

N73CL

TTAF:

7516

Location: USA

Tel: +1 (613) 991 2935 E-mail: paul@thomasjets.com An exceptional, low time Westwind II. Landings: 5451.

Engines: LE: 77478 “0” SCZI MSP Gold DEECS RE: 77480 40 hours left to CZI MSP Gold DEECS. Avionics: ADF: Dual Collins ADF-60A, IFCS: Collins FDS-85 Proline, Comms: Dual Collins VHF-20B, Navs: Dual Collins VIR-30A, CVR: Universal CVR-80, DME: Dual Collins DME40. Int: Aft 4-place club, side facing 3-place divan opposite single seat all in beige leather, belted lav. Ext: Overall white with black and gold stripes

www.thomasjets.com

Hawker 800A

Capital Jet Group Price:

$1,950,000

Year:

1993

S/N:

258241

Reg:

XA-CHA

TTAF:

5875

Tel: +1 (703)-917-9000 E-mail: sales@capitaljetgroup.com MSP GOLD for engines. API winglets for added range and performance. 2011 paint. 2013 48 month inspection.

Global AFIS. Aircell Iridium satphone. Dual GPS. Digital FDR. HF. TCAS 2000 8 passenger interior with DVD/CD/Airshow system with dual monitors

Location: USA

Hawker 800XPi

Capital Jet Group Price:

$3,950,000 USD

Year:

2005

S/N:

258723

Reg:

M-YCEF

TTAF:

4,219

Tel: +1 (703)-917-9000 E-mail: sales@capitaljetgroup.com Hawker 850 performance for 8 passengers in a turn-key package. HBC Winglets. Dual File-servers. 2012 paint and interior. MSP for engines and APU. Fresh 8 year/48 month inspections at Duncan Aviation. Fresh Engine Core Overhauls. No Excuses, no projects. Make an offer soon.

Reduced to $3,950,000 USD

Location: USA

Advertising Enquiries see Page 8

www.AvBuyer.com

WORLD AIRCRAFT SALES MAGAZINE – August 2014

149

P149-152 23/07/2014 14:13 Page 2

Marketplace Learjet 36A

Leonard Hudson Drilling Price:

US $1,695,000

Year:

1977

S/N:

36A-030

Reg:

N160GC

TTAF:

15,600

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

Learjet 36A, Long range capability, as configured 2,400 nautical miles. Can be upgraded to 2,600 mile range.

Recent paint and interior, RVSM. Competitively priced at $1,695,000 USD, may trade on helicopter

Location: USA

BELL 206L4

Leonard Hudson Drilling Price:

Please Call

Year:

2002

S/N:

52265

Reg:

N339MG

TTAF:

1700

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

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

do justice to the helicopter, and the colors are very vibrant, it is ready for immediate work. It has had both a Bell/Edwards completion and maintenance with immaculate records, of course no damage of incidents. 1700 TTSN, Two corporate owners.

Location: USA

BELL 412EMS

Leonard Hudson Drilling Price:

US $3,875,000

Year:

1981

S/N:

33017

Reg:

N554AL

TTAF:

15265

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

Full EMS Medical 4 patient and 4 attendant interior.

Recent ‘no expense spared’ airframe refurbishment at Acro Helipro within the last 100 hours.

Both engines are fresh Pratt and Whitney overhauled.

Immediate delivery, Meticulous records.

Current with medical interior and 13 passenger utility interior are included, aircraft is ‘turn-key’ will provide Fresh annual /Export C of A

Location: USA

BELL 212 (Five Available)

Leonard Hudson Drilling Price:

Please Call

Year:

1991-1996

S/N:

Call for details

Reg:

Call for details

TTAF:

Call for details

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

Five, Late Model, Bell 212s In 'Off Shore’.

Available for immediate use.

Asking $3.1M to $3.6M USD. Serial numbers: 35034, 35048, 35060, 35088 and 35096

Location: USA

Cessna Citation CJ1

Mr. Duparré / Mrs. Schorr Price:

$1,550,000

Year:

2002

S/N:

N 525-0476

Reg:

D-IRSB

TTAF:

2470

Location: Germany

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WORLD AIRCRAFT SALES MAGAZINE – August 2014

www.AvBuyer.com

Tel: +49 (0) 30 886 267 40 Email: Dragonbabe101@hotmail.com

Great condition, On Tap Elite, Airframe on ProAdvantage, EASA Certified, RVSM, Cescom, Maintained EU-OPS/Part M, Avionics; EFIS/Flight Director: Collins Pro Line 21 3Tube, Compass: Dual Collins AHC-3000 AHRS. Exterior: Snow White w/Platinum, Gray & Black striping. Teflon coated 09/2011. Features: Safe Flight N1 Computer, Locator Beacon,Crew NAV Chart Cases,Cockpit Speaker Mute Switch, Engine Synch,8" x 10" Multi-Function Display, Monorail Sunvisor,Dual Cockpit 110-Volt AC Outlet, etc.

Aircraft Index see Page 4

P149-152 23/07/2014 14:13 Page 3

Marketplace Bombardier Challenger 850

Comlux the Aviation Group Price:

Make offer

Year:

2006

S/N:

TBD

Reg:

TBD

TTAF:

4474

Tel: +41 (0) 44 205 50 70 severine.cosma@comluxaviation.com

This Challenger 850 suitable for 14 passengers features an extremely comfortable cabin with two club-2 at the front, followed by a Club-4 and a divan. The private compartment at the rear is composed of a club 2 and a sofa and gives access to a beautiful VIP lavatory.

Contact: Severine Cosma

Location: Switzerland

www.comluxaviation.com

Bombardier Global 7000

Comlux the Aviation Group Price:

Please Call

Year:

2016

S/N:

TBD

Reg:

TBD

TTAF:

New

Location: Switzerland

Tel: +41 (0) 44 205 50 70 severine.cosma@comluxaviation.com

With its four distinct living spaces, the Global 7000 business jet provides unparalleled spaciousness, luxury, and comfort, in a homelike environment that can be as productive or as leisure-friendly as any moment demands.

Seats position you perfectly to take in the view from the largest cabin windows in its category. Enjoy exquisite dining experiences at a table for six, journeying non-stop between key cities such as London and Singapore. Engines: General Electric’s Passport™ Engine.

www.comluxaviation.com

Bombardier Learjet 31A

J. Preiss-Daimler Consulting Price:

Make Offer

Year:

1992

S/N:

31A-057

Reg:

DCJPD

TTAF:

6670

Tel: +49 (0) 35204 96511 Email:pd-consulting@pd-group.com

Engines on MSP Gold 7665 Landings In Great Condition Please call - Jürgen Preiss-Daimler +49 (0) 35204 - 96515 to MAKE OFFERS

Location: Germany

Tel: +43 (0) 1 706 2700 720 Email: asset@mjet.eu

MJET GmbH

Gulfstream V

Price:

Make offer

Year:

2006

S/N: Reg: TTAF:

6381

16 seats (forward galley) * Fresh 12-yr inspection * New Cabin Management System (Collins Venue Retrofit CMS), with 2 x 19" bulkhead HD LCDs, touchscreen controllers, HD audio/video distributors, HDMI input panel, USB panel, iPod input jack panel, Airshow interactive map etc. * Engines on CorporateCare * APU on MSP * Second owner since new * Triple FMS. USB data loader

Location: USA

www.comluxaviation.com

Hawker 1000A

Tel: 1 (850) 213 3218 E-mail: jetmarkets@aol.com

International Jet Markets, Inc. Price:

Make Offer

Year:

1992

S/N:

259010

Reg:

N52SM

TTAF:

5400

MSN 259010, ESP Gold, Honeywell Avionics, Excellent 9 Pax Interior, Well maintained, 2 Corporate Owners, Replaced & excess to needs $2,450,000.00 but Make Offer Contact: Bill Pilker Mobile 1-770-330-2691

Location: USA

Advertising Enquiries see Page 8

www.AvBuyer.com

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P149-152 23/07/2014 14:14 Page 4

Marketplace Diamond DA-40

Tel: +46 70 650 8917 Email: flygargarden@msn.com

TFK, Sweden Price: Euro 155,000 no VAT Year:

2001

S/N:

40069

Reg:

SE-LOY

TTAF:

1800

Eng: Lyc.IO-360M1A,180Hp, 20Hours SMOH, Prop: MT 3Blade 20Hours, Nosegear strout new stronger, Eng. mount new stronger, GPS: Bendix/King KLN94TSO IFR aprov.

DME: Bendix/KingKN62A TSO, X-ponder:Bendix/KingKN76CTSO, Nav/Com: Bendix/King KX165A TSO, Autopilot: Bendix/KingKAP140, coupled aproaches approved, Skitube located behind backseats, Airworthy until: 2014-09-08.

Location: Sweden

www.flygargarden@msn.com

Piper Meridian

Price:

USD 950,000

Year:

2005

S/N:

4697203

Reg:

N455LG

TTAF:

1556

Location: USA, CO

Eurocopter EC120 Colibri

Tel: +1 (303) 790-0880 Email: sales@apaaero.net

Arapahoe Aero Aircraft Sales, LLC

Pristine 2005 Meridian with Meggitt Magic avionics, Garmin 530s are WAAS upgraded. King MFD replaced with Garmin MX-200. Dual Garmin 330 transponders. Vertical profile radar. TAS and EGPWS. Fully deiced (FIKI). Two US owners since new. Very well cared-for. A regularly flown aircraft. No damage history. Air conditioning that works very well.

Located in Denver, Colorado, USA. The aircraft reflects pride of ownership and an excellent regard for maintenance. Contact: Mark Karlin

LifeFlight & GmbH & Co. KG Price:

€670,000 EURO

Year:

2001

S/N:

1217

Reg:

D-HKMM

Tel: +49 (0) 221 / 291963 – 60 Email: operations@lifeflight.de

One owner and always hangared. 12 year inspection finished in March 2014. Helicopter in excellent condition and immediately available. Seats – Grey Leather outer with fabric in-sert, Cabin carpet

Beechcraft TTAF: 1.821 GmbH Location: Germany

Pilatus PC12/45

GCSurplus.ca Price:

1.7 Million CDN

Year:

2000

S/N:

314

Reg:

C-FMPE

TTAF:

10631

Tel: +1 (613) 991 2935 Email: adam.clarke@pwgsc.gc.ca Online Sealed Bid Auction. 2000 PILATUS PC-12/45. CFMPE. Bid period ends August 18, 2014. Min. bid $1,700,000 CDN. For complete specs, registration to bid and more info.

Contact: Adam Clarke +1 (613) 991-2935.

Location: Canada

Hawker 900XP

Beechcraft GmbH Price:

Please Call

Year:

2012

S/N:

TBD

Reg:

N-Reg

TTAF:

1.046

Tel: +49 (0)821-7003-100 Email: sales@beechcraft.de N-Reg, Pro Line21, 2xHF-9000, 2xFMS-6000, 2xTDR-94D XPDR, TCAS II, RVSM capable, SSFDR, Aircell & Highspeed Internet, on JSSI, with several Warranties – Aircraft like new!

Location: Europe

152

WORLD AIRCRAFT SALES MAGAZINE – August 2014

www.AvBuyer.com

Aircraft Index see Page 4

P153 23/07/2014 12:41 Page 1

Par Avion Ltd FALCONS • HAWKERS • LEARS

www.paravionltd.com SALES • ACQUISITIONS • CONSULTING

Alberth Air Parts

+1 832 934 0055

Spare Parts •BUY •SELL •TRADE CESSNA LEARJET HAWKER WESTWIND FALCON GULFSTREAM

www.alberthaviation.com Fax: +1 832 934 0011

Copy date for the September issue

Wednesday 13th August 2014 World Aircraft Sales (USPS 014-911), August 2014, Vol 18, Issue No 8 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 & DVDs 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.

Advertiser’s Index 1st Source Bank......................................................105

Corporate AirSearch Int’l .......................................141

Jeteffect ........................................................................69

21st Century Jet Corporation ...............................154

Corporate Concepts...........................................44-45

JetPro Texas .....................................................128-129

888 Aero ......................................................................77

Dassault Falcon Jet Europe ..........................2-3, 131

John Hopkinson & Associates.......................19, 142

AeroSmith/Penny ....................................................130

Donath Aircraft Services...........................................43

Lektro..........................................................................143

Airfleet Leasing ........................................................134

Duncan Aviation ...................................................47, 89

Mente Group...................................................116, 135

AIC Title Services....................................................148

Eagle Aviation..............................................................37

Mesinger Jet Sales ..............................................23-25

AirResurce Group ...................................................138

Elliott Aviation ......................................................51, 91

Northern Jet Management ............................126-127

Amjet .............................................................................83

Florida Jet Sales ......................................................140

OGARAJETS........................................................40-41

Aradian Aviation..........................................................63

Freestream Aircraft USA ....................................27-29

Par Avion ......................................................................21

Aviation Advisors .....................................................139

General Aviation Services ........................................61

PLM Aviation.............................................................132

Aviation Aesthetics ....................................................95

GKG Law ..................................................................143

Rolls-Royce .................................................................15

Aviation Partners......................................................101

Guardian Jet ................................................................79

Sojourn Aviation ...................................................58-59

Aviatrade ................................................................84-85

Gulfstream Pre-Owned ......................................34-35

Southern Cross Aviation ........................................115

Avjet Corporation .................................................74-75

Hawker Pacific .........................................................136

Survival Products.....................................................153

Avpro ......................................................................10-14

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

Tempus Jets.................................................................31

Bell Aviation ..........................................................48-49

Jet Aviation...................................................................93

The Jet Business ........................................................65

Bombardier................................................................1, 5

JetSense ....................................................................137

The Private Jet Company .......................................113

Boutsen Aviation ........................................................81

Jet Support Services (JSSI) ....................................33

TwinJet Aviation ........................................................133

Central Business Jets .............................................155

JetBrokers..............................................................66-67

VEBEG GmbH ........................................................125

Charlie Bravo ..............................................................39

Jetcraft Corporation ..................................54-55, 156

VREF Aircraft Values ..............................................143

Conklin & de Decker ...............................................143 Advertising Enquiries see Page 8

Wright Brothers Aircraft Title...................................97

www.AvBuyer.com

WORLD AIRCRAFT SALES MAGAZINE – August 2014

153

21st Century March 19/02/2014 17:14 Page 1

Tri-Jets have earned a stellar reputation among owners and operators and usually command higher resale values than the competition.

With efficient space management the Falcon 900 aircraft have a larger passenger seating area than the Gulfstream IV. These Tri-Jets weigh 15 tons less and are 22 feet shorter, providing a more beneficial ramp presence.

The 900EX can speed across the Atlantic with all seats full at 0.84 IMN; and has 300 NM greater range than the Gulfstream IV-SP. Furthermore, the 900EX can fly from London to Kansas City, Buenos Aires to New Orleans and Anchorage to Seoul at 0.75 IMN with eight passengers and NBAA IFR reserves.

Revolutionary and the world's first purpose built fly-by-wire (FBW) business jet, the Falcon 7X capitalizes on Mach 2 technology.

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

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

INTERNET: WWW.TRI-JETS.COM

E-MAIL: sales@tri-jets.com

CBJ July_CBJ November06 24/06/2014 10:45 Page 1

General Offices

Mexico office

Minneapolis / St. Paul

TEL: 52.55.5211.1505

TEL: (952) 894-8559

CELL: 52.55.3901.1055

FAX: (952) 894-8569

E-MAIL: Enrique CBJets.com

EMAIL: INFO@CBJETS.COM

Celebrating 30 Years!

GULFSTREAM G200 SN 199 2000 GULFSTREAM V SN N33M Of fered by Original Fortune 100 Corporation, Over 40+ Year History as a Fleet Operator of Gulfstream Aircraft, Honeywell Satcom with Wifi, Immaculate Maintenance, RRCC Engine Program

1960 TT / 1040 Landings, ESP Gold, Meets all EASA / JAR OPS Requirements, Impressive List of Options including Aerial View Camera

FALCON 50EX SN 255 2 Midwestern Owners Since New, MSP Gold, Dual Laseref, Dual NZ2000's, Satcom

FALCON 900EXy SN 121

FALCON 50-40 SN 25

Single Owner, Former Falcon Demonstrator, Most Systems are Triple, 2529 Total Hours, FWD & AFT Lavs, AFT Cabin Divider, MSP Gold

Last Falcon 50 Ever to be Multi-million Dollar Converted, Proline 21 cockpit, TFE-40 Engines on MSP Gold, 50EX Interior New 2010

FALCON 900B SN 155 Always US Owned, 6400 TT, MSP Gold, Forward & Aft Lavs, Dual Aft Couches

FALCON 900C SN 194 Single Owner, 3850 Total Hours, 2060 Cycles, MSP Gold, Standard Interior w/ Dual Aft Couches, FWD & AFT Lavs.

FALCON 20F SN 470 - FALCON 900C ENGINES & APU MOD 7827 TT / 5009 Landings, MSP Gold, Collins Proline II EFIS Cockpit, Dual Collins Radio Tuning Units, Dual Universal 1Lâ&#x20AC;&#x2122;s w/WAAS, ETC

CITATION VII SN 7064 Owners new Falcon is arriving soon!! 2 Midwestern Owners Since New, Maintenance Professionally Overseen, MSP Gold Engines, DOC 1, 2, 7, 8, 20, 28, 36, 47 and 48 Inspections among others starting at Cessna Wichita in 10 days

www.cbjets.com ALSO AVAILABLE: Gulfstream IISP SN210 * Falcon 900EXy SN238 (Lease Only)

As anyone in aviation knows,

TURBULENCE is an art.

Buying and selling aircraft can be a bumpy business. But for over 50 years, we’ve earned a reputation for delivering the smoothest ride, as well as the best deal. We did it by building our business entirely around our customers’ needs. With transaction specialists who really know aircraft and markets, and an unmatched global network of partners. The result? Faster, easier transactions and lots of repeat clients. So call us and relax. You’ve got the best navigator around. www.jetcraft.com I info@jetcraft.com I Headquarters +1 919-941-8400

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

FEATURED INVENTORY

2007 Boeing BBJ - SN 35990

File Photo

Newest BBJ on the Market - 1,724 Hours; 466 Cycles 2C Inspection Completed June 2014

2006 Falcon 900EX EASy - SN 165 EASy II Provisions in Place Low TTAF - HUD Equipped

8-2014_WAS_Back Cover_Turbulence.indd 1

2009 Global 5000 - SN 9311

Extremely Low Time - 439 Hours; 230 Cycles Batch and ADS-B Out Completed 2010 Agusta A109 Power 2002 Airbus A320VIP 2007 Challenger 300 2011 Challenger 605 2008 Challenger 850 2002 CRJ 200LR 2003 Falcon 2000EX 2012 Falcon 7X 2002 Falcon 900EX

Download the

2009 Global 5000 2012 Global 5000 2015 Global 6000 2005 Global Express 2010 Global XRS 2006 Gulfstream 450 2000 Gulfstream V 2004 Lear 60SE 2008 Legacy 600

2012 Global 6000 - SN 9440

New to Market - Immediately Available 1,324 Hours Total Time; 402 Landings

2010 Gulfstream G550 - SN 5265

One of a Kind Opportunity for this One of a Kind G550 1,160 Hours Total Time; 507 Cycles

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AVOIDING

7/11/14 10:57 AM